Regional connectivity: Problems and prospects
An integrated transport system at the regional level is essential to facilitate and sustain the economic integration process in today's interdependent world economy. The absence of an integrated transport system adversely impacts on economic competitiveness and impedes intra-regional trade. The transport systems in South Asia, particularly in this subcontinent, have developed only in a national context, with little consideration given to cross-border issues of compatibility, uniformity of standards in infrastructure and equipment design.
The provision of physical infrastructure in the form of an integrated transport network is an essential but not major condition for efficient and effective international movement. It is necessary to have adequate facilitation measures to address all the non-physical barriers so that goods, vehicles and people can move freely across international borders. Load capacity of regional and national highways in Bangladesh is 8-10 tonnes, which is unable to bear international, particularly Indian, vehicles.
Percentage of paved roads varied between 25% in Bangladesh to 63% in Pakistan, with India at 53.2%. Our roads need widening up to 4 lanes along with increase in load capacity up to 15 to 18 tonnes. Other physical/non-physical barriers identified included the lack of parking places, immigration and custom offices, baggage scanning equipment, telephone and warehousing at several border posts as well as EDI/IT and standardisation of working hours and weekly holidays, and complicated customs procedures and lack of transparency in inspection.
With regards to rail transport, it is observed that about 70% of rail network is broad-gauge in India, Pakistan and Sri Lanka, while in Bangladesh only about 25% of the network is broad-gauge. In the context of transit or regional connectivity, some of the major barriers are lack of standardisation of technologies, operation and maintenance practices including different types of gauges, braking system, incompatibility of rolling stock etc.
Some of the other major physical barriers included inadequate loop lengths, some missing links of shorter lengths in the borders areas, lack of physical infrastructure at interchange points, load restrictions on bridges, lack of coordination for gauge conversion programmes on different railway systems and capacity constraint in certain sections of the identified corridors. The railway management may not be able to implement the existing development projects in time on the one hand and operate international traffic on the other.
Some major barriers in Bangladesh inland waterways include high rates of siltation, bank erosion, inadequate navigational aids and draft restriction of 1.83m, as well as poor coordination of jetties and piers, and lack of sufficient storage space, cargo handling equipment and support craft. With regard to maritime transport, the major barriers are capacity constraints at many of the gateways, together with heavy siltation at channels where depths fluctuate with tide. Channel markings are also not adequate and are poorly maintained, and cargo and ship handling equipment as well as floating craft are quite old in Mongla, Ashuganj and Chittagong ports.
India and Bangladesh are facing problems such as lack of agreements for smooth movement of freight and or vehicles between the countries and those relating to delays in cargo clearance, facilitation or speed money payments, cumbersome transportation documents and custom procedures, etc.
Some delays are associated with the preparation of custom documents and inspections due to a lack of standardisation of documents and implementation of modern customs procedures. For example, at the India-Bangladesh border, a consignment needs at least 21 documents, more than 54 signatures and a minimum of 116 copies for the final approval. Each country requires different documents, such as transit, export and import declarations. Exports need separate documents on each side of the border, resulting in errors. Average time for cargo to pass through the border is 5-10 days.
A comprehensive approach is required to address the above problems effectively, involving relevant government ministries, agencies and the private sectors. Feasibility studies should be conducted and huge investment will be required, which should be ensured by the government.
In addition, the issue of transit has been pending since long, but it is not understood why the present government is in such a hurry to solve it without any detailed study. It can be mentioned that India will build a strong defence line along with the North Eastern border if transit/connectivity is given through Bangladesh. Without solving unsettled issues and detailed feasibility studies, the government should not have any agreement on transit with India alone. Bangladesh cannot be benefited without connecting with its neighbours.
We should have thorough reading of the geo-social realities and economic expediency in the context of global recession. We should take note of recent global economic strategies. Some advocated a new trade term with India, bringing transit into the bilateral dialogue. The eyes of the people are set on how things move regarding the 250-mile corridor in the name of transit/connectivity. However, no transit agreement has been signed by the two countries as yet. Transit should not be linked with other issue. Connectivity is a regional issue, not a bilateral one.
Bangladesh has a unique geographical location, with two land-locked neighbours (Nepal & Bhutan). We are fortunate to have two sea ports (Chittagong & Mongla) and potential for developing a deep sea port. Nepal and Bhutan, even China, have shown interest in using our sea ports. If regional transit or connectivity is provided by Bangladesh to these hinterland countries and territories, including access to its sea ports, tremendous opportunities could open up to trade in transport connectivity. It is also important for the sub-regional countries to recognise that no country other than Bangladesh can provide transport connectivity and services.
Bangladesh could emerge as a transport hub for the sub-region comprising Bangladesh, Bhutan, Nepal, India if it opens up its transport system to provide regional connectivity. Transport connectivity with India only will not create a win-win situation for all countries involved i.e. Nepal and Bhutan. We need to include China and Myanmar in the framework of regional connectivity to reap the highest benefit. What is required is coordinated and focused commitment of sub-regional/regional member states to resolve the barriers, which requires substantial investment, to achieve improvements in regional transport connectivity. The transit/connectivity among South Asian countries should be conceived within the framework of regional economic integration, where all natural and environmental resources, facilities and opportunities should be exploited for the benefit of all countries in the region/sub-region.
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