A few days ago, India signed a $120 million (Rs. 545 crores) deal with Myanmar for the Kaladan Multi-modal Transit Transport (KMTT) Project. The project will include shipping, riverine and road transport, and is anticipated to be completed within three – four years. The Kaladan River runs from Mizoram (India) across Chin state and Rakhine province of Myanmar to emptied in Sittwe at the Bay of Bengal.
The project includes three components –the development of the British era Sittwe Port; river transportation of cargo along the Kaladan River up to Kaletwa from which the river is too shallow for navigation; and a connecting road to be constructed to connect Kaletwa with Saiha (Mizoram). Later, this road will be connected to India’s National Highway 54. The project will be executed by India’s public sector organisation RITES (Rail India Technical Economic Services) and is expected to be commissioned by as early as 2009.
The British era port in Sittwe is nearly 400 km from Mizoram’s capital Aizawl, and 250 km from the border. It will take 12 hours from Haldia (near Kolkata) and 36 hours from Vishakapatnam (AP) to reach Sittwe port.
The Project will open up India's landlocked north-eastern states which share only 2% of its borders with mainland India, to international trade routes through the Bay of Bengal and give a fillip to the country’s ‘Look East’ policy by giving a gateway to the South-east Asian nations.
To me it is doubtable that the development of the north-east is the first priority of the Indian government when it inked this deal. Of course, India has ample of excuses like development of the north-east, cooperation with neighbour, access to Myanmar’s rich natural resources, and so on. But one question that should be noted is –why such a novel idea now and not earlier, or are we (the north-east) just a prawn in India’s attempt to checkmate China over Myanmar?
By its own admission India has been driven by its own interest to acquire a transit route to south-east Asian countries through Myanmar. This project will not answer its interest but it seems that the Government of India is desperate enough to let the entire project being dictated by the generals. India has ceded to the generals demands of control of the port right after the development and not only that, provided them with a soft loan of $10 million when the Junta regime was reluctant to invest and tried to back down.
Despite it despicable Human Right records, India has been cultivating the Burmese military junta for more than a decade now, ignoring mounting criticism at home and abroad. The main reasons India wanted to court the generals is primarily to check China's growing influence and presence in that country which has implications for the nation’s security.
The other reason is to get the generals to shut down camps run by anti-India insurgent groups on Myanmar's soil. The insurgent groups has often giveaway the perfect and peaceful image that India want to project to the world. India realized that its counter-insurgency operations in the north-eastern states would not be effective unless it had the support of Myanmar's military rulers.
For the various Zo tribes living around there, there are a few things that should be noted. Developments may be always welcome, and for once I’m not going to say that this is an intrusion into our heartland, and let’s pretend forgetting the whole identity issues. But we should remember that this project is going to have not just economic impact, but also social and environmental impact that can be negative or positive. Here are few possible impacts that it might have (not necessarily in order).
Firstly, the implementation will open up many opportunities for people of diverse background, so are we ready for the possible deluge of immigrants that the projects will attract? Those immigrants will bring in their culture and tradition, and would even want to practice it, and to think of it, the Mizos are not best known for their tolerance.
Secondly, the project, if implemented, will demand more infrastructures, from water to land to electricity and conflicts will arise due to the demand. But is the government ready to tackle that problem. In fact, even more roads and connectivity will be demanded as the intention is to make Mizoram a trade-centre for the whole of the north-east.
Thirdly, even though I don’t know the extent of the possible negative environmental impact, it can be safely assumed like most other development works; it will have an adverse impact. I can only hope the scanty forest areas of Mizoram are not destroyed or at least compensated, and the rare faunas and orchids which are homogenous to our areas are not touched.
Fourthly, truckers across India are often cited for the spread of HIV/AIDS across the country, and if so, the project will open up our tribal dominated rural areas, and with the poverty and backwardness, are we ready to tackle the problems.
Fifthly, the port will be under the control of the Junta and you never know what they are up to. Mizoram has often blamed the Burmese, especially the immigrants from Chin state, of the drug problems that it is struggling with. A trade route under the direct control of the regime notorious for its opium plantation will be a freeway for more drugs, and even more supplies for the insurgent groups.
Sixthly, Apart from that there will be displacement and many lives will be uprooted. And it is a simple fact that not a single government in the world delivered in time when it comes to rehabilitating its victims.
Finally, if the project is implemented, the implication will be not very desirable, especially for the radical section of the YMA and MNF. The projected route will pass through the rather neglected Lais, Maras and Chakmas dominated southern Mizoram. This means they can hold Mizoram to ransom by blocking the road, and all in all, a more influential and more potent southerner is not in the interest of the rather egoistic Mizo community.
There are many more grounds wherein the implication will be felt, but I trust the government of Mizoram knows the possible impacts, how to balance the negative and positive, and most importantly, give some thought to the poor rural folks who may be dislocated by the project and may not necessarily be well rehabilated.
[Update June 2012: The work already started in September 2010. Indian conglomerate Essar Group is building the port on 70,000 square metres of landfill in Sittwe's centre. It was expected to be ready in two-year but it seemed the progress is very slow as of now. Up-stream of the Kaladan River in the town of Paletwa, Essar will build a second, smaller port. A 122 km highway will connect Paletwa to the Indian state of Mizoram. The two ports and dredge work will cost $74 million. The highway will cost $140 million.]
