Why the world is silent about persecution in Balochistan?

SALEEM SAMAD

At the onset of the Holy Ramadan month, Muslims all over the world were busy with fasting rituals, and the global protest against the occupation of Balochistan on 27 March 1948 was not heard across the globe.

Balochistan, for 76 years has endured institutionalised persecution and atrocities of Baloch ethnic minorities.

The Baloch people have been living in pain and agony under Pakistan’s occupation. The exiled Baloch has taken to social media @Twitter (now X) to remind that Balochistan was forcibly annexed by Pakistan against the will of the people.

Not much has been written and published in the international press. Not enough voice has been raised at any international forum regarding appalling human rights abuses, missing persons, enforced disappearances, extra-judicial deaths, crimes against humanity and genocide committed by state actors – Pakistan security forces.

Before the 1947 partition of India and Pakistan, Balochistan consisted of four princely states under the British Raj – Kalat, Lasbela, Kharan and Makran, which is known as Balochistan. Two of these provinces, Lasbela and Kharan, were fiduciary states placed under Khan of Kalat’s rule by the British, as was Makran which was a district of Kalat.

The rulers of Kalat State first were under the subject of Mughal emperor Akbar in Delhi and after 1839 to the British.

Only three months before the creation of Pakistan (in August 1947), Muhammed Ali Jinnah, and the first Governor-General of Pakistan had negotiated the freedom of Balochistan under Kalat State from the British.

The series of meetings were held between the Viceroy, the British Crown’s representative based in New Delhi, Jinnah and the Khan of Kalat regarding the future relationship with Kalat State and Pakistan.

The parleys ensued in a communiqué, popularly a Standstill Agreement on 11 August 1947, which stated that: The Government of Pakistan recognised Kalat as an independent sovereign state in treaty relations with the British Government with a status different from that of Indian States.

The ruling Muslim League elites of Pakistan led by Jinnah had a change of heart and unilaterally decided to merge Balochistan with the Pakistan Union on 27 March 1948. The hashtag #27MarchBlackDay is viral on social media.

A Baloch journalist Malik Siraj Akbar remarked, “The Black Day in Balochistan is a reminder of the struggle for freedom and justice that continues to this day.”

For decades, exasperated Baloch people have been ferociously protesting the forcible conversion of the Baloch population into a minority in their homeland.

Armed militants of the fiercest Marri and Bugti tribes, waged armed struggles and politically challenged the forcible inclusion of the resource-rich province into Pakistan in March 1948.

Pakistan army forcibly occupied the Balochistan capital Quetta, raided the Amar Palace of Mir Sir Ahmad Yar Khan Ahmedzai, Khan of Kalat, who was also the President of the Council of Rulers for the Balochistan States Union and was forced to sign a document of accession to Pakistan.

In 1958, Pakistan military officer Tikka Khan brutally suppressed the first nationalist movement by the Baloch people and the military commander was dubbed the “Butcher of Balochistan”.

After 23 years, the hawkish Lt. Gen. Tikka Khan was rechristened as “Butcher of Bengal” for his role in the genocide in the 1971 Bangladesh liberation war.

The province is vastly rich in natural resources, including oil, gas, copper, and gold. Despite huge deposits of mineral wealth, Balochistan is one of the poorest regions of Pakistan and also the largest province of Pakistan.

“Balochistan is a rich land with poor people because the state has never invested in its development,” stated Naela Quadri Baloch, an outspoken human rights defender and a senior member of the Balochistan government in exile.

Today the resources are plundered by the Pakistan junta in collaboration with China, in the name game of the mega debt-trap Belt and Road Initiative (BRI), which was fiercely resisted by the armed Baloch nationalists.

Amnesty International in a report stated that despite several pledges to resolve the country’s crisis of ‘disappearances’, Pakistan’s new civilian government has not yet provided information about hundreds of cases of people believed to be held in secret prisons in undisclosed locations by the military establishment.

International political think tanks say that there is no global support for the Baloch movement for freedom because an independent Balochistan would result in more violence and destabilisation.

First published in the Northeast News, Guwahati, India

Saleem Samad is an award-winning independent journalist, media rights defender, recipient of the Ashoka Fellowship and Hellman-Hammett Award. He could be reached at <saleemsamad@hotmail.com>; Twitter @saleemsamad

Shipbreaking yards in Bangladesh flout 50,000 workers' rights

SALEEM SAMAD

Bangladesh is the third-largest destination where ships come to die. The country specialises in shipbreaking and the graveyard has been in Sitakundu, Chattogram since the 1970s.

Every day, the huge cargo ships are shredded by unskilled labourers. The labourers do not comply with work safety guidelines, which are not strictly enforced. The labour laws are a far cry in the shipbreaking industry.

The industry directly employs 50,000 people and another 1,00,000 indirectly and provides around 80 per cent of the country’s steel.

The ship scrapping industry is a dirty and dangerous economic activity amid poor transparency and inadequate monitoring systems by the regulatory authorities.

Shipbreaking in Bangladesh is strongly criticised by both international and national NGOs due to its dirty and dangerous practices. Concerns include abysmal working conditions, fatal accidents, exploitation of child workers, and severe pollution of the marine environment as well as the dumping of hazardous wastes.

