Strait of Malacca

The Strait of Malacca connects the Pacific Ocean to the east with the Indian Ocean to the west.

Coordinates: 4°N 100°E / 4°N 100°E / 4; 100 (Strait of Malacca) The Strait of Malacca (Malay: Selat Melaka, Indonesian: Selat Malaka; Jawi: سلت ملاک) or Straits of Malacca is a narrow, 550 mi (890 km) stretch of water between the Malay Peninsula (Peninsular Malaysia) and the Indonesian island of Sumatra.^[1] It is named after the Malacca sultanate that ruled over the archipelago between 1400 and 1511.

Extent

The International Hydrographic Organization defines the limits of the Strait of Malacca as follows:^[2]

On the West. A line joining Pedropunt, the Northernmost point of Sumatra (5°40′N 95°26′E / 5.667°N 95.433°E / 5.667; 95.433) and Lem Voalan the Southern extremity of Goh Puket [Phuket Island] in Siam [Thailand] (7°45′N 98°18′E / 7.750°N 98.300°E / 7.750; 98.300).

On the East. A line joining Tanjong Piai (Bulus), the Southern extremity of the Malay Peninsula (1°16′N 103°31′E / 1.267°N 103.517°E / 1.267; 103.517) and The Brothers (1°11.5′N 103°21′E / 1.1917°N 103.350°E / 1.1917; 103.350) and thence to Klein Karimoen (1°10′N 103°23.5′E / 1.167°N 103.3917°E / 1.167; 103.3917).

On the North. The Southwestern coast of the Malay Peninsula.

On the South. The Northeastern coast of Sumatra as far to the eastward as Tanjong Kedabu (1°06′N 102°58′E / 1.100°N 102.967°E / 1.100; 102.967) thence to Klein Karimoen.

Economic importance

From an economic and strategic perspective, the Strait of Malacca is one of the most important shipping lanes in the world.

The strait is the main shipping channel between the Indian Ocean and the Pacific Ocean, linking major Asian economies such as India, China, Japan, Taiwan, and South Korea. Over 94,000 vessels^[3] pass through the strait each year in 2008 making it busiest strait in world,^[4] carrying about 25% of the world's traded goods, including oil, Chinese manufactured products, and Indonesian coffee.^[5] About a quarter of all oil carried by sea passes through the Strait, mainly from Persian Gulf suppliers to Asian markets. In 2007, an estimated 13.7 million barrels per day were transported through the strait, increasing to an estimated 15.2 million barrels per day in 2011.^[6] In addition, it is also one of the world's most congested shipping choke points because it narrows to only 2.8 km (1.5 nautical miles) wide at the Phillips Channel (close to the south of Singapore).^[7]

China cannot secure its dominance in the South China Sea without expanding its presence in the Indian Ocean. For a simple reason. A blockade of the Strait of Malacca by the US and its allies will cut China off from Middle East oil supplies and from its “Second Continent” Africa. That’s why China is shoring up Sri Lanka’s major ports and working feverishly with Pakistan to build an alternative route to Middle East and Africa—the China-Pakistan Economic Corridor (CPEC).^[8]

The maximum size of a vessel that can pass through the Strait is referred to as Malaccamax. For some of the world's largest ships (mostly oil tankers), the Strait's minimum depth (25 metres or 82 feet) is not deep enough. In addition, the next closest passageway (the Sunda Strait between Sumatra and Java) is even more shallow and narrow than Malacca. Therefore, these large ships must detour several thousand miles/kilometers and use the Lombok Strait, Makassar Strait, Sibutu Passage, or Mindoro Strait instead.

Shipping hazards

Piracy has been a problem in the strait. Piracy had been high in the 2000s, with additional increase after the events of September 11, 2001.^[9] After attacks rose again in the first half of 2004, regional navies stepped up their patrols of the area in July 2004. Subsequently, attacks on ships in the Strait of Malacca dropped, to 79 in 2005 and 50 in 2006.^[10] Recent reports indicate that attacks have dropped to near-zero levels in recent years.^[11]

There are 34 shipwrecks, some dating to the 1880s, in the Traffic Separation Scheme (TSS), the channel for commercial ships. These pose a collision hazard in the narrow and shallow strait.^[12]

Yearly haze from the smoke of raging bush fires, limiting visibility.

Another risk is the annual haze due to raging bush fires in Sumatra, Indonesia. It may reduce visibility to 200 metres (660 ft), forcing ships to slow down in the busy strait. The strait is frequently used by ships longer than 350 metres (1,150 ft).

