On this the 67th death anniversary of the Nobel Laureate poet - the gigantic poet of the world, Rabindranath Tagore, millions of Bengali speaking people remember him with heartfelt respect and love. The legendary poet died on this day (Shraban 22 of the Bengali month) in the year 1941.
Tagore’s contribution in Bengali language as well as literature is endless. So Rabindranath will be read and respected wherever there is Bengali spoken people are staying. Many of his literature were written in Bangladesh territory in Shilaidaha and Sajadpur. Most importantly notable that one of his songs 'Amar Sonar Bangla, Ami Tomai Bhalobashi……' is the national anthem of Bangladesh. How many people know that Indian national anthem is another song of Tagore?
Bengali is the primary language spoken in Bangladesh and is the second most spoken language in India. Nearly 240 million people speak Bengali as their mother-tongue. Bengali is one of the most spoken languages (ranking fifth or sixth) in the world.
People, who speak in Bengali, had fought for their mother tongue and for the supreme sacrifices made by Bangalee people for establishment of their language, the United Nations announced February 21 as the International Mother Language Day.
Nobody can confine a language with borders. Establishing Bangla as an official language of UN with a view to introducing the language across the world would also pave the way of understanding Tagore’s heritage in its original Bengali language version.
Thursday, 6 August 2009
Tuesday, 4 August 2009
Bangabandhu Murder Case Appeal Hearing Lingers On and On
After the murder of Bangabandhu Sheikh Mujibur Rahman and others no-one was allowed to file a case. The government of Khandker Mustaque Ahmed passed an ordinance in November 1975 indemnifying the perpetrators and closing the door on the possibility of a trial. The Awami League government revoked the indemnity ordinance in 1996 and cleared the way for that trial. After 21 years of the killing, the then president Sheikh Mujib's personal assistant Muhitul Islam on October 2, 1996 filed a case with Dhanmondi Police Station against 20 persons.
On November 8, 1998 Dhaka sessions judge Golam Rasul awarded death sentence to 15 of the 20 accused persons. Four jailed accused major (retd) Bazlul Huda, lt col (sacked) Syed Faruk Rahman, lt col (retd) Sultan Shahriar Rashid Khan and lt col (red) Mohiuddin Ahmed appealed in the High Court against the trial court verdict.
On December 14, 2000 the High Court gave a split verdict in the case: Justice Md Ruhul Amin upheld death sentence of 10 accused but Justice ABM Khairul Haque upheld death sentence of 15 accused.
On April 30, 2001 Justice Mohammad Fazlul Karim of the High Court's third bench upheld death sentence of 12 accused persons and acquitted three.
Of the 12 death convicts, four jailed accused submitted leave to appeal in the Appellate Division. Another death convict, lancer AKM Mohiuddin, made an appeal from jail after he was deported from the United States. A special bench of the Appellate Division, comprising Justice Tafazzal Islam, Justice Md Joynul Abedin and Justice Md Hassan Ameen, on September 23, 2007 granted leave to appeal.
The court also asked them to file regular appeals for hearing by October 30, 2007.
But the Appellate Division could not take up the appeals for hearing as most of its judges when they were in High Court Division felt embarrassed during earlier hearings in the case. As a result, there was not enough number of judges in the Appellate Division to form a full bench for such appeal hearings.
Six judges of the High Court Division and the Appellate Division felt embarrassed to hear the case. At one point there were only five judges in the Appellate Division and at least three judges were required for hearing the appeal. But the present chief justice, MM Ruhul Amin, and Justice MA Matin had felt embarrassed to hear the case during their stint as High Court judges. The other judge, Mohammad Fazlul Karim, had given the verdict in the case as the third High Court judge. It means these three judges had to be counted out from the appeals hearing. Only Justice Tafazzal Islam and Justice Zainal Abedin could hear the appeal. Shah Abu Naim Mominur Rahman and Mohammad Abdul Aziz were later appointed to the Appellate Division.
Important legal questions are involved with this case. So a bigger bench with a greater number of judges should hear the appeal. Therefore President Zillur Rahman has appointed four new judges under article 94 (2) of the constitution to the Appellate Division.
The new judges are justice BK Das, ABM Khairul Haque, Mohammed Muzammel Hossain and Surendra Kumar Sinha. Their appointment will come into force from the day they are sworn in to office.