The causes of death at the shipbreaking yards are many, including suffocation, explosions, falls from great heights and crushing due to falling parts of the ship.

As a result of working in hazardous conditions, shipbreaking workers are more likely to suffer accidents. These accidents are rarely reported due to the lack of transparency on the part of employers and the government.

Hundreds of workers are wounded and maimed every year. None of them receive adequate compensation. The wounded and maimed workers have never been provided proper medical care and do not speak about rehabilitation, according to award-winning environment defender Syed Rizwana Hasan, Executive Director of the Bangladesh Environmental Lawyers Association (BELA).

BELA has been monitoring labour and environmental issues at the shipbreaking yards for more than two decades. “They work long gruelling hours without holidays, and trade unions are prevented from effectively organising them. When workers attempt to unionise or protest conditions, they are fired, harassed and intimidated,” she said.

Dozens of workers in the Bangladesh yards have died in recent times according to local NGOs, rights groups and media, but more still will suffer early deaths from their exposure to asbestos pollution.

A 2019 survey of shipbreaking workers estimated that 13 per cent of the workforce are children. Researchers noted, however, that this number jumps to 20 per cent during illegal night shifts. Many workers interviewed began working at the age of 13.

The authorities have minimum wage compensation for factories which is rigorously implemented in export-oriented industries.

However, the average daily salary is between BDT 400 and 600. The workers have been fighting for their labour rights because they do not receive official minimum wages, and do not have access to health facilities or the employer compensate the costs of their treatments, lamented Young Power in Social Action (YPSA), an NGO working in Sitakundu.

The hospital building set up by the Bangladesh Shipbreakers Association (BSBA) is operated in conjunction with a private clinic and can only provide treatment for minor injuries. Many workers succumb to their injuries on their way to the closest specialised government hospital in Chattogram city.

Multinational shipping firms appear to have distanced themselves from these deaths in part by selling their end-of-life vessels to so-called cash buyers, many of them are based offshore and their ownership is kept secret.

Accidents are commonly caused by fire and explosions, falling of heavy objects, electrocution, falls from height as well as mental and physical stress and fatigue, the YPSA monitoring report found.

Workers consistently said that they are not provided with adequate protective equipment, training, or tools to safely do their jobs. Workers described using their socks as gloves to avoid burning their hands as they cut through molten steel, wrapping their shirts around their mouths to avoid inhaling toxic fumes and carrying chunks of steel barefoot.

As per the Ship Recycling Rules 2011, “no person shall be allowed to be employed in a shipbreaking yard without appropriate training certificate”.

Besides not having appropriate training and Personal Protective Equipment (PPE) while working in dangerous procedures.

However, most of the time the workers do not receive any compensation even if they are not able to work anymore due to their injuries, like amputation of limbs or other life-threatening injuries.

Despite laws existing in Bangladesh to protect both workers and the environment, these are poorly implemented due to the weak enforcement management of the both Department of Environment and the Department of Labour and are deliberately ignored as a result of political pressure.

The environmental laws and guidelines are regularly flouted by the shipbreaking owners who have political clouts, supervisors and private buyers for illegal markets who also work as the yard’s henchmen. 

The president of the Bangladesh Ship Breakers and Recyclers Association Abu Taher is in denial mode of large-scale asbestos poisoning among ship-breaking workers. There is no asbestos victim in the industry, as the ships built after 2000 do not carry any asbestos.

"It has been a conspiracy to shut down the prospective ship-breaking industry in Bangladesh," he accused the media and NGOs of false narrative against the industry.

Several shipbreaking workers have only now started to manifest symptoms of asbestosis such as chest pain and lack of breath asbestos symptoms usually appear many years after the initial asbestos exposure. Despite their weak health condition, most of the sick workers continue to dismantle vessels to feed their families.

In Bangladesh, the life expectancy for men in the shipbreaking industry is 20 years lower than the average.

First published in The Daily Messenger, 19 March 2024

Saleem Samad is Deputy Editor of The Daily Messenger and an award-winning journalist. An Ashoka Fellow and recipient of the Hellman-Hammett Award. Email: saleemsamad@hotmail.com; Twitter (X): @saleemsamad

Canada continues refusal to deport Mujib’s assassin

SALEEM SAMAD

AS The nation celebrates the 104th birth anniversary of the architect of Bangladesh's independence Bangabandhu Sheikh Mujibur Rahman, Bangladesh laments that Canada, among the country’s foreign friends, is unfortunately dilly-dallying to extradite the assassin of Bangabandhu, who is the architect of Bangladesh's independence.

Months back, a fresh diplomatic rift ensued between Canada and India over Hardeep Singh Nijjar, a Canadian-Indian and leader of an outlawed Khalistan killed by unknown assailants at a Sikh temple in Surrey in the province of British Columbia in mid-June has dominated news headlines.

Four months after the assassination of the Khalistan nationalist leader, Canadian Prime Minister Justin Trudeau suddenly stood up the House of Commons at Parliament Hill and told lawmakers in Ottawa that his government possessed “credible” allegations which pointed fingers toward Indian intelligence potential link to the assassination.

