Low Graphics Site
White bar
.: Latest News :. .: News in Pictures :.
Daily SectionMarker

Misc SectionMarker

Horoscope Recipes Weekly SectionMarker

Weekly SectionMarker



Pakistan's Internet Magazine
Herald
Dawn GroupMarker

Archive, Search, Feedback & HelpMarker

Weather

Dawn Classified



FrontPage National International Local Business KSE Forex Sports Editorial Opinion Letters Features Today's Cartoon TV Guide Cowasjee Ayaz Irfan Hussain Review Dawn Magazine Young World Images Dawn Group Subscription To Advertise

DINA
DAWN - the Internet Edition


October 2, 2005 Sunday Sha’aban 27, 1426
Features


Does city really have transport culture?
Welcome to the strangest show on earth
Durand Line: fencing or redrawing?
Rising prices and road closures



Does city really have transport culture?


IS there a transport culture in Karachi? Is there a decent transport culture in this metropolis? Respectable, reliable, economical? So many questions came to my mind as I read the thought-provoking story in Dawn of Sept 27 which said that “UTS fails to change transport culture.”

  I would like to suggest that Karachiites must have read that story with sadness. A familiar sadness which must have made them wonder why transport schemes for the common man do not work. In passing, one could mention the Karachi Circular Railway and the Mass Transit Programme. But those are other tales for another day.

   As there can be no disagreement or doubt about the woeful paucity of decent public transport, which has led to the distorted, perverted growth of a number of private cars and other transport means in the city’s shrinking space for driving, it is another harsh blow for the public to know that the Urban Transport Scheme launched by the transport department of the city government is failing, not delivering at all.

  See what this story reveals. The Urban Transport Scheme has failed to attract transporters (to invest, one presumes) and the number of buses operating in this scheme has gone down from 300 to 250 in the last few months.   Most citizens who understand the agonies and the humiliation of men, women, and children who travel by public buses, would be able to perceive that even the removal of a single bus of any given route means an extension in the unhappiness of the commuter.

  Car owners may not appreciate this point. It means still more of waiting time, or using the option of a rickshaw or taxi, which in turn means that the travel cost goes up. In this day and age of rising fuel costs, this means a further drain on one’s fixed income.

Sometime the thought that there is an appallingly unrealistic minimum fixed wage for those at the lower end of the ladder does cross the mind when it looks at the problems of public transport that we battle with.     Transport culture — more than simply messy if one were to try and describe it. Rather chaotic. Perhaps that would be a better description. So the thought that an Urban Transport Scheme being launched appeals as a good idea. But then a Green Bus Company would up its operations in Karachi “as its management failed to resolve its internal problems.” Strange internal problems!

  The buses that were acquired on the basis of a loan were seized as reportedly the schedule of payments was not followed.

   A thought that crosses the mind here relates to the theory that all public transport systems would be profitable ventures in a context where the passenger traffic is forever growing in this society. Then how and why is it that such ventures as the ones indicated by the UTS do not succeed. Is it a management problem? Can’t the city district look after a  transport scheme? Can’t the owners of these vehicles ensure that they get their due returns? Why is the economics unmanageable?

  The worrisome aspect of the UTS is that services of the other bus company, called the Trans Livia, (the name sounds modern and ambitious) in this network are currently suspended. It had earlier been operating 25 large buses, and all these new buses looked good on the roads of Karachi. It gave one the feeling that finally there was attention being paid to the neglected transport culture of the Sindh capital.

  Mr Mohammad Athar, DDO transport and communications, has been quoted as saying that the Trans Livia failed to return the instalments that were due, and defaulted, and hence the buses were seized.   Another news report, carried by an English daily, said that three UTS bus services of the Trans Livia have been suspended in Karachi due to bankruptcy that has created public difficulties on a large scale. What has also happened is that the staff faces retrenchment.

  The three routes that have been closed down are said to be UTS 19, UTS 21, and UTS 24. And one can imagine that hundreds and hundreds of Karachiites have been affected by this closure. It makes one wonder about the magnitude of their suffering. Not just the hardships and harassment of finding some alternative transport, but also of being able to foot the bill.

