Last week, I published a short essay for the 9DashLine.com on the current India-China border standoff.
There is still a lot of difficulty in understanding what is happening on the Sino-Indian border because of patchy and contradictory reporting, mostly based on sources in New Delhi Thus any analysis has necessarily to be quite preliminary and tentative. As of today, citing government sources, one media report said, “there are close to 10,000 soldiers of China’s People’s Liberation Army (PLA) on Indian territory.” It should be noted though that other reports have suggested fewer numbers.
For the full essay, click here.
The current series of incidents started on 5 May, when around 250 Indian and Chinese military personnel clashed at Pangong Tso, a large lake in eastern Ladakh region. These were reportedly violent clashes, injuring several soldiers on both sides. Quoting a senior bureaucrat, one Indian media report said that some Indian troops were detained, but then released. But the Indian Army promptly denied this, though the detention story has continued.
In addition to Pangong Tso, there is also reported to be Chinese forces crossing the Line of Actual Control (LAC) further to the north, near the junction of the Shyok and Galwan rivers, though there have been no reports of confrontations here. A newly constructed Indian road runs along the Shyok river to the north, a critical supply line for Indian forces. Quoting an unnamed military source, China’s state-run newspaper, Global Times, said that it was India who crossed the boundary in Galwan and entered Chinese territory. Meanwhile, on 9 May, clashes also reportedly took place at Naku La Pass in North Sikkim, much farther to the east.
If China has indeed moved forward and built roads and checkposts beyond where it has traditionally had such facilities, India faces a fait accompli. New Delhi faces the choice of either escalating or accepting the new reality on the ground.
Initially, even the government assumed that these were merely fisticuffs and that the two sides were possibly engaged in the usual stand-offs that happen between these forces every summer. The Indian Army Chief even said, possibly to reduce tensions, that “aggressive behaviour by both sides resulted in minor injuries to troops post which both sides disengaged.” But it seems clear now that three different confrontations, hundreds of kilometres apart, is unlikely to be an accident. The large number of Chinese forces included also suggest some prior planning. In fact, a knowledgeable former Indian ambassador to China, Ashok Kantha, referred to these “incursions at multiple locations” as “worrisome.” He argued that China appears “to be physically changing the ground situation.”
Indian analysts are at a loss to understand China’s behaviour. A former Indian Foreign Secretary, Shyam Saran, suggests that China was warning India about its policies on COVID, Taiwan and foreign investment (India had recently changed foreign investment rules that may affect Chinese investments). Ambassador Gautam Bambawale, who was formerly Indian ambassador in Beijing, meanwhile argued that the current incidents could be related to India’s actions with regard to Jammu and Kashmir in 2019, when India split the Jammu and Kashmir state to form a new province for the Ladakh region, administered directly from Delhi. Ambassadors Saran, Bambawale and Kantha appear to also suggest the closer India-US strategic engagement as a factor. Most Indian analysts also suggest that China’s response was at least partly a response to India’s faster infrastructure building along the LAC. China has already built excellent infrastructure on its side, and India’s is still wanting, though it has dramatically improved in the recent past.
There have not been much of an formal response from India to the ongoing crisis. Commenting on the situation, on 14 May, India’s Ministry of External Affairs spokesperson Anurag Srivastava said that both countries see enormous importance in maintaining peace and tranquillity along the entire border. The spokesperson added that the problem is the difference in perception of the alignment of the LAC, suggesting that this “could have been avoided if we had a common perception of the LAC.” India has long suggested this, but China has balked, apparently fearing that this could lead to additional problems. What is worrying is that existing mechanisms to resolve such disputes do not appear to be working.
India and China have signed several agreements, including the Agreement on the Maintenance of Peace and Tranquillity along the Line of Actual Control in the India-China Border Areas (September 1993), the Agreement on Confidence Building Measures in the Military Field along the Line of Actual Control in the India-China Border Areas (November 1996), and most recently, the Border Defence Cooperation Agreement (2013), none of which appear so far to have helped in the current tensions. Even though these agreements are significant, there have also been problems with their implementation because many clauses in these agreements require both sides to limit their activities in reference to the LAC. In the absence of clarity on where the LAC is, it is very difficult to execute these agreements, even in the best of times.
India’s options are also severely constrained in dealing with this crisis. In the Doklam crisis, India moved to block China’s actions, forcing China to choose to either escalate or back down. China backed down, helped by India also backing away on the promise that China would desist from continuing with its road-building. This time, the shoe is on the other foot: if China has indeed moved forward and built roads and checkposts beyond where it has traditionally had such facilities, India faces a fait accompli. New Delhi faces the choice of either escalating or accepting the new reality on the ground, or possibly offering concessions (halting infrastructure development in the region, for example) in order to get China to recall its forces. New Delhi is not going to be happy with any of these choices. Irrespective of how this plays out, one thing is certain: India’s attitude towards China will only harden.
