Home ›› 18 Apr 2022 ›› Editorial
Some countries in the Asia region are in a race to be connected globally through rail, a mode popularly considered as one of the cheapest modes of transportation. Despite being the most affordable model, the rail network development remains slow. The reason lies in geopolitics. The British leaders preferred the rail route. Thousands of rail routes built by British rulers are not operational today. But, the leaders in South Asia are now trying to reopen the closed routes to expand trade and businesses. In the past decade, a South Asian nation, Bangladesh opened half a dozen closed and new rail routes with neighboring countries.
For decades, the world’s frontier and emerging economies had been trying to expand the railway network. River and rail routes are considered as trade-friendly communication modes. Goods in large quantities are transported through the sea route. The world leaders are now seen to emphasize on increasing rail routes. The decision was taken aiming to expedite intra-trading among the countries. It is important to note that railway communication between Bangladesh and India was snapped after the India-Pakistan war in 1965. Afterwards, the reopening of works for closed rail routes was started considering the need of the economy. A number of trains are now shuttling between India and Bangladesh. More routes are expected to be launched soon.
Economic and Social Commission for Asia and the Pacific ( ESCAP) of United Nations ( UN) initiated a project named “ the Asian Land Transport Infrastructure Development (ALTID)”. Trans-Asian Railway ( TAR) Network is a part of the ALTID project being supported by UNESCAP. TAR Network agreement was signed on November 10, 2006. But, the inter-governmental agreement came into force on June 11 2009 at the United Nations Conference Centre, Bangkok in the presence of railway ministers. TAR Network agreement was signed by seventeen Asian nations aiming to build a transcontinental railway network for freight trains between Europe and pacific ports in China. Under the TAR Network agreement, 12 land-locked countries in Asia must be benefited by using prime seaports several thousand kilometers away. TAR network connects 28 countries.
The beginning of the 21st century has brought renewed interest for a long-distance rail connection between Asia and Europe, especially with the booming Asian trade and the increasing pressure to ship containerized freight in a time-sensitive manner over long distances. These connections came to be known as the Trans Asian Railway, the Northern East-West Corridor, the Eurasian Landbridge, the New Silk Road, OBOR (One Belt One Road; a term used between 2014 and 2017 ) or the BRI (Belt and Road Initiative; a term used since 2017). The Belt and Road initiative underlines the importance of China in shaping the development of these infrastructure and trade corridors. China is seeking to expand trade relations through Central Asia through infrastructure development, including rail connections, inland terminals, and ports.
The 114,000 km long the Trans-Asian Railway Network debut its journey in 1960. The TAR project was also called as ‘ Iron Silk Road’ recalling the historical Silk Road. UNESCAP Transport & tourism division began move on the initiative in 1992 when it launched the Asian Land Transport Infrastructure Development project (ALTID). The momentum for kicking off the project came following international discussions held in 1960, 1970, and 1980. It is important to note that the TAR objective was to connect economies that are expected to be viable economically.
By the end of 2008, twenty-two countries signed the TAR network agreement, and seven became parties. The seven nations are Cambodia, India, Mongolia, Republic of Korea, Russian Federation, Tajikistan, and Thailand. In May 2007, the then caretaker government of Bangladesh approved the proposal to join the Trans-Asian Railway Network aiming to expand the railway network up to Europe through Asia. It is the happy news that Bangladesh signed the TAR in November 2007. As a result of signing the TAR, a southern corridor to connect Thailand and the southern Chinese province of Yunnan with Turkey through Myanmar, Bangladesh, India, Pakistan, the Islamic Republic of Iran, and Sri Lanka. A northern corridor is connecting the rail networks of China, Kazakhstan, Mongolia, the Russian Federation and the Korean Peninsula. A north-south corridor is to be linked with northern Europe to the Persian Gulf through the Russian Federation, Central Asia, and the Caucasus region. A sub-regional network is also to cover the ASEAN and Indo-China sub-regions.
Besides, the proposed three routes under TAR Network would be passed through Bangladesh. Route 1- Gede (West Bengal, India) Darshana ( Chuadanga, Bangladesh)-Ishwardy-Jamuna Bridge-Joydevepur-Akhaura-Chattogram-Dohazari-Gundhum-Myanmar. Route 2- Singabad ( West Bengal)- Rajshahi ( Bangladesh)-Iswardy- Jamuna Bridge-Joydevepur- Akhaura-Chattogram-Dohazari-Gundhum-Myanmar. Route 3- Radikkapur ( West Bengal)-Dinajpur- Iswardy- Jamuna Bridge-Joydevepur- Akhaura-Chattogram-Dohazari-Gundhum-Myanmar.
Bangladesh became part of the Trans Asian -Asian Railway Network aiming to connect with countries to boost trade and commerce. Chattogram-Cox’s Bazar-Ghundum rail line is part of the Trans Asian -Asian Railway Network. The rail route is now being built in full swing. The rail line will connect with neighboring Myanmar via Ghundum and it will be expanded up to China, Malaysia and Thailand. The need for constructing new rail routes is a timely demand. So, the government has to play a significant role in bolstering domestic and international trade by expanding rail routes. There is a need to take steps to revive old and closed rail routes that played a vital role in the business arena during the British era.
The writer is an economic affairs analyst & PhD fellow. He can be contacted at [email protected]
