India s Near Abroad through the Lens of Land Connectivity

Transcription

1 India s Near Abroad through the Lens of Land Connectivity By DR.DEIGRACIANONGKYNRIH, PhD. Department Of Economics, North Eastern Hill University, Shillong and DR.SUPARNABHATTACHARJEE, PhD. Department Of Political Science, North Eastern Hill University, Shillong. INTRODUCTION The 21 st Century has been marked as the Asian Century and over a course of time we have witnessed a number of Asian countries Japan, China, Singapore to name a few which has been elevated to international economic and political powers. From the perspective of India, the march to global economic and political power, thus assumes greater significance, one in which India cannot afford to be left behind. Being the second most populated country in the world, India with her one billion consumers cannot simply remain an attractive market for other nations but she needs to stake her own claim in the global setting. Thisinvolvesforemost, the issue of balancing growth and development of and within the Indian Union. Examining the scenario of development across the country, it largely exhibits an unbalanced pattern. While some states Gujarat, Maharashtra have progressed in diverse fields, others have not. The various states in North Eastern Region (NER) of India areone such case. Development has eluded the region at large and led to it being considered as one of the most underdeveloped region in the country. Development is the result of a multi-dimensional approach. It implies fundamental changes in the structure of the economy such as industrialisation; growing urbanisation and changes in the consumption pattern of people to name a few (Raj et.al., 2006). It is largely aimed at promoting qualitative as well as quantitative changes through the active participation of people across all sections of society and cutting across national and international boundaries. Connectivity, thus assumes a major role in integrating and networking local, regional and global markets. It is in this light that the paper has been conceived to explorethe role of connectivity in interweaving economies/countries in the developmental process. Specifically, it will examine 1

2 land connectivity and its potential as a means to integrate and enhance the prospect of growth and development between NER with her immediate neighbours viz., India s near abroad. CONNECTIVITY Connecting India with her near abroad neighbours encompass integration with her core neighbourhood many of which has had historical links much before the attainment of her independence. Connectivity 1 can be of three main forms: physical, institutional and people-topeople linkages. The physical connectivity includes transport, information communications technology and energy while institutional connectivity would cover trade and economic areas such as trade and investment liberalisation and facilitation, investment, mutual recognition arrangements and capacity building programmes. People-to-people connectivity would include tourism, education and culture. NER being the only land gateway of India to her southern, eastern, and south-eastern neighbours is a landlocked region. Thus, land i.e., roadways, rail links and other transport routes suchas air links, constitutes the key modes of connecting India with her neighbours. Four North Eastern states of Manipur, Mizoram, Nagaland and Tripura share a 1643 km long land border with Myanmar. Assam, Tripura and Meghalaya also shares overland connectivity with Bangladesh. Arunachal Pradesh shares land borders with Bhutan, Myanmar and China and Assam constitutes the land gateway with Bhutan, China and Nepal. Overall NER shares a 4500 km long border with China, Myanmar, Bhutan, Bangladesh and Nepal. This is critical to overland linking withsouth, East and South-East Asia at large. LAND CONNECTIVITY Overland connectivity involves linking states within the NER as well as across the country with East and Southeast Asia. Overland connectivity involves the growth and expansion of road and rail links. National highway and railway networks are dense inmost of India but sparse in the border areas wherethere are substantial missing links across nationalboundaries.the NER shares a 1,643 kilometre long border with Myanmar, and is the key link in establishing a chain of 1 ASEAN Connectivity and the ASEAN Economic Community- S.Pushpanathan, Deputy Secretary General of ASEAN. Paper presented at the 24 th Asia-Pacific Roundtable, Kuala Lumpur, 7 June

