Arakan Library - Araka Past Present Future

Arakan: - One Who Preserves and Takes Care of Their Own Nationality.

Publication by Arakan Action Association (AAA.)

Arakan Past – Present – Future

BY JOHN OGILVY HAY, J.P.

Arakan Library was founded by a group of Arakan Action Association (AAA) in exile in Thailand from Burma in 2007 doing to voice for the knowledge, the people democratic and human rights.

Arakan Action Association (AAA)

Chotana Road , Chaing Mai ( 50301 ), Thailand.

Email : arakanactionassociation@walla.com , +66—089-637-4383, +66—053-409-577

Waiving, so far as not necessary, or bearing on the subject, the correspondence that has passed, I would respectfully ask if your lordship or the Government of India are now prepared to entertain proposals for concessions for the prosecution of railway work in Burmah, and more particularly for the line of railway from Mandalay through the northern Shan States to the frontier of China? And if your lordship could in general terms indicate whether any of the proposals I have already submitted to your lordship could be taken as a starting-point or basis for negotiation, or what other basis would be more in accordance with the views of your Government?

It will be seen that three years have elapsed since I first took upon me to enter on this correspondence with your lordship, having previously, so far back as the 18^th August 1874, addressed the then Secretary of State for India, the Most Honourable the Marquis of Salisbury, on the subject of railway works in Burmah.

The season for action is now again on, and I am quite prepared to enter on work at once, so that another season should not be lost. The mercantile community are again lamenting the stagnation of trade, and clamorous for fresh and expansive fields for our manufactures, as shown by the various resolutions which have already been forwarded to your lordship by several of the leading Chambers of Commerce of the kingdom. There could not be a wider opening through Burmah into China, and I am aware your lordship is so alive to this that I need not further dilate on it.

Begging your lordship’s early attention to this communication, and awaiting your reply, I have the honour, &c., &c.

Reply.

India Office, Whitehall, S.W.,

10^th Nov, 1891.

P.W. 2085.

Sir, - I am desired to acknowledge receipt of your letter, dated the 28^th October 1891, on the subject of railway extension in Burmah.

In reply, I am to say that any definite proposals which you may be able to make for prosecution of railway work in Burmah, not involving the guarantee of interest by the State, will be forwarded for the consideration of the Government of India, who, however, as you were informed by this Office, letter of 1^st May 1890, have shown no desire to lease the existing lines in Burmah, or any extension of them, to private agency. – I am, &c.,

Horace Walpole.

J. Ogilvy Hay, Esq.

Letter to his Excellency the Viceroy and Governor-General in Council.

28^th October 1891.

As you may be aware, I have for the last three years been in communication with the Secretary of State for India on the subject of railway work in Burmah, and take leave to hand herewith copy of a letter which I received from the India Office, as noted in margin, by which I was informed that his lordship had “left the matter in the hands of the Government of India.”

Having had no further communication either from his lordship or from your Government, I have, of this date, addressed his lordship on the subject, and now wait on you with copy of my letter, to which I respectfully ask the early attention of your lordship in Council.

The important of the subject of the development of trade with the great empire of China through our own province of Burmah in the speediest manner possible, as bearing on the manufacturing interests of Great Britain, cannot fail to command the special attention of your Government; ant hoping to be favoured with your views on my communications of present and of previous dates, I have the honour to be, &c., &c.

For your lordship’s information, I also enclose a memorandum showing collectively the resolutions passed by various Chambers of commerce, as also a copy of a letter addressed to the Secretary of State for India, signed by all the merchants of London representing houses of business in Burmah.

Letter to the ‘Times,’ Sir John E. Gorst and Rialways in Burmah and Eastern Bengal.

( Not published. )

To the Editor of the ‘Times’

Nov, 1891.

Sir, - I thank you for your attention to my letter on “Railways in Burmah and China,” to which you were so good as give place in your issue of 27^th October. I would again ask of your courtesy place for the following remarks.

