Why India needs to keep a tab on the new silk road

My article Why India needs to keep a tab on the new silk road appeared in Mail Today/DailyO

Linking Xinjiang to south Asia seems to be a new dream for the leadership in Beijing.

Here is the link...

After focusing for years on Lhasa and southern Tibet, Beijing has decided to invest in the development of western Tibet, known as the Ngari Prefecture of the Tibetan Autonomous Region (TAR). Despite the 2015 Nepal earthquake which delayed the building of infrastructure in the area, particularly the railway line Lhasa-Kyirong at the Nepal border, the work has now started at an accelerated pace.

Economic angle
One project which could have serious strategic implications for India is the extension of the National Highway G216 from Xinjiang to Kyirong landport; linking Xinjiang to south Asia seems to be a new dream for the leadership in Beijing. Though technically it is a formidable challenge to cross the Kunlun range, the Chinese engineers are determined to implement the scheme.
This could also have immense economic consequences as it may become the main conduit of a new Silk Road from Central Asia to Nepal and South Asia. Has India been taken into the loop when Prime Minister Narendra Modi "informally" met the Chinese president recently? It is doubtful.
Meanwhile, western Tibet develops fast. In January, VTIBET.com reported that the Ngari prefecture received over 6,60,000 visitors in 2017. The statistics released by the Ngari Tourism Bureau website said that it was a 20 per cent growth compared to the previous year. Even the revenue increased.
“The tourism revenue totalled about 750 million yuan, up by 10 per cent over the same period last year.” The website cites the prefecture’s marvels: the Kailash Manasarovar area, the ruins of the former Guge Kingdom and the Tholing Clay Forest — all located in Ngari Prefecture.
Last month, Radio Free Asia (RFA) announced that the Chinese authorities have seized farmland in Lhatse to build a new airport, “displacing Tibetan villagers and offering far less in compensation than the land is worth”. RFA argued that the land belonged to Yushang village in Shigatse prefecture’s Lhatse county.
Apart from the deprivation of the land, the news item shows that in the years to come, Western Tibet could become the new economic and touristic hub and, of course, an important strategic centre for the defence of China’s borders. The opening of a new airport should be seen in this perspective, though the rapidly increasing trade with Nepal shouldn’t be ignored.
According to Tibet Business Daily, the total value of Tibet’s foreign trade exceeded 5.8 billion yuan (nearly Rs 6,700 crore) in 2017. “The domestic economy has been steadily improving, and the demand for international market has generally recovered,” noted the daily.
Nepal is the main recipient of Tibet’s exports. In April, Nepal’s foreign minister, Pradeep Gyawali, visited Beijing. After meeting vice-president Wang Qishan and his Chinese counterpart Wang Yi, he spoke of “expediting past agreements, developing trans-Himalayan multidimensional transport network and building a China-Nepal-India economic corridor.”
Gyawali noted that China is Nepal’s genuine friend and a trusted ally. “We should build on the excellent roots of civilisational, geographical and cultural affinities to further connect our countries and societies.” This new civilisational bond between China and Nepal explains the need of a new airport in Lhatse.

Difficult terrain
China Tibet News Network mentioned another megaproject, the "extension" of the G216 Highway which, according to the article, will end in Kyirong. What does the extension of G216 mean?
In 2016, a "Public Announcement for the Environmental Impact Assessment (EIA) of G216 (Tibet Area)" was made. The original 857-km-long highway starts from Altay City in northern Xinjiang and ends in Baluntai (in Hejing County). It will now be extended via Minfeng and Keryia in southern Xinjiang to western Tibet and Nepal.
Needless to mention the immense technical challenge to cross the Kunlun range between Keryia and Rutok where the road will join the G219 or Aksai Chin road. To give an idea, Keryia is located at 1,459m sea level, while Lake Lighten on the plateau is at 5080m (a 3,500m climb in less than 200km). It is perhaps the most difficult terrain in the world.

Crazy dream
The last section of the "extended" G216 (towards Nepal) will have a length of about 94km; the geological conditions are complex, said a Chinese website: “After experiencing the May 12, 2015 earthquake in Nepal, the geological conditions are even more unpredictable. The original roads at the Kyirong Port have been seriously damaged, and the subgrade has subsided in some sections.”
The main bridge in this section is said to have collapsed “and the road surface was broken and cracked.” Kyirong is located 24km away from the Nepal border; it is now the main channel for land trade between China and the former kingdom.
Due to the earthquake, the railway line between Shigatse and Kyirong has been delayed by at least three years. After the earthquake, one section of the G216 slipped and is no longer accessible. The road from Kyirong to the border with Nepal is only a dirt road. “When the rainy season arrives, disasters such as landslides and mudslides are frequent.”
The point remains that if the terminal section of G216 towards Kyirong is difficult, it is nothing compared to the section which will try to cross the Kunlun range, north of Lake Lighten. One more crazy dream of the rulers in Beijing?
Or a visionary project in view of the importance of having a second Xinjiang-Tibet highway (after the Aksai Chin road built in the early 1950s)? Could it be a true New Silk Road linking Central Asia to South Asia via Nepal? It is difficult to say today. The engineers have to cross the Kunlun first. India should watch the developments.

A new Xinjiang-Tibet-Nepal Highway?

New developments in Western Tibet
The development of Western Tibet (Ngari Prefecture) is going on in an accelerated manner despite the 2015 Nepal Earthquake, which delayed for at least 3 years, the building of infrastructure in the area, particularly the railway line to Nepal (to Kyirong, spelt Gyirong by the Chinese).
But there is more, China is planning to extend the national Highway G216 from Xinjiang to Kyirong landport with Nepal; linking Xinjiang to South Asia is a new dream for the leadership in Beijing.
It will have immense economic and strategic implications (for China and …for India).
As we shall see, technically, it is not an easy proposition, but the Chinese engineers seem to be determined to work on the scheme.

Guge Kingdom's ruins

Tourism in Ngari
In January, VTIBET.com reported that the Ngari prefecture received over 660,000 visitors in 2017.
The statistics released by the Ngari Tourism Bureau website said that it was a 20% growth compared to the previous year. Even the revenue increased: “The tourism revenue totaled about 750 million yuan, up by 10 percent over the same period last year.”
The website explained: “Hailed as ‘Roof of the World’, Ngari, at an average elevation of 4,500 meters above [sea level], is the birthplace of the four major rivers in Asia. It’s the place where the Himalayas, the Gangdise, the Kunlun Mountains and Karakorum Mountains meet. There are great mountains, beautiful lakes, vast grasslands and spectacular snow mountains in Ngari. Famous tourist landscapes, including Mapam Yumtso [Manasarovar], Kangrinpoche [Kailash], Guge Kingdom Relics, Piyang-Donggar Caves Relics, Zanda Clay Forest are all in Ngari Prefecture.”
Liu Qilin, deputy director of Ngari Tourism Development and Reform Commission asserted: “In 2017, more than 12,000 farmers and herdsmen in Ngari participated in tourism industry, creating income of 153 million yuan, and promoting tourism development of 11 poor villages with tourism development conditions.”
Some 12 new tourism projects were built in Ngari during 2017, with an investment of 12 million yuan (not much!). Further, a 97 million yuan budget was approved by the central government to invest in six key tourism projects, a already announced in the 13th Five-Year Plan.
The Pangong Tso, which shares its shores with India, is one of them: “This beautiful lake sits at an elevation of 4,350 meters. The lake and sky are both amazing shades of blue that make it become one of the must see scenes,” says the website.
Incidentally, during the Doklam episode, the lake witnessed a clash between the Indian and Chinese troops in the vicinity of a place called 'Finger Four'.

