Chittagong-Kunming connectivity a must

[BanglaBhoot]

Sadeq Khan

In the May 27 report on the signing of the gas supply agreement between seller Turkmenistan on the one hand, and buyers India and Pakistan on the other, the news-analyst of The Saudi Gazette particularly noted that on the same geo-strategic arena where TAPI project lay, there was the other project of the Iran-Pakistan-India (IPI) gas pipeline. The news analyst surmised:
“The tussle over IPI and TAPI is not mere economic, rather it has political dimensions too. IPI and TAPI are symbols of “New Great Game” being played out in the region. The US and its allies want Pakistan to abdicate IPI and pursue TAPI alone. India has almost done so. As of March 2012, India has ceased discussions with Iran and Pakistan on the project. Interestingly New Delhi’s decision to move ahead on TAPI followed a visit to India by US Secretary of State Hillary Clinton. And in the meantime, despite moving ahead on TAPI, Pakistan seems pursuing the IPI too - with or without India.”

A day earlier, the Pakistan Today reported: After signing of the gas sale purchase agreement by Pakistan and India with Turkmenistan, Bangladesh has also approached the Asian Development Bank (ADB) for inclusion in the four nation gas pipeline project. Bangladesh has written a letter to ADB showing interest to join the project. There is no problem of gas supply and extending the pipeline to Bangladesh, as Turkmenistan has enough gas reserves. Bangladesh’s demand is small and could be provided as Afghanistan has given up its share. What is more significant is that “a new Great Game” has also started in parallel, however benign, with the competing influences of China and Russia at play in the Eurasian space. As F. William Engdahl, an analyst of ‘oil politics and new world order’ expostulates in Global Research Articles: “The prospect of an unparalleled Eurasian economic boom lasting into the next century and beyond is at hand. The first steps binding the vast economic space are being constructed with a number of little-publicized rail links connecting China, Russia, Kazakhstan and parts of Western Europe.

“Contrary to the dogma of Milton Friedman and his followers, markets are never ‘free.’ They are always manmade. The essential element to build new markets is building infrastructure and for the vast landmass of Eurasia railroad linkages are essential to those new markets.

With the end of the Cold War in 1990 the vast under-developed land space of Eurasia became open again. This space contains some forty percent of total land in the world, much of it prime unspoiled agriculture land; it contains three-fourth of the entire world population, an asset of incalculable worth. It consists of some eighty eight of the world’s countries and three-fourths of known world energy resources as well as every mineral known needed for industrialization. North America as an economic potential, rich as she is, pales by comparison.

China-Turkey railway

“China and Turkey are in discussions to build a new high-speed railway link across Turkey. If completed it would be the country’s largest railway project ever, even including the pre-World War I Berlin-Baghdad Railway link.

“The proposed rail link would run from Kars on the easternmost border with Armenia, through the Turkish interior on to Istanbul where it would connect to the Marmaray rail tunnel now under construction that runs under the Bosphorus strait. Then it would continue to Edirne near the border to Greece and Bulgaria in the European Union.

“The Turkish link would complete a Chinese Trans-Eurasian Rail Bridge project that would bring freight from China to Spain and England. The Kars-Edirne line would reduce travel time across Turkey by two-thirds from 36 hours down to 12. Under an agreement signed between China and Turkey in October 2010, China has agreed to extend loans of $30 billion for the planned rail network. In addition a Baku-Tbilisi-Kars (BTK) railway connecting Azerbaijan’s capital of Baku to Kars is under construction, which greatly increases the strategic importance of the Edirne-Kars line.

“The Turkish-China railway discussion is but one part of a vast Chinese strategy to weave a network of inland rail connections across the Eurasian Continent. The aim is to literally create the world’s greatest new economic space and in turn a huge new market for not just China but all Eurasian countries, the Middle East and Western Europe. Direct rail service is faster and cheaper than either ships or trucks, and much cheaper than airplanes. For manufactured Chinese or other Eurasian products the rail land bridge links are creating vast new economic trading activity all along the rail line.”

