Regional Connectivity

Though this reticular Issue has somehow reduced the limelight of proposed Aslant Highway but It Is something that represents even bigger expectation for Bangladesh as the road connecting 23 countries by means of proposed Asian Highway network. The proposed secret sea appearance is likewise opening up the prospect of connectivity as it might be findible for whole trustworthym. Neighboring countries give c be Sardinia has created a belatedly sea port in recent times and so far it has been a success story. That might prompt Bangladesh to push this send off forward. By utilizing these fortune eloquently Bangladesh might turn Into a hub of connectivity. exclusively Its a country that Is wretched to construct necessary nucleotide for the internal demand. In this situation if given access of connectivity past it leave alone be worsened and might ca lend oneself a negative electric shock. So, the necessary infrastructure should be build before giving any such access. What i s the ultimate put on of connectivity? How one passel resolve the outgrowth of S all everywhereeignty vs. Connectivity? Will the encompassing connectivity result In an expansion of drug trafficking and Illegal muckle? These ar some questions which ultimately come Into play. Many uses this Issues as an argument against connectivity.It is unbelievable to enjoy benefit only by a policy. Especially when it comes transactionive the question of issues wish well this one got to take all the aspects into consideration. Connectivity and increase In this era of globalization the terra firma is more machine-accessible then before. daytime by day this connectivity is increasing more and more. Now a day its quite impossible for the states to take alienated policy. Today we see ideology is playing trivial role then It played before. Today transnational trunk Is moving on the three fast highways of globalization, liberalizing and vaporization In a unpopular world.Economic growi ng seems to be the common goal of each nation. This commonality has make it possible for the states to cause physically connected through the flow of people and trade. Thats why the idea of interconnected world is acquiring more and more voice. Even States that flip traditionally been sovereignty sensitive, at least in terms of Integrating themselves through roads, today, are essay to negotiate multilateral economic arrangements that Include passing and im government agencyingation across their national boundaries But this interconnectivity is not purely interconnected.As its the connectivity driven by concern so countries that have common interests or the egging which represents more opportunity are the one to be connected or imparting to establish connectivity. As a result kingdomal connectivity is becoming more fashionable. E is a improve example. Following the success of E regional organizations and regional connectivity Is getting stronger. as well countries are more higher investment in globe infrastructure brings invariably in its wake economic prosperity and change quality of life.Its as well used as a remedy of eradicating variation which has emerged as a menace of the present time. The improved jinx facilities impact through faster mobility of labor, materials, and gods, in hat way reducing merchant marine costs as well as saving time for merely engagements. Transport cost is an important determinant of competitiveness, making an integrated and equal to(p) transport networks an essential element of the enabling environment for economic desegregation at any level.The provision of physical infrastructure in the lick of an integrated transport network is essential, but not a major(ip) condition in itself for efficient and effective international department. It is necessary to have adequate facilitation measures to address all the non-physical barriers so that goods, icicles and people fag move freely across international stra nds. Bangladesh prospect as a hub of connectivity localisation of function and gee-spatial reality Bangladesh is a country which is virtually India locked. So, the geographical point of debate it apparently seems to be a disadvantage for her.But it has umteen geographical advantages. The access of Bay of Bengal , and through to the wider open seas and to the sea ways towards the strategically important regions such as East and Southeast Asia, on the one hand , and western hemisphere Asia and the Middle East on the other. This geographical and location can be utilized by Bangladesh for her own benefit. Thats the reason why a deep sea port or the modernization of Chitchatting sea port can have a better prospect it can be two economically beneficiary and strategically an important point. Nepal, Bhutan and Afghanistan are landlocked countries in this region.Bangladesh can benefit tremendously through opening up tour and great opportunities for crossing from east to west and giving the land-locked neighbors access to the sea. But its not given proper attention like the issue relate transferral. As said earlier Bangladesh is virtually an India locked country so its intimately impossible o improve connectivity excluding India. It has massive territorial depth and the biggest participatory country. India over the years has made massive further and its the regional A-one role. So, when we talk somewhat the country that comes eldest is India.But India has some vulnerability that can be used in favor of Bangladesh. Bangladesh occupies an important strategic typeset for India. Slinger Corridor is the only access of the North Eastern state which separates Nepal from Bangladesh only by a few miles. During Indo-China war this situation became more eminent. This vulnerability is equable present. Right now, anything produced in that region cant be marketed in the rest of India, payable to the distance from port (Kola). From past decade, India is becoming more dependent on foreign and private investments in growth picture.But, no company pass on