 Indeed this is one of the faces of transport culture in Karachi. Another one, that is related to traffic accidents that are caused when public transport buses meet with ghastly and fatal accidents on the  Indus Highway or the Super Highway, or some other such highway in the country. Scores of people died in just a couple of accidents on Sunday and Monday. About half a dozen grim accidents took place on these highways over the last week. The quality of driving and the fitness of vehicles are two of the big question marks that have remained integral to the transport culture we have.    Yes, all this is integral to the transport culture, and the thought that arises relates to the role and contribution of traffic police in all the whole affair. What is the role of the police when it comes to maintaining discipline and efficiency of drivers? What is their contribution when it comes to the fitness of the vehicles, especially public transport vehicles?

Public cynicism on this count too is widespread. One citizen who frequently travels by public transport made a very interesting observation yesterday when he said that “the footboard of a bus, as per rules, should be six inches high from the ground level. It is actually over 18 inches which makes it risky to get off the vehicle. No one bothers. These small aspects reflect the attitude and working of the concerned authorities.”

   As Ramazan begins in a few days, Sindh Home Minister Rauf Siddiqui has asked the city police chief and DIG Traffic to ensure that traffic laws are not violated and errant drivers are checked. He has taken notice of the “increasing traffic violations, especially at traffic signals.”   It would be interesting to see the quality of the work that the traffic police will put in as the thought of traffic jams in Ramazan has already begun to make citizens jittery and  apprehensive.

  Let me end on this note wherein it has been officially stated that those drivers who would violate traffic signals would be detained in a police lock-up for at least eight hours.

  And in Ramazan, we presume!!

Top



Welcome to the strangest show on earth


By Jonathan Watts

PYONGYANG: Roll up! Roll up! It’s show time in the twilight zone that is North Korea. Take your seats for one of the greatest, strangest, most awe-inspiring political spectacles on earth. Forget the nukes, forget the poverty, forget the reclusive reputation; this country is going to entertain you like you have never been entertained before. All welcome — even American imperialists and journalists.

In what may prompt the biggest influx of foreigners in North Korea’s history, its “Great Leader”, Kim Jong-il, is inviting the outside world to a party: the Arirang mass gymnastic display. The impoverished country has not only opened its doors to the event, which runs until mid-October, it is subsidising visitors to come through. Its ageing fleet of Tupolevs is offering several free flights from Beijing. Diplomats around the world have been selling tickets. Hotels in Pyongyang have never been so full.

Yet North Korea is pathologically suspicious of outsiders. In this country of 23 million people, there are only 300 foreign residents. Normally, there are so few visiting tourists and business people that overseas consular and Koryo airline offices are empty. Arirang, however, is part of a propaganda offensive on a scale that would make a big-spending Hollywood mogul envious. The stage is the 150,000-capacity May Day stadium in Pyongyang, and the cast is 100,000 strong. The performance is a technicolour mix of entertainment: a floorshow by 1,000 dancers; a military tattoo; a martial arts display; hordes of waving, smiling children; an aerial ballet by dancers on bungee ropes.

The most breathtaking element of Arirang is the backdrop — a giant human mosaic that forms elaborate panoramas of mega cities, slogans and cartoons. More than 30,000 children form a flip-card unit working so quickly that some pictures appear to be animated.

It is an awesome product of political control and economic weakness. Starved of energy, and economically retarded, the only resource North Korea has in abundance is its people — and they are often employed in places where richer countries would use electricity. Just as policewomen direct Pyongyang’s traffic rather than automated lights; in Arirang, tens of thousands of children are used to create a giant screen.

Even at the height of Soviet power, Moscow would have struggled to choreograph such a mass performance. The politics are surreal. The “prosperous fatherland” reads one giant banner above a mosaic of ploughing tractors — no matter that almost all farm work is done by hand because vehicles and fuel are in such short supply. “Green revolution” reads another, over an image of bumper crops, despite the fact that the nation has not been able to feed a third of its people for a decade.

Rather than crude propaganda, North Koreans see it as a counterattack against the powerful weapons employed by Hollywood and the western media. “The US imperialists are trying to stifle us. They create a negative image of North Korea. I hope Arirang helps to counter that,” Song Sok-hwang, the display’s director, told the Guardian. It is also a form of social control. Mobilising 100,000 people for months of training and performing keeps the population occupied and reinforces the impression of a strong state and a government firmly in control. One German observer whispered that it was frighteningly reminiscent of Hitler’s mass rallies.

