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

again, depends largely for its supply of rice, the chief staple of its trade, upon Tipperah. Reasons of an equally strong character show the importance of retransferring Tipperah to the Chittagong division, and of adding Arakan thereto. The sea-coast on one side and the range of hills on the other would then be the natural boundaries of the Chittagong division, and the territory be complete within itself.

There changes might be effected with the greatest ease, now that there is a judge at Noakhally. It is not just to Chittagong that, with eleven or twelve moonsuffees, they should be subjected to a commissioner-judge who does very little civil and no session work at all. It would be more consonant with reason to appoint a district judge to Chittagong, and put an additional judge to Noakhally; there would then be an independent judge at Chittagong, and Noakhally might be gazetted an additional judgeship under the supervision of the judge of Chittagong, if the High Court should object to place an additional judge in independent charge of a district.

Labour For The Districts Of Assam And The Ferture Lands Of Arakan.

‘Arakan News,’ 11^th August 1877.

We read the following in the ‘Indian Tea Gazettee’ : “Eastern Bengal is now suffering from serious daily increasing insufficiency of labour; insoumuch so, &c…. We mention the circumstance only to show the present need which exists for coolie labour in Eastern Bengal.” Importation of coolies is almost equivalent to forced labour as compared with voluntary or self-supplied labour. Assam in the north is, like Arakan in the south, in want of labour, and the best labour that could be got would be from settlers. Between them is the populous districts to the others is not to be effected by steamers or water communication. It can only be done by roads, and in these days of express, common roads are of little use, and behind the requirements of the age. We here repeat, what we have often before urged, the construction of a grand trunk line of railway from the port of Akyab to Gawhatty in Assam, with feeders opening up the country on either side. This would pass through the populous districts before named, and would spread the population where it was wanted. There would, of course, be competition between Assam and Arakan for it; but that would gradually be regulated by the inducement each could give. The great desideratum – population – would be got, and we would ask our young brother of the ‘Gazette,’ in the interest of his tea constituents, to take up this idea, which is connected with our proposal for the LIEUTENANT – GOVERNORSHIP of the Trans-Gangetic Provinces.

The OLD Story-Roads And Railways The Want Of Arakan.

‘Arakan News,’ 1^st September 1877.

The above heading must not deter our readers and friends from going through the following remarks; we ask them to give us another hearing. We are well aware that it is thought by many that we stick too much to our text, that Arakan can only be opened up and developed by roads and railways, and the wish has been expressed that we should devote more of our attention to general and interesting subjects. Our answer is this, That our mission and sole end is the improvement of this division and the obtaining for it its just rights, which we believe can only be effected by having roads and railways. Most of our friends are well posted up with general news as soon as and from the same sources that are available to us, and our giving such would be merely reproducing at a later date what can be seen equally well in other columns; and as regards being interesting, it depends what interest our readers take in the country. We shall therefore, as heretofore, confine our own remarks as much as possible to local subjects, or such as have a bearing on local interests.

We are led to these remarks on again returning to the primary want of this province – the want of inland communication to connect us with contiguous countries. Contemporary journals tell us that Mr Eden’s late visit to Eastern Bengal has resulted in the determination to press forward the construction of roads so as to expedite postal and traveling communication with Assam; (But nothing done for Arakan) and further, that a portion “of the Northern Bengal State Railway from Julpigoree to Atrai, a distance of 134 miles,” having been opened, “it ought not to be wholly impossible for the Lieutenant – Governor, when he goes up to Darjeeling next year, to perform the entire distance by rail.” Now, here we see works, such as we have been in urgent want of for years, are progressing in districts not far removed from us, and lead us to ask the question, Why should not our local rulers bestir themselves and go and do likewise? It is an undisputed fact that Arakan has been perfectly stationary as regards its trade for more than twenty years; its export trade at the present time is entirely confined to rice, and this was as large twenty years ago as it is now, confirming this fact; while it is equally clear that this statu quo condition is due entirely to the want of a settled population, which again is retarded in its increase by the want of inland communication.