The representations which have lately been made by the various Chambers of Commerce as to the necessity for the vigorous prosecution of rarilways in our Eastern possessions, have drawn from the India Office some views on the subject. Sir John Gorst, who has just relinquished the post of parliamentary Under Secretary on preferment to the Treasury, where, as you say, the may “display the qualities that command confidence and regard, as well as those which compel admiration,” delivered an address last Friday week before the Chamber of Commerce of Liverpool, as reported in your columns of 9^th inst. He doubtless three expressed the opinions of the India Office, but not exactly those of the Government of India.

Lord Cross on various occasions has expressed an opinion in favours of private enterprise for the extension of railways in India, and were the policy carried out on liberal principles, we would not have long to complain of want of railways in India. Sir John E. Gorst in his address says “the Government of India’s policy was to encourage private enterprise by all legitimate means.” Such may be their policy in theory; is it so in practice? Here is the question on which the whole matter hangs. This was the policy which was enunciated some years ago by Sir Charles Elliott when at the head of the Public Works Department in India; but when his elaboration of the subject came to be analyzed it resolved itself into this, that he expected, as the Government could borrow money at the rate of say 3 per cent, the public would take up railway work without any further consideration than the prospect of realizing such a return, (How has this succeeded with the “ Assam-Bengal Railway”?) and the chance of a little more from the working of the line itself. In this, I think, he has up to the present time been disappointed, as I would ask what line of railway of any importance has as yet been undertaken on such terms? Parties interested in the development of particular districts may be disposed to construct feeder lines without any aid beyond the simple land tract for the line (instance the Dooars short line), but that will not encourage the construction of any trunk line. It is strange financiers are more enamored with work in foreign countries than in those connected with our own Government, more especially in such a country as India, where there is so much to be developed, but the reason is that they are more liberally dealt with; but the risks are greater. This however, is not taken into account: it is the immediate return - ignoring the risk – which is looked to; and hence our Government, in India particularly, is much behind other countries in the extent of its railways. What would America have been without railways, and could these have been executed on the terms the Indian Government is apparently disposed to give? The answer must be in the negative. Possibly Government can construct the lines on advantageous terms by raising loans an low interest; but it cannot be disputed that in carrying out such a policy railway work must be much retarded, and it entails keeping up and increasing the already large establishment – an establishment which to a great extent; it is believed interferes with liberal encouragement to private enterprise.

Some time ago it was thought a move in the right direction was being taken in the terms offered for the construction of the Assam-Chittagong Railway; but when the public were expecting to hear that the promoter of the line had obtained workable terms, though cut down from original expectations, other parties step in ready to do the work cheaper. This arrangement was supposed to have been concluded nearly twelve months ago; but what have we heard of it since? Sir John Gorst is reported to have said that “arrangements had been made, though not actually carried out. (Since thrown up, and carried out as a Government work, though nominally as a public company – “The Assam-Bengal Railway Co., Limited,” – Chairman, Lieut-General R. Strachey, C.S.I., Chairman of the East India Railway Co. It has been stated that the terms are so onerous that the concessionaires have not been able to float their enterprise, and the development of the country thrown back another year. Had the original negotiations gone on, the work would now doubtless have been in progress. This line was originally suggested, as your columns can show, nearly twenty years ago, and had it been constructed we might not have had to deplore the Munneepore massacre! The concession, it is said, expires this month (November); meantime it is reported the Government are themselves beginning the work, hoping the cheap terms may yet be acted on. But is this encouraging private enterprise, or the way to get the country covered with railways so speedily as it should be?