But Arirang is more than that. As well as being technically astonishing — one foreign defence official said the military drills were the best he had seen — it is emotionally compelling. Mythologised or not, the story of the Korean peninsula is a genuine tear-jerker. Over the past century, it has been brutalised by Japan, devastated by war, divided by superpowers and plagued by famine, floods, dire leadership and a political system at odds with the rest of the world.

This makes the message more complicated than that of the rallies by the Third Reich or the Soviet Union. Despite the bravado about having an “army that no enemy can match”, the overall tone has changed from the last Arirang in 2002. It is less belligerent. One section features the “reunification train” — a reference to the new railway across the demilitarised zone (DMZ) which opens this month.

There are small signs that even North Korea may be moving in a direction that will make it harder to organise events such as this in the future. Hawkers are increasingly visible on the streets, suggesting that some people are becoming more economically independent and presumably less inclined to give up their time for mass events. More cars and fewer blackouts suggest that the energy situation is improving, which may one day mean more reliance on machines and less on such mass people power. Warming relations with South Korea have already brought billions of dollars of investment, tens of thousands of tourists and the railway — all steps towards a reunification that would remove the atmosphere of tragedy that gives the performance its emotional tug.

North Korea’s cultural and political purity are also under challenge from the influx of South Korean visitors — there are rumours that cross-DMZ romances are a new source of headaches for the government — and the growing Chinese influence. The markets are full of Chinese goods. Every new busload of affluent Chinese tourists screams out a message that North Korea is missing out on the spectacular economic growth in East Asia. “It’s a bit of a nostalgia trip to come here,” said a sightseer from Beijing. “It’s just like China 20 years ago.” As is always the case with North Korea, nobody is exactly sure of the motives for the event. But it comes at a time when the stars of the North Korean political firmament appear to be coming into an unusual alignment. Last month saw a breakthrough in the three-year nuclear stand-off with the US.

In a fortnight, Pyongyang will hold a huge rally to mark the 60th anniversary for the founding of the Workers’ party, prompting speculation that Mr Kim will announce his successor. Stalled talks with Japan are expected to reopen soon. But this does not mean that the world’s worst-understood and least-loved nation has finally succumbed to globalisation: it may even be part of a step back towards the disastrous self-reliance policy of the past. While the country is welcoming more tourists, international food and medical aid groups have been told to leave by the New Year. North Korea insists this is because it is now ready to stand on its own feet and that future aid must come in the form of economic development. For that to happen on a large scale, concrete progress will have to be reached in the six-party nuclear talks. This is far from assured. But while the country waits and wonders what is in store for it next, the tough talk is being mixed — for the next two weeks at least — with an invitation to party. —Dawn/The Guardian News Service

Top



Durand Line: fencing or redrawing?


By A.R. Siddiqi

A FOREIGN Office spokesman stated at a recent press briefing that Pakistan’s position on the Durand Line was ‘very clear’. The line, an internationally recognized border between Afghanistan and Pakistan, ‘is not subject to any controversy’.

He went on to ask his audience to ‘pick up any atlas of the world to find it for himself where the border lies’. A cogent but essentially facile argument, as world atlases, regardless of their authenticity, may have little relevance or use for countries concerned with certain border issues.

World atlases need not conform even to the geo-political and operational maps of the countries concerned. For example, such small indentations as the Berubari Union in the erstwhile East Pakistan remained a bone of contention between India and Pakistan till the very end.

Kashmir appears differently in different world atlases, practically to obliterate the dividing line - LoC - between the two segregated parts of the prepartition state of Jammu and Kashmir. Thus, reference to ‘any’ world atlas as a defining document can be easily disputed to complicate the issue.

According to the spokesman, fencing the line involved only some ‘segments’ of the Pakistan-Afghan border as internationally recognized. Even the use of the term ‘border’ could create problems being different from the official description of the dividing line at Torkham as ‘the Frontier of Pakistan and Afghanistan’.

