Wang Rongmin learned about economy. After graduation and returning to China, he was more involved in the fields of economy and finance. In a full seven years, he went from ordinary staff to the high position of governor. Although he relied on China's reform era from 1908 to the present era of change, and finally took the road of glory, if he had no ability at all, in China, a country dominated by Yang Yuanzhao, he would at most reach the limit of officials below the county level. Every step up has layers of tests. Wang Rongmin has reached this point today, thanks to his keen economic mind, he can be regarded as the most outstanding group of officials in the entire China for economic development, and is also commonly known as new officials.

If it were someone else, it might not be possible to find a suitable breakthrough point from this information in a short time. However, Wang Rongmin is different. He is good at finding the answer from these complex questions. Soon he found the key point of transportation. After careful analysis, if he wants to build a large industrial zone and logistics zone based on the Indochina Peninsula, he can rely on only four railways. Perhaps after the project of the Kra Canal is approved, there will be more railways in Central and South China in the future, and even these four will have a huge one.

Strengthened, but that was the future. Now Wang Rongmin can only rely on the existing busy railway lines in China, four railways, or even five railways. It is not without them. The smooth and convenient brought by the railway has changed the travel conditions of Chinese people. The current four railways, the westernmost one is a single-track line, and no double-track construction has been carried out. The best thing is to connect Bangkok and Hanoi, Vientiane, this important line has been built into three railways in parallel with the largest traffic capacity, and the other two are double-track lines.

The west side of these four railways is a one-way route that leads to Yunnan, and it is a one-way route. The one that can be basically negligible. Even in China, Yunnan was not a very economically developed place. Yunnan is the most famous and more scenic. Although China's tourism industry began to start, it is not popular. People have just come out of the old living conditions and are in the war. Generally speaking, they have not yet reached the level of leisure to appreciate the beautiful mountains and rivers of the motherland. Now the most visited are either the two former imperial capitals of Beijing and Nanjing, or the oriental adventurer parks like Shanghai, or the Five Mountains and Huangshan. In history, they have left a strong historical site. Yunnan does not have this foundation and is aimed at tourists across the country.

Yunnan occupies a very small number of transportation in the entire transportation, at most it is just some basic things and cannot be used as the focus, but the other three are much more important, especially the largest three-row line, which starts from Bangkok and passes through Vientiane to Guangxi, and enters the mainland railway network in Nanning. This is the most essential and core line.

Nanning, as the provincial capital of Guangxi, is also the core of China's railway network in the southwest. Guangxi is already on the plateau, but it is better than Yunnan and Guizhou. From Yunnan to the 21st century, it was all inconvenient places. This era is slightly better, but it is only connected to the railway network. Like Nanning, there are at least four main railways that meet here, which is completely incomparable. At most, it is slightly better than Bangkok in Central and Southern Province.

As long as you connect to Nanning, whether you go to Nanning, bypass Guangzhou, enter the Beijing-Guangzhou Line, connect the entire eastern plain, or go to Guiyang, enter Sichuan, contact Sichuan, the most important province in the southwest, or go to Changsha, bypass Hubei, Henan, or Shanxi, they are the most developed places in China's industrial areas. If you connect these places, you can better exert the convenient transportation conditions of the Kra Canal.

As part of the mainland, Indochina Province completed the infrastructure of railway construction under the promotion of Wang Rongmin. In theory, the Malay Peninsula belongs to the Indochina Peninsula, which is considered part of the Indochina Peninsula, but the division between the two is quite obvious. To a certain extent, it is the connecting belt in it. This narrowest connecting belt is only 50 kilometers. The conditions are different and can only accommodate one railway at most. Although there is this railway in the China Railway Plan, construction has not started yet.

Although Malacca is a transportation hub, it has never had any idea about railway and sea transportation linkage. This fast line is basically useless, because in the direction of Malacca, the core port is on the line of the Malay Peninsula, but the largest port is Singapore. After bypassing Singapore, it is a detour to return to Bangkok. Instead of doing this, it is better to just put Guangzhou, which is the real railway hub of China. Or, directly from Shanghai to the sea, on the Yangtze River, directly enter the hinterland of China, and turn around in Wuhan. These can all play a role. In the Indochina Peninsula, especially the Malay Peninsula, the construction of railways only allows China's railway network to connect to every region of China's East Asian continent. Malay Province is not as good as Central and Southern Province. Without this prerequisite, it may only be considered when China starts the second and third-level railway construction.