Showing posts with label ITBP. Show all posts
Showing posts with label ITBP. Show all posts
Monday, June 1, 2020
Friday, September 21, 2018
India Is Still Losing to China in the Border Infrastructure War - The Diplomat, 21 September 2018
In this week's column for The Diplomat, I write on the state of the Sino-Indian border infrastructure. In "India Is Still Losing to China in the Border Infrastructure War," I argue that a year after the Doklam crisis, New Delhi faces the same old challenges in this realm.
It has been a year since India and China ended the 73-day border crisis in Doklam. And for all the focus on the crisis itself and its implications for Sino-Indian relations, it is worth recalling that along their border, Doklam is arguably an exception where the Indian military may be perceived to have a slight advantage over the Chinese military because of its slightly better infrastructure there.
Relatively speaking, however, the infrastructure on the rest of the border is quite appalling. Indeed, unless India accelerates the pace of the physical border infrastructure build-up, New Delhi will face serious difficulties in any future confrontation with China.
For the full article, click here.
The Indian vice chief of army staff, in his statement to the Indian parliament’s Standing Committee on Defense, voiced serious concerns on the lack of adequate allocation of funds for the Army for 2018-19. He pointed to the “large number of Chinese strategic roads and infrastructural development along the northern borders” and made a case for bigger resource allocation, given that the sanctioned budget for infrastructure development was running massively short.
The current state of affairs with regard to the border infrastructure is the result of a flawed policy that was in place for several decades. The political, civil bureaucracy, and military leadership in India believed that building infrastructure in the Sino-Indian border area would actually compromise India’s security because it would facilitate any Chinese invasion.
In a testament to this line of thinking, the former defense minister, A.K. Antony, while addressing a function of the Border Roads Organization (BRO) in 2010, stated that “Earlier, the thinking was that inaccessibility in far-flung areas would be a deterrent to the enemies.” Acknowledging that this was an “incorrect approach,” he added that the government is now taking a number of measures to upgrade roads, tunnels, and airfields in the border areas.
Similarly, the BRO director general, Lt. Gen. A.K. Nanda, too went on record to say that the poor infrastructure in the border areas is by design but that “our approach has changed and we are building it on our capacity, modern equipment, and workforce.”
This policy underwent a change in 2006 with the Cabinet Committee on Security, a key policymaking body on national security issues within the government, taking a decision to develop 73 strategic roads along the LAC.
But more than a decade later, there is very little evidence to show on the ground. This is surprising considering that the BJP government has stressed infrastructure building, especially along the Sino-Indian border.
Minister of State for Home Affairs Kiren Rijiju stated in the Parliament earlier this year that infrastructure development along the border is “taken up based on threat perception, availability of resources and various other factors like terrain, altitude etc.” Speaking about the state of the Sino-Indian border areas, the director general of the Indo-Tibetan Border Police (ITBP), Krishna Chaudhary, said that 172 of the 176 new Border Out-Posts (BoPs) are now raised and that the work has picked up pace. He too acknowledged that India has been late in waking up to the border infrastructure requirement, but now “work has been ‘fast paced’ to build border roads in the states of Jammu and Kashmir, Himachal Pradesh, Uttarakhand, Sikkim and Arunachal Pradesh, that share their borders with China.”
Still, in the middle of the Doklam crisis, the minister of state for defense, Dr. Subhash Bhamre, while responding to a question in the Parliament, said that “73 Indo-China Border Roads along Northern Borders are approved for construction [back in 2006]. Out of this 27 roads have been completed and balance roads are planned for completion by December 2022.” The BRO, which is responsible for building strategic infrastructure in border areas, has missed several deadlines, raising questions about the BRO’s assurance about the 2022 deadline.
The minister went on to say that the delay in the construction of these projects is “due to delay in forest / wildlife / environment clearance, hard rock stretches, limited working season, delay in land acquisitions, difficulties in availability of construction material, and damage due to natural disasters such as flash flood.” Despite changes in governments, the excuses remain the same.
Reports suggest that incursions on the Sino-Indian may be coming down – there were reportedly about 500 transgressions in 2015, 350 in 2017, and around 200 up to July this year. Still, in addition to infrastructure problems, India also faces other difficulties For example, a multiplicity of agencies — the Army, the Indo-Tibetan Border Police (ITBP), the Border Security Force (BSF) and the Assam Rifles– managing the border on the Indian side is an issue. This means that both the Ministry of Home Affairs (MHA) and the Ministry of Defense have jurisdiction and India is not particularly known for good coordination between different departments and ministries.
On China’s side of the border, on the other hand, a single unified commander for the Tibetan Autonomous Region (TAR) forces is responsible for the border areas. It must also be noted that China has further strengthened the military command on the border by elevating the rank of the Military Command responsible for the border “by putting it under the jurisdiction of PLA ground forces.”
