Army Chief General Raheel Sharif, on his visit last week to Panjgur and Turbat for inspecting the road network being built by the Frontier Works Organisation (FWO), categorically stated that army was ready to pay any cost for making the Economic Corridor a reality. This strong and meaningful statement of the Army Chief re-enforces the strategic economic and defence importance of this corridor and underlines nation's concern that there are certain, internal & external, vested interests and forces working hard to de-rail the project.
The FWO is constructing a stretch of 870km to connect Gwadar Port with the Indus Highway at Chaman which will become part of the western alignment of CPEC. About 502km of the road through world's one of the most difficult terrains has already been laid in an amazing period of 16 months. The nation has so far sacrificed 16 of its valued workers on the job.
As a large number of Chinese will be working on the project, security is the main concern for which Pakistan Army has announced setting up a 10,000-strong special force to protect the men and material on the job. The forces attempting to derail the corridor are largely external and some internal - much at the behest or the backing of the external players. Much footprints leading towards this apprehension have been identified and this can now be termed a reality which needs to be addressed effectively and fast. The government has timidly exposed it but not strong enough at the international forums for a meaningful result. There is a need to do so and to do it fast.
Let us focus why the corridor is so much worrisome to many.
The backbone route alignment of the corridor covering a distance of around 2,653km connects one end of Pakistan to another - Gwadar to the Khunjrab pass and on the other end connects China mainland to the warm waters of the Arabian Sea. The forces who are worrisome have well measured this strategic and ever-lasting alignment of the two countries and what economic, defence and strategic challenge it poses to them.
Over 40% of the backbone alignment rests in Balochistan and 25% in KP which for the first time will strategically open these remote areas to business and un-hindered exposure and alignment with rest of the country through connectivity and equal business opportunities and with direct inroads into China at one end and to the Gulf on the other. With exposure comes business and prosperity leaving less hideouts for spoilers to operate from and less possibility of exploiting locals of the area to execute their agenda. This is understandably is a major setback for all who up to now enjoyed hay days in having their way creating unrest in these remote areas.
As the operation of Gwadar port is seen as a threat by many in the region and beyond, notably India, Gwadar port has the unique distinction of protruding at the apex of the Arabian Sea and at the mouth of the Gulf, providing it a strategic advantage to monitor all activities in and out of the world's most vibrant energy route of the Gulf and wide look on the happenings in the Arabian Sea and much of the Indian Ocean.
With the corridor route just a few kilometres away from its borders and the watchful eyes at Gwadar scanning the ocean, India has concerns that it has been encircled and checkmated on land and seas by the China-Pakistan formidable alliance which makes its lands and shores much exposed and venerable. Also, the corridor provides Pakistan the competitive advantage of gaining influence in Central Asian states, Afghanistan, Iran and even Russia which is already showing its effects in closure relations being developed between Pakistan and Russia. Iran too, on account of its growing closeness with China, would like to align itself well with Pakistan.
Perturbed over the consequence of the CPEC, India has accelerated its indulgence at Chahbahar port of Iran located adjutant to Gwadar port. India aims to use this port to gain access via Iran into Afghanistan and CAS. But, in reality it offers no logistics advantage to India. It's more of a face-saving for India.
Transporting the goods from Delhi to Kabul via Chahbahar port means an inland travel of 1400 km to Mumbai port, a sea travel of 936 nm and inland travel from Chahbahar via Iran to Kabul another 1800 km meaning over 7 days of non-stop of travel and loading and un-loading of goods at four locations. Whereas, travel by surface from Delhi to Kabul via Lahore is 1200km, 2 days of travel and two points of loading and unloading. Upon official protest of India to China on the implementation of the corridor, China attempted to pacify India that the corridor could also be of advantage to India, but, India does not see it this way.
The economic and political dynamics in Central and South East Asia are fast changing. There are emerging new and more formidable alignments between China, Russia, CAS, South East Asian States, Iran and others. The strengthening of BRICS and SCO (Shanghai Co-operation Organisation) and the establishment of the Asian Infrastructure Investment Bank (AIIB) and the New Development Bank (NDB) sponsored by BRICS lead towards achieving greater autonomy for the region in economy and politics and an urge to move out of the influence of West's domination. All of this is much spearheaded by China. Pakistan is part of all of this and CPEC is a vehicle of making much of all this happen in this emerging region.
The threat to the corridor is for real as the states of all stakeholders in the region and outside are high. But, far above the threat is the determination of China and Pakistan alike to make the corridor a success for which time is of essence. Its completion must move at a speed much faster.
(The writer is Chairman Avant Ventures and former President OICCI & ABB Pakistan)