When Khaleda Zia Regime Cut Off Its Nose To Spite Its Face
nkdat...@bigmailbox.net
the most suitable, as it was the shortest route and passes through
level terrain. But the then Bangladesh authorities were unable to
understand it and appreciate the reality. I heard some communications
ministry top policymaker saying: "Since India has offered this route,
it must have some deep interest in it, so we can't go for it." ]
http://www.thedailystar.net/newDesign/news-details.php?nid=93162
Daily Star, Dhaka, Bangladesh
Friday, June 19, 2009
Asian Highway : Dream or a reality?
The Asian Highway (AH), a cooperative project among Asian countries
providing a link to Europe, was conceived in 1959 by the United
Nations Economic and Social Commission for Asia and the Pacific (UN-
Escap) to promote regional cooperation. Dr. M Rahmatullah, former
Director (transport) of UN-Escap, now the Transport Policy Adviser,
TSMR program at the Planning Commission, indicates how Bangladesh has
been wasting time for wrong reasons, by not signing the Asian Highway
Agreement, which has kept Bangladesh from becoming a part of the super
highway. He identifies the authorities' negligence, their inability to
understand the importance of AH and lack of commitment to uphold the
country's interests, as some of the reasons. The interview was taken
by M. Abul Kalam Azad, a senior reporter of The Daily Star
Which AH routes are crossing Bangladesh?
The AH1 passes through Benapole-Jessore-Kanchpur-Dhaka-Sylhet-Tamabil.
AH2 passes through Banglabandha-Hatikamrul-Dhaka-Kanchpur-Sylhet-
Tamabil and the international sea ports, Chittagong and Mongla are
connected to AH1 and AH2 by AH41 so that the ports can also serve the
regional needs if required. Depending on Myanmar's interest and
agreement, AH41 could also be extended through Myanmar to Thailand.
Initially, Bangladesh offered two entry/exit points on the North-East
corner of Bangladesh as part of its proposal. In 1993, UN-ESCAP asked
all AH member countries to indicate as to which roads of their
national network could form part of the Asian Highway network (AHN).
Apart from the routes mentioned earlier, Bangladesh also proposed, in
addition to Tamabil, Austagram (Sylhet)-Karimganj (Assam) route which
could have provided a much shorter link to Tamu via Imphal. Tamu is
the border point with India, which Myanmar offered for AH connection
with India, and then through India to Bangladesh. Myanmar proposed
road connections also to China and Thailand, but none to link
Bangladesh directly.
Is Tamabil the best option for Bangladesh?
Bangladesh chose the Tamabil routeabout 600 kilometers to Imphal from
Sylhet. It was a suicidal decision. This route passes through a
mountainous region across four Indian states through which vehicles
can move only slowly, as the gradients are steep. Trucks with heavy
loads will have difficulties in moving, fuel consumptions will be
huge, making travel costly. There was no reason for choosing this
route since the alternative route through Austagram would have been
shorter by around 200 kilometers. But the then communications
minister, as official record shows, chose the route without realising
its adverse consequences.
What was the reason for choosing Tamabil?
I was the Director (Transport) of UN-Escap at that time and I found no
logic behind this selection. As far as my knowledge goes, the route
was selected without considering its viability or the interests of
Bangladesh. It was a big blunder, for which the country will suffer
for years to come. Tamabil is not suitable for India, Myanmar,
Bangladesh or for any movement between South Asia and South-East Asia.
When countries submitted their route proposals in response to UN-
Escap, India offered the Astagram-Karimganj route. An independent
study of UN-Escap also found the Austagram route as the most suitable,
as it was the shortest route and passes through level terrain. But the
then Bangladesh authorities were unable to understand it and
appreciate the reality. I heard some communications ministry top
policymaker saying: "Since India has offered this route, it must have
some deep interest in it, so we can't go for it."
Why has Bangladesh failed to connect itself with AHN so far?
The subsequent initiatives after the wrong selection of the route put
Bangladesh into further difficulties. During 1997 and 1998, UN-Escap,
together with the Centre for Policy Dialogue (CPD) and full support of
the then government, took the initiative to create awareness about AH.
The civil society of Bangladesh asked for a change of the route from
Tamabil to Austagram. UN-Escap took it up with the government of
India, but without any success.
The BNP-led four party government started talking about a Chittagong-
Teknaf route. It was argued that if Tamabil was the route of the AHN,
it would ultimately provide India a transit facility. It was a gross
misconception and lack of understanding, since the AHN agreement and
transit are two different matters.