want to invest in this remote corner of the Northeast, because of the logistical problems of fantan Sisters linking in with the rest of India. So the only real economic futurity of Northeast lies in reopening its pathway through Bangladesh to its West and with Manner and southeasterly Asia to the East. For additional benefit, if they are allowed to use a Bangladesh port, the export oriented fear can also come up in this region. The region is robust in energy resources, like natural gas and hydro-electricity.The economic construct in this region recent times has increased greatly and has become a real headache for the Indian organization. Its now creating a threat for national integrity. Its obvious that the insurgence is not going to stop until a drastic economic development take regularise. But Indian government is finding it hard without the access of Bangladesh. Many in India perceiv ed Bangladesh as an economic bridge between Indians north-eastern states and the rest of the country. For India, it makes extremely good economic sense to be able to use a corridor to its northeastern states.It would wasted them constructing a long and tortuous road through hostile territory, infested with insurgents of some(prenominal) hues. It had been estimated in the ass that construction of new tracks would cost RSI. 2 hollow out per kilometer. It would cost legion(predicate) times more that amount now. For India, access through Bangladesh makes extremely good economic sense to be able to use a corridor to its northeastern states. India has to across Kim to passage its goods & passengers from its mainland to its north-eastern dates, which is expensive & time eat as well as inefficient in economic sense.If Bangladesh allows transit, India will require to across only km to complete same job. The Chitchatting port can become a modern busy port like Singapore serving the SCA RS countries and even China. Huge foreign investment whitethorn be attracted to Bangladesh and finally a throbbing service sector like banks, insurance, hotels, rest houses, petrol pumps etc. May develop around the Tarns Continental roads and railways. There is an estimate of direct economic gain from transit fees. It ranges from 500 core take to 4,666 core take. The last but not the least, is the mutual transit.Bangladesh, in return, will get a much shorter route to China, which already is its second largest craft partner. Unfortunately, most of the trading nowadays takes place through sea-route. The cost of import increases, as well as Bangladesh goods let go of competitiveness in Chinese market. If Bangladesh wants to access South Chinese underdevelop market, they must go through India. This was a point of concern for the Chinese delegates during Gumming initiative in 1999, an initiative to link Chinese obligation of Yuan with Seven Sisters of India, Manner, Thailand and Bang ladesh.Better Co-operations for Connectivity South Asia inherited an integrated transport infrastructure from the British. This was fractured not only by the partition of India but by its policy-making after(prenominal)math. The transport network still continue to remain fragmented referable to various historical, semipolitical and economic reasons which needs to be rebuilt within the stage setting of greater political harmony in South Asia. The transport system of the main land countries of South Asia has developed only in a national context with little consideration given to cross border issues of compatibility, uniformity of standards in infrastructure and equipment design.It is felt that for socio-economic development if South Saiss intra-regional trade is to grow rapidly, among others, this will require integrating of the transport infrastructure of the region. This calls for cooperation in the change of transportation, transit and connectivity across the region, includi ng harmonistic of standards and simplification of customs procedures and other corresponding trade facilitation initiatives to minimize the non-physical trade barriers in support of investment in the transport infrastructure.The decisions of Islamabad SCARS operation in a number of areas including strengthening transport, transit and communication links/connectivity across the region. Recognizing the importance of transport integration in South Asia, SCARS initiated the SCARS Regional Multimode Transport Study (SORTS) with the main accusative of enhancing multi-modal transport connectivity among SCARS member states, so as to promote intra-regional trade. Since then the issue of connectivity has been the highlighting issue in every SCARS summit.Though the countries of this region have many things in common and there re better prospect of development through the handle of connectivity but its the most sufferingly connected part of the world. For example Bangladesh products consti tuted only 0. 5 percent (approximately) of total Indian imports. Indians informal and formal exports to Bangladesh stand at around $5 gazillion dollars while Bangladesh exports are about $ 358 million during the financial year of 2007-08. This shows the despicable condition of connectivity.Also the imbalanced situation is eminent of trade between the short country (Bangladesh) and big country (India). As aid earlier Bangladesh has a territorial advantage and India is pushing hard for the access of transport from mainland India to north-east India. So, Bangladesh can use this opportunity to gain economical balance and also to resolve her unresolved issues. One of the main obstacles for regional connectivity is the hostile notification between India and Pakistan. This hostility has made the SCARS ineffective. They are the two big powers in this region.Both of them have nuclear weapon and plays important role in the world politics. Especially India is moving fast as a regional powe r and also as a world power. So no progress can be made without the improvement of these two nations. Though over the years little progress has been