To return to Sir John Gorst’s address. I would take leave to offer the following criticism on it, and endeavour to correct some erroneous impressions likely to arise from his remarks. In the first place, alluding to the desire for the extension of the railway China wards from Burmah, he says: “But it must be remembered that the northern districts of Burmah are infested with wild tribes, and its physical conditions presented serious obstacles.” Again he says, “The existing difficulties were enormous. Engineering difficulties of course meant largely increased expenditure, &c.” Now in all this I think Sir John Gorst has been speaking under a mistaken idea of the position; and unfortunately the ‘Liverpool Courier’ (which gives a full report of the meeting), and possibly other papers, (Unfortunately the Chamber of Commerce of Livepool has published his address in full in the reports.) endorse these views and spread the opinion of the “enormous difficulties” and the “wild tribes.” It seems as if the speaker had the old idea that the connection of Burmah with China should be by way of Bhamo. There undoubtedly there are wild tribes who are at the present moment giving us trouble, and there, as must how be admitted, the physical difficulties would be great; but as the public knows, Bhamo is not to be the starting-point for China, but the line is to run east from Mandalay or thereabouts through the northern Shan States, where the people are anything but wild, and where the difficulties will not be enormous. The first fact is well established by the various reports of the officers who have for some time been in charge of these States, and their settled and already progressive condition nullifies the idea of any trouble with them. Moreover, they are “born traders,” and with their habits are certain to avail largely of the railway when opened; indeed the engineer who surveyed the line says, “the country was profoundly peaceful, and nothing in the way of protection or escort was required beyond the usual treasure-guard.” And as to the second fact, the report of the engineer already referred to completely removes the idea of difficulties or expense. It may be asked, has Sir John Gorst seen or read the “Report on the Shan Hills Railway Survey,” 1889-90, by Mr F.R.Bagley, ex-Engineer, published by the Government of India in 1890? Where can you go in constructing railways can be made in new countries without difficulties being met with? In a report on railway in Japan we read, “It would seem that rapidly as it is progressing, railway construction has to meet with unusual difficulties or rather with an unusual number of difficulties, owing to the physical geography of Japan.” It then goes on to describe some of the works, and mentions one case of a line of 205 miles where there were “sixteen tunnels 16,000 feet long, and the bridging of eleven rivers.” Now, if the Japanese can face and overcome such difficulties, is it becoming n the British lion to shrink from duty he is called on to perform in Burmah and suggest impossibilities by any of the difficulties that may be me with on such an important work as the connection of Burmah with China? But the survey report now before me shows in this case that the difficulties will not be great.

The Secretary of State in his various replies to the representations he has received on the subject says, “But a decision as to the alignment can only be arrived at after careful consideration and inquiry.” Moreover, “The information hitherto obtained has not enabled the Government to arrive at a decision on this point.” It seems strange under these circumstances that the Government of India should have published Mr Bagley’s report of the survey, which clearly shows the direction the line must take, which may be supposed to be the alignment required. True, there may be slight deviations at one or two difficult points so as to reduce these – say, at the Gokteek Pass for one. It is understood the Burmah authorities consider the line as practically settled, and the public naturally received the ‘Report of the Survey’ as such, and as a document under authority to show what was required of “private enterprise,” if such is to be encouraged in such works.

Further, it again appears Sir John Gorst has still got the idea of Bhamo in his head when he says, - “That railway communication between Calcutta and Bhamo would some day be established was pretty certain, but considerable time would necessarily elapse before it became an accomplished fact.” To this I would with all due deference reply that it certainly will be a considerable time, and I will go further and say, I do not believe such will ever be an accomplished fact – that is, a direct connection between Calcutta and Bhamo. There is unquestionably some mistaken idea at the India Office in this matter, if those given forth by Sir John Gorst are to be taken as entertained there, and I cannot think the reports received from the Intelligence Department of their explorations in the Chin Lushai expeditions during the past two or three seasons can bear such out. Indeed it is believed the explorations might be summed up as follows: “What appears to be most important is to connect the Burmah railway system with the Indian railway system, and the easiest crossing will prove to be into Arakan. Up north the hills present enormous difficulties, as personal experience sufficiently proves, as far north as Munneepore, and through Assam they would be grater. A railway could be run through the hills into Arakan without great expense, and taken up through Chittagong, joined on to Bengal. Such a line would prove invaluable as a means of inducing the natives of India to immigrate into Burmah, which they will never do as long as they are obliged to take their women by sea.