Canada allows hate speech by radical Sikhs in the name of freedom of speech and expression, which is not only a double standard but a hypocritical government.

Canada’s allies are still quiet! Trudeau expects condemnation from the West while asking India to cooperate on the murder of confessed extremists for an independent Khalistan.

The anti-Indian terror campaign for a separate territory for the Sikhs has been aided and abetted by the dreaded Pakistan spy agency Inter-Service Intelligence (ISI).

Well, his government has yet to share evidence blaming India behind Nirjhar’s death, who was chief of the Khalistan Tiger Force (KTF) and is unlikely to get ‘cooperation’ from New Delhi.

Ottawa has refused to extradite a couple of “most-wanted” Sikhs for crimes committed in India and elsewhere.

An Indian born Ashok Swain @ashoswai, Professor at Uppsala University, Sweden tweets: “Modi has made Canada, India's new Pakistan!”

Pierre Trudeau (father of Justin Trudeau) turned down India’s request to hand over a Sikh militant named Talwinder Singh Parmar, the head of the terrorist organisation.

The ‘person of interest’ has been blamed for placing a bomb on an Air India flight in 1985. The bomb exploded midair, killing 329 people, 268 of them Canadian citizens.

Millions of immigrants who adopted Canada as their new home, do not know that Canada is a haven for Nazi war criminals and other wanted criminals living with impunity.

The politicians and former officials of their home countries have been laundering money accumulated from loot, corruption and illegal cartels with a “no question asked policy” of Canada for new arrivals.

Nearly a thousand suspects indicted for war crimes, according to the Commission of Inquiry on War Criminals by Justice Jules Deschênes (1985-1986) are believed to be living in Canada.

The Royal Commission was able to establish that identified Nazi war criminals, for crimes committed in Germany and marauding Nazi occupation forces during World War II were given permanent residency. The Nazi war criminals brought huge wealth looted from Europe and especially from Jews.

The book ‘Unauthorised Entry: The Truth about Nazi War Criminals in Canada, 1946-1956’ by Howard Margolian published in 2000 brings fresh waves among Canadians about what the war crimes advocacy groups, the media, and even a royal commission have suggested that Canada has given refuge to such criminals.

On the recommendation of the Commission, Canada enacted the Crimes Against Humanity and War Crimes Act, 2000. Under the new legislation, one Rwandan immigrant was found guilty of committing genocide and sentenced to life in prison in May 2009.

The Canadian Crimes Against Humanity and War Crimes Programme investigated 200 war crimes suspects is currently residing in Canada.

Notwithstanding India’s repeated requests over the years to extradite the “most wanted” extremists, who have harmed India, Canada decided not to comply, or give any explanation.

On the other hand, Bangladesh made repeated requests in more than 20 years to deport the ‘most wanted’ army officer S.H.M.B. Nur Chowdhury, held responsible for the assassination of Bangabandhu Sheikh Mujibur Rahman, the independence hero of Bangladesh in a military putsch on 15 August 1975. The 73-year-old fugitive has been living in Canada since 1996.

“That’s why he is safe in Canada,” writes Charlie Gillis, a Canadian journalist, “The assassin among us.”

Nur told a state broadcaster Canadian Broadcasting Corporation (CBC) denying the allegation of taking part in the murder of Bangabandhu and said as a junior military officer he obeyed orders of his superiors.

Sheikh Mujib’s daughter, Prime Minister of Bangladesh Sheikh Hasina pleaded with her counterpart Justin Trudeau at several meetings on the sideline at global events to deport her father's assassin. Her appeal fell on deaf ears though.

A new Canadian High Commissioner to Bangladesh Heather Cruden in September 2011 in an explosive statement said that “Canada will not expel any suspected criminal to face a possible execution abroad.”

“Our government has a clear policy that we cannot extradite people to a country where there is [a] death sentence,” she told reporters in Dhaka.

The diplomat has rekindled a long-running dispute between Canada and Bangladesh, during which Bangladeshi officials have at times accused Canada of giving refuge to the most wanted fugitive for 27 years.

Canadian Ministry of Justice and Attorney General, Ministry of Citizenship and Immigration and Ministry of Foreign Affairs sings the same tune. A policy statement says something like this: “Bangladesh judiciary is not independent and deportation or extradition of a certain person will jeopardise their safety and security would be compromised by a politically motivated justice system.”

“There are possibilities of being harmed when the person is forced to return to his country of origin,” the Canadian government explains.

Canada provided a typical argumentative debate on the request for the deportation of Chowdhury, who was indicted in absentia for the murder of Sheikh Mujib and has been sentenced to the death penalty by a special tribunal in Dhaka in 1998 and declared him a fugitive. His name appears in the red list of Interpol.

Canadian media have intermittently kept the issue alive. This may have impacted the rejection of Chowdhury’s asylum case and the demand for extradition by the Bangladeshi government.

All his hope to live in Canada has been dashed after all the gates of the legal system have been exhausted. Chowdhury’s asylum case has been denied repeatedly.

Media reported that the fugitive rarely ventures outside his apartment except to buy groceries. He once faced angry Bangladesh nationals who condemned him for killing Mujib and demanding punishment. He lives in seclusion in Etobicoke, Toronto.