3 connectivity with rest of South-East Asia. Taking this strategic role into consideration, development strategies for Myanmar and NER can be the core of the regional strategy to enhance connectivity between India and Southeast Asia (Kimura et al., 2011). Further, the critical place of Bangladesh in terms of its ability to provide access to the sea ports which India can expand as far as Australia and Asia Pacific. The different mode of land connectivity isbriefly discussed as follows: ROAD LINKS Since the dawn of civilization, roads have been the main linkage that connected people across geographical areas. Trade and commerce flourished along trade routes such as the Silk Route 2 and Grand Trunk Road 3 resulting in economic prosperityand socio-cultural integration. NER, though economically backward, is at the cusp of this geographical divide of countries and civilizations. Exploring road links becomes critical to realise such potential, as in the days of old, in this new era of trade and commerce.trucking is the most dominant mode of road transport in South Asia catering to 65 to 70 per cent of movement in the mainland countries (SRMSTS, 2006). Realising the need of developing the linkage to the South, East and South-East Asian neighbourhood, India has taken initiatives to develop road communications through the NER by way of bilateral and multilateral agreements. Some of the recent agreements signed by India included: the 1,360km longtrilateral Highway (TH)/Asian Highway (AH)1 to connect India, Myanmar andthailand through Manipur (India) to Mandalay (Myanmar) and Mae Sot (Thailand). The Tiddim-Rhi-Falam RoadconnectingZolkawtar in Mizoram (India) and Rihkhawdar in Rhee, Chin(Myanmar)have been the secondary gates for border tradebetween India and Myanmar. The Stilwell Roadalso commonly known as Ledo road which connects Ledo in North-west part of Assam (India) to Kunming (China) and about 1033 kilometre of this road traverse through Myitkyina(Myanmar). 2 Ancient network of trade routes connecting China, Indian subcontinent, Persia, Europe and Africa which resulted in flourishing economic and political relations between them. 3 One of Asia s oldest road network which runs from Chittagong (Bangladesh) to Howrah, West Bengal (India) then across to Northern India through Delhi passing from Amritsar to Lahore (Pakistan) further up to Kabul in Afghanistan. 3

4 Of late, new Selected Road Corridors (SHC) has also been proposed. The ones of benefit to the NER include: SHC-1 connecting Lahore New Delhi Kolkata Petrapole/Benapole Dhaka Akhaura/Agartala (Pakistan, India, and Bangladesh) with a potential to carry major intraregional traffic and providing shorter route leading to transport cost savings. SHC-4connecting Kathmandu Kakarvitta Phulbari Banglabandha Mongla/Chittagong (Nepal, India and Bangladesh) meant to provide access for landlocked Nepal to Bangladeshi ports.shc-5 connecting SandropJongkhar-Guwahati-Shillong-Sylhet-Dhaka-Kolkata (Bhutan, India and Bangladesh) with a potential to provide shorter route leading to transport cost savings. SHC-6 connecting Agartala-Akhaura-Chittagong (India and Bangladesh) meant as a shorter access to Chittagong port for Indian North Eastern States.SHC-8connecting Thimphu Phuentsholing Jaigaon Burimari Mongla/Chittagong (Bhutan, India, and Bangladesh) meant to provideaccess for landlocked Bhutan to Bangladeshi ports andshc-9connecting Maldha Shibganj Jamuna Bridge (Bangladesh) (India and Bangladesh) with apotential to provide direct connectivity to carry future traffic (SRMTS 2006, Table 4:25).Bangladesh Transit route to connectwith the Asian Highway (AH) and provide road links between Bangladesh, China, India and Myanmar 4 RAIL LINKS With the coming of British East India Company most 5 of the countries in East, South and South- East Asia became colonies of the British Empire. One of the major contributions of the then British Empire was the establishment of rail links. While the purpose was largely administrative in character, the outcome was the linkage of territories separated by physical boundaries. Fast forward to the present, railways has become the main means of transporting not just people but goods alike. Presently, South Asia has one of the largest rail networks in the world covering 77,000 route kilometres of which Indian railway alone covers route kilometres (SRMSTS, 2006). As mentioned ahead, overland linking is critically dependant on not just the establishment but the expansion of existing rail communication. The New Delhi Hanoi rail link I and II to 4 Asian Highway: Bangladesh Perspective Asif Ishtiaque - Academia.eduwww.academia.edu/ /Asian_Highway_Bangladesh_Perspective,Accessed on 15/8/16 5 Countries under British Empire included India, Pakistan, Bangladesh, Malaysia, Singapore, Myanmar, Sri Lanka, Mauritius and Maldives. 4

