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Seminar in Washington to Pay Tributes to Former Balochistan Governor and Chief Minister Nawab Akbar Khan Bugti

The Seminar organized by American Friends of Balochistan will be held today at the Murrow Room of the National Press Club in Washington DC at 2.30 pm

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  • The presentation organized by the American Friends of Balochistan is titled Real Story Behind Assassination of Nawab Akbar Khan Bugti
  • Eleven years ago on August 26, 2006, Nawab Bugti along with 37 comrades was assassinated by Pakistan army commandoes on the orders of Pakistan dictator and coup leader, Gen Pervez Musharraf
  • The killing of the popular Baloch leader led to the mass uprising of the Baloch people

Washington, D.C. Aug 25, 2017: People of America of different ethnic origins will meet at a seminar to pay tributes to former Balochistan governor and chief minister Nawab Akbar Khan Bugti in Washington DC on August 25, 2017, afternoon.

The presentation organized by the American Friends of Balochistan is titled “Real Story Behind Assassination of Nawab Akbar Khan Bugti,” features a conversation on phone with exiled Baloch leader Nawab Brahumdagh Bugti, president of the Baloch Republican Party, and political successor of the slain Nawab Bugti and Husain Haqqani, former Pakistan envoy to the United States, Senior Fellow and Director for South and Central Asia at the Hudson Institute.

Nawab Mehran Marri, chief of the Marri tribe and president of the Balochistan House; Hammal Haider, international spokesperson for the Baloch National Movement (BNM) and Banuk Kareema Baluch, the first women president of the Baloch Students Organization (Azad) will also share their thoughts on the occasion.

According to Ahmar Musti Khan, Convener of American Friends of Balochistan, Eleven years ago on August 26, 2006, Nawab Bugti along with 37 comrades was assassinated by Pakistan army commandoes on the orders of Pakistan dictator and coup leader, Gen Pervez Musharraf. The killing of the popular Baloch leader led to the mass uprising of the Baloch people against Islamabad’s colonial rule of France-sized Balochistan.

Also Read: Balochistan Suicide Bombing: Provincial Government Falsely blames India for the Attack

Since then, Pakistan army and intelligence services are carrying out a scorched earth policy in France-sized Balochistan that has seen 7,000 killed in Nawab Bugti’s ancestral Dera Bugti and Sui areas alone. Thousands of more Baloch have been killed elsewhere in Balochistan. At least 8,000 remain victims of enforced disappearances while over 1,500 Baloch activists were killed and dumped by the Pakistani security forces in recent years. Hundreds of thousands of Baloch tribesmen fled their homes to become internally displaced persons within Pakistan. As many as 12,000 Bugti tribesmen are still living in Afghanistan without any status.

According to press release , while the Pakistan army and Chinese are busy trying to wrest control of the key Gwadar port under the China Pakistan Economic Corridor and exploring for fossil fuel and natural resources deep inside the virgin lands of Balochistan, the Deep State of Pakistan is promoting the ISIS in Balochistan for its long term strategic interests.

Strict checking will be in force to keep out folks sent by Pakistan embassy to disrupt Baloch events. Less than two weeks ago, a twitter account close to Pakistan’s Deep State threatened Afghanistan with dire consequences as the Afghan Students Association had sponsored an AFB event “Untold Story: What’s happening in Balochistan” at the Marvin Center, George Washington University

The event will start at the Murrow Room of the National Press Club in Washington DC at 2.30 pm. on Aug 25, 2017.

For further info contact Ahmar Musti Khan, Convener of American Friends of Balochistan. His email:  afb.ahmar@gmail.com

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Pakistan Fears Economic Turmoil, Re-thinks ‘Silk Road’ Project With China

In 2017, Pakistan turned down Chinese funding for a $14 billion mega-dam project in the Himalayas because of cost concerns.

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Pakistan
A man passes through a railing while others board a train as they make their way home at the Cantonment railway station in Karachi, Pakistan. VOA

After lengthy delays, an $8.2 billion revamp of a colonial-era rail line snaking from the Arabian Sea to the foothills of the Hindu Kush has become a test of Pakistan ’s ability to rethink signature Chinese “Silk Road” projects because of debt concerns.

The rail megaproject linking the coastal metropolis of Karachi to the northwestern city of Peshawar is China’s biggest Belt and Road Initiative (BRI) project in Pakistan, but Islamabad has balked at the cost and financing terms.

Resistance has stiffened under the new government of populist Prime Minister Imran Khan, who has voiced alarm about rising debt levels and says the country must wean itself off foreign loans.

“We are seeing how to develop a model so the government of Pakistan wouldn’t have all the risk,” Khusro Bakhtyar, minister in Pakistan’s planning ministry, told reporters recently.

Pakistan
Visitors read instruction material about land that was reclaimed from the Indian Ocean for the Colombo Port City project, on the Galle Face sea promenade in Colombo, Sri Lanka, Jan. 2, 2018. The Port City project was initiated as part of China’s Belt and Road Initiative. VOA

Unease elsewhere

The cooling of enthusiasm for China’s investments mirrors the unease of incoming governments in Sri Lanka, Malaysia and Maldives, where new administrations have come to power wary of Chinese deals struck by their predecessors.

Pakistan’s new government had wanted to review all BRI contracts. Officials say there are concerns the deals were badly negotiated, too expensive or overly favored China.

But to Islamabad’s frustration, Beijing is only willing to review projects that have not yet begun, three senior government officials have told Reuters.