Proposals to relieve the strait

Thailand has developed several plans to diminish the economic significance of the strait. The Thai government has, several times, proposed to cut a canal through the Isthmus of Kra, saving around 960 kilometres (600 mi) from the journey from the Indian Ocean to the Pacific. China has offered to cover the costs, according to a report leaked to The Washington Times in 2004. Nevertheless, and despite the support of several Thai politicians, the prohibitive financial and ecological costs suggest that such a canal will not be built.

A second alternative is to build a pipeline across the Isthmus of Kra to carry oil to ships waiting on the other side. Proponents say it would cut the cost of oil delivery to Asia by about $0.50/barrel ($3/m³). Burma has also made a similar pipeline proposal.

History

The Strait of Malacca as viewed from the city of Melaka, Malaysia. Indonesia is visible in the distance.

Early traders from Arabia, Africa, Persia, and the Southern Indian kingdoms reached Kedah before arriving at Guangzhou. Kedah served as a western port on the Malay Peninsula. They traded glassware, camphor, cotton goods, brocades, ivory, sandalwood, perfume, and precious stones. These traders sailed to Kedah via the monsoon winds between June and November. They returned between December and May. Kedah provided accommodations, porters, small vessels, bamboo rafts, elephants, and also tax collections for goods to be transported overland toward the eastern ports of the Malay Peninsula such as Langkasuka and Kelantan. Ships from China came to trade at these eastern trading posts and ports. Kedah and Funan were famous ports through the 6th century, before shipping began to utilize the Strait of Malacca itself as a trade route.

In the 7th century the maritime empire of Srivijaya based on Palembang, Sumatra, rose to power, and its influence expanded to the Malay peninsula and Java. The empire gained effective control on two major choke points in maritime Southeast Asia; the Strait of Malacca and the Sunda Strait. By launching a series of conquests and raids on potentially rival ports on both side of the strait, Srivijaya ensured its economic and military domination in the region lasted for about 700 years. Srivijaya gained a great benefit from the lucrative spice trade, the tributary trade system with China, and trade with Indian and Arab merchants. The Strait of Malacca became the important maritime trade route between India and China. The importance of the Strait of Malacca in global trade networks continued well into later centuries with the rise of the Malacca Sultanate in the 15th century, the Johor Sultanate, and the rise of the modern city-state of Singapore.

Since the 17th century, the strait has been the main shipping channel between the Indian Ocean and the Pacific Ocean. Different major regional powers managed the straits during different historical periods.^[13]

In the early 19th century, the Dutch and British empires drew an arbitrary boundary line in the strait and promised to hunt down pirates on their respective sides; that line went on to become today's border between Malaysia and Indonesia.^[1] The strait was already established as one of the world's busiest shipping lanes, with Indonesia controlling the majority of the sea lane.^[14]

See also

• Early history of Kedah
• Malaccamax
• Malacca Strait Bridge
• Malacca Town
• Mangroves of the Straits of Malacca
• Piracy in the Strait of Malacca
• Sultanate of Kedah
• Action of 10 September 1782
• Battle of Penang
• Action of 13 November 1943
• Action of 11 January 1944
• Action of 14 February 1944
• Action of 17 July 1944
• Battle of the Malacca Strait

Further reading

• Borschberg, Peter, The Singapore and Melaka Straits: Violence, Security and Diplomacy in the 17th Century (Singapore and Leiden: NUS Press and KITLV Press, 2010). https://www.academia.edu/4302722
• Borschberg, Peter, ed., Iberians in the Singapore-Melaka Area and Adjacent Regions (16th to 18th Century) (Wiesbaden and Lisbon: Harrassowitz and Fundação Oriente, 2004). https://www.academia.edu/4302708
• Borschberg, Peter, ed. The Memoirs and Memorials of Jacques de Coutre. Security, Trade and Society in 17th Century Southeast Asia (Singapore: NUS Press, 2013). https://www.academia.edu/4302722
• Borschberg, Peter, ed., Journal, Memorials and Letters of Cornelis Matelieff de Jonge. Security, Diplomacy and Commerce in 17th Century Southeast Asia (Singapore: NUS Press, 2015). https://www.academia.edu/4302783
• Borschberg P. and M. Krieger, ed., Water and State in Asia and Europe (New Delhi: Manohar, 2008). https://www.academia.edu/4311610

References

External links

Wikimedia Commons has media related to Strait of Malacca.

• World oil transit chokepoints
• Maritime Security in Southeast Asia: U.S., Japanese, Regional, and Industry Strategies (National Bureau of Asian Research, November 2010)
• 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 10, 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
• Malacca, Singapore, and Indonesia (1978) by Michael Leifer
• The Malacca Straits Research and Development Centre homepage
• Al-Jazeera: Malacca Strait nations plan air patrol
• The Strategic Importance of the Straits of Malacca for World Trade and Regional Development
• AP: Singapore warns of terror threat in Malacca Strait, 2010-03-04