India’s handicap

India is handicapped by the fact that it has no direct access to the rapidly growing market-network of the vast Eurasian space except through either ******* territory or through Chinese territory. If the ******* situation remains unfavourable to India, it will have to seek, however reluctantly, linkages through its BRICS connections, Modern India is also handicapped by its preference for Indo-Aryan cultural ambience to the subordinated “Timur” legacy, and as such may be laboured in relating to the Eurasian populace.

For Bangladesh, on the other hand, it is not only fuel supply but also market access that are important. The closest physical access to the vast Eurasian space is through China via Myanmar (an alternative route is a hop over India to Nepal and onward to Tibet and Xingjian). Culturally, though, Bangladesh may have easier relationship by the limelight of common “Timur” legacy that left strong imprints of Bangla self-esteem and witnessed the genesis of “Bangla” nationalism during the Turkic Sultanate period of our history.

It is a pity that Sheikh Hasina’s government, having realised early the importance of Chittagong-Kunming Road and Rail connectivity, has thereafter put the initiative into cold storage. That initiative must be revived in full vigour for us to have a role and an access in the Eurasian theatre, in addition to our recognised role in the Bay of Bengal after ITLOS award.

Holiday

 

[eastwatch]

Sadeq Khan

“Contrary to the dogma of Milton Friedman and his followers, markets are never ‘free.’ They are always manmade. The essential element to build new markets is building infrastructure and for the vast landmass of Eurasia railroad linkages are essential to those new markets.

China-Turkey railway

“China and Turkey are in discussions to build a new high-speed railway link across Turkey. If completed it would be the country’s largest railway project ever, even including the pre-World War I Berlin-Baghdad Railway link.

“The proposed rail link would run from Kars on the easternmost border with Armenia, through the Turkish interior on to Istanbul where it would connect to the Marmaray rail tunnel now under construction that runs under the Bosphorus strait. Then it would continue to Edirne near the border to Greece and Bulgaria in the European Union.

“The Turkish link would complete a Chinese Trans-Eurasian Rail Bridge project that would bring freight from China to Spain and England. The Kars-Edirne line would reduce travel time across Turkey by two-thirds from 36 hours down to 12. Under an agreement signed between China and Turkey in October 2010, China has agreed to extend loans of $30 billion for the planned rail network. In addition a Baku-Tbilisi-Kars (BTK) railway connecting Azerbaijan’s capital of Baku to Kars is under construction, which greatly increases the strategic importance of the Edirne-Kars line.

“The Turkish-China railway discussion is but one part of a vast Chinese strategy to weave a network of inland rail connections across the Eurasian Continent. The aim is to literally create the world’s greatest new economic space and in turn a huge new market for not just China but all Eurasian countries, the Middle East and Western Europe. Direct rail service is faster and cheaper than either ships or trucks, and much cheaper than airplanes. For manufactured Chinese or other Eurasian products the rail land bridge links are creating vast new economic trading activity all along the rail line.”

I have checked the map and could not understand how the writer of this essay is contemplating a China - Turkey-Europe railroad. Caspian Sea lies in between Turkmenistan in the east and Azarbaizan in the west on its route. In order to cross this vast sea a very long, more than 300km, and expensive sea bridge will have to be built. However, there are two other options, too. The first one is a small detour through Iran in the south. The other option is a longer detour through Russian land at the north.

The first one will be not for discussion by the participating countries because to many of them Iran is a pariah state. The 3rd option is also very long and, therefore, very expensive. For Bangladesh it would be much wise to opt for Yunnan route via Burma. The Ynnan connection will be used by all the ASEAN countries. A via India route will be bad for BD because India will then quickly demand a 'Reciprocal' NE transit connection through BD land.

 

[kalu_miah]

I am glad that some Bangladeshi intellectuals are finally waking up from Bengali Renaissance of Kolkata and rediscovering Turkic Sultanate period and Timurid legacy in East Bengal.