China’s Foreign Ministry said, in a statement in response to questions faxed by Reuters, that both sides were committed to pressing forward with BRI projects, “to ensure those projects that are already built operate as normal, and those which are being built proceed smoothly.”

Pakistani officials say they remain committed to Chinese investment but want to push harder on price and affordability, while re-orientating the China-Pakistan Economic Corridor (CPEC), for which Beijing has pledged about $60 billion in infrastructure funds, to focus on projects that deliver social development in line with Khan’s election platform.

Pakistan
China’s ambassador to Pakistan, Yao Jing, Islamabad. VOA

‘Mutual consultation’

China’s Ambassador to Pakistan, Yao Jing, told Reuters that Beijing was open to changes proposed by the new government and “we will definitely follow their agenda” to work out a roadmap for BRI projects based on “mutual consultation.”

“It constitutes a process of discussion with each other about this kind of model, about this kind of roadmap for the future,” Yao said.

Beijing would only proceed with projects that Pakistan wanted, he added.

“This is Pakistan’s economy, this is their society,” Yao said.

IMF bailout likely

Islamabad’s efforts to recalibrate CPEC are made trickier by its dependence on Chinese loans to prop up its vulnerable economy.

Growing fissures in relations with the United States, Pakistan’s historic ally, have also weakened the country’s negotiating hand, as has a current account crisis likely to lead to a bailout by the International Monetary Fund, which may demand spending cuts.

“We have reservations, but no other country is investing in Pakistan. What can we do?” one Pakistani minister told Reuters.

Pakistan
Laborers dig the ground before replacing concrete sleepers along railway tracks in Karachi, Pakistan. VOA

Crumbling railways

The ML-1 rail line is the spine of country’s dilapidated rail network, which has in recent years been edging toward collapse as passenger numbers plunge, train lines close and the vital freight business nosedives.

Khan’s government has vowed to make the 1,872 km (1,163 mile) line a priority CPEC project, saying it will help the poor travel across the vast South Asian nation.

But Islamabad is exploring funding options for CPEC projects that depart from the traditional BRI lending model, whereby host nations take on Chinese debt to finance construction of infrastructure, and has invited Saudi Arabia and other countries to invest.

One option for ML-1, according to Pakistani officials, is the build-operate-transfer (BOT) model, which would see investors or companies finance and build the project and recoup their investment from cash flows generated mainly by the rail freight business, before returning it to Pakistan in a few decades time.

Yao, the Chinese envoy, said Beijing was open to BOT and would “encourage” its companies to invest.

Pakistan
A man waits to cross a portion of track once shared with the Karachi Circular Railway line in Karachi, Pakistan. VOA

Large rail projects, problems

Rail mega-projects under China’s BRI umbrella have run into problems elsewhere in Asia. A line linking Thailand and Laos has been beset by delays over financing, while Malaysia’s new Prime Minister Mahathir Mohamad outright canceled the Chinese-funded $20 billion East Coast Rail Link (ECRL).

Beijing is happy to offer loans, but reticent to invest in the Pakistan venture as such projects are seldom profitable, according to Andrew Small, author of a book on China-Pakistan relations.

“The problem is that the Chinese don’t think they can make money on this project and are not keen on BOT,” Small said.

Off-books debt

During President Xi Jinping’s visit to Pakistan in 2015, the ML-1 line was placed among a list of “early harvest” CPEC projects that would be prioritized, along with power plants urgently needed to end crippling electricity shortages.

But while many other projects from that list have now been completed, the rail scheme has been stuck.

Pakistan
. The difference between the two validate the investments made on the road, and give a hopeful image for the future.

Pakistani officials say they became wary of how early BRI contracts were awarded to Chinese firms, and are pushing for a public tender for ML-1.

Partly to help with price discovery, Pakistan asked the Asian Development Bank (ADB) to finance a chunk of the rail project through tendering. The ADB began discussions on a $1.5-$2 billion loan, but China insisted the project was “too strategic,” and Islamabad kicked out the ADB under pressure from Beijing in early 2017, according to Pakistani and ADB officials.

“If it’s such a strategic project then it should be a viable project for them to finance on very concessional terms or invest in?” said one senior Pakistani official familiar with the project, referring to the BOT model.

China’s foreign ministry said Beijing was engaged in “friendly consultations” with Pakistan on the rail project.

Chinese companies participated in BRI projects in an open and transparent way, “pooling benefits and sharing risks,” it said.

Pakistan
In this file photo taken Oct. 10, 2015, a bus moves past by solar power and wind power farms in northwestern China’s Ningxia Hui region.

Chinese debt or no project

Analysts say Pakistan will struggle to attract non-Chinese investors into the project, which may force it to choose between piling on Chinese debt or walking away from the project.

In 2017, Pakistan turned down Chinese funding for a $14 billion mega-dam project in the Himalayas because of cost concerns and worries Beijing could end up owning a vital national asset if Pakistan could not repay loans, as occurred with a Sri Lankan port.

Khan’s government chafes at several Chinese intercity mass transport projects in Punjab, the voter heartland of the previous government, which now need hundreds of millions of dollars in subsidies every year.

Also Read: Creating a New Silk Road: China’s Billion Dollar Investments to Expand Its Transportation Network

They also fume about the risk of accumulating off-books sovereign debt through power contracts, where annual profits of above 20 percent, in dollar terms, were guaranteed by the previous administration.

With the ML-1 line, there are also those who harbor doubts closer to home, including the previous government’s finance minister, Miftah Ismail, who said his ministry had always had concerns about its viability.

“When people say it’s a project of national importance, that usually means it makes no sense financially,” he said. (VOA)