The Penguin Dictionary of Geography defines ‘boundary’ as the ‘line of demarcation, real or understood... And of legal or no legal significance...’ Frontier, on the other hand, is ‘that part of the country or other political unit which (con-)fronts or faces another country - sometimes applied to the actual boundary....’. (The Durand Line: its geo-strategic importance by Dr Azmat Hayat).

The delineation of ‘segments’ along the 2,500-km-long rugged terrain alone might well turn into a cartographic duel, each side pressing its own claim to a certain piece of overlapping real estate perceived to be more on its side.

Kabul delayed its response either for against the Pakistani initiative. Not that the Afghan government has not been for a change in the 100-year old territorial status quo. On the contrary, it has persistently questioned the status of the Durand Line ever since the final exit of the British, the only co-signatory of 1893. The end of British rule signified the end of the Anglo-Afghan Agreement on the Durand Line.

Whatever be the status of Pakistan as the successor state inheriting the mantle of the outgoing imperial power under international law, Afghanistan was under no obligation to recognize that. Hence, Afghanistan’s single negative vote against the admission of Pakistan into the UN. Afghanistan laid its claim to a huge swath of trans-Indus territory right upto the Attock Bridge.

Pakistan’s offer to erect a fence all along the Durand Line (or only to some of the ‘segments’) is impetuous as well as unnecessary. Foreign Minister Khurshid Kasuri, in an uncontrolled display of irritation over Kabul’s allegations regarding Al-Qaeda / Taliban incursions from the Pakistan side, said: ‘Pakistan has nothing to hide. We are fed up with people (Americans and Afghans — parenthesis added) who say Pakistan has to do more to counter terrorism.’

That was in New York on Sept 13. About the same time, President Pervez Musharraf in his 75-minute meeting with Secretary of State Condoleezza Rice offered ‘to fence’ the Durand Line to stop ‘incursions’. At the time these lines were written it had been over a fortnight since Pakistan’s unilateral offer without an appropriate response from Kabul.

However, a US State Department spokesman would not wait to welcome the Pakistani initiative without advising Kabul to reciprocate. A three-member US team led by Congressman Mark Wood also reportedly went to Peshawar to discuss the ‘issue’ of ‘fencing’.

As if the offer to Afghanistan to fence the border alone was not enough to revive the controversy about the international status of the Durand Line, a most astonishing statement came from the NWFP Governor Khalilur Rahman. He stated that the line as ‘demarcated’ by the British in 1893 had ‘expired’ in 1993 on the completion of 100 years. He even advised the president to contact the Afghan government for extending the agreement.

The governor’s statement was followed by the usual note that he was misquoted. But the damage might have been done.

Fencing the line would virtually amount to re-drawing the border. Where and what exactly be the ‘segments’ to be mutually identified and marked for fencing? Furthermore, who would determine the exact relocation of the boundary pillars? Most importantly, would the project be bilateral as between Pakistan and Afghanistan or tripartite with the tribal areas involved added to the process?

Dr Azmat Hayat in his doctoral thesis points out ‘several ethnic absurdities’ in the demarcation of the Durand Line. Certain places marked on the Durand map did not exist on the actual ground. What he calls the ‘worst blunder’ committed was the boundary dividing the Mohmand tribal area into two separate parts, thus upsetting tribal homogeneity. Much the same mistake was committed in Waziristan and other tribal areas straddling the Pakistan-Afghan frontier.

The writer is a retired brigadier of the Pakistan Army.

Top



Rising prices and road closures


IT’S that blessed time of year again when the faithful fast for a month, offer prayers and seek the Almighty’s forgiveness for their sins and excesses in this life. Unfortunately, that’s not true for everyone; there are many who see the holy month as an opportunity to profiteer, and to fleece the already inflation-ridden ordinary mortals. As every year, the government this time, too, has promised to crack down on such unscrupulous elements, but you know only too well what to make of such promises.

There has already been a hike in the prices of everyday items in what is called the ‘open’ market. Rates for meat, poultry, dairy products, edible fats, green grocery, you name it, have all gone up in anticipation of Ramazan. The government plans to set up special bazaars where, it is said, a subsidy of up to five rupees will be offered on kitchen items but that, too, is linked to market prices that often go skyrocketing without a warning.

