Latest news with #LandBridge
Bangkok Post
17-07-2025
- Business
- Bangkok Post
Flat fare a good start
The 20-baht flat fare for electric trains that will run from Oct 1 this year to Sept 30 next year is a welcome move to ease the cost of living for city commuters. It will apply to all eight Bangkok electric train lines with public registration starting in August via the "Tang Rat" mobile app, according to the Ministry of Transport. It's not yet in place, but the public and critics are already wondering how long this generous fare subsidy will last. The fare cap for electric trains and subways in the capital is one of Pheu Thai Party's election promises. While many of the party's bold visions such as the Land Bridge or the casino entertainment complex have fallen flat, the fare cap scheme is perhaps one singular visible achievement that Pheu Thai-led government can brag about. No doubt the party hopes that voters will reward it at the next election. The subsidy will require a budget of seven billion baht a year to keep all city train and subway routes capped at 20 baht. For this year, Deputy PM and Transport Minister Suriya Jungrungreangkit forked out the money from the State Railway of Thailand's budget. Some critics say the subsidy unfairly takes money that should go into improving the railway system overall. A bigger problem is that the subsidy could actually cost more than budgeted. The Bangkok Metropolitan Administration, which oversees the crowded Green Line, reports needing 11 billion baht in compensation for the line's operations every year. Mr Suriya last year floated the idea of collecting a congestion fee from private vehicles to fund the subsidy. This approach has been adopted in many cities around the world including London and Singapore but unfortunately did not pan out. His plan to pass a law to create a common ticketing system for electric trains also failed to gain traction. Consumers, of course, have been waiting for more than a decade for governments to develop a convenient ticketing system that works on subways and skytrains without incurring extra fees when they switch between the two. Yet the bigger question is whether the fare cap helps improve connectivity and convenience over the mass transport system, or is just a populist handout intended to appease voters? Unfortunately, the fare cap works like a short-term painkiller to ease the cost of living. There is no systematic or follow-up plan to improve connectivity and the quality of public bus services that will feed commuters to city trains and subways. Without better connectivity between city trains, subways and public buses, the fare cap will only encourage some people, perhaps not many, to leave their cars at home and use state-provided mass transit. The government deserves praise for trying to fulfil its pledge and help cut transport costs. But what the public want is a sustainable model that makes public transport accessible and ensures its quality. A fare cap subsidy which comes and goes at the will of elected politicians is not that.
Bangkok Post
13-07-2025
- Business
- Bangkok Post
Thailand's Land Bridge falls flat
As Thailand's political future hangs in the balance, so too does one of the country's most ambitious mega-infrastructure proposals: the Land Bridge Project, envisioned as a transformative logistics corridor linking the Gulf of Thailand with the Andaman Sea. Proposed as a strategic alternative to the busy Strait of Malacca, the 1.1 trillion baht project seeks to turn Thailand into a regional transhipment and manufacturing hub. But despite high-level endorsements and preliminary studies, scepticism continues to mount -- from shipping industry veterans to grassroots campaigners and policy analysts. A game-changer? The project involves building two deep-sea ports -- Ranong on the Andaman coast and Chumphon on the Gulf of Thailand -- a 90-kilometre dual-track railway and motorway for container transfer, supporting logistics infrastructure including intermodal terminals, and a Special Economic Zone (SEZ). The first phase, costing around 500 billion baht, is set to start operations in 2030, with full completion by 2039 at a total cost of 1.1 trillion baht. By 2039, investment breakdown includes: Chumphon Port (300 billion baht), Ranong Port (330 billion baht), and the Ship-to-Rail Transfer Operation system (140 billion baht), plus 220 billion baht for connectivity infrastructure. Initially, Ranong port will handle 6 million containers and Chumphon 4 million annually. By 2039, combined capacity is expected to reach 20 million containers per year. The government says the Land Bridge will reduce shipping times by up to five days, cut costs, and enhance Thailand's position as a key logistics competitor in the region. Political time pressure Despite its grand scale, the project's future remains politically fragile. Analysts say that any shake-up in the Pheu Thai Party-led coalition government could derail progress entirely. Former Bangkok deputy governor Samart Ratchapolsitte, a