5 develop rail link connecting Jiribam-Imphal-Moreh in India withtamu-kalay-segyi in Myanmar and refurbishing Segyi-Chungu-Myohaung in Myanmar with the ultimate aimof connecting the New Delhi-Hanoi freight corridor. The railroad between Agartala (India) with Dhaka (Bangladesh) has been recently inaugurated to connect the two countries 6i. Of the newly Selected Rail Corridors(SRC) which are of importance to the region is the SRC- 4Birgunj (Nepal)-Raxaul-Katihar (India)-Rohanpur-Chittagong (Bangladesh) with links to Jogbani (Nepal) and Agartala (India) (Nepal, India and Bangladesh) meant as access to Chittagong Port for Indian & Nepalese traffic. All of which are aimed at providing shorter route for North Eastern States of India through Bangladesh(SRMTS 2006, Table 6:27). AIR LINKS Air connectivity plays a vital role in creating economic value. It not only facilitates growth of business, trade and tourism but provides a faster mode of transport. Quick, frequent and regular access to wider network of commercial hubs is a boon for any economy. Presently, almost all the state capitals of the NER are connected by air links. However, all are commercial flights catering to domestic connectivity and not cargo. The international flights are operational from Guwahati (Assam) with minimal service only to Bhutan.The Ministry of Aviation, Government of India has mentioned that despite some degree of success of route dispersal guidelines in ensuring air connectivity in the NER, air connectivity remains confined to few airports and therefore this constitute a key challenge to improve better air connectivity ii. From the point of view of wider connectivity to South-East Asia, air links assumes importance. For instance, way back in 6 th November 2008, the 14 th ASEAN Transport Ministerial meeting (ATM) in Makati, Metro Manila, Philippines adopted ASEAN-India cooperation framework in which the significance of enhanced aviation facility between India and ASEAN was highlighted 6 August 19,2016), Accessed on 12/8/16 5

6 for closer economic cooperation between the two 7. However, the implementation and execution of the project is yet to see the light of day. DISCUSSIONS AND CONCLUSION Shifts in global political economy, as a result of the disintegration of the former USSR, has led to a shift in India s foreign policy approach. India s near abroad now became the centre of her policy initiatives and advocacy. This caused India to look eastward for new potential trade partners.looking or acting east, however, cannot be achieved without the assimilation of the NER. As discussed ahead, India s near abroad, i.e., Eastern neighbours are connected to her through landlocked NER. Thus, NER becomes the core and strategic location from the point of view of India s links with her near abroad. Further, in promoting and strengthening economic and regional as well as sub-regional cooperation, overland connectivity thus assumes centrality. With almost all the states in the NER sharing an international boundary with Bangladesh, Bhutan, Myanmar, Nepal and China, developing and expansion of land connectivity is contingent for India s success in her Act East Policy. Given the scenario, advancing Indo-Myanmar connectivity is not only beneficial in linking India with ASEAN but more critically, creates the potential for Myanmar to emerge as a strong player in the region as well as ensuring its growth and development. Myanmar also needs to exploit this geographical proximity with India as it is providing access to a billion strong consumersmarket. Further, the proximity to Bangladesh also needs to be examined thoroughly. Enhanced connectivity between India and Bangladesh, through the NER requires a re-examination of Act East vis-a-vis Act South. Irrespective of either, the result has the potential to be a win-win situation for both. For Bangladesh it would mean Indian markets with a minimised transportation cost. For India it would mean access to the sea route (Chittagong) through the NER providing greater potential for tapping other markets as far as Australia. For ensuring the success of such desired and desirable bilateral and multilateral relations regional or cross-border infrastructure (CBI) development is crucial. Cross-border or regional infrastructure may be defined as infrastructure that connects two or more countries, as well as 7 Deepening Transport integration, Joint Ministerial Statement of the Fourteenth ASEAN Transport Ministers (ATM) Meeting Manila,Statement, Accessed on 9/9/16 6

