Peace, prosperity revive dream of connecting Asia by rail

NONG KHAI, Thailand (AFP) - As Asia develops at a whirlwind pace and peace holds in once-warring nations, countries are reviving a decades-old dream of connecting the vast continent with a continuous railway.

Like the ancient Silk Road but made of sleepers and track, the route would ferry goods and tourists from Singapore to St Petersburg, Phnom Penh to Pyongyang, creating development wherever the carriages pull in.

The idea was born in 1960 but was stalled by decades of conflict and poverty across the region.

Then the break up of the Soviet Union and the opening up of China ushered in a new era for Asian railways, said Barry Cable, Bangkok-based transport and tourism director at United Nations regional economic body UNESCAP.

"Countries have started to explore the international benefits of the railways," he told AFP.

"If railways are really going to fulfill their potential the investment required is going to be substantial, but the benefits are going to be huge."

In November 2006, 18 Asian nations including China and Russia signed a formal agreement to integrate the continent into a single railway network.

The UN-backed Trans-Asian Railway route now has nearly 74,700 kilometres (464,164 miles) of functioning track, serving 29 countries stretching west to Turkey and Russia and east to Vietnam and South Korea.

There are still around 6,200 kilometres of missing links, and filling in those blanks will cost roughly 15 billion dollars, the UN estimated two years ago.

Although authoritarian regimes, political tensions and gaps in funding are preventing a completely smooth ride, countries across the region are taking steps toward completion of the railway.

In northeastern Thailand, a new track due to open in March 2009 runs over the Friendship Bridge spanning the Mekong river linking Thailand and Laos.

It's only about five kilometres long from Nong Khai town in Thailand to Tha Na Laeng just over the border, but it is the first track to be laid in Laos, opening up a vital rail route to the sea for the landlocked nation.

At Nong Khai's river port, a constant stream of burly men lug cartons of food and household goods onto boats, which will sail across the Mekong to Laos.

Ead Kitkla, a 46-year-old Thai trader, says his load of coconut milk, spices and seeds has to travel from Bangkok to Laos in three buses and a boat.

"The train will be more convenient to go to Vientiane. There will be no need to take many buses," he said. "It will save time."

But, he added, life will be even easier when the Laotian government extends the line another nine kilometres to the capital, a move still in the planning stages.

Many of the gaps in the railway are in Southeast Asia, with only Singapore, Malaysia and Thailand operating cross-border links.

Thailand and Cambodia are linked by a track that has fallen out of use. Civil war in Cambodia only ended in the 1990s, and trains there crawl along dilapidated tracks.

The Asian Development Bank has stepped in with funds to help overhaul the railways, a project expected to be finished within three years, says Touch Chan Kosal, undersecretary of Cambodia's transport ministry.

He says no agreement has been reached on reconnecting with Thailand, and the two countries are preoccupied with a border dispute which threatened to escalate into a military clash.

The UN thinks the link can be running in two years, sparking an interest in a connection to Vietnam -- which has two rail crossings to China -- thus sewing up most of Southeast Asia all the way to Russia.

Like any chain, it is only as strong as its weakest link, and there seems little hope of connecting Asia with military-ruled Myanmar, one of the world's poorest countries.

Pierre Chartier, economic affairs officer for UNESCAP's transport division, said the Korean International Cooperation Agency financed a feasibility study on reconnecting the Thai-Myanmar link.

"The figures are not very good, economically speaking, in terms of traffic that could be expected to travel on this line, compared to the cost of putting the infrastructure in place," he says.

Cable said both the mountainous terrain and the isolationist regime in Myanmar are standing in the way of connecting Southeast Asia with India and on through Iran to Turkey.

"Under the present regime, no substantial progress will be made," he says.

But barriers once thought immovable have been broken -- North and South Korea, for instance, launched a cross-border freight train last December.

Another problem across Asia's sub-regions is the different railways gauges, the space between the tracks, but Cable says freight can simply be loaded from train to train.

He envisages dry ports, where goods will arrive and go through customs, creating bubbles of development, employment, trade and industry while cutting down the reliance on roads.

"We have to worry about energy and environment and about safety, and while we are all seeking new technologies and ways of reducing energy consumption, we have one technology already available to use, and that's railways," he says.

Tourists too will be keen to travel by train, he said, as they are increasingly aware of air travel's impact on climate change.

But improved transport links also give an easier ride to traffickers in women, children, drugs and wildlife -- all trades which have historically thrived in Southeast Asia and which governments are striving to wipe out.

Patchareeboon Sakulpitakphon, an programme officer from ECPAT, a group which works to end trafficking in children for sex, says pockets of development around rail terminals may also create pockets of vulnerability.

"People who are in poverty, they might see this railway as an opportunity to make an increased living, they might migrate to that area," she said.

"People involved in commercial sexual exploitation of children will know this might be a new area where vulnerable people might go."

To counter this, she said, authorities need to make sure communities around the railways are educated about the dangers of trafficking.

Cable said donor nations and financial institutions must make funding for railways conditional on programmes to address social woes, but said he believes the benefits will outweigh the drawbacks.

The UN sets a timeframe of 10 to 15 years for completion of the Trans-Asian Railway, which experts say is realistic if Asian nations maintain the political will.

"People are starting to rediscover their railways and saying what can we do to make them contribute more to economic development," says Chris Jackson, editor of British-based industry publication the Railway Gazette International.

"Tying up the loose ends and developing these international corridors is certainly part of it.

"If the railways can get their act together, there is potential to carry a lot of business in a fairly profitable way."