Seven other judges are of the Appellate division are chief justice MM Ruhul Amin, Mohammad Fazlul Karim, Mohammad Tafazzal Islam, Mohammad Jainul Abedin, Mohammad Abdul Matin, Shah Abu Naim Mominur Rahman and Mohammad Abdul Aziz.
Of those having received death sentence, Rashid, lt col Shariful Haq Dalim, lt col Noor, Risalder Moslemuddin, lt col Rashed Chowdhury and col Majed are absconding. Absconding accused Aziz Pasha died in Zimbabwe.
Resource: Online
On November 8, 1998 Dhaka sessions judge Golam Rasul awarded death sentence to 15 of the 20 accused persons. Four jailed accused major (retd) Bazlul Huda, lt col (sacked) Syed Faruk Rahman, lt col (retd) Sultan Shahriar Rashid Khan and lt col (red) Mohiuddin Ahmed appealed in the High Court against the trial court verdict.
On December 14, 2000 the High Court gave a split verdict in the case: Justice Md Ruhul Amin upheld death sentence of 10 accused but Justice ABM Khairul Haque upheld death sentence of 15 accused.
On April 30, 2001 Justice Mohammad Fazlul Karim of the High Court's third bench upheld death sentence of 12 accused persons and acquitted three.
Of the 12 death convicts, four jailed accused submitted leave to appeal in the Appellate Division. Another death convict, lancer AKM Mohiuddin, made an appeal from jail after he was deported from the United States. A special bench of the Appellate Division, comprising Justice Tafazzal Islam, Justice Md Joynul Abedin and Justice Md Hassan Ameen, on September 23, 2007 granted leave to appeal.
The court also asked them to file regular appeals for hearing by October 30, 2007.
But the Appellate Division could not take up the appeals for hearing as most of its judges when they were in High Court Division felt embarrassed during earlier hearings in the case. As a result, there was not enough number of judges in the Appellate Division to form a full bench for such appeal hearings.
Six judges of the High Court Division and the Appellate Division felt embarrassed to hear the case. At one point there were only five judges in the Appellate Division and at least three judges were required for hearing the appeal. But the present chief justice, MM Ruhul Amin, and Justice MA Matin had felt embarrassed to hear the case during their stint as High Court judges. The other judge, Mohammad Fazlul Karim, had given the verdict in the case as the third High Court judge. It means these three judges had to be counted out from the appeals hearing. Only Justice Tafazzal Islam and Justice Zainal Abedin could hear the appeal. Shah Abu Naim Mominur Rahman and Mohammad Abdul Aziz were later appointed to the Appellate Division.
Important legal questions are involved with this case. So a bigger bench with a greater number of judges should hear the appeal. Therefore President Zillur Rahman has appointed four new judges under article 94 (2) of the constitution to the Appellate Division.
The new judges are justice BK Das, ABM Khairul Haque, Mohammed Muzammel Hossain and Surendra Kumar Sinha. Their appointment will come into force from the day they are sworn in to office.
Seven other judges are of the Appellate division are chief justice MM Ruhul Amin, Mohammad Fazlul Karim, Mohammad Tafazzal Islam, Mohammad Jainul Abedin, Mohammad Abdul Matin, Shah Abu Naim Mominur Rahman and Mohammad Abdul Aziz.
Of those having received death sentence, Rashid, lt col Shariful Haq Dalim, lt col Noor, Risalder Moslemuddin, lt col Rashed Chowdhury and col Majed are absconding. Absconding accused Aziz Pasha died in Zimbabwe.
Resource: Online
Wednesday, 3 June 2009
Mongla Port back in business - Good News
For the first time in the history of Mongla port a foreign vessel carrying the first consignment of 300 reconditioned cars imported from Japan will anchor at the port today. The unload of the 300 cars would be done within 24 hours of the arival of the ship. Mongla Port Authority will earn at least Tk 10 lakh in revenue.
Mongla Port to get back to life
Shamim Ashraf Shelley from Khulna
The country’s second seaport Mongla is struggling to get back to life after years of lull due to the negligence and adverse decisions of the past governments.
A number of projects are either in the process of implementation or approval to give the port a new lease of life.
As the first step, the authorities have abolished ‘Dock Shramik Parichalana Board,’ a body seen by port users and employees as one of the major reasons that made the port almost a deserted place over the years.