A new airport in Lhatse
A few days ago, Radio Free Asia (RFA) announced that the Chinese authorities have seized farmland in Lhatse to build a new airport, “displacing Tibetan villagers and offering far less in compensation than the land is worth.”
RFA argued that the land belonged to Yushang village in the Chusha municipality of Shigatse prefecture’s Lhatse county.
A source told the US radio: “For Tibetans in Chusha, farming has been their main source of livelihood for many years, and is a tradition handed down to them by their ancestors. The loss of so much land to Chinese development projects is having a negative impact on the daily life of the local people.”
The source then added: “Chinese projects have already been under way on vast stretches of land lying near Lhatse county, with new buildings being constructed, for more than a decade.”
Apart from the deprivation of the land, the news item shows that ‘Go West’ movement is unabated on the Tibetan plateau.
In the years to come, Ngari will become the new economic and touristic hub for the plateau and of course …an important strategic center for the defense of China’s borders.
Ngari, with its rich cultural heritage (particularly the ruins of the Guge kingdom which are being restored, the Kailash-Manasarovar area or the Pangong tso), will be THE place to visit.
The opening of a new airport should be seen in this perspective, but also the burgeoning trade with Nepal.

Tibet’s Foreign Trade
According to Tibet Business Daily, the total value of Tibet’s foreign trade exceeds 5.8 billion yuan in 2017: “the domestic economy has been steadily improving, and the demand for international market has generally recovered,” noted the daily.
Lhasa Customs’ data showed that the total import and export value of Tibet’s foreign trade was 5.885 billion yuan in 2017, adding 13.9% from the same period in 2016, among which the export reached 2.950 billion yuan; a decrease of 5.6% and the import totaled 2.935 billion yuan, an increase of 43.6%, with a trade surplus of 15 million yuan.
Nepal, France and Belgium were Tibet's top three trading partners,
While France is the largest source of imports, Nepal is the largest export market.
This partially explains the development of the infrastructure towards the Nepal border.
The total import and export of those three countries reached 72.1% of the total value of the entire Tibetan Autonomous Region (TAR).
Further, the import and export performance of private enterprises dominated the scene; it accounted for 71.7% of the total value of the whole year of 2017.
One of the features described by the TAR government explained why France is number one: “The export commodities [to Nepal] were dominated by traditional labor-intensive products, and the main import commodities [from France] were aircrafts and medical products.”
At the same time: “the traditional labor-intensive products in 2017 reached 1.990 billion yuan, down 17.6%, occupying 67.5% of the total export value of Tibet.”
This is mostly the trade with Nepal; we shall see that it was partially due to the difficult road conditions.

Nepal’s Foreign Minister in China
In April, Nepal’s Foreign Minister, Pradeep Gyawali visited Beijing, where he met Vice President of China Wang Qishan and his Chinese counterpart Wang Yi; he spoke of “expediting past agreements, developing trans-Himalayan multi-dimensional transport network and building a China-Nepal-India economic corridor.”
Has India been informed?
Probably, not yet!!!
Speaking about Nepal-China relations in Sichuan University in Chengdu, the foreign minister said that academic exchanges, tourism, cultural exchanges and cooperation would help in strengthening proximity between the people of these countries: “As the future belongs to young generation, exchanging visits and sharing of opinions between the youths of these countries have become crucial so that they can frame correct policy to lead the future in the right direction.”
Gyawali also appreciated Chinese assistance in the construction of airports in Pokhara and Lumbini, the tourist cities of Nepal, “to spur the untapped tourism potentiality of nature-gifted Nepal.”
He said that China is Nepal’s genuine friend and a trusted ally: “we should build on the excellent roots of civilizational, geographical and cultural affinities to further connect our countries and societies in order to achieve common prosperity in the trans-Himalayan region.”
This new ‘civiliziational bond’ between China and Nepal partially explains the need of a new airport in Lhatse.

The train to Kyirong
In this context, it is interesting to look at another piece of news which appeared the China Tibet News Network which mentioned the G216 National Highway (see my posting in December 2016 on the subject).
According to the article, the National Highway No. 216 will end in the Kyirong (written Jilong in Chinese) county, near the Nepal border.
Incidentally, the G318 ends up in Zhangmu, the other landport between Nepal and Tibet; it runs from Shanghai to Zhangmu on the China-Nepal border. It is the longest National Highway with 5,476 kilometres, passing through Zhejiang, Anhui, Hubei, Chongqing, Sichuan, and ending in Tibet (from Lhasa to Zhangmu it is called Friendship Highway); a 115 km long Araniko Highway then connects Zhangmu to Kathmandu.
As mentioned earlier, the G216 starts in Northern Xinjiang, from Altay City to Baluntai (in Hejing County). The 857 kilometres highway could be extended to Southern Xinjiang (Keryia) and later Western Tibet.
Needless to speak of the immense technical challenge to cross the Kunlun range between Keryia and Rutok (joining the G219 or Aksai Chin road).
As mentioned on the map above,Keryia in South Xinjiang is located at 1459 m asl, while lake Lighten on the plateau is at 5080 m asl (a 3,500 m climb in some 200 kms!!!).
The last section of the ‘extended’ G216 (towards Kyirong) would have a length of about 94 kilometers; the geological conditions are complex, said the website: “After experiencing the ‘May 12 2015’ earthquake in Nepal, the geological conditions are even more inestimable. The original roads at the Kyirong Port have been seriously damaged, and the subgrade has subsided in some sections.”
The main bridge in this section is said to have collapsed “and the road surface was broken and cracked.”
The town of Kyirong is only about 24 kilometers away from the Nepal border; it is now the main channel for land trade between China and Nepal.
Let us remember that though the casualties in Tibet are not known, 8,857 died in Nepal and 21,952 were injured, while 3.5 million were rendered homeless as the result of the earthquake. Further, the railway line between Shigatse and Kyirong has been delayed by at least 3 years.
The same Chinese website said that after the earthquake, one section of the 216 National Highway slipped and was no longer accessible: “After the disaster, with the efforts of the relevant departments, it was promptly rushed through. However, one Kyirong-Huan [?] section of the 216 National Highway has changed beyond recognition.”
The road from Kyirong Town to the landport bridge (the border with Nepal) which is about 24 kilometers long is a ‘dirt road’: “It takes about two hours to pass through this section. When the rainy season arrives, disasters such as landslides and mudslides are frequent.”
The China Railway’s 20th Bureau Group of the Tibet First Engineering Co, located in Kyirong town is responsible for the post-disaster reconstruction of this section of the National Highway: “In May 2016, after the preliminary bidding and related preparation work, the post-disaster reconstruction project of the 216 National Highway Section was fully started.”
In order not to affect China-Nepal Trading, a ‘fully-closed’ construction was adopted (probably selecting a new route).
During construction, there are dangerous situations, said the website.
Ren Jixing, head of the project department of the company of the 20th Bureau Group openly stated that “this is very difficult.”
A reporter who followed the staff of the 20th Bureau Group when it visited the section between Kyirong Town and the landport wrote: “On the same day, rainy and wet, two-lane asphalt roads were slippery.”
According to Liu Jian, a member of the Standing Committee of the Kyirong County Committee and a member of the Landport’s Working Committee said that after the earthquake, the Zhangmu Port was closed and the Kyirong Port became the only channel for land trade between China and Nepal.
In the first quarter of 2018, the total import and export trade volume was however up to more than 600 million yuan. “Usually, we put more than 80 trucks in Nepal and released more than 70 vehicles. In the peak season, more than 100 trucks can enter and exit. The imported goods are mainly bronze sculptures, decorative copper ornaments, decorative aluminum ornaments, and handicrafts. Products, etc.; exports of goods are clothing, footwear, agricultural and sideline products, textiles, hardware, small appliances, etc”.

