More ports, but where are the rail lines?

2026-03-28 - 23:40

There has been increasing discussion about new port developments across Malaysia. Selangor is planning a major port at Carey Island. Elsewhere, proposals include a sizeable container port in Port Dickson, a cruise terminal in Melaka, a multi-purpose port in Lumut, and even talk of another port in Perlis. The rationale is straightforward: the Melaka Strait is among the busiest shipping routes in the world, with more than 60,000 vessels passing through annually. The assumption is that any port built along this side of the peninsula will naturally attract ships, and by extension, the cargo they carry. The success of Port Klang’s two main terminals, Westports and Northport, illustrates this. If this reasoning holds, Malaysia will be confronted with a more urgent question: are we adequately prepared on land for what we are building at sea? Cargo growth and its consequences Recent figures from Westports Malaysia highlight the scale of growth. The port handled 11.3 million TEUs (twenty-foot equivalent units) of containerised cargo and 12.8 million tonnes of conventional cargo last year. Container traffic grew by 2.9%, while conventional cargo rose by 5%, largely driven by intra-Asia trade. To accommodate this demand, Westports is expanding its container terminals from CT10 to CT17, eventually doubling its capacity to 28 million TEUs annually. Meanwhile, Northport Malaysia handled 3.8 million TEUs and 12.9 million tonnes of conventional cargo. Combined, Port Klang moves approximately 15.1 million TEUs and 25.7 million tonnes of conventional cargo each year. But these numbers tell only half the story. The hidden strain on roads Every container and tonne of cargo must move beyond the port, either into the hinterland for distribution or outward for export. Today, this movement relies overwhelmingly on road transport. Assuming an average of two TEUs per lorry, 25.1 million TEUs would require approximately 12.55 million lorry trips annually. That translates to an average of 43,000 lorry movements every single day. These vehicles travel across key industrial corridors, up north to Kapar, Serendah, Tanjung Malim, and cut across the Klang Valley to Kajang, Nilai, Senawang and Melaka, placing sustained pressure on highways and urban road networks. As port capacities expand further over the next five years, this burden will intensify. More ports and higher throughput may boost economic activity, but without corresponding improvements in inland logistics, they risk overwhelming the very infrastructure that supports them. Rail must be part of the equation When roads become saturated, building more highways is often seen as the default solution. But this is, at best, a short-term fix. A more sustainable and strategic response lies in rail. Malaysia must develop rail connectivity in tandem with port expansion. This includes direct freight links from Port Klang to key inland hubs such as Nilai and Senawang, bypassing congested bottlenecks like the Bangsar rail junction in Kuala Lumpur. There are already plans to connect Port Klang to Serendah to facilitate northbound cargo. However, the connectivity with the East Coast Rail Link (ECRL) to Kuantan remains a single-track line. With projected cargo growth, double-tracking will likely become essential to ensure capacity and reliability. Beyond that, there is a strong case for dedicated freight corridors (read: new freight-rail track): Port Klang to Ipoh, for northern distribution; Port Klang to Seremban and further south to Gemas; rail links to emerging ports in Port Dickson and Lumut. Such investments would not only ease road congestion but also improve efficiency, reduce logistics costs, and lower carbon emissions. Achieving this shift will require detailed feasibility studies, operational planning, and industry-grounded strategies. The government has an opportunity to engage experienced practitioners to contribute practical insights and support the successful implementation of its road-to-rail agenda. Strategic choice The issue is not whether Malaysia should build more ports. Ports are vital to trade, and trade is vital to growth. The real question is whether we are building a complete system. Ports without rail integration will continue to push cargo onto already strained road networks. Rail, on the other hand, offers scale, sustainability, and long-term resilience. If Malaysia is serious about strengthening its position as a regional logistics hub, then rail development cannot remain an afterthought. It must advance in tandem with port expansion. Only then can the system truly work. The author can be reached at: rosli@mdsconsultancy.com. The views expressed are those of the writer and do not necessarily reflect those of FMT.