[This is not the first time India has done/funded a development project in Myanmar, here are a few:The project includes three components –the development of the British era Sittwe Port; river transportation of cargo along the Kaladan River up to Kaletwa from which the river is too shallow for navigation; and a connecting road to be constructed to connect Kaletwa with Saiha (Mizoram). Later, this road will be connected to India’s National Highway 54. The project will be executed by India’s public sector organisation RITES (Rail India Technical Economic Services) and is expected to be commissioned by as early as 2009.
The British era port in Sittwe is nearly 400 km from Mizoram’s capital Aizawl, and 250 km from the border. It will take 12 hours from Haldia (near Kolkata) and 36 hours from Vishakapatnam (AP) to reach Sittwe port.
The Project will open up India's landlocked north-eastern states which share only 2% of its borders with mainland India, to international trade routes through the Bay of Bengal and give a fillip to the country’s ‘Look East’ policy by giving a gateway to the South-east Asian nations.
To me it is doubtable that the development of the north-east is the first priority of the Indian government when it inked this deal. Of course, India has ample of excuses like development of the north-east, cooperation with neighbour, access to Myanmar’s rich natural resources, and so on. But one question that should be noted is –why such a novel idea now and not earlier, or are we (the north-east) just a prawn in India’s attempt to checkmate China over Myanmar?
By its own admission India has been driven by its own interest to acquire a transit route to south-east Asian countries through Myanmar. This project will not answer its interest but it seems that the Government of India is desperate enough to let the entire project being dictated by the generals. India has ceded to the generals demands of control of the port right after the development and not only that, provided them with a soft loan of $10 million when the Junta regime was reluctant to invest and tried to back down.
Despite it despicable Human Right records, India has been cultivating the Burmese military junta for more than a decade now, ignoring mounting criticism at home and abroad. The main reasons India wanted to court the generals is primarily to check China's growing influence and presence in that country which has implications for the nation’s security.
The other reason is to get the generals to shut down camps run by anti-India insurgent groups on Myanmar's soil. The insurgent groups has often giveaway the perfect and peaceful image that India want to project to the world. India realized that its counter-insurgency operations in the north-eastern states would not be effective unless it had the support of Myanmar's military rulers.
For the various Zo tribes living around there, there are a few things that should be noted. Developments may be always welcome, and for once I’m not going to say that this is an intrusion into our heartland, and let’s pretend forgetting the whole identity issues. But we should remember that this project is going to have not just economic impact, but also social and environmental impact that can be negative or positive. Here are few possible impacts that it might have (not necessarily in order).
Firstly, the implementation will open up many opportunities for people of diverse background, so are we ready for the possible deluge of immigrants that the projects will attract? Those immigrants will bring in their culture and tradition, and would even want to practice it, and to think of it, the Mizos are not best known for their tolerance.
Secondly, the project, if implemented, will demand more infrastructures, from water to land to electricity and conflicts will arise due to the demand. But is the government ready to tackle that problem. In fact, even more roads and connectivity will be demanded as the intention is to make Mizoram a trade-centre for the whole of the north-east.
Thirdly, even though I don’t know the extent of the possible negative environmental impact, it can be safely assumed like most other development works; it will have an adverse impact. I can only hope the scanty forest areas of Mizoram are not destroyed or at least compensated, and the rare faunas and orchids which are homogenous to our areas are not touched.
Fourthly, truckers across India are often cited for the spread of HIV/AIDS across the country, and if so, the project will open up our tribal dominated rural areas, and with the poverty and backwardness, are we ready to tackle the problems.
Fifthly, the port will be under the control of the Junta and you never know what they are up to. Mizoram has often blamed the Burmese, especially the immigrants from Chin state, of the drug problems that it is struggling with. A trade route under the direct control of the regime notorious for its opium plantation will be a freeway for more drugs, and even more supplies for the insurgent groups.
Sixthly, Apart from that there will be displacement and many lives will be uprooted. And it is a simple fact that not a single government in the world delivered in time when it comes to rehabilitating its victims.
Finally, if the project is implemented, the implication will be not very desirable, especially for the radical section of the YMA and MNF. The projected route will pass through the rather neglected Lais, Maras and Chakmas dominated southern Mizoram. This means they can hold Mizoram to ransom by blocking the road, and all in all, a more influential and more potent southerner is not in the interest of the rather egoistic Mizo community.
There are many more grounds wherein the implication will be felt, but I trust the government of Mizoram knows the possible impacts, how to balance the negative and positive, and most importantly, give some thought to the poor rural folks who may be dislocated by the project and may not necessarily be well rehabilated.
[Update June 2012: The work already started in September 2010. Indian conglomerate Essar Group is building the port on 70,000 square metres of landfill in Sittwe's centre. It was expected to be ready in two-year but it seemed the progress is very slow as of now. Up-stream of the Kaladan River in the town of Paletwa, Essar will build a second, smaller port. A 122 km highway will connect Paletwa to the Indian state of Mizoram. The two ports and dredge work will cost $74 million. The highway will cost $140 million.]
- A road connecting Moreh with Kaletwa at a cost of $30 million called Indo-Myanmar friendship road. (Status: Completed)
- India has recently signed a $150 million deal for exploration of gas off the coast in the southern state of Rakhine, Burma in three deep-water exploration blocks, AD-2, AD-3 and AD-9.
- In the pipeline is the development of the Old Stillwell Road that runs from Assam passing through Myanmar to Yunnan in China.
- Another plan in the pipeline is to link Manipur with Myanmar through a railway line from Jiribam-Imphal-Moreh to Tamu-Kalemyo-Segyi. ]