In a brazen move, Ottawa wanted to negotiate with Washington DC to send rogue military officer AKM Mohiuddin Ahmed, to a third country (preferably Canada), who swears that he didn't play a role in the assassination of Sheikh Mujib.

Ahmed's asylum case in Los Angeles, USA has been rejected multiple times in appeal courts. US authorities decided to deport him, which was indeed a surprise for Bangladesh.

The fugitive was deported to Bangladesh and the verdict was executed by hanging for the crime he had committed decades ago.

On 29 May 2007, Irwin Cotler, Minister of Justice addressing the Speaker of Parliament urged Ms Diane Finley, Minister of Citizenship and Immigration that a “former Bangladesh diplomat with a Canadian connection is facing imminent deportation from the U.S. to Bangladesh where he will be executed after a political trial was held in absentia,” as documented in the Parliament Hill online archive.

“Given this humanitarian issue and that Mr Mohiuddin Ahmed has immediate family in Canada, would the minister be prepared to review this case, to provide Mr Ahmed with the protection this case would warrant and help secure the suspension of his deportation until this case can be reviewed?”

However, Finley assured the members at Parliament Hill that Canada has “one of the most welcoming and fair immigration systems in the world.”

Commonly, most people know that hundreds of international victims of torture have found safety in Canada including dissidents, opposition, journalists, writers and academicians.

Nevertheless, this statement has been contradicted by Human Rights Watch (HRW) and Amnesty International. A damning joint report blames Canada to have incarcerated thousands of people (between the ages of 15 and 83), including those with disabilities, on immigration-related grounds every year in often abusive conditions.

“Canada’s abusive immigration detention system is in stark contrast to the rich diversity and the values of equality and justice that Canada is known for globally,” said Ketty Nivyabandi, secretary general of Amnesty International Canada.

Of course, Canada had forced several immigrants to their country of origin, who fled the country after they were brutalised and tortured by security agencies.

In the case of Maher Arar, a Syrian-born Canadian citizen was a victim of rendition and tortured in Syria after the United States turned him over as an Al-Qaeda suspect in 2002.

Arar, a telecommunication engineer was boarding a flight back home to Canada from Tunisia at JFK Airport in New York. He was detained for 12 days in New York and was secretly transferred to Syria.

US authorities alleged he was a member of the international terror network Al Qaeda and said they acted on data supplied by Canadian police.

Amnesty says in Syria, he was held in degrading and inhumane conditions, interrogated, and tortured for a year.

After media and rights groups’ outcry, Canada was forced to bring him back and had to pay a compensation of $10.5 million.

Similar incidents occurred with dissident Noura Al-Jizawi, a Syrian-born immigrant in Canada who was flagged as a security risk when she applied for a Permanent Resident (PR) card. Also, an Egyptian-born Joseph Attar, a Canadian citizen returned home serving 15 years imprisonment in Egypt on spying charges. 

In February 2007, Ottawa formally apologised for the role officials may have played in the torture and abuse of three Canadians Abdullah Almalki, Ahmad Abou-Elmaati and Muayyed Nureddin in Syria in the aftermath of the 9/11 attacks. A commission of inquiry found that Canadian officials were indirectly responsible for what happened to the three men.

Possibly for now, Nur Chowdhury’s prayer to Allah has kept him away from being guillotined for his crime. The diplomatic engagement to bring the rogue military officer back to Dhaka to face the music of justice remains frustrating for the coming years will be in deep freeze.

First published in The Daily Messenger, Dhaka, Bangladesh, 17 March 2024

Saleem Samad is the Deputy Editor of The Daily Messenger. Email: saleemsamad@hotmail.com; Twitter (X) @saleemsamad

Bangladesh climate crisis may dent SDG objectives

SALEEM SAMAD

Bangladesh is, of course, on the critical list to face the climate crisis. The Global Climate Risk Index 2021 ranks Bangladesh as the seventh most extreme disaster-prone country in the world.

The country, at the confluence of the yawning rivers Padma, Meghna, and the Brahmaputra, creates a delta, with accumulated sand and silt spilling into the Bay of Bengal.

Coastal Bangladesh will always remain prone to natural disasters and annual monsoon river flooding, vulnerable to livelihood.

Thus, the densely populated, low-lying regions are one of the world’s most vulnerable countries to disasters and climate change. Every year, an estimated 3.5 million people in Bangladesh are at risk of river flooding due to rising sea levels and increasingly intense monsoons.

The vulnerability of Bangladesh to climate risks has brought into focus the delicate balance between its pursuit of the Sustainable Development Goals (SDGs) and the multifaceted impacts of global warming.

The SDGs and their determined achievement in several categories of goals will be severely dented due to climate risk and global warming.

Often argued by planners and policymakers that the Arctic is thousands of miles away from Bangladesh, melting polar ice caps may not harm the region much, as predicted by climate scientists for the last few decades.

While the immediate repercussions are visible in the Polar regions, the Arctic is experiencing unprecedented warming, losing its sea ice and snow cover at an alarming rate, several research stations have found.

Dr. Hossain Zillur Rahman, a leading development economist, said that the dramatic achievements in human development and infrastructure development may cause irreparable damage to the glorious economic triumphs.