Is crossing the Kunlun feasible
The point remains that if the terminal section of G216 towards Kyirong is ‘difficult’, it is nothing compared to the section which will try to cross the Kunlun range, north of Lake Lighten.
One more mad dream of the Emperor?
Or a futuristic vision of the importance of having  second Xinjiang-Tibet highway (after the Aksai Chin road in the early 1950s)?
Could it be a true New Silk Road linking Central Asia (Altai) to South Asia via Nepal?
Difficult to say today ...the engineers have to cross the Kunlun first.

Han Chauvinism and Stability on the Indian Border

Senior Colonel Gawa

As the Two Meetings (Chinese People’s Political Consultative Conference - CPPCC and National People’s Congress - NPC) are taking place in Beijing, a Tibetan lady-delegate from Qinghai province used strong words about the ‘prejudice against ethnic minorities’ rampant in the Middle Kingdom since the unrest in Lhasa a decade ago.
It was much older, but few have said so in public.
One was Bapa Phuntsok Wangyal, the 'first' Tibetan Communist.
Read an earlier post on the subject.

Sr Col Gawa
During a CPPCC session’s panel discussion, Guowa Jiamaoji (Gawa Jamyang?), a PLA singer, born in the Tibetan-inhabited area of Qinghai province, affirmed that the discrimination shown by the authorities against people from her ethnic group (‘Tibetans’) was ‘detrimental to national unity’.
According The South China Morning Post, the army soprano, who served the PLA for more than 20 years, “appealed to China’s central government to stop treating ethnic Tibetans as if they were separatists”.
Gawa said: “I don’t think they [Beijing] should impose measures intended to deter separatists on the whole Tibetan race …It’s like there’s an order from above [for all] to follow.”
Gawa first witnessed the prejudice after the March 2008 incidents, when riots and clashes broke out in Lhasa and spread across the plateau.
She clearly remembered “the prejudice she experienced in the aftermath of the unrest. …One time I led a group of performers to Beijing, everyone checked in to their hotels, but I wasn’t allowed to, because I was Tibetan.”

It is extremely rare that, what is known as Han Chauvinism, is admitted at official meetings.
The fact that it is being reported, is even rarer
Gawa told the panel that despite her military rank (Senior Colonel) and status as a CPPCC member, “the hotel staff simply refused to let her in. I showed them my CPPCC membership ID and my military ID but still wasn’t allowed to check in. I had to stay at a friend’s place.”
She added that the incident was not an isolated one; she had witnessed numerous examples of prejudice against Tibetan cadres, especially in Han-dominated areas.
She cited examples of discrimination: “The mainland has a 4G network already, but in many parts of Tibet and Xinjiang, the network is still only 2G,” the PLA soprano said, “of course, it might be deliberate that the networks there are not so strong.”
According to her, one solution would “to increase the number of people from minority groups in positions of authority: “Native cadres will stay here forever. But cadres sent from the mainland only stay for two or three years before they are promoted to higher office.”
It is a fact that the Tibetan Autonomous Region (TAR) has never had a Tibetan Party Secretary.
It is interesting that Gawa was allowed to speak on this ultra-sensitive topic.

Inspecting the border areas
In the meantime, the authorities are nervous with the approach of March 10; in 1959, the entire population (‘the masses’) of Lhasa rose to protect the Dalai Lama’s life. Ultimately, he escaped to India.
Since then, the day is celebrated by the Tibetans as their national Uprising Day.
The Global Times, the mouth piece of the Communist Party of China (CPC) mentioned the visit of a ‘stability maintenance supervision group’ to Ngari prefecture of Western Tibet and …on the China-India border.
Three senior officials of the (TAR) visited police and armed police posts. The delegation was headed by Penpa Tashi, a member of the TAR Standing Committee in charge of propaganda; other members were Tenzin Namgyal and Wang Yalin.

Penpa Tashi

The local Tibet Daily affirmed: “The [officials] received reports from police officers about the security situation and emergency preparedness.”
Xiong Kunxin, a professor at Tibet University in Lhasa told the tabloid: “Ngari is an undeveloped prefecture in a high-altitude area with tough living conditions, and it's really close to the border with India. This lends foreign forces and Dalai Lama secessionist criminal gangs the opportunity to permeate into the region and conduct illegal and violent activities."
This is clearly a pretext as no Tibetan living in exile is allowed to approach border areas in Ladakh or Uttarakhand.
Why is Beijing so nervous?
Penpa Tashi asserted that “maintaining stability is really tough and the anti-secession and counter-terrorism struggles are intense and complex.”
The border police was encouraged to safeguard the ‘sustainable stability and security’ of the prefecture, located north of Uttarakhand and Himachal and east of Ladakh.
Tibet Daily further quoted Xiong saying that the “tough local topography makes it hard for the local government to boost economic development in the region, but promoting development is still the main goal for the local government to maintain stability. Ngari is a main battleground of the 1962 Sino-Indian border conflict.”
It is not completely true; the battles in NEFA were as tough as the ones in Ladakh.
The Tibet Daily also said that the officials visited a gas station and a security inspection station in the town of Shiquanhe (Ngari) where regular safety checks are conducted.”
The police was ordered to maintain stability and ‘prevent any security-related incident from happening.’
One of the officials, Tenzin Namgyal and his inspection team went at Geji County. Geji (Gegye Dzong in Tibetan) is located northwest of Mt Kailash.
Tenzin Namgyal inspected the area and ‘guided’ the work of the local officials; a Chinese website remarked: “The cold weather did not stop the pace of the inspection and the guidance work.”
Tenzin Namgyal is the deputy head of the District Supervision and Guidance Group.
During the inspection, Namgyal went “deep into the grassroots to maintain the first-line stability.” The group visited the Gegye County Public Security Checkpoint, the Command Center of the Public Security Bureau, the poverty alleviation relocation site in other places.
Namgyal emphasized that the victory of the first meeting of the 13th NPC is a major event in the political life of the Party and the country.
Did he mean the amendment of the Chinese Constitution giving Xi Jinping the possibility to rule China for more than two terms?
Namgyal also hoped that everyone will have “a hundredfold Enthusiasm, with a hundredfold effort to complete all kinds of work, …work style should be rigorous and meticulous; one should be determined to make every effort to stabilize the [Ngari] area during the ‘Two Meetings’ and the sensitive period of March [10] and ensure that the area keeps a sustained stability, long-term stability, and comprehensive stability.”
These words are dear to the New Emperor Xi.
But the fact that 'stability' is the leitmotiv of the Chinese leadership may be an indication that all is not that stable on the plateau.

A more optimistic note
According Zhang Xinmin, a senior researcher at the institute of high energy physics in the Chinese Academy of Sciences affirmed: “China has almost completed building the world's highest cosmic ray telescope in Ngari prefecture.”
The chief scientist told The Global Times: “At an altitude of 5,250 meters, the Cosmic Microwave Background polarization telescope project will start operations in 2020."
The Academy's program in the TAR is designed to probe the primordial gravitational waves created by the first tremors of the Big Bang.
Ngari is the place to watch in the coming years, perhaps not for the ancient Big Bang, but for a new one.

The Indian Village in Tibet

I am posting an interesting report from the Special Officer appointed by the Government of Jammu and Kashmir to visit Minsar, the Indian enclave in Tibet in Summer 1950. After the report is a historical note on Minsar.

On August 26, 1950, the Government of Jammu and Kashmir (Prime Minister’s Secretariat - External Affairs Department) writes to the Ministry of States in New Delhi to inform it  about the circumstances of the Special Officer’s visit to Tibet.
The communication is entitled: ‘Village Minsar in Western Tibet'.