Though India’s infrastructure development is slow, this has not stopped Chinese media outlets such as Global Times from arguing that New Delhi is being provocative in building border posts and other infrastructure. But New Delhi has little choice but to continue pushing its border infrastructure, though there is little hope that it will very much faster.
It has been a year since India and China ended the 73-day border crisis in Doklam. And for all the focus on the crisis itself and its implications for Sino-Indian relations, it is worth recalling that along their border, Doklam is arguably an exception where the Indian military may be perceived to have a slight advantage over the Chinese military because of its slightly better infrastructure there.
Relatively speaking, however, the infrastructure on the rest of the border is quite appalling. Indeed, unless India accelerates the pace of the physical border infrastructure build-up, New Delhi will face serious difficulties in any future confrontation with China.
For the full article, click here.
The Indian vice chief of army staff, in his statement to the Indian parliament’s Standing Committee on Defense, voiced serious concerns on the lack of adequate allocation of funds for the Army for 2018-19. He pointed to the “large number of Chinese strategic roads and infrastructural development along the northern borders” and made a case for bigger resource allocation, given that the sanctioned budget for infrastructure development was running massively short.
The current state of affairs with regard to the border infrastructure is the result of a flawed policy that was in place for several decades. The political, civil bureaucracy, and military leadership in India believed that building infrastructure in the Sino-Indian border area would actually compromise India’s security because it would facilitate any Chinese invasion.
In a testament to this line of thinking, the former defense minister, A.K. Antony, while addressing a function of the Border Roads Organization (BRO) in 2010, stated that “Earlier, the thinking was that inaccessibility in far-flung areas would be a deterrent to the enemies.” Acknowledging that this was an “incorrect approach,” he added that the government is now taking a number of measures to upgrade roads, tunnels, and airfields in the border areas.
Similarly, the BRO director general, Lt. Gen. A.K. Nanda, too went on record to say that the poor infrastructure in the border areas is by design but that “our approach has changed and we are building it on our capacity, modern equipment, and workforce.”
This policy underwent a change in 2006 with the Cabinet Committee on Security, a key policymaking body on national security issues within the government, taking a decision to develop 73 strategic roads along the LAC.
But more than a decade later, there is very little evidence to show on the ground. This is surprising considering that the BJP government has stressed infrastructure building, especially along the Sino-Indian border.
Minister of State for Home Affairs Kiren Rijiju stated in the Parliament earlier this year that infrastructure development along the border is “taken up based on threat perception, availability of resources and various other factors like terrain, altitude etc.” Speaking about the state of the Sino-Indian border areas, the director general of the Indo-Tibetan Border Police (ITBP), Krishna Chaudhary, said that 172 of the 176 new Border Out-Posts (BoPs) are now raised and that the work has picked up pace. He too acknowledged that India has been late in waking up to the border infrastructure requirement, but now “work has been ‘fast paced’ to build border roads in the states of Jammu and Kashmir, Himachal Pradesh, Uttarakhand, Sikkim and Arunachal Pradesh, that share their borders with China.”
Still, in the middle of the Doklam crisis, the minister of state for defense, Dr. Subhash Bhamre, while responding to a question in the Parliament, said that “73 Indo-China Border Roads along Northern Borders are approved for construction [back in 2006]. Out of this 27 roads have been completed and balance roads are planned for completion by December 2022.” The BRO, which is responsible for building strategic infrastructure in border areas, has missed several deadlines, raising questions about the BRO’s assurance about the 2022 deadline.
The minister went on to say that the delay in the construction of these projects is “due to delay in forest / wildlife / environment clearance, hard rock stretches, limited working season, delay in land acquisitions, difficulties in availability of construction material, and damage due to natural disasters such as flash flood.” Despite changes in governments, the excuses remain the same.
Reports suggest that incursions on the Sino-Indian may be coming down – there were reportedly about 500 transgressions in 2015, 350 in 2017, and around 200 up to July this year. Still, in addition to infrastructure problems, India also faces other difficulties For example, a multiplicity of agencies — the Army, the Indo-Tibetan Border Police (ITBP), the Border Security Force (BSF) and the Assam Rifles– managing the border on the Indian side is an issue. This means that both the Ministry of Home Affairs (MHA) and the Ministry of Defense have jurisdiction and India is not particularly known for good coordination between different departments and ministries.
On China’s side of the border, on the other hand, a single unified commander for the Tibetan Autonomous Region (TAR) forces is responsible for the border areas. It must also be noted that China has further strengthened the military command on the border by elevating the rank of the Military Command responsible for the border “by putting it under the jurisdiction of PLA ground forces.”
Though India’s infrastructure development is slow, this has not stopped Chinese media outlets such as Global Times from arguing that New Delhi is being provocative in building border posts and other infrastructure. But New Delhi has little choice but to continue pushing its border infrastructure, though there is little hope that it will very much faster.
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