Here is how the Trans-Asian railway network looks:

 

[fly2012]

This article requires a lot of map reading. Chittagong-Kunming is separated by Myanmar, so even Bangladesh takes the initiative, what about Burma?

 

[CaPtAiN_pLaNeT]

I am glad that some Bangladeshi intellectuals are finally waking up from Bengali Renaissance of Kolkata and rediscovering Turkic Sultanate period and Timurid legacy in East Bengal.

Here is how the Trans-Asian railway network looks:

I think there are more issues then what we can see. India is one of the main obstacle that is trying to prevent the direct Bangladesh-Myanmar rail and road link behind the scene politically with direct and indirect support from USA. As it prefer Bangladesh to connect to Myanmar via NE India. Some ASEAN country may also prefer it. Problem is Myanmar has also not much willingness in the project. Last BNP government and this government too tried to implement the deal but so far has not get any result. If you look at Myanmar's perspective it will only benefit Bangladesh and definitely the sea port of Chittagong which is going to be rival of Myanmar's sea port. Now it is only china that can use its political muscle to implement the deal. But million dollar question is how much it is interested when Bangladesh is building close tie with both USA and India both rival of china and in the mean time these same two country is trying to weaken China's influence on Myanmar.

Now Bangladesh should find a mechanism by giving what sort of reward it can peruse Myanmar. So Bangladesh has said that it will build the roads with it's own cost unlike India which is asking Bangladesh to build transit infrastructure for the free transit. What can be the other insensitives that Bangladesh can provide??? I think allowing Myanmar-Bangladesh-India gas pipeline can be another reward that can be given to Myanmar which will help this country to earn some revenue and may change it's mind. This option is better then giving India direct road transit.... N bangladesh can also meet its gas needs from it. Any other thought...

 

[eastwatch]

After seeing the map supplied by Kalu mia I can say that trans-asian route will traverse India-BD-Indian NE-Burma-Yunnan route. This rly. network is traversing the same route as the trans-asian highway by which India wants to enter its NE via BD. All other countries favour this route. Even Burma favours this route, and at the instigation of India, Burma is showing little interest in giving a direct link to BD. It wants a BD-NE-Burma route.

People are saying about becoming an ASEAN member, whereas, even Burma does not want to give us a single direct road to connect with China and ASEAN countries. bangladesh has two choices. One, endorse the proposed NE route, highway already being endorsed by SHW, or get the hell out of this network as well as a seclusion from the ASEAN market because of Burmese position. BD is in a dillema to choose between two devil routes.

Pakistan faces the same situation. It does not want to give India a route. This may be one reason why India is more adament about getting a NE route in the banner of trans asian rly.

 

[INDIC]

I am glad that some Bangladeshi intellectuals are finally waking up from Bengali Renaissance of Kolkata and rediscovering Turkic Sultanate period and Timurid legacy in East Bengal.

Here is how the Trans-Asian railway network looks:

That map is not the Trans-Asian High Speed Rail. The Real map is this.

 

[kalu_miah]

This map above posted by gigawatt Indian is from this site:

About « The Transport Politic

It is maintained by some Yonah Freemark, I am guessing a transportation journalist. But the source of the map is not clear, and its not sure where Yonah got it from. This map shows a line through Shiliguri corridor bypassing Bangladesh, which is not bad for us, let them take their line through their land, not using our land.

Now the map I provided is the actual map from UNESCAP, here is a bigger version:

The url link shows a better and bigger map:
http://www.unescap.org/ttdw/common/TIS/TAR/images/tarmap_latest.jpg
Since it is from UN, we can believe that this is the authentic one.

Now, Eastwatch pointed out the interesting part, please look at the Bangladesh part of the map. We must refuse at all cost this TRANSIT connection from India to India. Either it goes through Bangladesh directly to Myanmar over Myanmar-Bangladesh border or we will have nothing to do with it, let India make its own line through Shiliguri corridor if they want, but no India to India Asian highway or railway through Bangladesh. Just because RAWamy head stooge puppet Hasina approves it, does not mean that we cannot overturn and cancel this plan once BNP is in power.