The melting Greenland Ice Sheet in the Arctic, Bangladesh's deltaic nation will have vast stretches of land barely above sea level, which impacts sea level rise, heightening risks of coastal inundation, salinity intrusion, and land loss, writes The Arctic Risk Platform.

Professor Ainun Nishat, a water resource and climate change specialist and a professor emeritus at BRAC University, said that the implications would be profound during climatic extremes.

From displacing millions to threatening food and water security, the Arctic’s warming disrupts the monsoon systems, and Bangladesh grapples with erratic rainfall patterns, leading to extended droughts and devastating floods, he remarked.

Dr Rahman, a policymaker who led the team to develop the poverty reduction strategy of the government, said the SDGs serve as a beacon for Bangladesh’s developmental aspirations; they are deeply intertwined with the nation’s socioeconomic fabric.

He said the infrastructure, which forms the backbone of developmental ambitions, is likely to face vulnerabilities due to climate-induced damages, potentially isolating communities and hindering economic progress.

Bangladesh’s determination to march towards the SDGs is rendered more intricate by the indirect yet profound influences of Arctic warming, including the accelerated melting of the Greenland Ice Sheet, which significantly contributes to rising sea levels, posing an even greater challenge to the nation’s development.

Extensive research on socioeconomic implications needs to be undertaken to understand the impact on Bangladesh’s SDG journey and the impact of climate risk, said Dr Rahman, the founder of a research institute, Power Participation and Research Centre.

He describes how critical infrastructures, including roads, schools, and health facilities, are threatened by the rising waters and intensified weather extremes.

Presently, 90 per cent of Bangladesh’s electricity grid is at risk from strong cyclonic winds exceeding 30 meters per second.

Looking ahead to 2050, over 65 per cent of electricity substations and 67 per cent of power plants could face potential climate-related hazards. Due to climate change, the road and rail network in Bangladesh will bear the brunt of climate change.

These may include more frequent flooding and erosion, greater wear and tear from extreme weather, increased obstructions from debris after cyclones and storm surges, and salinity impacts in coastal areas, said Professor Nishat.

Agriculture is a vital lifeline for a substantial portion of Bangladesh’s population, but it faces increasing threats from unpredictable weather and rising salinity levels.

In Bangladesh, 70 per cent of the land is allocated to agriculture, employing 48 per cent of the population.

Climate-related events not only impact food security but also place significant strain on livelihoods, casting doubts on the nation’s progress toward achieving SDG targets of ‘no poverty’ and ‘zero hunger.’

Current estimates indicate that only in the agricultural sector in Bangladesh may incur an annual loss of approximately USD 7.7 billion (BDT 84,588.27 crore) due to climate change.

Within two decades, the country’s average annual rice production could decline by 33 percent due to climate vulnerability, according to Global Climate Risks, a research outfit based in the United Kingdom.

Agriculture has a central role in Bangladesh’s economy and will face challenges originating from erratic monsoons, extreme weather events, and salinity intrusion, affecting both food security and countless livelihoods, said Prof. Nishat.

In Bangladesh, repeated climatic shocks are hindering access to education, health, and opportunities, and posing significant barriers to SDGs related to health, education, and well-being.

The nation’s human capital, its most valuable asset, confronts threats from climate change that, when amplified by Arctic warming, can potentially erode its developmental milestones.

A growing number of Bangladeshi children have had to permanently end their education when they migrate to urban slums in the wake of climate disasters. Around 1.7 million children in Bangladesh are labourers, and one in four of them is 11 years old or younger, according to UNICEF.

Bangladesh’s pursuit of the SDGs is frankly linked with the distant echoes of the Arctic’s warming, cautions Dr. Rahman.

Bangladesh policymakers and politicians must adopt strategies accordingly to face the daunting challenges supposedly caused by climate extremes.

Bangladesh certainly can still develop strategies and plan for a harmonious balance between sustainable growth and the ever-shifting climate landscape, observed Global Climate Risks.

First published in The Daily Messenger, Dhaka, Bangladesh, 14 March 2024

Saleem Samad is Deputy Editor of The Daily Messenger. An award-winning independent journalist based in Bangladesh. A media rights defender with the Reporters Without Borders (@RSF_inter). Recipient of Ashoka Fellowship and Hellman-Hammett Award. He could be reached at saleemsamad@hotmail.com; Twitter (X): @saleemsamad

Japan to tie landlocked Northeast India with Bangladesh

SALEEM SAMAD

Hopes for the Red Sun finally glimmer lights over landlocked northeast India and plans to connect with landlocked states with Bangladesh, which has been deemed as geostrategic significance to Japan.

Japan after the brutal Second World War has developed several proven friends of South Asia and is edging closer to Bangladesh and India for socio-economic development.

Many think tanks say Japan has enlarged its diplomatic vision in a bid to counter the economic hegemony of China, which has set its eyes towards South Asia.

Well, Japan has been a major donor and development partner since the war-ravaged Bangladesh, 52 years ago and has a strategic understanding of the region and the Bay of Bengal.