The premise of the railway was that the Kara Canal was not connected. Now, the Kara Canal has been planned. Once it is connected, the nodes of this network can be placed in Bangkok. Whether it is the foundation or future development, Bangkok will be much better than the Malay Peninsula. The cities except Singapore are much better than Guangzhou, and Singapore's connection is even worse than Guangzhou. This creates a gap. The roads from Singapore to Bangkok can be reduced, and the journey of at least 1,000 kilometers is reduced compared to before. Even if the land railway is slightly circling, mainly from Bangkok to Changsha, it is equivalent to a little bit of land distance. However, looking at the cities along the way, the materials for the railway transportation are digested, and it is not too circling. For the goods needed in Baotou and the west, this saves a lot of time. If you go around in Guangzhou, you will be more circling.

In terms of economic sense, it is already a very important point. Wang Rongmin is more concerned about how much it can be diverted from Malacca. Of course, it is under the premise that there is no large amount of influence on Malacca. The information given by friends is quite detailed and explains the traffic volume of Malacca in detail. In fact, there are really a lot of traffic volumes. China's materials transited to the Middle East through the 3B railway almost supported the entire Allied countries' operations in Europe. The figure in 1915 was an annual transportation capacity of 96,000 ships, with a total volume of more than 1.5 billion tons. It seems to be a very huge number, but in fact, the average carrying capacity is only 15,000 tons. Almost most of Germany relies on China's input, and the same is true for Turkey and the Austro-Hungarian Empire. Without this lifeline, the Allied countries may not be able to hold on for a long time.

If you say about the traffic efficiency, the 10,000 tons level, to be precise, the 20,000 tons level is the easiest to pass. The limited river channel, the depth of excavation, and the altitude of the altitude will have an impact. The larger the ship, the greater the pressure on the canal. China's construction of this Kra Canal is not for military purposes. The main role of China's construction of this Kra Canal is still economic, and it is impossible to invest at any cost. After all, economic products must recover their costs. It is considered its advantage. Less investment, more harvest, and even a shorter construction period means that it will be longer when collecting money. This is very critical. A huge project always refers to all aspects and will be built after reaching a unified level.

If the length of the canal is controlled within 120 kilometers, or even within 100 kilometers, a voyage of 1,500 kilometers will be reduced by 2,800-4,000 US dollars in consumption in this era. This figure is very considerable. According to this era, the price of a 10,000-to-class merchant ship is US$1.2 million. Generally, a transportation of 10,000 kilometers can obtain freight ranging from 15,000 to 25,000, which is equivalent to 100 transportations, which can almost be earned back the money invested. This speed is less than 10 years, and if it is fast, it will be less than 5 years. Especially now, the price of merchant ships is rising wildly. Due to the result of the war, freight has increased by at least 4 times from the beginning, and even the price of the ship has doubled. In this way, saving about 1,200 kilometers is a more obvious number. Maybe three years are enough to recover the cost.

Judging from the current figures, according to the current freight conversion, as long as 20,000 ships can be divided from Malacca, the toll will be one-quarter of the savings of US$4,000, or 20,000. This is an extremely considerable number. According to the cost of the canal that was briefly evaluated before, it may be around 180 million US dollars. In this way, the cost can be recovered in 9 years is already too fast. The super-large project and the recycling cost in 10 years is an incredible speed.

You should know that the canal has never been a short-term project. The Suez Canal has been launched in 1869 and has been operating for almost 50 years. At most, it will be slightly expanded and renovated. The annual operating cost is quite low, and the income is already the best overseas residence in the UK. The same is true here. 180 million is already a very small number.

Wang Rongmin almost thought that he had calculated the wrong calculation. After calculating it again, he confirmed that it was really amazing. There was no exact number. He just felt that the investment was huge and he did not continue. If he had known this, he would have reported it two years ago. Although the Strait of Malacca is good, it is an international channel. There is no toll in Malacca. At most, it depends on water and fuel to make some money. Compared with the tolls of the canal, it is completely different. This is still 20,000 ships. If the scale of the canal is expanding and the annual scale reaches 40,000 or even 60,000, this Carra Canal will become a hen that lays golden eggs. As for the impact on Malay Province, there may be, but not much. For every aspect of Central and Southern Province, it is the consequence of large-scale profits. He can't wait anymore. Wang Rongmin's self-discipline is a bit impatient. (To be continued.)

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Chapter completed!