On the conclusion of Bangabandhu's visit to Kolkata (February 06-08, 1972) a joint statement issued by the two Prime Ministers of Bangladesh and India "expressed their determination to promote in every possible way, cooperation between the governments and peoples of Bangladesh and India inspired by a vision of lasting peace, amity and good neighbourliness". Later, on March 17, 1972, in a public rally in Dhaka, Prime Minister Indira Gandhi reiterated that the spirit of friendship and development between the two countries would "be built on the basis of full equality and mutual benefit of two sovereign nations" and not "out of any desire to wield influence over you". This was also reflected in the historic Treaty of Friendship, Cooperation and Peace between the two countries signed on March 19, 1972. Making a statement in the India Parliament on March 20, the next day, Indira Gandhi emphasised that the Treaty was aimed at pursuing common policies of peace and good neighbourliness.
Unfortunately, this dawn of friendship turned into a forgotten chapter of history after the dark night of August 15, 1975.
Decades later, the ethos has returned in the form of joint efforts aimed at greater connectivity that can utilise the potential of not only Bangladesh and India but also Nepal and Bhutan through BBIN (Bangladesh, Bhutan, India and Nepal), a sub-regional platform within the South Asian Association for Regional Cooperation (SAARC).)
The latest step taken in this regard was the signing on June 15, 2015 of the Motor Vehicle Agreement (MVA) in Thimpu, Bhutan between Bangladesh, India, Bhutan and Nepal. It is a landmark deal that will open up enormous economic opportunities in this South Asian sub-region, reduce cost and time in the transportation of people and goods and also make cross-border trading more efficient. Efforts will be taken to mange it in the same manner as the transport connectivity that has been introduced throughout the European Union. The agreement stipulates a three-year deadline within which this has to become operational.
This will not be an easy task as the three countries other than India lack necessary infrastructure for implementing the MVA. We will need expertise in information technology systems, tracking and regulatory systems. There will also have to be better energy grids, adequate network of railway and waterway infrastructure. All these will need investment.
As clarified on June 18 by the Cabinet Secretary of Bangladesh, the implementation of the MVA and other areas of comprehensive connectivity will not be free. Neither Bangladesh nor India will get free transit and transshipment facilities as defined in the recently revised trade agreement. Under this process Bangladesh will be able to use Indian roads, railways and waterways in transshipment of goods to Bhutan and Nepal. India will similarly be able to send goods to Myanmar through Bangladesh.
Despite this welcome step, there have been some questions in the media, both in Bangladesh and India, as to whether the MVA can function as hoped for by the four South Asian states.
The Business Standard, published from India, in its issue of June 15, has in this context, published a very incisive report by Nayanima Basu. It has been pointed out that the main objective of seamless cargo movement as anticipated in the MVA is not going to be a reality soon. The report has drawn attention to the fact that this MVA reached in Thimpu is 'a diluted version' of the proposed MVA under the larger SAARC framework which could not be agreed upon in November last year during the Summit of SAARC leaders in Nepal due to resistance from Pakistan.
The Business Standard has referred particularly to identification of authorised routes and permits which is still under discussion. Attention has been drawn to the possible role of the MVA in regulating passenger, personal and cargo movement and thereby facilitating trade and investment in the sub-region. It has been mentioned that modalities to kick-start seamless cargo movement are yet to be negotiated.
These factors acquire special importance if we are to avail of the offer of the Asian Development Bank (ADB), under its South Asia Sub-regional Economic Cooperation programme. This Bank is willing to support this initiative. However, before such measures can be taken, some common regulatory arrangements have to be put in place. This includes movement of container traffic only through a specific BBIN corridor, having authorised routes through stipulated immigration check points and land customs stations as notified by the contracting parties.
Some parties to the MVA have apparently referred to international practice and also outlined that not all customs stations can be recognised for the entry of containers from neighbouring countries. Any deviation from the route will be treated as violation of the permit conditions and of the relevant customs laws. The process will entail identification of the drivers who will drive these trucks, issuance of their passports and obtaining necessary permits. Negotiations are pending for identification of route maps, location of permitted rest or recreation places, tolls and check posts. Some officials have pointed out that the MVA needs to clarify transit issues, especially between Indian northeast region and rest of India through Bangladesh. Apparently, this will require a plan for not only convergence on transport structure such as axle load but also an agreed dispute settlement clause.
These aspects indicate that more discussions and negotiations will be required for resolving pending issues related to the implementation of the MVA. This may, according to analysts, take some time as far as movement of cargo is concerned, although passenger routes might not require such stipulations. Similarly, signing of the regulatory protocols will remain a key challenge. These are areas that will hopefully be resolved by the end of September this year given the supportive political will demonstrated by the leaders of the four BBIN countries. One, however, hopes that bureaucratic mindset would not retard progress.
We need to remember that creation of the BBIN is the first step towards the eventual expanded matrix and a process of possible regional inter-active and constructive engagement where the peoples of Bangladesh, India, China and Myanmar (BICM) can work together for greater economic development and connectivity in several sectors. This BICM paradigm can eventually also be integrated with the Bay of Bengal Initiative for Multi-Sectoral Technical and Economic Cooperation
(BIMSTEC) format. It is a win-win situation.
In the meantime, this future dynamics has received indirect encouragement from remarks made by Li Jiming, Vice-Secretary General of Yunnan Province of China. He has indicated to a visiting Indian delegation that China is eyeing building a high-speed rail link with South Asia - a 3,000km line from Kunming, Yunnan to Kolkata, via Chittagong and Dhaka. It has been suggested that the funds for this project will be available either from the China's Silk Road Development Fund or from the China-led Asian Infrastructure Investment Fund.
One needs to conclude here by referring to the comments made by Sonoko Sunayama, an economist at the Asian Development Bank (ADB). He has correctly indicated that "The lack of efficient through transport arrangements between and among countries in the region has been holding back the realisation of greater trade and economic exchanges along road corridors connecting the BBIN countries. The MVA will reduce transport costs and foster the development of multimodal transport and transit facilities that will increase connectivity and promote greater trade between BBIN countries." This will, through the BBIN MVA, reduce transaction costs, recognise each other's motor vehicle acts, and acknowledge each other's driving licenses and vehicle registration.
This is indeed good news as far as Bangladesh is concerned. We will then be part of the hub of inter-connectivity. There are some challenges but one should not be overcome with negative responses. The MVA needs to be effective by the end of this year. That has given us some time. We will have to work together on the basis of trust and true political goodwill to achieve this goal.
A successful MVA within the BBIN will indeed promote good neighbourliness as emphasised in the historic Treaty of Friendship, Cooperation and Peace signed between Bangladesh and India on March 19, 1972. The agreement will promote stability, greater people-to-people contact, economic opportunities and tourism and thereby reduce poverty.
The writer, a former Ambassador, is an analyst specialised in foreign affairs, right to information and good governance.
muhammadzamir0@gmail.com