...the State Government have already deputed a Civil Officer, Mr. N. Rigzen Ghagil Kalon, with an escort of armed police to visit Minsar village. From the last report received from Mr. Kalon it appears that the Tibetan Govt have put restrictions on people entering their territory with arms. His report further indicates that he reached Rudok on 3rd June, 1950 leaving the police escort behind at Chuchhol [Chushul] a border village on the side of the Jammu and Kashmir State.
At Rudok the Civil Officer was informed by the Tibetan Govt officials that he could proceed to Minsar without an armed escort. Subsequent report from the Chief administrative Officer Leh shows that the Civil Officer along with some constables in civilian dress and without arms are on their way to Minsar.

Follows the report from Rigzen Ghagil Kalon, the Special Officer (Minsar) to the Chief Administrative Officer (Leh). It is dated September 13, 1950, a few weeks before the entry of the Chinese in Western Tibet.
The report is entitled: “Note on condition of the inhabitants of Kashmir Village Minsar in Western Tibet”. Note that Demchok is clearly the last border village in Ladakh; it is now 'disputed' by China.

In compliance to your orders I left Leh on 22-6-50 and reached village Minsar on 24-7-50. The route lies via Rudok. It is ten days journey from Demjok [Demchok] to Minsar. Demjok is the last boundary of the Tehsil Ladakh from which begins the Chhangthang Plateau of Lhasa Tibet. The route from Demjok to Minsar passes through Gartok which is the headquarters of Garpons (Administrative Officers of Lhasa Government). The village Minsar is situated to east of Gartok and about 32 miles west of Mount Kailasas [Kailash]. It is a broad valley with vast plains in it.
There are 68 families with 271 souls of which 120 are males and the rest females and are all adherents of Buddhism.
The entire population depends on livestock which is the only source of subsistence and deal in the trade of sheep, wool, and pashmina. The economic condition of the people is neither much satisfactory nor so much frustrated.
On my way I interviewed Garpons at Rudok and exchanged my ideas with them regarding taking my Police Constables to Minsar and installation of a Chowki [guardian] there. They told me that it would create some consternation in Minsar and its suburbs, if the whole quota of six constables along with rifles were permitted to accompany me and so two constables were permitted to accompany me and the rifles were kept concealed under our saddles. I directed the other four constables to stay at Demjok. I also came across with the traders of Kulu [in Himachal Pradesh] and Leh there. They came with an application to me saying that Tibetan Officials were demanding Custom Duty for their livestock and goods which was not supported by any Rule or Regulation in this behalf. I accordingly went to see the Tibetan Officials and discussed the point with them. They were fully convinced by my arguments that the practice was illegal and they agreed to stop it in future.
The various passengers who had met me on way had already intimated to the people of the village Minsar about me and had accordingly arranged a Tumboo (tent of Yak hair) for my lodging. The Numberdar [hereditary title for powerful families of zamindars of a village or town] and few distinguished persons of the place received me heartily. On the following day I had a discourse with the inhabitants of the place and we exchanged our ideas. I found there a few Garhwal tradesmen who did a lot of propaganda in my favour among the people telling them that I belonged to the National Government of Jammu and Kashmir which is a part of India. It proved a great help to me. I asked for the recovery of revenue and the people told me that they had not the least hesitation in paying the amount to the State Govt., but they had a few grievances against our Government which despite their several representations made at Leh, were not heeded to and no action was taken. They expressed that this attitude of our Government had extremely disgusted them and they wanted an immediate redress before payment of revenue. The grievances are as follows:-

1. No help was extended to them at the time of the incursion of the Kazaks. The Kazak raid had wholly ravaged their villages and looted and ruined their monasteries. The figures of personal properties of the people leaving aside the monastic wealth were cash Rs. 25000/-, horses 140, yaks 404, and sheep 4889.
2. The people are subjected to the payment of puggur dues (goods sold by the Tibetan Officials to their subjects at exorbitant price) which is a gross injustice of the Tibetan Government on the people. A few days before my arrival there a Tibetan Official called Urkoo had sent goods such as tea etc worth Rs. 672/- to the village for forced sale for which the villagers had to pay Rs. 1548/- as cost price to Urkoo.
3. An Official from our Government should stay there annually at least for three months in summer who will look after the general situation of the place.
4. The people have to supply free transport to the Tibetan officials. The transport engaged by the Tibetan for other purposes such as carriage of goods etc are paid at normal wages of three pice for 32 miles per pony.

In respect of items 2 and 4 it is requested that the Tibetan Government be contacted to stop this mal-practice forthwith which will go a long way in mitigating the troubles and the people will welcome our Government and do whatever we ask them to do.
I contacted the Urkoo who had sent his goods to Minsar and told him to postpone the sale of goods to people for the present till I submit my report to my Government and the requisite orders whether the sale of goods should be made or not are conveyed to his Government by my Government.
I saw on my way orders of the Tibetan Government affixed on all stages to the effect that no Puggur dues and free transport should be demanded. On my return journey I discussed this point with the high Garpon at Gartok and asked him as to how these mal-practices were in vogue in contravention to the clear and explicit orders in this behalf. Garpon told me in reply that as Minsar virtually formed a part of Government of Lhasa and so the Tibetan Officials were right to enforce their laws in the said territory. He also said that Kashmir Government was only to collect revenue annually from the village as done heretofore and for all other administrative purposes the village constitutes a part of Lhasa Government. I asked him to give it in writing to which he showed reluctance and I could easily infer that he had no such document with him by which he was justifying his action.
From the foregoing observations it transpires that our Government has not so far taken any steps in setting up our administration there. It is submitted that speedy measures may please be taken to alleviate the trouble and miseries of the people of this forgotten place which will assure the loyalty of subjects.
No other political condition worth mention needs to be incorporated in the report.

A historical Note on Minsar
Before the invasion of the Roof of the World by the People’s Liberation Army (PLA) in 1950, India had a small territory in Tibet. This village is called Minsar.
For centuries, the inhabitants of Minsar, although surrounded by Tibetan territories, paid their taxes to the kingdom of Ladakh. During in the 19th century, when Ladakh was incorporated into Maharaja Gulab Singh’s State, Minsar de facto became a part of the Jammu & Kashmir State.
In October 1947, after Maharaja Hari Singh signed the Instrument of Accession, Minsar became Indian territory.
This lasted till the mid 1950s.
John Bray, the President of the International Association of Ladakh Studies, who wrote about the Bhutanese and Indian (Minsar) enclaves in Tibet, noted: “Both sets of enclaves share a common origin in that they date back to the period when the Kings of Ladakh controlled the whole of Western Tibet. The link with Bhutan arises because of the Ladakhi royal family’s association with the Drukpa Kagyupa sect.”
This school of Buddhism, different of the Dalai Lama’s Gelukpa has been influential in Ladakh and Bhutan for centuries.
The rights to the small town of Minsar were inherited from the Peace Treaty between Ladakh and Tibet signed in Tingmosgang in 1684. Besides the confirmation of the delimitation of the border between Western Tibet and Ladakh, the Treaty affirmed: “The king of Ladakh reserves to himself the village of Minsar in Ngari-khor-sum [Western Tibet]”. For centuries, Minsar was a home for Ladakhi and Kashmiri traders and pilgrims visiting the holy mountain.
A report of Thrinley Shingta, the 7th Gyalwang Drukpa, head of the Drukpa school of Tibetan Buddhism, who spent three months in the area in 1748, makes interesting reading: “Administratively, it is established that the immediate village of Minsar and its surrounding areas are ancient Ladakhi territory. After Lhasa invaded West Tibet in 1684, it was agreed and formally inscribed in the Peace Treaty between Tibet and Ladakh, signed in 1684, that the King of Ladakh retained the territory of Minsar and its neighbourhood as a territorial enclave, in order to meet the religious offering expenses of the sacred sites by Lake Manasarovar and Mount Kailash.”