Confirmed by this opinion, I maintain as certain that the proper connection between Calcutta and Burmah must be via Chittagong through Arakan, towards the rising town of Pokkoko at the mouth of the Chindwin river, and thence by a crossing of the Irrawaddy to Mandalay, and there join the projected railway through the Shan States leading on to China – thus carrying out the views I ventilated in your columns so far back as 1874-75, showing that the trade of Assam and the contiguous districts of Eastern Bengal must find its outlet at the port of Akyab, to which also the China trade through Burmah must also be directed.

Before concluding, I would call attention to the present position of railway work in Burmah. Under the orders of the Government of India the completion of the survey of the line through the Shan States was not proceeded with last cold season; and unless some change is made, influenced by the representations that have gone in to the Secretary of State, this work will be further delayed. The fifty lakhs allotted annually to Burmah has been and is to be spent on the Mu Valley line, for which alone it is barely sufficient; and in consequence, “it is calculated that the complete system from Sagain to Mogoung, with the branch to Kathu, will not be completed before 1896, but each year sections will be opened as they are completed.” It is understood the Government of India are raising considerable sums for railway work during the next season, but this is all for “frontier railways.” Where, then, is the provision for the Burmah-Shan-China Railway? And, if matters stand as at present, where is the chance of its being taken in hand till 1896?

The new appointment at the India Office augurs well for progress in India, Mr Curzon from personal observation, as shown in your article to-day, having knowledge of the wants of the country, and much may be expected to result from this knowledge. – I am, &c., &c.

Letter to the Right Honourable the Secretary of State for India.

14^th Nov, 1891.

I have the honour to acknowledge the receipt of Mr Secretary Walpole’s letter, P.W. 2085, of 10^th instant. By this I am informed that any definite proposals – not involving the guarantee of interest by the State – will be forwarded for the consideration of the Government of India.

With reference to the question of guarantee, I would ask your attention to my letter (N0. 4) of 29^th July 1889, copy of which, for convenience, I beg to annex. I was at that time sanguine that the requirement of a guarantee by financial houses might be diverted to concessions on the system of land grants. It having, however, since become known that your lordship was again disposed to entertain proposals embracing a guarantee, and had indeed conceded such to an important line now in course of arrangement, the current in favour of guarantee has again set in, and I believe it will now be found of guarantees has again set in, and I believe it will now be found impossible to raise funds for the construction of railways in India by private enterprise without a guarantee. For short feeder lines for local purposes it may be otherwise, but not for a line through a new country such as this line through the Shan States is.

My attention has now been given to the address just delivered by Sir John Gorst, late parliamentary Secretary for India, before the Chamber of Commerce of Liverpool (a body particularly interested in this line), in which he reiterates the previously expressed desire of Government “to encourage private enterprise by every legitimate means.” Under these circumstances I take leave to submit to your lordship definite proposals for the line from Mandalay to Kun-Lon Ferry, as in the enclosed memorandum.

As expedition in this matter is of the greatest importance, in accordance with the urgency of the resolutions of the various Chambers of Commerce, forwarded to your lordship, and having made necessary arrangements for financing the work, as intimated in my last letter, I would further state that I am prepared to enter on the work at once, and proceed with it with the greatest possible celerity.

With the view of avoiding delay and saving a whole year, I would respectfully suggest the free use of the telegraph in communicating with the Government of India, - and I have the honour to be, &c., &c.

Letter to his Excellency the Viceroy and Governor General of India.

14^th Nov, 1891.

Referring to the letter I had the honour to address to your lordsip under date 28^th October 1891, I now beg to wait on you with copy of the reply I have received from the Secretary of State for India to the letter to his address, copy of which I then handed to you.

I now beg to wait on your lordship with copy of letter which I have this date forwarded to his lordship the Secretary of State for India, handing him definite proposals for the construction of the Burmah-Shan-China Railway, in accordance with his desire for submission for the consideration of your lordship’s Government. In view of the season of the year, you will see the force of my respectful suggestion as to the free use of the telegraph for the speedy settlement of this matter. – I have the honour to be, &c., &c.