The port was established in 1950 by the side of Passure river at Chalna area under Dacope upazila in Khulna district. Later in 1954, the port was shifted to Mongla area on around 2000 acres of land under Mongla upazila in Bagerhat district. With a workforce of about 1400, the port has the capacity of handling 65 lakh metric tonnes of goods annually. But only 10 lakh MTs of goods were handled on an average in last few years as the number of ship arrivals dipped to its lowest.
Port officials, workers and users point the finger at infrastructure problems, poor navigability and inefficient handling of goods with obsolete machines that led to drastic fall in ship arrivals over the years.
All the dredging works were completely stopped since 2001 in the port’s channel. As a result, parts of the outer bar channel – about 47 km long from Hiron Point to Fairway Boya — were silted up, preventing the ships from sailing towards the port smoothly. Records show that a number of ships capsized or ran aground in the outer bar channel in last few years.
Besides, about 20 kilometers of the 80-km channel from Hiron Point to Mongla Port have become too narrow and shallow to be navigable. Preserving the depth and width of the channel is badly needed to keep the port active.
Port officials said no money was allocated for dredging since 2001 as the importance of the country’s second seaport was largely ignored during the period of the BNP government. No allocations were there to replace the loading and unloading tools like loader, heavy crane, fork lift, heavy lift, monkey crane, straddle carrier, which expired their economic life long ago. The port could utilize only one-sixth of its handling capacity as shipping lines gradually lost their interest to use the port for external trade.
Vessel arrivals came down to less than a third last year compared to the level of 10 years’ back.
Port records show 355 vessels arrived at the Mongla Port in the 1997-98 fiscal year, while the number dipped to 95 in 2007-08.
FOR CHART
1997- 98, 1998-99, 1999-2000, 2000- 01, 2001- 02, 2002- 03, 2003-04, 2004-05, 2005-06, 2006-07, 2007- 08 fiscal years 355, 381, 330, 313, 268, 207, 170, 142, 131, 110 and 95
The first six months of the 2008-09 fiscal year showed some signs of improvement as 65 ships came to the port during the period.
Labourers of the port said absence of dredging work in the channel, unusually long time and excessive workforce required for loading and unloading of goods due to use of outdated handling equipment, and huge irregularity and corruption in employing and managing labourers are the main reasons behind the declining interest of port users about Mongla Port.
They also alleged that the policies of the past 2001-06 BNP government were unfriendly and even hostile in some cases to Mongla Port.
Vice-president of Mongla Port Labourers’ Association Omor Faruk Sentu says the port has been pushed to the verge of destruction as no infrastructure development took place after 2001. The authorities’ negligence to procure efficient equipment to replace the worn-out handling tools and keep the channel navigable has rendered the port almost idle despite its tremendous potentials to serve as a gateway to the world not only for the country, but also for land-locked Nepal.
The port urgently needs capital hopper dredger, some modern equipment, a fuel depot of Bangladesh Petroleum Corporation and a silo for food grains at Joymoni, he lists.
The labour leader alleges that despite the government’s assurance of using the Mongla Port for channeling 40 percent of official import of food grains and fertilizers, only about 5 percent of the imports were made through this port.
The port could be more vibrant than now if the government could use the port as pledged, he believes.
Sentu accuses the BNP-led government of discriminating against Mongla Port in terms of fuel and fresh water supplies to foreign ships. “Many conditions are imposed on the Mongla Port which are not applicable for the Chittagong Port. This discrimination must end to save the port.”
Mongla Port Ship Chandlers’ Association president HM Dulal says the discriminator policy has driven foreign ships away from Mongla Port.
As per the government rule for Mongla Port, any foreign ship has to pay $1205 per tonne (1186 litres) of fuel (diesel) and $7 per tonne of fresh water, while the rate is $800 and $1.5 to $2 for Chittagong Port.
“Moreover, ships anchored at Mongla Port need to collect permissions and customs clearance for required supplies of fuel and water, causing lot of hassles and waste of time,” Dulal adds.
Labourers and their leaders, port officials and users say that the abolition of ‘Mongla Port Dock Shramik Parichalana Board’ will ease the process of Mongla Port revival. Cost of loading and unloading goods at the port has reduced to two-thirds of the previous level as the handling work now requires less labourers and time.