The government continued talking about the Teknaf route although
proper initiative was not taken at all in this regard. According to
Articles 10 (2), 11 and 14 of the AH agreement, only those countries
which had signed the agreement were eligible to propose a change in
the route plan. Against this backdrop, Bangladesh cannot propose an
amendment to the route unless it becomes a signatory to the agreement.
But the then Bangladesh authorities continued talking about amending
the route without taking the initiative to convince Myanmar to agree
to a possible direct AH route from Bangladesh to Thailand through
Myanmar, and taking the initiative first to be a member of the AH
agreement so that it could propose an amendment.
What steps does Bangladesh need to take to sign the Agreement?
Since Bangladesh did not sign the Agreement by December 31, 2005, it
has to ratify the Agreement first and then sign. Those countries,
which signed the Agreement by the deadline are now ratifying it. It's
highly encouraging that Prime Minister Sheikh Hasina has asked the
communications ministry to take necessary steps to sign the Agreement.
As part of the ratification process, the cabinet should approve the
decision to join the AH as early as possible, following which, it
should also be approved by the parliament. Following parliamentary
debate, the government can go for signing the Agreement; Bangladesh
can't waste more time since the delay in becoming a part of AHN has
already damaged our reputation.
What can Bangladesh do to amend the routes?
After signing the Agreement, Bangladesh should mobilise the opinion of
other member countries that the current AH1 route between Sylhet and
Imphal is not suitable for any of the member countries. It must
convince other Asian countries that the Sylhet-Austagram-Karimganj-
Imphal route will reduce the distance by about 400 kilometers, thereby
reducing time and travel costs. After obtaining the support of India
and other member countries, and fulfilling all the requirements as per
the Agreement, Bangladesh should apply for amendment of the Tamabil
route.
Concerning a possible AH route through Chittagong-Gundum-Myanmar to
Thailand, Bangladesh needs to pursue the matter first with Myanmar as
the most concerned country. If Myanmar agrees, it should pursue the
matter next with India, being the most effected country. Once these
two countries are agreeable to a direct AH link through Myanmar, with
Thailand and South-west China (Yunnan Province), Bangladesh can bring
in a proposal for amendment jointly with Myanmar, India and other
linked countries provided it has fulfilled all other requirements as
necessary under the agreement.
What about Chittagong-Teknaf route? Is it possible?
The best possible route for Bangladesh to South-East Asia is
Chittagong-Gundum-Myanmar route as it will be a direct and shorter
route. But it may need quite a bit of effort to achieve. Myanmar
finalised its route through Tamu region because it has a reasonably
good quality road of AH standard in that part of the country. On the
other hand, Myanmar does not have such a quality road in its Arakan
region through which the Gundum road will pass. This route can be
possible only if Bangladesh can convince Myanmar to build an AH
standard road along Gundum-Myanmar, with financial and technical
support from China and Thailand.
The foreign minister of Thailand, during his recent visit to
Bangladesh, has hinted in that direction. The Kunming Provincial
Administration had earlier expressed interest in the deep seaport
project of Bangladesh. All these possibilities need to be seriously
pursued through diplomatic channels. In this case, Bangladesh shall
have to get the support of India as well as it will be an effected
party here. So, it will be quite a tough task for Bangladesh to get
the Gundum-Myanmar route established, but the possibility should not
be ruled out at all.
If Bangladesh agrees to the Tamabil or Austagram route, does it mean
giving India transit benefit?
The AH network agreement and transit are two completely different
issues. Article 15 (clause 3) of the AHN agreement says: "Nothing in
this agreement should be construed an acceptance of an obligation by
any party to permit the movement of goods and passenger traffic across
its territory." For movement of goods and passengers in the form of
"transit," there must be a separate agreement. Those who use "transit"
as an excuse are ignorant about the AHN and agreement concerning
transit movement.
Why is connection to AHN so important?
The AHN, an international network of 1,41,000 km of standard highways
crisscrossing Asian countries with links to Europe, was conceived in
1959 with the aim of promoting regional cooperation among the mainland
countries of Asia. Once Bangladesh becomes a part of this globalised
network, it will get connected with the countries located both to the
east and the west. It will also open up huge opportunities from the
economic point of view as the AH will be providing shorter routes for
movement of goods and passengers, leading to huge savings in transport
costs. Once Bangladesh is included in the network, donors and private
sectors from across the globe would find Bangladesh an attractive
place to invest in.