We can say nothing new on this subject, and must therefore content ourselves with repeating the stale but no less true statement, that after the country has been upwards of half a century under British rule we have not thirty miles of common road in this district, far less the attempt on the part of Government to increase this at a more rapid pace than at the rate of five miles per annum!! Five – and – thirty years ago the Commissioner of Arakan, the late Sir Arhibald Bogle, to whose energy the province entirely owes its rice-trade, urged on the Government of Bengal the construction of a road to connect us with Chittagong, knowing well that from there alone we must get our population for bringing into cultivation our vast fertile wastes, and that a road was the only means by which this could be done. He was not listened to; and although the cry has ever since been, give us this road – varied latterly by the substitution of railway for road – we are as near getting our want supplied as ever we were. We have before pointed out that not only would road or railway communication with Chittagong and adjacent populous districts give us settlers, but, extended on to Byrub Bazar on the Megna, would lead all the produce of the districts to the eastward of the Megna and Brahmapootra to this port, as the nearest and best outlet for it seaward. We see that Mr Molesworth in his elaborate Railway. Report of 1872 proposed alternate lines and extensions to connect Byrub Bazar with the main line of the Northern Bengal Railway, which would of course “tap the whole trade of the fertile eastern districts” and carry it to Caltutta. Byrub Bazar, be it here observed, is on the east bank of the Megna, which would have to be crossed to carry trade to Calcutta. Here we see the great opposition we have to fight against – the Calcutta interest; (Now reaping the fruit of their opposition in the frontier raids, and want of means by which to send speedy military help (vide telegram, p.210). and doubtless Sir George Campbell, when Lieutenant – Governor of Bengal, saw this, and so refused any countenance to the Akyab and Megna Railway; so probably at the same time Mr Eden, then Chief Commissioner of British Burmah, anticipating his ultimately ascending the gubernatorial guddee of Bengal, discouraged it; so possibly civilian, having imbibed the views entertained in the Bengal civilian, having imbibed the views entertained in the Bengal secretariat, where he got his first lessons in the art of governing, may not wish to divert anything from the commercial importance of Bengal, - and so Arakan will be sacrificed for Calcutta interests. A shame on such narrow-minded and unjust policy! We say narrow-minded, because is there not enough for the two ports, and does Calcutta feel that extraneous assistance must be given her to obtain trade which natural causes developed would send in another direction? And unjust, because the Chief Commissioner should do what is essentially necessary for the advancement of the province under his care without reference to what his antecedent or future connections may suggest. We again put it in plain English. Justice to Arakan, which even in its present backward and neglected condition yields a large surplus revenue to Government, none of which is being or has been laid out on the country – justice, we say, requires the opening up and development of the country. This can only be effected by railways and roads, and the Commissioner and Chief Commissioner who do not urge their construction are not fulfilling the duties of their appointments; and with this conclusion, that the onus of this work rests with these two high officials, who can determine between themselves with whom the responsibility ultimately is to rest, we at present leave the subject.

UNION OF CHITTAGONG AND ARAKAN.

We see the ‘Bengal Times’ reviews the ‘Friends’ article on the above subject, and, we regret to find, apparently throws cold water on it. However, he does not give any valid reasons for his dissent, and we would rather conclude that at least he sees its advisability, though possibly, as it would take Tipperah away from Dacca, he may think it thereby would detract from the importance of this own commissionership. As regards its being too large a charge for one man, we do not agree with him, provided the judicial is separated from the executive; the latter would them be more free to look after districts and develop them. At present, having judicial work, they are very much tied down to their courts, and unable to go into the districts unless at the inconvenience of suitors. The benefit to the country and the revenue, if they were able to devote their whole attention thereto, would more than compensate any additional expense in the judicial department, if such were necessary.

The State Railway System A Fallacy, Retarding The Country’s Progress.

‘Arakan News,’ 29^th September 1877.

Having been under the impression that the ‘Pioneer’ supported any system emanating from the departmental cliquisms of Simla, we were quite surprised at reading an artice which, among our extracts, we have headed “The ‘Pioneer’ cautious in its condemnation of the State Railway Department,” as, though he actually does not consign it to the unfathomable depths of darkness which it deserves, he says quite sufficient, when coupled with utterings elsewhere sounded, to show how the cat jumps. We congratulate our contemporary, however, on the satisfactory way he has condemned the present system of central control, and the unquestionable advantage of all works being carried out by personal inspection: the present system is what has been the cause of most of the failures in their works. It stands to reason that a man must see the ground on which he has to work before he can plan or carry on any satisfactory operation, and we have experience here in many of our works (jails and the like) being botched by being planned and directed from Rangoon. In all important works there should be one head – and surely the heads of our various departments are well paid for being so – competent to plan and carry our important works. The designer of a work should always be better able to carry it to completion than a new hand, and if he has his heart in his work, he will always feel more interest, and use more exertion to see it carried satisfactorily through.

We have, moreover, to thank the ‘Pioneer’ for copy of a letter addressed by Colonel Fraser, Secretary to the Government N.W.P. and Oudh, to various Commissioners in that province on the subject of light from Dildarnugur to the Ganges opposite Ghazeepore (which we suppose is what is called the Gya State Railway), which we noticed some time ago, we were not aware that the system explained in this letter was being developed so much and so satisfactorily. We will not look a gift-horse in the month, nor say anything to stifle the present action in this direction; but we cannot help thinking that the State Railway Department see the folly of having ignored the guaranteed railway system, and this is the thin end of the wedge of the error that has been committed, and which has thrown the country so much back.

