Strait of Malacca
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This wide-angle map of south-east Asia shows that the Strait is the most direct route from the Indian Ocean to the Pacific. The narrowness of the Strait makes it a pinch point for world shipping. |
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Yearly smoky haze choking Straits |
[[Image:Straits_of_Malacca.png|260px|thumb|right|A closer-up map shows that the Strait of Malacca separating peninsular Malaysia and the Indonesian island of Sumatra.]]
The
Strait of Malacca (also called the Straits of Malacca, and in
Malay Selat Melaka) is a narrow stretch of water between
Peninsular Malaysia (West
Malaysia) and the
Indonesian island of
Sumatra. It is located around .
From an economic and strategic perspective the Strait of Malacca is one of the most important shipping lanes in the world, an equivalent of the
Suez Canal, or the
Panama Canal. The Strait forms the main ship passageway between the
Indian Ocean and the
Pacific Ocean, linking three of the world's most populous nations:
India,
Indonesia and
China. The Strait carries 50,000 vessels per year, carrying between one-fifth and one quarter of the world's sea trade. A quarter of all oil shipments carried by sea come through the Strait, in 2003, an estimated 11 million barrels (1,700,000 m³) a day, a trade that is expected to expand as oil consumption rises in China. At Phillips Channel near Singapore, the 805 km (500 mile) channel is only 1.5 nautical miles (2.8 km) wide at its narrowest point. This creates one of the world's most significant traffic
bottlenecks [
1].
All these factors have caused the area to become a target for
piracy and a perceived target for
terrorism. Piracy has been a considerable problem in the Strait in recent years, rising from around 25 attacks in 1994 to a record 220 in 2000. Just over 150 attacks were carried out in 2003. This accounted for around one-third of all piracy in 2003.
The number of attacks rose again in the first half of 2004, and the total number is expected to top the 2000 record. In response to the rising crisis, the
Malaysian, Indonesian and
Singaporean navies stepped up their patrols of the area in
July 2004.
Fears of terrorism rest on the possibility that a large ship could be pirated and sunk at a shallow point in the Strait (it is just 25m deep at its shallowest part), effectively blocking the Strait. If successfully achieved, the attack would have a devastating effect on world
trade. Opinions amongst security specialists differ about the feasibility and likelihood of such an attack.
Another shipping risk in the Straits is the yearly
haze that persists due to raging bush fires in
Sumatra. The haze can literally choke shipping by reducing visibility to as low as 200m making navigation in such a narrow and busy trade route hazardous.
There is also the perceived risk that terrorist or pirates could make use of the cover of haze to their advantage in launching operations.
Thailand has developed several plans that if implemented would diminish the economic significance of the Strait. The Thai government has over the course of its history several times proposed to cut a canal through the
Isthmus of Kra, shaving around 600 miles from the journey from
Africa and the
Middle East to the
Pacific. This would effectively cut Thailand in two, further isolating the separatist
Muslim majority in
Pattani. The prohibitive financial and ecological costs suggest that no such canal will go ahead in the near future despite the backing of several Thai politicians, and according to a report leaked to
The Washington Times in 2004, the offer by
China to underwrite the costs of the canal. A second alternative is to build a
pipeline across the isthmus to carry oil to ships waiting on the other side. Proponents of the plan say it would cut the cost of oil delivery to
Asia by about $0.50/barrel ($3/m³).
Myanmar has also made a similar pipeline proposal. Finally, there is also a proposal to directly pipe crude from the Middle East to
Xinjiang, China. Building began in
October 2004.
In the early days, traders via sea route (
Spice Route) -
Egypt,
Rome,
Arab,
African,
Turk,
Persian and
Indian, need to reach
Kedah (due to wind of Indian Ocean) before arriving at
Guangzhou of
China. Ships arrived at Kedah between June - November and returned between December to May. Kedah served as an important port that provide accommodations, porters, perahus, bamboo rafts, elephants and also tax collections, for goods to be transported over to the
Gulf of Thailand. Whereas ships coming from China then landed at the east coast of
Malay Peninsula in
Kelantan and
Pattani. Kedah and
Funan were famous ports of Pre-Straits of Malacca, until the 6th century, a new sea route was discovered, the Straits of Malacca.
*
Srivijaya*
Sultanate of Malacca*
Malacca*
World oil transit chokepoints*
BBC News report on the increased security in the Straits*
"Going for the jugular" Report on the potential terrorist threat to the Straits. From the Economist, requires subscription, in the print edition June 10th 2004*
China builds up strategic sea lanes*
A report from the International Maritime Organisation on the implementation of a Straits "Marine Electronic Highway" - a series of technological measures to ensure safe and efficient use of the busy waters*
The Malacca Straits Research and Development Centre homepage*
Al-Jazeera: Malacca Strait nations plan air patrol