7 national infrastructure that has a significant cross-border impact(kuroda, 2006). Therefore, airports, ports, roads, and railways, can be considered as CBI infrastructure which are the building blocks for cross-border or regional connectivity (Bhattacharyay, 2010). CBI provides economies with greater access to regional and global markets. It promotes efficient production, trade competitiveness, and trade flows by allowing businesses to join the regional production network and supply chains. This gives small, landlocked, or low-income economies the opportunity to narrow development gaps. CBI also allows regional economies to share scarce regional resource such as energy, capital, and services (Ibid: ) Improving land connectivity between India and her near abroad has been clearly underlined as part of the Act East policy. The basic emphasis on connectivity has initially been on road and rail linkage.however, the afore-mentioned land connectivity projects and plans appear to take a longer period to accomplish owing totechnical, technological or financial reasons. For example, the framework agreement for the Kaladan Multi-modal Transit transport model was signed in 2008 and was expected to be fully completed by 2016, which is not the case as of today. Therefore, policy makersneed tothink further on in terms of developing the aviation sector in this region to complete the connectivity circuit and the transformative rise in connectivity issue. Air connectivity may prove to be supplementary and complementary to land and railway connectivity. Presently, air connectivity within the region (and to the rest of India) is neglected 8 and largely concentrated on routes connecting states capitals, with basic facilities 9. On the other hand, air connectivity between India and hernear abroad, especially to South-East Asia remains nonexistent. No NER state is connected directly with South, East or South-East Asia through air. iii For instance, one has to come to either Kolkata or Delhi from any North East states to catch a flight to Naypyidaw (formerly known asyangon or Rangoon) or Dhaka to name a few. For the development of air links, an array of interrelated issues needs to be monitored and discussed. What is required is a co-ordination among DoNER iv, NEC v, the Centre, State, 8 One may note here that the 9 th Five Year Plan ( ) envisaged constructing new airports in Arunachal Pradesh and Assam but these airports have not become functional. 9 At present night landing facilities are operational only in LokPriyaGopinathBordoloi airport, Guwahati and Singerbhil airport, Agartala. 7

8 Aviation Ministry, and local bodies to discuss the way forward for air connectivity between NER and South-East Asia.Though the capitals of all the states in northeast region are connected with air, additional airstrips connecting Manipur, Mizoram and Tripura with south East Asia will prove to be beneficial. Further, the up gradation and modernization of certain facilities in the existing airports have to be taken up for linking Southeast Asia and India s NER. Ground infrastructure such as cold storages, night landing facilities, food joints, and accommodation equipped with modern amenities near airports and connecting flights linking the region s trading centres need attention to make the routes promising as airlines are said to prefer cherry picking or cream skimming and adopt routes which are lucrative 10. Introduction of regular charter flights, Low cost carrier (LCCs) and cargo carriers must be preceded by infrastructural necessities. The contribution of air connectivity to a country s prosperity calls for the stakeholders to work for the fulfilment of such infrastructural requirements. Immigration requirements and the related logistics need to be addressed keeping in mind its sensitive nature in North-East region. One may draw an attention to the fact that the flight service which was introduced between Manipur and Myanmar in November 2013 could not be continued due to immigration issues. (Kipgen, 2016) The right vision coupled with efficient execution of aviation plan for NER within the framework of Act East policy will catapult the growth of the region.with the initiation of Act East policy, it is imperative that India s Inter-Ministerial Group on Connectivity vi take up the issue of air connectivity with ASEAN s Connectivity Co-operation Committee (ACCs). The new airport in Andal (KaziNazrul airport) in Burdwan district, West Bengal set up by Bengal Aetropolis project with technical and financial assistance from Changi airport, Singapore could be a model for aviation co-operation between India and south East Asian countries for commercial purposes primarily 11. The inadequacy of inter-state connectivity and the lack of maintenance of the existing channels of connectivity will result in the NER to being only a spectator and not a gateway for trade 10 Report on Air Connectivity Ministry of Civil Aviation Government of Indiacivilaviation.gov.in/sites/default/files/moca_ Accessed on 4/9/16 11 Singapore s Changi to raise stake in Bengal airport project KOLKATA, AUG 20: 2014, Accessed on 15/8/16 8