We have all along maintained that it was impossible for Government to carry out the newly inaugurated system. As referred to elsewhere, Lord Northbrook, after his experience as Viceroy, expressed the opinion that the railways of India should be made by private capital; but under the circumstances of the country this could not be done without a guarantee. And again, Mr. Danvers in his last report on Indian railways has drawn attention to works being stopped owing to funds (These stoppages continue to the present day, because the Government persistently refuse to give adequate encouragement to private enterprise – 1892) not being available from surplus revenue as Government had intended; this was to have been expected, and more particularly so in a year such as the present, when every available rupee is required for famine purposes. True, this should have been provided by temporary loans, and not by the withdrawal of funds from works in progress, thereby retarding in incalculable degrees the progress of the whole economy of the empire. What is the meaning of the following, if it is not a return to the guaranteed system, with the single, but unsatisfactory, difference that the railways are all to be made by Government and not by companies? “The system adopted may thus be briefly summarized: The public resident so near the line as presumably to benefit by its construction, was invited to subscribe to the undertaking. The shares were fixed at Rs. 100 each. On these interest at 4 percent was guaranteed by Government, being, in fact, first charge as earnings, thus placing the shares from the very beginning on the same footing as any other Government 4 per cent loan. This interest being a fixed charge, is payable at fixed dates to the shareholders. When the accounts for the financial year are made up, which may be about August, any surplus, after paying all charges of working, maintenance, and the guaranteed 4 per cent interest, is rate ably allotted per share, whether held by private individuals or by Government if it be a part stock-holder.”

There is one point not made very clear in the preceding, which was apparently a sine qua non when the matter was first mooted, as regards the line in the Ghazepore and Benares districts. It was then stated that “only bona fide residents of the districts of Benares and Ghazepore will have for the present the privilege of purchasing the shares.” From this point, which might have thrown obstacles in the way of its early execution, not being referred to in Colonel Fraser’s letter, we hope the privilege has been extended, as we cannot see what difference it should make to Government who holds the stock. If the district provides it, it should not matter whether held in the district or elsewhere. Now we would ask, as we did two weeks ago, Why should not this system be carried out here? The country is suffering from the want of inland communications, and here is a means of supplying our wants which we hope will be taken up by our Commissioner and other local officers interested in the district, and urged on the Government as the pressing necessity of our division.

The ‘Pioneer’ cautious in its Condemnation of the State Railway Department.

Railway Department.

People who ought to know assure us that the State Railway Department does not carry on its work in a satisfactory manner. In England, undertakings like those it has in hand would progress more rapidly and more surely. English engineers work on a different plan from those of the State Railway Department. In English ground is selected and lines are traced under the immediate direction of the chief engineer, who use his own eyes, makes himself personally familiar with the who field of his labours, and continues throughout the progress his work in close contact with it. Constantly on the ground and meeting obstacles as they present themselves to a view thoroughly conversant with the district, and instructed by the experience of similar phenomena elsewhere. To him it never occurs, in matters of the least consequence, to depend on any judgment but his own, least of all to rely on the reports an subordinates only. In short, the work in hand is designed and governed by the direct agency and actual presence of the chief in other words, by the person presumed to be the best qualified to devise and control. The Indian practice, in general, may be described as the reverse of this. What the English engineer pursues in the field in immediate view of his object, the Indian engineer in a great measure hopes to accomplish in his office through the medium of others. The reports of assistants transmitted through several hands to headquarters, classified and manipulated in a central office by the diligence of clerks, such are the materials upon which to a great extent the engineer decides on lines and sections, designs working plans, and provides for such incidents as arise in the course of operations. This method is not favorable to the consummate performance of a task subject to an infinite variety of conditions, and calling from its outset to its close for the immediate action of the best judgment available. No report, however able, can supply all that is required for a thorough mastery of critical points. The experienced eye on most occasions sees more than the pen can describe, and elicits by inquiry and inspection much that would never strike the mind from the perusal of a statement in writing. It is further to be remarked, that whereas this system does not apply to the chief only, but descends through all ranks to the lowest department, it must often happen that the details on which the chief ultimately acts really originate with subordinates of very modest qualifications, from whom they pass through various ascending stages, with little effectual modifications, though with various marks of control, until at length they reach the engineer-in-chief. This method presents a show of organization which English offices do not exhibit; on paper it is highly methodical and imposing. Copious details are amassed, and every transaction has its special document; all is minutely recorded and easily referred to; whatever, in short, can be arranged and classified in writing is so arranged and classified in great perfection. But this system is not an efficient substitute for the less formal but more direct process by which the engineer is thrown into constant personal relation with the realities with which he has to deal, doing nothing of importance at second or third hand, but directly grappling with all that is material to the success of his undertaking. – Pioneer.

Copy Letter from Coloned Fraser, Secretary to Government N.W.P.

In the P.W. Department, on light railways for Oudh.

The following letter has been addressed by Colonel Fraser, Secretary to Government, N.W.P. and Oudh, in the Public Works Department, to the Commissioners of Lucknow, Sitapur, and Rae Bareli : -

The marked success which has attended the experimental Provincial Railway between Muttra and Hathras in the North Western Provinces has led Sir George Couper to consider whether the same system might not with advantage be extended to Oudh.