long-time critic of megaproject economics, warned the project may never move beyond feasibility studies -- especially as those studies appear, in his view, to present overly optimistic projections. "From all indications, the study seems engineered to justify the investment, but if you speak to real players in the maritime industry, the numbers simply don't add up," said Mr Samart. Mr Samart and several unnamed shipping executives say the Land Bridge model introduces more logistical friction, not less. "I spoke with several ocean shipping companies, and they all shook their heads. They're not interested in using the Land Bridge because it would only increase costs. It won't save time or reduce expenses," he said. The key criticism centres on the double handling of cargo. Goods would have to be offloaded from vessels on one coast, transported by truck or rail across 90 kilometres, and reloaded onto another ship on the opposite side. "This process takes time and negates any time savings the Land Bridge might offer over the Strait of Malacca," the source said. "In fact, it would likely take longer and cost more." Container logistics bottleneck "Container loading and unloading are not simple. Heavy containers must be placed on the bottom, and those for earlier destinations on top. It requires detailed planning, and the larger the vessel -- especially those carrying tens of thousands of containers -- the more time-consuming the process becomes." He recounted a recent observation trip on a cargo vessel from the Bangkok port to Laem Chabang port. "I saw firsthand just how long it takes to load and unload containers," he said. "That's why I find it puzzling the Office of Transport and Traffic Policy and Planning (OTP) concluded the Land Bridge project is cost-effective. Based on practical experience, it appears quite the opposite." In the past, international investors have shown interest in the Land Bridge project. Notably, in 2008, Dubai World, a state-owned company from the United Arab Emirates, signed a memorandum of understanding with OTP. The company agreed to fund a feasibility study for the project, commissioning a Dutch firm to conduct the research. At the time, the estimated cost of the project exceeded 500 billion baht. The Land Bridge project remains a recurring topic of political campaigns. Despite government claims the project is progressing toward an investment phase, industry insiders continue to question whether the government can deliver on its ambitious promises. Industry resistance Insiders in the shipping world remain unconvinced by the project's logic. A major pain point is the proposed double handling of cargo, as mentioned above. Ships would offload containers at Ranong (or Chumphon). Containers would then be transferred via truck or train across 90 km. Finally, they would be reloaded onto other vessels on the opposite coast. "Every additional transfer costs time and money," one industry source said. "Container handling is a precise science. It's not just about moving boxes -- it's about sequencing, safety, and delivery windows." Critics argue the extra steps could negate any potential time savings over sailing through the Strait of Malacca, especially when accounting for delays in cross-docking, customs processing, and scheduling connecting vessels. "Even if the land route saves five days on paper, it could lose more than that in transfer delays," said one operator, adding shipping giants would rather deal with a known chokepoint than a costly and untested new system. Moreover, cargo density in the Land Bridge region is low. Without industrial clusters nearby, ships may lack sufficient cargo volume to make stopovers at Ranong or Chumphon worthwhile. Investors uncertain According to insiders, the few investors showing interest are foreign real estate developers, not logistics operators. That has raised concerns the project could become another speculative land scheme, rather than the logistics powerhouse it claims to be. "We're seeing more interest from those who want to build around the ports, not operate them," one source said. This disconnect between infrastructure vision and industry demand could derail the entire investment model, which is based on a single, large-scale public-private partnership with open foreign investment. The government plans to allow unlimited foreign shareholding in the project, acknowledging that hundreds of billions of baht will be needed upfront. However, no consortium has stepped forward. Hurdles in the House Complicating matters further is the proposed Southern Economic Corridor (SEC) bill, required to enable the Land Bridge's development and operation. The bill remains stalled amid protests and criticism from civil society. Prasitchai Nunuan, a leading member of the SEC Watch group, spoke out on the latest developments regarding the legislation. The group had previously submitted a protest to Prime Minister Paetongtarn Shinawatra at Government House on March 11. Mr Prasitchai said the government's momentum