Against the backdrop of huge Japanese investment in the country recently being outsmarted by China, particularly after the launch of Beijing’s controversial Belt and Road Initiative (BRI), and half of South Asia including Bangladesh, Pakistan, Nepal and Sri Lanka are signatories of the mega plan to revitalise the ancient silk roads to the heart of the world.

A series of top Japanese official's visits to New Delhi, Guwahati (Assam), Agartala (Tripura) and Dhaka come against the background of Japan’s Free and Open Indo-Pacific (FOIP) Vision.

These developments in conjunction with initiatives like the Quad (Quadrilateral Security Dialogue) and regressive naval exercises jointly by the United States, Japan and Australia in the disputed South China Sea off the Philippines in response to a recent show of Chinese aggression in the disputed waters.

Japan wants her physical presence in the Bay of Bengal. As Nikkei Asia writes, Bangladesh's ambitious deep-sea port promises a strategic anchor for Japan and India.

A mega seaport under construction is shaping up to be a strategic linchpin for Japan and India as the Quad partners aim to counter Chinese influence.

Development of the gigantic port of Matarbari will put a Japan-backed facility just north of Sonadia, another prime location on the Bay of Bengal where China proposed to develop another port. The Chinese project never materialised, and Dhaka reportedly dropped the idea, reports Nikkei Asia.

A mega deep-sea port at Matarbari, in southeast Bangladesh waters is underway and is expected in 2027, the complex will take a major load off of the country's main Chattogram (formerly Chittagong) port and a trade gateway for northeast India, which would be less than 100 kilometres to the massive port facility.

Whatever the geopolitical strategy, the deep-sea port project has the potential to improve regional trade ties, boost investment, create jobs, and support infrastructural development, spurring economic growth for Bangladesh, Northeast India, Nepal, and Bhutan, as well as the surrounding countries along the Bay of Bengal.

Earlier regional studies suggested both Bangladesh and Northeast India need to scale up their multi-modal connectivity, which would not only help the region to raise its competitiveness but also narrow long-standing regional development gaps.

The connectivity will bring synergy in trade facilitation, and build express corridors for the trans-shipment and transit of goods from northeast India to Bangladesh port in Chattogram.

Currently, nearly 350 Japanese companies are operating in Bangladesh, with more than $380 million in combined investment.

Japanese investment in Bangladesh has reached USD 123 million in 2022. Japan and India are two major export destinations in Asia where Bangladesh's export earnings reached $2 billion, said a top official Ministry of Commerce.

Japan has proposed developing an industrial hub in Bangladesh with supply chains to the landlocked northeast states of India, Nepal and Bhutan beyond by developing a port and connectivity in the region.

Improve connectivity in the region through the Bay of Bengal Industrial Growth Belt (BIG-B) initiative, Japan plans to build road connectivity in the Indian states of Assam, Mizoram, and Tripura to connect to the seaport in the Bay of Bengal.

Calling India an ‘indispensable partner’, after Japanese Prime Minister Fumio Kishida listed three important regions — Southeast Asia, South Asia and the Pacific Islands — where multi-layered connectivity could overcome vulnerabilities and boost economic growth, writes Fumiko Yamada, a Research Associate at the University of Melbourne, Australia.

The comprehensive collaboration among Bangladesh, India and Japan provides the blocked-in northeast with access to the Bay and access to ASEAN countries, which plays a crucial role in unleashing the enormous potential for growth and prosperity based on better access to the Indian Ocean, becomes crucial for the improvement of people’s lives of the northeast region, opines Ishita Singh Bedi of Amity University in India.

The Red Sun has plans to build a Bengal–Northeast India industrial value chain in cooperation with India and Bangladesh to foster growth in the region.

Earlier in 2019, the Government of Japan invested 205.784 billion Yen, equivalent to approximately BDT 152 billion in several ongoing and new projects in different states of India’s northeast region. None of the projects would be sustainable unless the connectivity with Bangladesh is augmented to rip huge economic benefits.

Regarding port development, Japan could hardly ask for a better spot than Matarbari — a natural gateway to South and Southeast Asia. Tripura state, around 100 kilometres from the proposed seaport, might serve as a gateway for regional exporters, Bedi writes.

Japanese Prime Minister’s FOIP vision focused particularly on emerging economies and developing countries in the Indo-Pacific region and territories vulnerable to climate change and natural disasters.

It comes after Japanese Prime Minister Kishida visited India last March, where he touted the idea of a new industrial hub for the Bay of Bengal and northeast India that could bolster development in the impoverished region of 300 million people.

After Kishida visited India, Japan approved $1.27 billion in funding to Bangladesh for three infrastructure projects - including an enormous commercial port in the Bay, which will be equivalent to the Port of Colombo in Sri Lanka or the Singapore Port in terms of water depths, said a JICA official in charge of the project.

India and Japan have a comprehensive economic partnership, with trade worth $20.57 billion in 2021-2022. Of this volume, India imported Japanese goods worth $14.49 billion, reported Reuters.

The FOIP and new mega project investment further solidified when Bangladesh Prime Minister Sheikh Hasina visited Tokyo and held an official parley with Kishida in late April.

With infrastructure projects set to be completed over a five to ten-year horizon, the proposal for joint discussions on investment promotion, customs, and tariffs will set the stage for an economic boom in India’s northeast.