Minsar today

The Panchsheel Agreement
In 1953, wanting to sign his Panchsheel Agreement with China, Jawaharlal Nehru decided to abandon all Indian ‘colonial’ rights inherited from the British. Though he knew that the small principality was part of the Indian territory, he felt uneasy about this Indian ‘possession’ near Mt. Kailash in Tibet. Nehru was aware that Minsar had been providing revenue to maintain the temples around the sacred mountain and the holy Manasarovar lake, but believed that India should unilaterally renounce her rights as a gesture of goodwill towards Communist China.
He instructed the diplomats negotiating the Panchsheel accord in Beijing: “Regarding the village of Minsar in Western Tibet, which has belonged to the Kashmir State, it is clear that we shall have to give it up, if this question is raised. We need not raise it. If it is raised, we should say that we recognize the strength of the Chinese contention and we are prepared to consider it and recommend it.”
Eventually Minsar was not discussed in 1954 during the talks for the Tibet (also known as Panchsheel) Agreement and, the Bhutanese enclaves could not be brought up during the India-China talks in 1960, as China refused to deal with Sikkim and Bhutan.
It means that the fate of these enclaves has never been negotiated or settled. It remains so today.
On December 31, 1953, while opening the ‘Tibet talks’ (without the participation of the Dalai Lama’s government), Premier Zhou Enlai affirmed: “all outstanding problems between China and other countries could be solved on basis of mutual respect for territorial integrity, non aggression and non-interference in internal affairs so as to enable peaceful co-existence. I know Prime Minister Nehru Government and people of India also feel the same way. On basis of this principle all outstanding questions between us which are ripe for settlement can be resolved smoothly.”
Minsar issue was never sorted out.

The Legal Position
We should remember that treaties, conventions or agreements signed by any states, do not depend on an individual or a political party; they remain in force whoever is in power. The Chinese occupation of Tibet did not change this fact.
Further, the return of any part Indian Territory needs to be ratified by the Indian Parliament only, through an amendment of the Constitution. Therefore the so-called ‘return’ of Minsar to Tibet (and China) is still today illegal and invalid in law.
John Bray wrote: "the Sino-Indian boundary dispute remains unresolved. Since the 1960s, the attention of the two governments has focused on the demarcation of the frontier and, more recently, on the prospects for mutual trade. The status of Minsar is no more than a minor footnote to these concerns, but one that has still to be cleared up."
Nehru’s perception that old treaties or conventions could be discarded or scraped greatly weakened the Indian stand in the 1950s (and later when China invaded India). Nehru’s wrong interpretation made it easy for the Chinese to tell their Indian counterparts “look here, McMahon was an imperialist, therefore the McMahon line is an imperialist fabrication, therefore it is illegal”.

Tibet: China moving the West ...and the South

In the recent months, rapid developments have taken place in Western Tibet.
This will be the object of several posts.


Banning Foreign Tourists 
As the 19th Congress approaches, China is nervous.
The Chinese authorities have banned foreigners to travel to Tibet from October 18 to 28.
During this period, the crucial Congress will be held in Beijing.
On September 22, Radio Free Asia (RFA) asserted: “The ban was announced by telephone about ten days ago”.
A Tibetan working in a travel agency in Xining (in Qinghai province) told the radio’s Tibetan Service: “During this period, it is not just foreigners but also Tibetans living in the Amdo region of Qinghai who are not allowed to travel in the Tibet Autonomous Region (TAR).”
Agence France Presse confirmed: “During the sensitive, high-level talks, Tibet will close its borders to foreigners, while visitors traveling the country during that period will likewise be required to leave by October 17.”
Usually, foreign visitors and Tibetans living in the Chinese western provinces are not allowed to visit Tibet in March, at the time of the Two Meetings and the anniversary of the Tibetan uprising on March 10.

Demonstration of Force
Incidentally, on September 26, the TAR held the Ninth Regional Congress in Lhasa.
According to the Chinese media: "Police officers and civilians, armed police and soldiers and other involved in the keeping the stability of the region participated. There was a parade ‘to inspire the people’, during which the police vowed to keep a fearless fighting spirit and dare ‘to win the powerful momentum’".
The slogans were: “Loyal to the party, keep in mind the mission, fight terrorist violence, governance for stability, strong base solid, cohesion, advocate honor, dare to win.”
The participants pledged to the Party to maintain the security during the Congress. “Raise right fist, take collective oath.”

A New Highway in Shigatse
In the meantime, a new 40-km highway was opened which should shorten the journey from an hour to 30 minutes between Shigatse airport and the city centre.
According to The Global Times: “Experts believe the development will enable China to forge a route into South Asia in both economic and defence terms.”
It is not clear how 40-km of road could 'link' the plateau to South Asia; it looks more as a propaganda exercise to ‘scare’ India.
The Chinese tabloid says: “The road runs parallel with the Shigatse-Lhasa railway line linking the 5,476 kilometre G318 highway from Shanghai to Zhangmu on the Nepal border.”
Zhao Gancheng, a so-called expert and director of the Centre for Asia-Pacific Studies at the Shanghai Institute for International Studies, who was one of the Chinese hardliners during the Doklam incident, told The Global Times: “It can link with the future cross-border Sino-Nepali railway. …The Sino-Nepali railway, which passes through the Chinese border town of Zhangmu and connects with routes in Nepal, will be the first railway by which China enters South Asia.”
Zhao has it probably wrong: the only railway ever mentioned is crossing to Nepal near the landport of Kyirong.
The new railway is apparently part a deal signed when Nepal Deputy Prime Minister Krishna Bahadur Mahara visited China in early September.
The People’s Daily wrote: “The railway includes two lines: one connecting three of Nepal’s most important cities and two crossing the border.”

A New Road?
RFA also mentioned the project of a new road affirming that Chinese soldiers and civilians who are building a road linking Southern Tibet to Nepal, set up a banner at the border, inviting Nepalese citizens on the other side to help them extend the road farther into Nepal.
Apparently the troops arrived at Nepal’s border near Kyirong on September 1: “they distributed food and clothing to the Nepalese, promising to help them with the roadwork and other construction projects in Nepal if permission can be obtained from government authorities in Kathmandu.”
It is rather strange that Chinese soldiers have started pressurizing Nepali local villagers to get the permission to continue the railway to Kathmandu.
RFA’s source said: “The Chinese began building a road from the Tibetan side of the border up to the Nepalese side about two years ago, and they have now finally finished that work. …Now, a group of Chinese military and civilian officials have appeared at the border, raising a banner and the Chinese national flag to win the hearts and minds of the people on the border.”
The fact is the road was greatly delayed due to the earthquake epicentered in Kyirong.
The railway line will probably follow the same route as the highway.
I have often mentioned on this blog, the new road (as well as the railway) which will link Nepal and Tibet.
The PLA soldiers carried a banner urging ‘loyalty to the Chinese motherland’ and calling for ‘harmonious living’: “This is a new development, and the local Nepali residents are concerned and have mixed feelings about China’s distribution to them of free goods,” said RFA.
The entire episode is strange but it denotes the Chinese authorities’ will to develop Western Tibet (Ngari Khorsum for the Tibetans) on a grand scale and open up on Nepal. It could be the beginning of a flood of goods and people onto the erstwhile kingdom.

Thre railway lines in Nepal?
Last year The Kathmandu Post had reported that four Chinese companies had shown interest to conduct feasibility study for Kathmandu-Rasuwagadhi railway line.
Kathmandu had asked China to conduct a survey and a detailed project report (DPR).
The Nepali newspaper noted: “Once the proposed railway is constructed, it will establish direct railway connectivity with Chinese railway which is expected to arrive in Kyirong, a bordering town of China across Rasuwagadhi, within a few years.” It was said that Sinohydro, China Railway Fist Survey and Design Institute Group, China Engineering Oversees Group (COVEC) and China Railway Construction Corporation Limited (CRCC) applied for conducting the survey.
The Post added: “The Chinese proposals follow Nepal’s request to China to provide financial and technical support for the feasibility study and the preparation of the DPR of the proposed Rasuwagadhi-Kathmandu and Kathmandu-Pokhara-Lumbini Railway Project. The request was made during former prime minister KP Sharma Oli’s visit to China in March. During the visit, it was agreed that the relevant authorities of both sides would exchange ideas and proposals on constructing cross-border railways and rail network in Nepal, and support enterprises to start related preparatory work as soon as possible.”
This was during Oli’s times; it is clear that Beijing is putting pressure on the new government in Kathmandu to continue with the project.