in pushing the SEC project appears to be waning due to its lack of political stability. However, he stressed the group would closely monitor the SEC bill, a necessary legal framework for advancing the project. Firm govt commitment Transport Minister Suriya Jungrungreangkit has refuted reports of any halt to the project, calling them false. He said the project is still in the study and design phase, with a bidding process expected by 2026. The Office of Transport and Traffic Policy and Planning (OTP) has hired consultants to conduct environmental impact assessments, preliminary designs, and a business development model. Delays from the Covid-19 pandemic pushed the timeline, but officials now claim progress is back on track with bidding set in two to three years, he said. Punya Chupanit, OTP director-general, said negotiations are ongoing with potential investors from China and Dubai, specifically port developers and shipping lines. Bold vision or political bait? Thailand's strategic location undeniably positions it well for regional logistics. But critics argue the Land Bridge risks becoming another white elephant -- a megaproject long on ambition and short on market demand. "It resurfaces every election season, then disappears," one analyst noted. "It's been used more as political bait than a logistics solution." Whether it becomes a genuine engine of economic transformation -- or joins the list of Thailand's unrealised megaprojects -- depends not only on political will, but on market realism, the analyst said.
Bangkok Post
12-07-2025
- Business
- Bangkok Post
Land Bridge falls flat
As Thailand's political future hangs in the balance, so too does one of the country's most ambitious mega-infrastructure proposals: the Land Bridge Project, envisioned as a transformative logistics corridor linking the Gulf of Thailand with the Andaman Sea. Proposed as a strategic alternative to the busy Strait of Malacca, the 1.1 trillion baht project seeks to turn Thailand into a regional transhipment and manufacturing hub. But despite high-level endorsements and preliminary studies, scepticism continues to mount -- from shipping industry veterans to grassroots campaigners and policy analysts. A game-changer? The project involves building two deep-sea ports -- Ranong on the Andaman coast and Chumphon on the Gulf of Thailand -- a 90-kilometre dual-track railway and motorway for container transfer, supporting logistics infrastructure including intermodal terminals, and a Special Economic Zone (SEZ). The first phase, costing around 500 billion baht, is set to start operations in 2030, with full completion by 2039 at a total cost of 1.1 trillion baht. By 2039, investment breakdown includes: Chumphon Port (300 billion baht), Ranong Port (330 billion baht), and the Ship-to-Rail Transfer Operation system (140 billion baht), plus 220 billion baht for connectivity infrastructure. Initially, Ranong port will handle 6 million containers and Chumphon 4 million annually. By 2039, combined capacity is expected to reach 20 million containers per year. The government says the Land Bridge will reduce shipping times by up to five days, cut costs, and enhance Thailand's position as a key logistics competitor in the region. Political time pressure Despite its grand scale, the project's future remains politically fragile. Analysts say that any shake-up in the Pheu Thai Party-led coalition government could derail progress entirely. Former Bangkok deputy governor Samart Ratchapolsitte, a long-time critic of megaproject economics, warned the project may never move beyond feasibility studies -- especially as those studies appear, in his view, to present overly optimistic projections. "From all indications, the study seems engineered to justify the investment, but if you speak to real players in the maritime industry, the numbers simply don't add up," said Mr Samart. Mr Samart and several unnamed shipping executives say the Land Bridge model introduces more logistical friction, not less. "I spoke with several ocean shipping companies, and they all shook their heads. They're not interested in using the Land Bridge because it would only increase costs. It won't save time or reduce expenses," he said. The key criticism centres on the double handling of cargo. Goods would have to be offloaded from vessels on one coast, transported by truck or rail across 90 kilometres, and reloaded onto another ship on the opposite side. "This process takes time and negates any time savings the Land Bridge might offer over the Strait of Malacca," the source said. "In fact, it would likely take longer and cost more." Container logistics bottleneck "Container loading and unloading are not simple. Heavy containers must be placed on the bottom, and those for earlier destinations on top. It requires detailed planning, and the larger the vessel -- especially those carrying tens of thousands of containers -- the more time-consuming the process becomes." He recounted a recent observation trip on a cargo vessel from the Bangkok