India, Japan, and Bangladesh need to create a mechanism to discuss three key stumbling blocks to regional investment: tariffs, customs procedures, and connectivity. India and Bangladesh are negotiating a Comprehensive Economic Partnership Agreement (CEPA) that is expected to boost bilateral trade.

First published in The Daily Messenger, 5 March 2014

Saleem Samad is Deputy Editor of The Daily Messenger and an award-winning journalist. An Ashoka Fellow and recipient of the Hellman-Hammett Award. Email: saleemsamad@hotmail.com; Twitter (X): @saleemsamad

Bangladesh can be a game changer for northeast India

SALEEM SAMAD

Landlocked northeast Indian states do not have easy access to cost-effective seaports.

Imports and exports of northeast Indian states are very time-consuming, loaded with frustration, and most importantly, the high cost of transportation.

Politicians, business bodies and state governments of Arunachal Pradesh, Assam, Manipur, Meghalaya, Mizoram, Nagaland, Sikkim and Tripura underscores boosting connectivity, transit and trade with Bangladesh and through Bangladesh territory, which is expected to be a game changer for the northeast.

They have realised that connectivity with Bangladesh to access the ports is vital to economic growth and rapid industrialisation in the landlocked region.

Bangladesh ports to ease northeast trading

The connectivity projects have gained momentum after Bangladesh allowed the use of its Chattogram and Mongla ports and transit facilities to India’s northeastern states.

The road distance between Kolkata and northeastern states is more than 1,200 km, while Chattogram and Mongla ports are located at almost half the distance.

Recently, Tripura Chief Minister Manik Saha said Tripura will be the gateway to southeast countries by using Chattogram Port in Bangladesh, which will substantially reduce the time and costs associated with transporting goods to the northeastern states.

Bangladesh has already allowed India to use its Chattogram Port through South Tripura's Sabroom sub-division. The Maitri Setu (bridge) built on the Feni River has already been inaugurated for transportation and passengers through the bridge.

Once the bridge is operational, Tripura will have direct access to Chattogram Port and will widen new possibilities in business and trade.

Saha said, that not only South East Asian (SEA) nations, Tripura will have access to many countries by using Chattogram Port on the Bay of Bengal.

Saha also highlighted the Indo-Bangladesh railway project connecting Bangladesh's Gangasagar station with Agartala railway station.

Agartala-Kolkata train via Padma Bridge in 10 hours

Union Minister of State for Social Justice and Social Empowerment, Pratima Bhoumik, said the Indo-Bangladesh rail link will be a game changer once the connectivity is operational.

The 32-hour train journey from Agartala to Kolkata through Bangladesh will be completed in 10 hours. It will boost trade, business, investment, and people's movement in the northeastern state into the heart of India, she added

Dhaka-Delhi relation enhances connectivity

Dhaka and New Delhi have been closely cooperating in implementing numerous bilateral and sub-regional rail, road, and waterway initiatives.

In recent years, the two countries have launched several bus, train and air services, opened immigration checkposts and upgraded border infrastructure boosting bilateral ties and enhancing trade and connectivity.

In a significant development in November 2023, Bangladesh Prime Minister Sheikh Hasina and her Indian counterpart Narendra Modi jointly inaugurated three New Delhi-assisted infrastructure development projects including the Agartala-Akhaura cross-border rail link and Khulna-Mongla rail line through video conferencing.

Earlier, External Affairs Minister Dr Subramanyam Jaishankar noted that five operational bus services, three cross-border passenger train services and two inland waterway routes are facilitating greater trade and people-to-people contacts, which are integral parts of India’s broader engagement with South Asian neighbours.

After the Indo-Pakistan 1965 war, six decades ago the river transportation began to connect Rajshahi to Murshdabad in February. A cargo vessel carrying two tonnes of cotton departed from Sultanganj port to Maya port in Murshidabad.

Similarly, the first cargo vessel sailed from Kolkata in the first week of August 2022 carrying 16 tons of iron pipes in a container via Mongla Port with destination Meghalaya using the Tamabil-Dawki border points and 8.5 tons of pre-foam in another container for Assam using the Bibir Bazar-Srimantapur border points.

Once the official protocols are completed, the passenger ships will soon connect Dhaka with Kolkata.

The four northeastern states, namely, Assam, Meghalaya, Tripura, and Mizoram share a 1,879 km-long border with Bangladesh and India has sought transit facilities through the neighbouring country for the transportation of goods to and from these states.

In August 2022, the Union Minister of Development of North Eastern Region (DoNER) G Kishan Reddy told the Lok Sabha (parliament) that enhancing comprehensive connectivity between India and Bangladesh through the northeast was crucial for strengthening bilateral ties and significant progress has been made in recent years.

During a parley between Hasina and DoNER Minister Reddy in September 2022, in New Delhi, the Bangladesh government proposed that the chief ministers of the seven northeastern states could visit Dhaka for a sharing meeting for enhancing cooperation in connectivity, trade and security.

Reports say the union government accepted the proposal in principle, and, work is underway to decide on a suitable time for the visit which will involve coordinating the schedules of seven chief ministers.

Unfortunately, the grand meeting of the Chief Ministers of northeastern states did not materialise for the coronavirus pandemic and national elections in Bangladesh.