9 and commerce to South and South-East Asia. This will not help to leverage the case of the development of NER in the wider gamut of the Act East Policy. On the other hand, better air transport linkages with South East Asia, in addition to road and rail linkage, will enable increased investment in NER and human capital to flow across the border. It has the potential for facilitating growth in India s North-east and through a multiplier effect increased employment and livelihood opportunities across borders. In particular it will help the ease of doing business when the calling for economic integration beckons the Act East Policy. In concluding, expansion in overland connectivity would transform North East India from a landlocked periphery to a land-linked nucleus between India and her eastern near abroad. References: Kuroda,H., (2006), "Infrastructure andregional Cooperation", Paper presentedat the Annual Bank Conferenceon Development Economies, Tokyo, Japan, May, Bhattacharyay, BiswaNath, (2010), Infrastructure for ASEAN Connectivity and Integration, ASEAN Economic Bulletin, Vol. 27, No. 2, pp Kipgen, Nehginpao, (2016), India needs to do more in Myanmar, Myanmar Times, Wednesday, 27 April 2016, Accessed on 515/08/16. Pushpanathan, S. (2010), ASEAN Connectivity and the ASEAN Economic Community, Paper presented at the 24 th Asia-Pacific Roundtable, Kuala Lumpur, 7 June SAARC Regional Multimodal Transport Study (SRMTS), June, 2006, SAARC Secretariat. i On July 31, two key railway lines were inaugurated by India s Railways Minister Suresh Prabhu and his Bangladesh counterpart, Mohammed MazibulHoque in Agartala, Tripura state. The first was the opening of the weekly Tripura Sundari Express, traversing from New Delhi to Agartala, and the second, was the foundation stone laid for the India- Bangladesh Broad Gauge Rail link, connecting Agartala in India with Akhaura in Bangladesh. Both projects are critical to the region, opening up direct linkages with mainland India, and with it, boosting the socio economic prospects development of NER, August 19,2016), Accessed on 12/8/16. ii Connectivity to India s North-East and the rest of India has improved from 87 to 286 flights. (Ministry of Civil Aviation (Strategy Plan ) p.2, Accessed on 25/8/16) 9

10 iii Delhi-Gaya-Yangon, Kolkata-Yangon are connected through air but NER South-East Asia direct air connectivity is non-existent. Despite geographical proximity, NER South-East Asia connectivity or vice-versa is via Delhi or Kolkata. iv DonER(The Ministry of Development of North Eastern Region (MDONER) is a Government of India ministry, established in September 2001, which functions as the nodal Department of the Central Government to deal with matters related to the socioeconomic development of the eight States of Northeast India, Arunachal Pradesh, Assam, Manipur, Meghalaya, Mizoram, Nagaland, Tripura and Sikkim) v NEC(The North Eastern Council is the nodal agency for the economic and social development of the North Eastern Region which consists of the eight States of Arunachal Pradesh, Assam, Manipur, Meghalaya, Mizoram, Nagaland, Sikkim and Tripura). vi The 10 th ASEAN India Summit, 2012 declared the establishment of India s Inter-Ministerial group on connectivity issue. 10