made, but we see a descriptor of rational approaches from twain(prenominal) the parties in recent time. For example-After the recent Bomb outrage in Bombay Indian unlike the previous incident did not excite Pakistan took cautious attitude . Pakistan on the other hand immediately after the attack express deep sympathy about the incident.Both the parties have expressed hope about continuing the ongoing peace process. This shows that they are sober about the issue and if in the future these co-operative environment progress then surely connectivity will increase in this region. Trading in transport connectivity with neighboring countries could reduce trade deficit. It is crucial to understand clearly that these transport connectivity will have no market elsewhere outside this sub-region and that these opportunities of trading in tra nsport services may not continue long.It is also important for the sub-regional countries to recognize that no country other than Bangladesh can support these transport connectivity and services. Issues to tackle Politics of regional connectivity Though its an issue which is a part of foreign policy, closely interlinked with economic policy, but political notification cant be separated from economic and foreign relation. It has been seen that in most eccentric person progression has been from close political relations to the deepening of economic relations.Political relationships that are not characterized by mistrust or suspicion allow first steps in economic relationship which would then expand and fork up vigorous inter-state economic activities. But unfortunately this has not been the case with us. Our political culture is marked by tit India exploited by both the political parties as a political agenda. We see a lack of proper planning or commitment on the question of conn ectivity. solely the major aspects such as-Asian Highway, Transit with china or even the belatedly sea port there is clear distinction among the political parties and also among the people.Security The issue of security is closely linked with the issue of connectivity. The fear that connectivity will increase security threat is not without basic. The north eastern region of India is a war prone area. Here the most powerful Indian forces are failing to maintain stable situation. The threat of ALFA and Moist insurgency can poise real problem for us. Also in the region of Manner there are rebel forces fighting against the Junta government. Also the religious extremist groups may misuse the connectivity. So, the security threat should be taken into consideration.Lack of infrastructure The road and ports of Bangladesh could get overcrowded, thus resulting in poor efficiency in domestic industries. Keeping in get word the benefits, it seems the preceding(prenominal) mentioned risks a re too small, from economic perspective. But, a country is not made up of its economy only it has its political, ideological systemal and popular faces also. To sum up the whole condition, Bangladesh currently does not allow grater connectivity because of non-economic reasons. Lack of co-operation from Big companion As we all know India at present stage has large economic advantage with all the countries of this region.The reason that she is pushing hard for transit is mainly for her own stake. India doesnt want to allow Bangladesh to have land route with Nepal and Bhutan which is purely for trade purpose, India shows the excuse that it goes against its territorial integrity, using the same logic Bangladesh cannot allow transit. The proposed Asian Highway route provides transit rights to India through Bangladesh because both the entry and exit are with India from Bangladesh. Bangladesh government is naturally concerned about it without reciprocal transit rights from India.It seems that this is a misplaced concern in view of the fact that at the Dacha SCARS Summit, Indians Prime Minister made it clear that India was agreeable to provide transit rights to SCARS countries. But India is not interested to progress over the issue. The Indian proposal is not a transit facility it is a corridor facility which is internationally discouraged. As said earlier Bangladesh already has coarse trade deficit with India. So allowing India the access on bilateral basic has little chance through which we can get benefited.There are many unresolved issues on which India over the years has shown little interest. The worst act was the Freak barrage. Bandstands trust in India was not honored properly. We are suffering from less supply of Ganges water than committed. BBS are sidesplitting Bangladesh without adequate reasons. Maritime boundaries need to be finalized, issues like Tailgate, demarcation of 6. Skims borders, period of push-in, and Bangladesh-Nepal ND Bangladesh-Bhuta n corridors can be solved without much difficulty.But in the process of connectivity mutual co-operation and trust is the key and it should be formulated through a win-win situation. Connectivity should be implemented in such a way so that all the parties can get the benefit. Conclusion Connectivity is the key a popular negotiation of the present time. Day by day world is getting littler through the advancement of globalization and technological connectivity. Singapore is a perfect example of connectivity and progress. Connectivity has worked as the key for them as key in real sense. The success story of E.IS is the perfect example of regional connectivity. This connectivity has been a stigmatise for the European countries. South-Asia is one of the poorest regions of the world. Being the part of worlds most poorly connected region, one can obviously say that there are prospects for development through connectivity. As Bangladesh has certain benefits and strategically constitutes a n important position so the connectivity can provide greater opportunity for us. But creation of a win-win situation is what that can ensure better progress and ensures equal opportunity for all countries.