Revitalising the Laluan Penarikan: Malaysia’s new canal for modern container ships

 

From Tajuddin Abdullah

The Laluan Penarikan stands out as an extraordinary example of human ingenuity and the strategic significance of our earliest ancient trade routes connecting the Indian Ocean to the Strait of Malacca and to the South China Sea.

This historic “portage route,” facilitating the movement of goods between the west and east coasts of the Malay peninsula, represented the commercial vibrancy of the region and emphasised the importance of interconnecting diverse geographies.

The contemporary proposal to construct a new canal for container ships from Muar to Jempol, Teriang, and Pekan via the Laluan Penarikan offers a transformative opportunity to rejuvenate the economic landscape of Malaysia and elsewhere across the South China Sea.

The historic significance of the Laluan Penarikan cannot be exaggerated. Dating back to the 14th century, this route was a critical artery for traders from Melaka and Muar who sought to navigate the Muar river towards Kuala Pahang in Pekan, or onwards to Terengganu, Kelantan, or Perak.

By enabling a portage of approximately 600m overland, local communities facilitated the overland transfer of boats, thereby connecting the Muar and Pahang rivers.

This significantly shortened the journey between the Strait of Malacca and the South China Sea, circumventing the perilous waters infested with pirates.

In contemporary times, the strategic logic that supported the original Laluan Penarikan remains compelling.

Modern maritime trade faces its own set of challenges, including congestion in key chokepoints such as the Strait of Malacca, geopolitical tensions, and the perpetual threat of piracy in certain regions.

Against this setting, the construction of a new canal could serve as a vital alternative, offering a safer and more efficient passage for container ships. The potential benefits of such a canal are multifaceted. First, it would significantly enhance Malaysia’s logistical capabilities, transforming it into a central hub in the global maritime network.

By providing a direct route for container ships between the west and east coasts of the peninsula, the canal would alleviate the pressure on existing routes, thereby reducing transit times and costs.

This efficiency gain would be particularly advantageous for the burgeoning trade between Southeast Asia, China, and the rest of the world.

Second, the canal would catalyse regional economic development. Its construction and subsequent operation would necessitate substantial investments in infrastructure, including ports, logistics facilities, and ancillary services.

Such developments would create numerous job opportunities and spur economic growth in the surrounding areas, particularly in Johor, Negeri Sembilan and Pahang.

Furthermore, the enhanced connectivity would facilitate the flow of goods and services, fostering greater economic integration within Malaysia and with its neighbouring countries, especially Indonesia and those around the Indian Ocean.

The historical precedent for the canal’s strategic importance is well documented. Arab merchants in the 14th century, followed by Portuguese explorers and Malay warriors, recognised the route’s potential for both commerce and military strategy.

Notably, during the Portuguese era, a journey from Muar to Pekan via this route took approximately six days, illustrating the efficiency of the overland transfer compared with navigating the longer, more hazardous sea routes.

By modernising this ancient route, Malaysia can tap into this rich legacy to establish a new strategic corridor that honours its historical roots, while embracing the technological advancements of the 21st century.

Environmental considerations also play a crucial role in this proposal. The canal’s construction would need to adhere to stringent environmental standards to minimise its ecological footprint.

Sustainable engineering practices and technologies could be employed to ensure that the canal serves economic purposes and contributes to environmental conservation.

For instance, incorporating green infrastructure, such as wildlife corridors and buffer zones, could mitigate the impact on local ecosystems and biodiversity. Furthermore, the canal could be designed to support eco-friendly shipping practices, further reducing the carbon footprint of maritime trade.

Meanwhile, by providing a reliable and secure passage, the canal could enhance regional stability and promote cooperative economic relationships.

Moreover, the canal could serve as a catalyst for regional maritime cooperation, encouraging countries in Southeast Asia to collaborate on issues such as maritime security, environmental protection, and trade and services facilitation.

The economic rationale for the canal is further strengthened by the increasing demand for efficient and reliable maritime routes. The global shipping industry is experiencing unprecedented growth, driven by the expansion of international trade and the rise of e-commerce.

The canal would cater to the growing needs of the shipping industry, providing a vital link that enhances the resilience and capacity of global supply chains. This would be particularly beneficial in the context of China’s Belt and Road Initiative, where enhanced connectivity and infrastructure development are pivotal to facilitating trade and investment flows.

Finally, this is a visionary initiative that marries historical wisdom with modern aspirations. By revitalising this ancient trade route, Malaysia can unlock significant economic, strategic, and environmental benefits, positioning itself as a pivotal player in the global maritime landscape.

The canal represents a physical conduit for trade and a symbol of Malaysia’s commitment to innovation, sustainability, and regional cooperation.

In embracing this bold vision, Malaysia can honour its rich historical legacy while charting a course for a prosperous and interconnected maritime future.- FMT

Tajuddin Abdullah is a retired professor and a fellow of the Academy of Sciences Malaysia.

The views expressed are those of the writer and do not necessarily reflect those of MMKtT