Photo taken in 2012

The Strategic Importance of Shigatse
During the Doklam episode, Chris Biggers mentions in Bellingcat the strategic importance of Shigatse: “Commercial imagery acquired during July and August has shown up to eight PLAAF J-10 multi-role fighters parked on the apron [of Shigatse]. They likely arrived between March and April after at least five Shenyang J-11, a modified and locally produced variant of the Russian Su-27SK, departed the airfield.”
There is usually a rotation of the war planes between Shigatse ‘Peace’ and Lhasa Gongkar airports.
The article continues: “Similar to Gongkar, the fourth generation aircraft were also joined in late June by a rotation of MI-17 or MI-171 HIP, the latter an improved variant. At least two of the four HIP [NATO code name] had weapons racks or winglets attached suggesting they could perform combat or transport roles. The People’s Liberation Army (PLA) Air Force and the PLA Aviation Corp operate the platform.”
Further on August 6 says “we saw the first known deployment of a drone to the airbase. A single CH-4 medium altitude long endurance UAV, joined the HIP on the western parking apron. A primary satellite link was also located at a leveled support area north of the runway. The presence of the satellite link suggests the UAV is piloted from the airbase. This is the first drone deployment at a forward airbase observed since the Doka La crisis was triggered.”
The author concludes: “Bottom Line – Despite SAM [Surface-Air Missile] assets on alert throughout July, fighters deployed to Shigatse remained within baseline for the airbase. However, additional platforms deploying to this location should be watched closely as the PLA operationalizes its new theater commands and tensions remain with India.”

A crucial hub
There is no doubt that in the future the Shigatse airport will become a crucial hub.
This seen with the rapid development of the infrastructure (highway, railway line, ‘oil’ road) in Western Tibet, it is something that India should take into consideration.
I shall come back to this in forthcoming posts.

Photos of the Parade in Lhasa on September 26

 

 

 

Relentless development of infrastructure in Tibet

China relentlessly continues to develop the infrastructure on the Roof of the World.
Last week, China Tibet News announced the reconstruction and an extension of Lhasa Kongkar Airport which is scheduled to start in July: “the land expropriation and demolition work of the reconstruction and extension project of Kongkar Airport has been nearly completed and construction is expected to start.”
Su Zhiqiang, member of the Tibet Civil Aviation Administration mentioned the budget of the new project: 3.9 billion yuan.
By 2025, the Kongkar Airport will yearly accommodate 9 million passenger and 80,000 tons of cargo. The Chinese website says that 88,000 square meters will be added to T3 terminal and a 56,000 square meters parking lot will be built. The Tibet Civil Aviation expects the passenger traffic to double by 2020 (compared to 2015).
China Tibet News notes: “The construction of new airport terminal area will further improve the comprehensive security capabilities of Kongkar Airport, meet people's travel demands, and effectively promote Tibet's economic and social development.”
The ‘defense’ is not mentioned.
But that is not all: the Highway between the Airport and Tsetang will be upgraded. The same website reports: “the subgrade earthwork, bridge project, and tunnel project have been basically completed.”
The length of the ‘upgraded’ highway is 90 km: “the running speed is designed to be 100 km/h. It is first-class highway with four lanes. There are 54 bridges, 1 tunnel, and 189 culverts along the highway. Besides, there are 9 separate interchanges and 6 interchanges.”
It is expected to be opened on June 30.

In Southeastern Tibet (Yunnan province), the Dechen Tibetan Autonomous Prefecture is planning to invest 13 billon yuan to build four 'secondary' roads.
According to Kangba TV, the first road will be the 62 km-long Xiangwei secondary road, starting from Yisong in Shangri-La City to end up in Cangjue Village in Wujing Township. The investment is estimated to be 3 billion yuan.
The second one is the 121 km-long Xiangxiang secondary road, starting from Junmachang also in Shangri-La City, it will end at Mt. Daxue pass; it will connect provincial way S209, Dongwang road and provincial way S416. It is estimated at more than 4 billion yuan.
The third is the 61km-long Weixi-Judian secondary road which will start from Lahezhu in Weixi County will end in Judian’s Xiaohekou in Lijiang City. It will connect provincial way S210 and Dongwang road: estimate is 2 billion yuan.
The fourth is the 148.91km-long Huzhong secondary road, from Hutiaoxia Township in Shangri-La City to Junmachang, connecting national G214 and provincial way S209. It will cost nearly 5 billion yuan.

What will this infrastructure used for?
A study recently published in the Oxford Review of Economic Policy and conducted by the Saïd Business School brings some light on the issue. It found out that “low-quality infrastructure investments pose significant risks to the Chinese and the global economy.” The authors of the study argued that over half of the infrastructure investments in China have destroyed rather than generated economic value.
The study authored by Atif Ansar, Bent Flyvbjerg, Alexander Budzier and Daniel Lunn is based on the large database, which analyzed 95 large Chinese road and rail transport projects, and 806 other transport projects.
Dr Ansar commented: “It is a myth that China grew thanks largely to heavy infrastructure investment. It grew due to bold economic liberalisation and institutional reforms, and this growth is now threatened by over-investment in low-grade infrastructure. The lesson for other markets is that policy makers should place their attention on software and deep institutional reforms, and exercise far greater caution in diverting scarce resources to large-scale physical infrastructure projects.”
The conclusion is that massive infrastructure investment programmes are not a viable development strategy for developing countries such as Pakistan, Nigeria or Brazil, which dream of using China’ model of economic development.
If not viable for Mainland China, can it be sustainable in Tibet?
Though the risks are the same, large scale tourism development in Tibet, i.e. The Disney Land of Snows, justifies heavy infrastructure and though not explicitly mentioned, the ‘defense’ of the borders needs is present in the minds of the planners in Beijing, which knows of the importance of 'dual use' of infrastructure on the plateau. See my previous posting.

New tourist packages
In a recent article, Kangba TV quoted Lhasa Transport Industry Group, Tibet's largest passenger road transport company, about the opening of direct routes/packages to scenic spots in Tibet on May 1.
According to the Group, nine regional and six inter-provincial tourist routes will be launched by the company in the next three years.
The list of the tours gives an indication where the infrastructure development will take place in the coming years.
(Note in Tour No 10, China is planning a Lhasa-Kashgar trip via Western Tibet and the Aksai Chin Road. Should not Delhi object to the flocks of tourists crossing the Indian territory?)
A quick glance at the tours itinerary shows that Western Tibet will be one of the focus of development in the years to come.
Interestingly, a promotion meeting, with the theme of 'Secret Area of Western Tibet, Ngari in Heaven”, was held in Beijing on May 24.
Xinhua reported: "Ngari Prefecture in Tibet Autonomous Region has long attracted myriad tourists coming from afar with its unique tourism resources. In recent years, according to the strategic deployment about building Gangdise international tourism cooperation zone, as well as the rapid development of self-driving travel in Tibet, Ngari has increasingly become a destination selection of self-driving travelers."
More infrastructure in the pipeline.
In fact, Plans 7, 8 10 will take the tourists close to the Indian borders of Uttarakhand, Himachal Pradesh and Ladakh.
India should watch (and act).