As for Myanmar's non-cooperation, I can guarantee with 100% certainty that India is behind this intransigence of Myanmar govt. We have to get help from the US, China and ASEAN nations like Vietnam, Thailand, Indonesia, Singapore, Malaysia to counter Indian design on this issue with Myanmar and make sure that Myanmar eventually agrees to a direct link. They have to eventually, if Bangladesh is going to be part of ASEAN, why should ASEAN want to link to its member state over a non-member state like India, this is an absurd proposition, which ASEAN will not accept. India's reason for doing this:

- get a transit for its NE states over Bangladesh (which is obvious)
- also it wants to cut us off from Myanmar and ASEAN greater Mekong subregion by making us dependent on Indian road/railway link to Myanmar and ASEAN

What I would also propose is this:

- Bangladesh should not give any Myanmar access in addition to NE access for India, until we become a full member of ASEAN, then we will coordinate with ASEAN in this regard
- Pakistan also should not give any road/railway access to India, until Pakistan becomes a full member of Eurasia+ union

 

[eastwatch]

That map is not the Trans-Asian High Speed Rail. The Real map is this.

The map above 1) does not show how BD will connect to the trans asia Rly., and 2) shows India does not pass through BD, but, its route is through the Chicken Neck in the north that traverses the Brahmaputra valley to enter northern Burma and then to Yunnan. Both points are acceptable to us.

However, I hope Burma will accept a BD move to join the main route through that country.

 

[INDIC]

This map above posted by gigawatt Indian is from this site:

About « The Transport Politic

It is maintained by some Yonah Freemark, I am guessing a transportation journalist. But the source of the map is not clear, and its not sure where Yonah got it from. This map shows a line through Shiliguri corridor bypassing Bangladesh, which is not bad for us, let them take their line through their land, not using our land.

I used the term Trans Asian High Speed Rail (300-350km/hour speed), not the normal slow rail line.

 

[eastwatch]

This map above posted by gigawatt Indian is from this site:

About « The Transport Politic

------------------------. They have to eventually, if Bangladesh is going to be part of ASEAN, why should ASEAN want to link to its member state over a non-member state like India, this is an absurd proposition, which ASEAN will not accept. India's reason for doing this:

About ASEAN membership bid by BD, why are you assuming that sometime in the future BD will CETAINLY become an ASEAN member? We must talk on the real situation and not on an imaginary one. Any such assumptions make your statement shallow. Please send a link to claim that BD has formally asked for a full membership of the association, or ASEAN countries have begged BD to be its member. Otherwise, please do not say very affirmative about this subject.

 

[INDIC]

The map above 1) does not show how BD will connect to the trans asia Rly., and 2) shows India does not pass through BD, but, its route is through the Chicken Neck in the north that traverses the Brahmaputra valley to enter northern Burma and then to Yunnan. Both points are acceptable to us.

However, I hope Burma will accept a BD move to join the main route through that country.

Trans-Asian rail link is not going to materialize before 2030 because constructing rail lines in mountain means lots and lots of tunnel.

 

[CaPtAiN_pLaNeT]

The map above 1) does not show how BD will connect to the trans asia Rly., and 2) shows India does not pass through BD, but, its route is through the Chicken Neck in the north that traverses the Brahmaputra valley to enter northern Burma and then to Yunnan. Both points are acceptable to us.

However, I hope Burma will accept a BD move to join the main route through that country.

How it will be economical for Bangladesh to connect to the line via Myanmar??? On top of that India will not allow bd to pass through it if transit has not been given.

Best thing we can hope is to connect to china and if possible to se Asia.

 

[INDIC]

Now the map I provided is the actual map from UNESCAP, here is a bigger version:

I won't deny this map, we are working on that in India also which would be reality only after 2030 but Chinese have plans for High speed Rail across Asia and your map was wrong in that sense.

 

[LaBong]

wow Timurid legacy of East Bengal!! I get to learn new things everyday in BD forum.