port to Laem Chabang port. "I saw firsthand just how long it takes to load and unload containers," he said. "That's why I find it puzzling the Office of Transport and Traffic Policy and Planning (OTP) concluded the Land Bridge project is cost-effective. Based on practical experience, it appears quite the opposite." In the past, international investors have shown interest in the Land Bridge project. Notably, in 2008, Dubai World, a state-owned company from the United Arab Emirates, signed a memorandum of understanding with OTP. The company agreed to fund a feasibility study for the project, commissioning a Dutch firm to conduct the research. At the time, the estimated cost of the project exceeded 500 billion baht. The Land Bridge project remains a recurring topic of political campaigns. Despite government claims the project is progressing toward an investment phase, industry insiders continue to question whether the government can deliver on its ambitious promises. Industry resistance Insiders in the shipping world remain unconvinced by the project's logic. A major pain point is the proposed double handling of cargo, as mentioned above. Ships would offload containers at Ranong (or Chumphon). Containers would then be transferred via truck or train across 90 km. Finally, they would be reloaded onto other vessels on the opposite coast. "Every additional transfer costs time and money," one industry source said. "Container handling is a precise science. It's not just about moving boxes -- it's about sequencing, safety, and delivery windows." Critics argue the extra steps could negate any potential time savings over sailing through the Strait of Malacca, especially when accounting for delays in cross-docking, customs processing, and scheduling connecting vessels. "Even if the land route saves five days on paper, it could lose more than that in transfer delays," said one operator, adding shipping giants would rather deal with a known chokepoint than a costly and untested new system. Moreover, cargo density in the Land Bridge region is low. Without industrial clusters nearby, ships may lack sufficient cargo volume to make stopovers at Ranong or Chumphon worthwhile. Investors uncertain According to insiders, the few investors showing interest are foreign real estate developers, not logistics operators. That has raised concerns the project could become another speculative land scheme, rather than the logistics powerhouse it claims to be. "We're seeing more interest from those who want to build around the ports, not operate them," one source said. This disconnect between infrastructure vision and industry demand could derail the entire investment model, which is based on a single, large-scale public-private partnership with open foreign investment. The government plans to allow unlimited foreign shareholding in the project, acknowledging that hundreds of billions of baht will be needed upfront. However, no consortium has stepped forward. Hurdles in the House Complicating matters further is the proposed Southern Economic Corridor (SEC) bill, required to enable the Land Bridge's development and operation. The bill remains stalled amid protests and criticism from civil society. Prasitchai Nunuan, a leading member of the SEC Watch group, spoke out on the latest developments regarding the legislation. The group had previously submitted a protest to Prime Minister Paetongtarn Shinawatra at Government House on March 11. Mr Prasitchai said the government's momentum in pushing the SEC project appears to be waning due to its lack of political stability. However, he stressed the group would closely monitor the SEC bill, a necessary legal framework for advancing the project. Firm govt commitment Transport Minister Suriya Jungrungreangkit has refuted reports of any halt to the project, calling them false. He said the project is still in the study and design phase, with a bidding process expected by 2026. The Office of Transport and Traffic Policy and Planning (OTP) has hired consultants to conduct environmental impact assessments, preliminary designs, and a business development model. Delays from the Covid-19 pandemic pushed the timeline, but officials now claim progress is back on track with bidding set in two to three years, he said. Punya Chupanit, OTP director-general, said negotiations are ongoing with potential investors from China and Dubai, specifically port developers and shipping lines. Bold vision or political bait? Thailand's strategic location undeniably positions it well for regional logistics. But critics argue the Land Bridge risks becoming another white elephant -- a megaproject long on ambition and short on market demand. "It resurfaces every election season, then disappears," one analyst noted. "It's been used more as political bait than a logistics solution." Whether it becomes a genuine engine of economic transformation -- or joins the list of Thailand's unrealised megaprojects -- depends not only on political will, but on market realism, the analyst said.