Awami League's commitment

The ruling Awami League government of Sheikh Hasina is keen on engaging northeastern states to expand trade, connectivity, and people-to-people ties with Bangladesh.

The AL leaders have pointed out that Hasina decided on principle to grant transit facilities to India’s land-locked northeastern states in 2015, when her government was facing severe political instability in the country, and this demonstrated her firm conviction in forging friendly ties with India.

The AL leaders maintain that Prime Minister Hasina has taken a big political risk and steadily cemented Bangladesh’s ties with India.

In a major development in April 2023, Bangladesh’s National Board of Revenue (NBR) granted permission to transport goods from one Indian state to another using the country’s key ports under a bilateral agreement signed in October 2018.

The NBR issued the permanent standing order to use Chattogram and Mongla seaports for transit and transhipment to carry goods to and from India through Bangladesh’s territory following the completion of trial runs for the operationalization and regular movement of goods.

India has extended three Lines of Credit (LoCs) amounting to $7.35 billion over the last 12 years for the development of infrastructure in various sectors, according to Dr. Rupak Bhattacharjee, an independent public and foreign policy analyst.

Exploring riverine routes for trade

Bangladesh and India have plans to develop an Eastern Grid with 5,000 km of navigable waterways connecting neighbouring countries including Bangladesh.

Both countries believe that the development of this grid will accelerate development but will further deepen eastern India’s trade with Bangladesh, Bhutan, India, and Nepal (BBIN) Motor Vehicle Agreement (MVA) initiative.

With the seamless connection between National Waterway (NW)-1 (Ganges), NW-2 (Brahmaputra) and NW-16 (Barak), India is keen to create an economic corridor linking the northeast with the rest of India via Bangladesh.

During the September 2022 bilateral summit, the prime ministers of India and Bangladesh directed their respective officials to work together to address the issues of pollution in rivers and to improve the riverine environment and river navigability concerning common rivers.

Bangladesh has decided to dredge in the old Brahmaputra River for the restoration of its dry season flow, which will enable navigation through the Brahmaputra will vastly improve and reduce the 116 km distance in the Indo-Bangladesh Protocol Route.

Road connectivity with northeast

Dr Bhattacharjee writes, that the Bangladesh government has initiated 42 infrastructure development projects under Indian LoCs, of which 14 have been completed, and the remaining 28 projects are at various stages of implementation till February 2023.

The construction and timely maintenance of high-quality roads capable of taking ever-increasing loads of passengers and goods, the building of modern, user-friendly river ports for ensuring safe and easy navigation and the development of a multimodal logistics hub are key components of India’s overall framework of cooperation with Bangladesh on the connectivity front.

The ongoing four-lane project, which is expected to be operational by June 2026, will connect the Sylhet-Chattogram National Highway as well as the Ashuganj river port and Akhaura land port.

The approved routes include transportation to Dawki in Meghalaya via Tamabil in Sylhet, Sutarkandi in Assam via Sheola, and Srimantapur in Tripura via Bibir Bazar in Cumilla, as well as the reverse directions. Cargo originating from India and arriving at Chattogram and Mongla ports can be directed to Agartala, through Akhaura in Bangladesh will reach the northeastern states quickly.

Delays in fund disbursement

However, reports suggest that the Cumilla-Brahmanbaria road project is progressing slowly due to delays in loan disbursement.

Similarly, the Benapole-Jashore-Narail-Bhatipara-Bhanga road project is facing funding issues.

The Ashuganj-Sarail-Dharkar-Akhaura road project is also moving slowly due to a cash flow problem of the Indian contractor.

Both the Benapole-Bhanga and Ashuganj-Akhaura road projects have been taken up to improve cross-border connectivity between India and Bangladesh and need to be fast-tracked.

The delay in the execution of various projects has led to cost escalation. For example, the cost of the Ashuganj inland container river port project will increase by 10 to 15 per cent.

The Bangladesh government’s Economic Relations Division has noted that some slow-moving projects including the Bay Container Terminal Project at Chattogram Port (with a $400 million loan) and the Saidpur Airport Project have to be reviewed.

Air connectivity with northeast

India has greenlit four new air routes that connect the country's northeastern states with international destinations, including Dhaka and Chattogram, under a project for improving regional air connectivity called "Udan".

Officials of the Indian civil aviation ministry said fares on these routes – Guwahati-Bangkok, Guwahati-Dhaka, Imphal-Mandalay and Agartala-Chattogram – will be subsidised by the state governments of Assam, Manipur and Tripura to facilitate air travel.

Guwahati is all set to get its first international flight under the International Air Connectivity Scheme (IACS) Guwahati-Dhaka flight from 1st July. The northeastern passengers on their onward journey to the Gulf, South-East Asia and European destinations will have lesser layovers during transit in Dhaka and Chattogram.

The article first appeared in The Daily Mesenger, Dhaka, Bangladesh, 3 March 2024

Saleem Samad is Deputy Editor of The Daily Messenger and an award-winning journalist. An Ashoka Fellow and recipient of the Hellman-Hammett Award. Email: saleemsamad@hotmail.com; Twitter (X): @saleemsamad