The Fifteen Proposed Packages/Tours

• The first one is the 500km-long one-day tour of Namtso (Lhasa-Yangbajain geothermal hot springs-Mt. Nyanchen Thanglha-Namtso-Lhasa).
• The second one is the 220km-long one-day tour of Yamdrok Yumtso.
• The third one is the 1,414 km-long circular tour of Lhasa, Nyingchi and Lhoka
• The fourth one is the 336km-long one-day circular tour of Lhoka (Lhasa-Samye Monastery-Yumbulakang-Yarlung Tsangpo-Lhasa Kongkar Airport-Lhasa).
• The fifth one is the 1,480km-long three-day tour of Mt. Chomolungma or Mt. Everest (lasting for four days and three nights).
• The sixth one is the 442km-long one-day tour of Karu la Glacier (Lhasa-Yamdrok Yumtso-Nagartse County-Karo la Glacier-Lhasa).
• The seventh one is the 3,276km-long Lhasa-Ruins of Guge Kingdom line (lasting for nine days and eight nights).
• The eighth one is the 916km-long Kyirong-Purang line.
• The ninth one is te 60km-long Dadong scenic spot line.
• The tenth one is the 6,918km-long Lhasa-Kashgar line (lasting for seven days and six nights).
• The 11th one is the 4,024km-long Lhasa-Xining line (through Xining-Golmud-Lhasa highway for five days and four nights).
• The 12th one is the 5,380km-long Lhasa-Chengdu road in Sichuan province (through for 11 days and ten nights).
• The 13th one is the 4,564km-long Lhasa-Xining line (from Xi’an to Lhasa, passing by Gansu and Qinghai provinces for five days and four nights).
• The 14th one is the 4,804km-long Lhasa-Chengdu line (through Northern section of Sichuan-Tibet highway for eight days and seven nights).
• The 15th one is the 3,514km long Lhasa-Lijiang line (through Yunnan-Tibet highway for six days and five nights).

The Lhasa Transport Industry Group concludes: “Direct routes to and in scenic spots around Lhasa will be gradually launched if the pilot operation goes well.”

China sends a veiled threat to India

China Tibet Online published a strange photo feature titled, Sacred mountains and lakes witness of China-India relationship.
The article sounds like a warning to India.

The first photo shows the historic Kingdom of Guge in Ngari (Western Tibet). The caption says: “When coming to issues regarding the borderlands between China and India, many people will think about ‘Southern Tibet’ which actually includes Tibet’s Nyingchi, and a part of Lhoka.”
Let us remember that China’s 'Southern Tibet' engulf the entire Indian State of Arunachal Pradesh.
The caption continues: “There is a place which maybe makes India ‘feel restless’, it is the Ngari Prefecture. Many actions that the Chinese government has taken in the Ngari can lead to India’s criticism.”
Why should India feel restless?
Why should India ‘criticizes’ China’s policy in Ngari, considering that it is one areas which has received less attention from Beijing …so far.
There is however no doubt that in the years to come, Lhasa (and Beijing) will develop Western Tibet on a large, bringing millions of tourists with the attendant infrastructure close to India’s borders.

The second picture reinforces the warning.
It shows and artillery regiment practicing in Ngari sub-sector of the Tibet Military Area Command (photo may have been taken somewhere else): “From what can be observed on the map, Ngari is an important gateway in China’s southwestern borderland region. The straight-line distance from the Zhada County [Tsamda Dzong] to India’s capital city of New Delhi is just 500 kilometers, which possesses a very important strategic positioning,” says the article.
It really sounds like a threat.

The third picture shows devotees in the Ganga. The caption says: “Apart from the fact of the close distance, India’s Ganges River, the river that is crucial to India’s life and passes through the most fertile lands and the most populated areas in India, originates from Ngari. In Tibetan language, the upper reaches of the Ganges River are called the “Majiazangbu” [Mabja Tsangpo] which means ‘the peacock river’ [from the peacock’s mouth]”.

Next image shows a statue taken in front of the Kunsha Airport in Ngari “which symbolizes the landmark shapes of the four rivers. There are four big famous rivers in the Ngari area which are respectively named as ‘the Horse-spouted River’ [Brahmaputra], ‘the Lion-spouted River’ [Indus], ‘the Elephant-spouted River’ [Sutlej] and ‘the Peacock River’ [Ganga], according to the shapes of the headwater mountains.”
What is the message for India?
There is no doubt that in controlling the rivers of Tibet, China has a great advantage on the downstream nations, India in particular.
India knows it and has to live with it, while reminding China from time to time, that these rivers are ‘shared’ resources, not belonging to the upstream State only.

Then a picture a hydro-power station on the Indus, near Ngari town; the article comments: “The four big rivers are the headwaters of China’s Yarlungzangbo [Yarlung Tsangpo or Brahmaputra] River as well as India’s Ganges River and Indus River. India used to criticize China constructing hydro-power stations.”
China does not ‘criticizes’ China, but just wants to be informed on what is going on ‘shared’ rivers, which are not the unique property of China.

The next photo depicts a beautiful highway in Ngari area: “As an important passageway in the southwestern border area, Ngari has been developing rapidly in recent years. The state has continuously established infrastructure in Ngari including transportation, hydro stations, communication etc.”
There is no doubt that in the next 5 years, China will concentrate its energies in developing Western Tibet with serious implications for the security of India’s borders. I already mentioned on the blog, the improvement of the NH219, the ‘Aksai Chin road’ connecting Western Tibet and Xinjiang, which has already started.
It seems to be ‘the priority’ for the Lhasa government, now lead by Wu Yingjie, but also for a restructured PLA.
Let us not forget that the entire Tibetan plateau is now under ONE Command, the Western Theater Command and the powers of the Tibet Military Command have been greatly enhanced in the recent months.

Then there is a photo of Mount Kailash. The caption notes: “The Chinese government always advocates for a good direction for the relationship between the two countries. China and India have a long friendship history especially with exchanges in the regard of Buddhism. ‘The sacred mountain’ within Ngari, Mount Kailash, is also considered to be at the center of the world by Tibetan Buddhism, Hinduism, the Tibetan Bon religion as well as ancient Jain.”

Amazingly, one gets to see Shiva, “Kailash is the resident place of the highest god, Shiva, who is regarded as the ‘destroying god in Hinduism. The third eye on the forehead of Shiva can spit out flames that turn everything on Earth into ashes.”
Though it is good that China admits that the ‘highest Indian god’ resides in Tibet/China, it is a bit surprising to see the masala, of military, infrastructure and religious pictures in the same article.
Then there is a photo of pilgrims performing the parikrama around the Kailash “always surrounded by white clouds which makes it very difficult to see its real look. Every year the faithful Buddhist pilgrims from India, Nepal, Bhutan and Tibetan-inhabited areas in China come to the foot of the sacred mountain. They circle the mountain, knock their heads on the ground and pray, all is for the purpose of receiving providence and being able to see the mountain peak,” says the China Tibet Online.
Incidentally, the same article appeared in Chinese, but without the photos (at least the article I saw).

You can’t have Kailash without the Manasarovar; the website explains: “To the south of Mount Kailash, there is a sacred lake called Lake Manasarovar which is also considered as the resident place of gods by the religious followers. The lake water is formed by the melted snows of Mount Kailash which runs in different directions, therein forming the Horse-spouted River in the east [Brahmaputra], the Peacock-spouted River in the south [Ganga], the Elephant-spouted River [Sutlej] in the west and the Lion-spouted River in the north [Indus]."
The last picture shows Indian pilgrims at Nathu-la (Sikkim) on their way to the Holy Mountain, “after they circle Mount Kailash they will come to the lake to bath, and in this they purify their souls and wash away sins.”