The Sun
10-07-2025
- Business
- The Sun
ASEAN must tackle global challenges together
BANGKOK: ASEAN must work together to boost intra-regional trade and deepen cooperation to navigate an increasingly complex global political and economic landscape, said Thailand's Foreign Minister, Maris Sangiampongsa. Alongside intergovernmental collaboration, he said the private sector also plays a crucial role in overcoming these challenges. 'Amidst a complex global political and economic landscape, I stressed that ASEAN must work together to confront these challenges, particularly by strengthening intra-ASEAN trade, as we represent a combined market of nearly 700 million people,' he posted on his official X account on Thursday. He added that ASEAN members should work together to enhance collaboration among the region's business communities. Maris is currently in Kuala Lumpur for the 58th ASEAN Foreign Ministers' Meeting (AMM) and related meetings, including the AMM Plenary Session and Retreat Session, which began on Tuesday. During the Plenary Session, Maris said ASEAN members exchanged views on strengthening and fostering a more cohesive ASEAN Community. 'I also emphasised the growing threat of transnational crimes in our region, particularly online scams, which undermine ASEAN's community-building efforts. In this regard, I called for stronger regional cooperation to tackle these threats effectively,' he said. At the Retreat Session, Maris said discussions focused on reinforcing ASEAN unity, including pursuing a collective ASEAN approach to the situation in Myanmar. 'The meeting recognised the importance of achieving a ceasefire in Myanmar, as well as organising a joint visit by the Foreign Ministers of Malaysia, as the current ASEAN Chair, along with Indonesia and the Philippines, as incoming Chairs, in the coming months to explore ways to facilitate humanitarian assistance,' he added. Meanwhile, the Thai Foreign Minister also held a bilateral meeting with Norway's State Secretary, Andreas Kravik. Maris said the discussion focused on deepening bilateral cooperation, particularly in trade and investment, including the possibility of Norway's sovereign wealth fund - the largest in the world - investing in Thailand's Land Bridge project. 'Norway is a global leader in the green transition, from which Thailand can learn and adapt in order to help the Thai private sector move towards carbon neutrality,' he said. The 58th AMM and related meetings, held under Malaysia's ASEAN Chairmanship for 2025 with the theme 'Inclusivity and Sustainability', comprise 24 ministerial-level meetings involving ASEAN Dialogue Partners and Sectoral Dialogue Partners. – Bernama
Globe and Mail
08-07-2025
- Business
- Globe and Mail
LandBridge Schedules Second Quarter 2025 Earnings Release and Conference Call
LandBridge Company LLC (NYSE: LB) ("LandBridge") today announced that it will release its financial results for the second quarter of 2025 after market close on Wednesday, August 6, 2025. LandBridge will host a webcast and conference call to discuss its results on Thursday, August 7, 2025, at 8:00 a.m. Central Time / 9:00 a.m. Eastern Time. Webcast Instructions: To listen to the live webcast, please visit the Events and Presentations section of the LandBridge Investor Relations website using this link, Please go to the site at least 10-15 minutes prior to the scheduled start time to register and install any necessary audio software. The webcast will be archived on the site for those unable to listen in real-time. Conference Call Instructions: To access the live conference call, participants must pre-register online at to receive unique dial-in information. Pre-registration may be completed at any time up to the call start time. An audio replay will be available following the conclusion of the call and remain available through August 21, 2025. The replay can be accessed by registering online at About LandBridge LandBridge owns approximately 277,000 surface acres across Texas and New Mexico located primarily in the heart of the Delaware sub-region in the Permian Basin, the most active region for oil and gas exploration and development in the United States. LandBridge actively manages its land and resources to support and encourage energy and infrastructure development and other land uses, including digital infrastructure. LandBridge was formed by Five Point Infrastructure, a private equity firm with a track record of investing in and developing energy, environmental water management and sustainable infrastructure companies within the Permian Basin. For more information, please visit:
