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The US media said that the China-Thailand railway may become the first station of China's high-speed railway technology export, which plays a demonstration role
in the promotion of China's railway technology in Southeast Asia.
The report said that after nearly 20 years of discussion and continuous revision, the blueprint of the Trans-Asian Railway has successively appeared three plans, namely the eastern, western and central lines
.
The Eastern Front was the first to be mentioned
.
The line runs from south to north through Singapore, Kuala Lumpur, Bangkok, Phnom Penh, Ho Chi Minh City, Hanoi and finally Kunming
.
However, due to the cooling of Sino-Vietnamese relations, the Vietnamese parliament tended to adopt the Japanese Shinkansen technology for the domestic segment, and the advancement of the eastern front was basically at a standstill
.
Then on the agenda is the western route, from Kunming through the cities of Lashio and Mandalay in Myanmar into Thailand, while the line south of Bangkok coincides with
the eastern route.
However, Myanmar's economic foundation is weak, Chinese investment in Myanmar has been blocked in recent years, and the Myanmar government also hopes to get rid of the situation that China is alone in Myanmar, so the advance of the western front has also been stagnated
.
The last option that surfaced was the central line into Thailand via Laos, which was recently announced by both sides to start construction
.
The eastern, western, and central lines are basically the same south of Bangkok, with the main difference being the choice
of which country to pass through from Yunnan to enter Thailand.
According to the original plan of ASEAN, each member country will pay for the construction of the Trans-Asian Railway
in its own territory.
However, financial and technical issues are big problems
for most ASEAN countries.
Thailand's parliament has debated the construction of high-speed rail projects in the country, and opponents argue that Thailand's national income has not yet reached the level of
consumption of high-speed rail.
In November 2013, when Chinese Premier Li Keqiang visited Thailand, he signed a project with then-Prime Minister Yingluck called "high-speed rail for rice", in which China increased imports of Thai rice, rubber and other agricultural and forestry products to compensate part of the cost of
the construction of the China-Thailand railway.
Moreover, the China-Thailand Railway Cooperation Joint Committee reduced the design speed of the railway from the original 250 to 300 kilometers per hour to 160 to 200 kilometers per hour, equivalent to the standard of Chinese bullet trains a decade ago, so that the construction cost and the expected fare after the railway operation were reduced accordingly
.
However, improper subsidies and official corruption in Thailand's high-priced rice purchases led to the ouster of Yingluck's government and the suspension of the China-Thailand railway
.
It was not until early 2015 that the Thai military government restarted considering the process of the China-Thailand railway, and after several rounds of feasibility studies between the two sides, it was possible
to start construction by the end of this year.
The bigger problem for the Trans-Asian Railway is coordination
between countries.
The specifications of existing railways in Southeast Asian countries are not uniform, wide, narrow and standard tracks are each in their own way, and when countries seek foreign investment and technology, they have their own preferences
for high-speed rail technology in countries such as Japan, Germany, France and China.
How to integrate the Trans-Asian Railway with the existing railways in various countries and which standard to adopt for the Trans-Asian Railway are issues that require repeated consultation
.
However, China's high-speed rail construction achievements are obvious to all, and Chinese companies have enough technology and experience to accumulate.
Under this circumstance, taking China as the lead and using China's technology and capital has become a motive for China to actively promote the construction of the Trans-Asian Railway, and the method of "China provides technology, ASEAN provides labor, and the capital problem is solved through consultation" has become an option
for many ASEAN member countries.
The US media said that the China-Thailand railway may become the first station of China's high-speed railway technology export, which plays a demonstration role
in the promotion of China's railway technology in Southeast Asia.
The report said that after nearly 20 years of discussion and continuous revision, the blueprint of the Trans-Asian Railway has successively appeared three plans, namely the eastern, western and central lines
.
The Eastern Front was the first to be mentioned
.
The line runs from south to north through Singapore, Kuala Lumpur, Bangkok, Phnom Penh, Ho Chi Minh City, Hanoi and finally Kunming
.
However, due to the cooling of Sino-Vietnamese relations, the Vietnamese parliament tended to adopt the Japanese Shinkansen technology for the domestic segment, and the advancement of the eastern front was basically at a standstill
.
Then on the agenda is the western route, from Kunming through the cities of Lashio and Mandalay in Myanmar into Thailand, while the line south of Bangkok coincides with
the eastern route.
However, Myanmar's economic foundation is weak, Chinese investment in Myanmar has been blocked in recent years, and the Myanmar government also hopes to get rid of the situation that China is alone in Myanmar, so the advance of the western front has also been stagnated
.
The last option that surfaced was the central line into Thailand via Laos, which was recently announced by both sides to start construction
.
The eastern, western, and central lines are basically the same south of Bangkok, with the main difference being the choice
of which country to pass through from Yunnan to enter Thailand.
According to the original plan of ASEAN, each member country will pay for the construction of the Trans-Asian Railway
in its own territory.
However, financial and technical issues are big problems
for most ASEAN countries.
Thailand's parliament has debated the construction of high-speed rail projects in the country, and opponents argue that Thailand's national income has not yet reached the level of
consumption of high-speed rail.
In November 2013, when Chinese Premier Li Keqiang visited Thailand, he signed a project with then-Prime Minister Yingluck called "high-speed rail for rice", in which China increased imports of Thai rice, rubber and other agricultural and forestry products to compensate part of the cost of
the construction of the China-Thailand railway.
Moreover, the China-Thailand Railway Cooperation Joint Committee reduced the design speed of the railway from the original 250 to 300 kilometers per hour to 160 to 200 kilometers per hour, equivalent to the standard of Chinese bullet trains a decade ago, so that the construction cost and the expected fare after the railway operation were reduced accordingly
.
However, improper subsidies and official corruption in Thailand's high-priced rice purchases led to the ouster of Yingluck's government and the suspension of the China-Thailand railway
.
It was not until early 2015 that the Thai military government restarted considering the process of the China-Thailand railway, and after several rounds of feasibility studies between the two sides, it was possible
to start construction by the end of this year.
The bigger problem for the Trans-Asian Railway is coordination
between countries.
The specifications of existing railways in Southeast Asian countries are not uniform, wide, narrow and standard tracks are each in their own way, and when countries seek foreign investment and technology, they have their own preferences
for high-speed rail technology in countries such as Japan, Germany, France and China.
How to integrate the Trans-Asian Railway with the existing railways in various countries and which standard to adopt for the Trans-Asian Railway are issues that require repeated consultation
.
However, China's high-speed rail construction achievements are obvious to all, and Chinese companies have enough technology and experience to accumulate.
Under this circumstance, taking China as the lead and using China's technology and capital has become a motive for China to actively promote the construction of the Trans-Asian Railway, and the method of "China provides technology, ASEAN provides labor, and the capital problem is solved through consultation" has become an option
for many ASEAN member countries.