This type masala (military, religion, diplomacy, etc.) is rare in the Chinese press.
The article definitively contains a veiled threat to India: China is going to develop the area on a mega scale, and India should not feel 'restless' about it and should not ‘criticize’ China.
The message is perhaps: India should feel restless.
Coincidentally, China Military Online announced that General Fan Changlong, the senior vice chairman of China's Central Military Commission (CMC) recently visited the Xinjiang Uygur Autonomous Region and the Tibet Autonomous Region.
During his ‘inspection to frontier defense units’, he urged the PLA troops to resolutely safeguard the security and stability of China's western border areas. The general visited the troops stationed in Hotan, Ngari and Shigatse, “where he talked with soldiers, inspected defense facilities and logistics support conditions of the companies. “
Speaking to the troops, he said that with harsh natural conditions, the Western Theater Command is undertaking arduous and heavy tasks.”
He mentioned “the construction of installations and facilities for war preparation, training and living in frontier defense units should be accelerated."
He was accompanied by General Xu Fenlin, deputy chief of the Joint Staff Department, Lt Gen Liu Lei, Political Commissar of PLA Army, and Gen Zhao Zongqi, commander of the Western Theater Command. Though not mentioned Lt Gen Xu Yong, the boss of the Tibet Military Command must have been around.
Is it another message for India?

New Roads to Tibet for 2014?

Ladakhi Traders in Gartok in the early 1900s

As the New Year starts, The People's Daily reports that during a recent Economic Working Conference of Tibet Autonomous Region, it was announced that the track-laying process for the Lhasa-Shigatse railway had been completed and the line will be opened to traffic in 2014.
The Chinese newspaper asserts: "The Lhasa-Shigatse Railway is the extension line of Qinghai-Tibet Railway which is the world's highest railway. Its construction was started in 2010 and the total length of the railway is 253 km. It is planed that the railway starts from Lhasa in the east and ends up in Shigatse, by way of several stations including Tohlung Dechen, Chushur, Nyemo, Rinbung and Panam."
The People's Daily draws a parallel with the construction of Metok highway which ended "the history of China's last [county] inaccessible by roads". The Communist mouthpiece adds: "the high-level [sic] highway connecting Lhasa and Nyingchi has been under construction." Further, the number of cities linked by air has increased from 9 to 48.
After reading this, I came across a report written in the wake of the Younghusband expedition to Tibet in 1904. The British Colonel had sent a fact-finding mission, led by Capt. C.G. Rawling, to Western Tibet, (north of today's Uttarakhand and Himachal) to explore the possibility to open 'trade routes' between British India and Tibet.
In his report, (The Gartok Expedition including the Brahmaputra, the Sutlej and Indus Valleys and that portion of Tibet which lies tot the West of Gyantse), Captain Rawling of the Somersetshire Light Infantry, describes what needs to be done by the Government of India to open up (and secure) its borders with Tibet.

Trade routes into Western Tibet from India with comparison and suggestions.
Western Tibet is by no means a closed country to the natives of the southern slopes of the Himalayas, and these people pass in and out by many paths and many passes.
The principal roads are:-
(1) From Srinagar (Kashmir) through Leh, Ladak, up the Indus Valley to Gartok, and so to Lhasa by the chief road in Tibet. This road is mainly patronised by Ladakis, Kashmiris, and men from Chinese Turkistan.
(2) From Kulu over the Shangrang La, into the Chumurti country, and from thence to Gartok.
(3) From Simla, up the Sutlej valley to Shipki, through the Chumurti country or up the Sutlej, to Gartok.
(4) From Badrinath over the Mana Pass (17,890) to Toling.
(5) From Almora through Jashinath and Niti, over the Niti Pass (17,000) to Gartok.
(6) From Almora through Milam, over the Untadhaura Pass (17,590 feet), to Gartok.
(7) From Almora. up the Kali river valley, over the Lipu Lekh 16,750. to Pu-Rang and Gartok.
As it is absolutely necessary that one or more good roads be constructed alone trade routes from India into Tibet, a comparison between each of these roads is here made in order that the best may be chosen...

Today, 110 years later, most of these roads are closed (except no 3 and 7)which have been reopened in a small way in the 1990s).
After giving more details on the trade opportunities and the length and difficulties of each route, Rawling concludes:

To sum up therefore I recommend the following:

The immediate completion of the Simla-Shipki road. This should be taken in hand at once, and should be completed before the Tibetans have time to change their minds as to the reading of the Lhasa Treaty [signed by Younghusband in Lhasa in 1904 to open up Tibet to Trade].

Crossing the Sutlej near Shipki (Sven Hedin)

II. The construction of the Almora Lipu-Lekh road. This is most important, as it strikes directly at the main road of Tibet, that between Lhasa and Gartok; besides leading straight to Manasarowar and Kailas Parbat. [the Indian pilgrims going on the Kailash Yatra will suffer again in 2014 on this road, if the  Yatra is not canceled like in 2013]

III. As soon as the two roads mentioned above are finished, the Niti Pass road should be made, and as it can be done at a small cost, it will well repay the expense. The completion of this road will enable the traders and pilgrims to enter Tibet by one route. and return to India by another.
A glance at the map will show how every district of Western Tibet will be reached with ease by traders from India if these paths are turned into roads suitable for mule transport.
The Leh road from Kashmir taps the Rudok district and the Indus valley.
The Shipki road passes into the heart of the Chumurti country.
The Lipu Lekh road runs into the Purang valley, the Manasarowar Lake basin and the head waters of the Brahmaputra.
Both for political and commercial reasons, I consider that advisable to construct these roads with as little delay as possible. for the Tibetans, since the defeat of the Kashmir General, Zorawar Singh, in 1842, have always believed themselves invincible, and though they have probably changed their opinion since the entry of the Tibet Mission into Lhasa, yet it is certain that, if there are no good communications into the country from India, the priests will attempt to shut up the country again. These roads could never be of any value to the enemies of the Empire, for the land to the north forms a far more serious obstacle to cross than any part of the Himalayas.
Post and telegraph distances to Gartok from Simla by different routes.
Simla to Gartok via the Sutlej valley and Shipki.
Simla to Poo [Kinnaur district], 18 marches. At Poo, there is a British post office with a weekly post. From Poo to Shipki, 2 marches.
From Shipki to Gartok, 12 marches. Total number of marches from Simla to Gartok, 32 marches or about 350 miles. Time for a letter to reach Gartok from Simla. about 15 days.
Srinagar to Gartok via Leh.
Srinagar to Leh 18 marches or 250 miles;
Leh to Gartok, 18 marches or about 200 miles. Total from Srinllgar, 36 marches or 450 miles.
From Simla, the post takes three days to Srinagar and five to Leh, and from Leh if a dak was arranged eight days; total from Simla 16 days. Leh, however, has a telegraph office, so with changes of ponies, a telegram would reach Gartok in seven or eight days by this route.
Gyantse to Gartok 51 marches, or a total distance of 697 miles.
This distance is covered by the Lhasa. Government's messengers in 19 days.
Gyantse, however. is distant from Simla about nine days by post, therefore a letter will take from Simla 28 days. At Gyantse, however, there is 91 telegraph office, consequently a telegram to Gartok by the route should only take 19 days.
The Gartok-Simla line via Shipki is, however, the safest of these routes for the present, but delays are likely to occur in winter on account of the passes being deep in snow. Should Thakur Jai Chand, Trade Agent at Gartok, require to forward an important communication to the Indian Government, it would be advisable to send a. duplicate letter via Gyantse. This, however, should be well sealed, for if it contains news regarding the Lhasa. Government, it will probably be tampered with on the road.

A great program!
Of course today, trade with Tibet is not the first preoccupation of Government of India, but if, for defense purpose, some of these 110-year projects could be taken up by the Border Road Organization, India would have made a Great Leap Forward to defend its border ... and eventually to reopen the old trade and pilgrimage route in Tibet.
It should not be so difficult. India and China are friends: aren't they?
In the meantime, China continues to rapidly develop the infrastructure on its side of the Himalayas.