The rise announced on Friday in petroleum prices is bound to have a further debilitating effect on the pockets of those having a fixed income. How, for instance, are you going to convince the transporters not to raise passenger fares and cargo tariffs when, at the same time, the wealthy oil companies have been allowed to pass on the burden of rising crude oil prices in the international market to the people?

The prime minister was admittedly not aware that his government had no representation on the oil companies’ advisory board that reviewed petrol prices every fortnight. That said, he did not say as to what he planned to do about it. Is Mr Aziz, charting foreign waters with a large entourage, as we speak, aware of the fact that the same advisory board has gone ahead and increased petrol prices while he has been away?

This is hardly the way to greet the holy month or prepare for Eid in a country where an increasing number of people are being pushed to live under the poverty line. The eight-plus per cent growth rate achieved in the last fiscal year has yet to show any trickle-down effect. What has trickled further down so far is more people joining the ones living in abject poverty.

* * * * *


JUST what is wrong with those managing the affairs of the Defence Housing Authority? Arguably the most precious of the city’s localities, the DHA, it seems, is marred by arbitrary decision making. Because it happens to be within the precincts of the cantonment, there are no representative local bodies and thus little accountability of those effecting decisions in their unchallenged wisdom.

The roads have been dug up once again for the stated purpose of broadening them to accommodate the increased number of vehicles. This is not the first time such a plan is being implemented. The DHA was not supposed to have more than three phases when it was built back in the 1980s, and that decided how much land was allocated to roads and thoroughfares. Today it has six developed phases and three more are planned for the near future, with no adequate provisions made to provide direct access to the new phases, which has overburdened the existing road infrastructure.

There are also other irritants that cause nerve-wrecking traffic jams during rush hours. The police barricades set up on the main thoroughfares are a major obstruction which is not to be seen elsewhere in the cantonment. At the same time that fit called ‘beautification’ is taking its toll, with new concrete slabs replacing the existing ones for the median for no reason whatsoever. The work has been going on for over a month now and there is no end in sight.

The latest in the series of ill-thought blockades is also the closure of roads leading to tertiary colonies after 11pm. In the late 1980s, it took the high court to order the DHA to allow residents of Maryam/Nishat Colony, for instance, to use the adjacent Sector D road for commuting to and from their homes. The unfair restriction of movement now clamped on the residents of these localities after 11pm are in clear violation of that court order.

The underlying assumption that the so-called ‘criminals’ or undesirable elements enter the DHA only from the low-income tertiary localities is totally unacceptable to a civilized mind. You simply cannot sit on judgment on your neighbours who are seen as disadvantaged, and thus not likely to cause a ruckus because they may not be well-connected. ‘Enlightened moderation’, if nothing else, demands that this garrison mentality be curbed forthwith.

There are other ways to check crime. For instance, residents entering or leaving the DHA or tertiary colonies late at night could be issued special vehicle stickers, and visitors required to carry an entry pass, etc. But all this is a civilized way of problem solving which is not enough of a kick for those managing the DHA’s affairs.

* * * * *


THERE’S much good that will come to the people living on both sides of the border by the opening of a Lahore-Amritsar bus link. Located just 32 miles east of Lahore, Amritsar has been a sister-city, road links with which were severed following partition. The bus service will facilitate hundreds of Sikhs coming to visit their holy places on this side of the border, and also give the few remaining senior Pakistanis the opportunity to visit their hometown after all these years. No one would have been happier on the development than the late Sufi Ghulam Mustafa Tabassum or, indeed, Saadat Hasan Manto.

Before independence, Amritsar was known for the rich variety of its handloom and even industrial cloth, paparrs and laddoos. It was also known for its Muslim intellectuals and generally better educated Muslim women. Dr M. D. Taseer and Faiz taught at the city’s MAO College in the years preceding independence. This was the time when Maulana Abul Kalam Azad came to visit them from Delhi at least once a month. Historically, too, Amritsar is an important place; there is no dearth of Pakistanis wishing to visit the Golden Temple, from whose water tank the city derives its name, and the Jallianwala Bagh — the ultimate symbol of Punjab’s resistance to the colonial rule. — OBSERVER

Top



Top of Page





Seprater
Contributions
Privacy Policy
© DAWN Group of Newspapers, 2005