General secretary of Mongla Port Stevedores’ Association SM Zahid Hossain stresses the need for maintaining at least 9 metres’ depth between fairway boya and Mongla Port of the port channel to keep the port active.
Khulna Chamber of Commerce and Industry president Shaharuzzaman Mortuza demands immediate dredging activities in the channel and modernization of the port services to make port operational and spur the development of southwestern region of the country.
Mongla Port member (operations) M Lutfur Rahman acknowledges the limitations of the port. He singles out the lack of dredging work that led to abrupt fall in number of foreign vessel arrivals in last few years. He also shares the views that different policy for fuel and water supply also discouraged foreign ships.
The port official elaborates on the projects undertaken for development and modernization of the port. The ongoing projects are: Outer bar channel dredging of Passure channel worth Tk 58 crore, procurement of cargo handling equipment worth Tk 23 crore, navigational aid to Mongla Port worth Tk 23 crore and rehabilitation and reconstruction of infrastructure and other facilities damaged by Sidr worth about Tk 7.5 crore.
The projects that are in the process of approval are procurement of cutter suction dredger worth Tk 58 crore and procurement of pilot boat and pilot dispatch boat worth Tk 24.70 crore.
Two other projects requiring foreign funds are Tk 548 crore project for improvement and development of navigability of Passure Channel and a Tk 7.5 crore project to study the feasibility of Mongla Port improvement.
The port official believes that ship arrival will increase as the projects are being implemented. Bangladesh Reconditioned Vehicles Importers and Dealers Association has expressed its interest in using Mongla Port for vehicle imports as the port’s sheds can accommodate 3500 cars at a time and have the arrangements to increase the storage capacity, if needed. Car importers face acute storage crisis at the Chittagong Port, where hundreds of imported vehicles are often found kept in the open.
The Chittagong Custom House authorities on April 8 auctioned 304 luxury vehicles stuffed in Chittagong Port sheds for long, custom officials said. The vehicles included sedan cars, Pajero and Prado jeeps priced between Tk 20 lakh and 40 lakh. Customs and port officials said they were forced to go for the auction as importers were delaying deliveries and using the port sheds as their garage. Importers are allowed to keep vehicles at sheds for 30 days.
More than 4,000 imported vehicles were lying in the port sheds, causing space constraint. Mongla Port authorities say they have enough space for imported cars and hope car importers will now take interest about using the second port.
Tuesday June 2nd 2009
Business Report
The country’s second seaport Mongla is struggling to get back to life after years of lull due to the negligence and adverse decisions of the past governments.
A number of projects are either in the process of implementation or approval to give the port a new lease of life.
As the first step, the authorities have abolished ‘Dock Shramik Parichalana Board,’ a body seen by port users and employees as one of the major reasons that made the port almost a deserted place over the years.
The port was established in 1950 by the side of Passure river at Chalna area under Dacope upazila in Khulna district. Later in 1954, the port was shifted to Mongla area on around 2000 acres of land under Mongla upazila in Bagerhat district. With a workforce of about 1400, the port has the capacity of handling 65 lakh metric tonnes of goods annually. But only 10 lakh MTs of goods were handled on an average in last few years as the number of ship arrivals dipped to its lowest.
Port officials, workers and users point the finger at infrastructure problems, poor navigability and inefficient handling of goods with obsolete machines that led to drastic fall in ship arrivals over the years.
All the dredging works were completely stopped since 2001 in the port’s channel. As a result, parts of the outer bar channel – about 47 km long from Hiron Point to Fairway Boya — were silted up, preventing the ships from sailing towards the port smoothly. Records show that a number of ships capsized or ran aground in the outer bar channel in last few years.
Besides, about 20 kilometers of the 80-km channel from Hiron Point to Mongla Port have become too narrow and shallow to be navigable. Preserving the depth and width of the channel is badly needed to keep the port active.
Port officials said no money was allocated for dredging since 2001 as the importance of the country’s second seaport was largely ignored during the period of the BNP government. No allocations were there to replace the loading and unloading tools like loader, heavy crane, fork lift, heavy lift, monkey crane, straddle carrier, which expired their economic life long ago. The port could utilize only one-sixth of its handling capacity as shipping lines gradually lost their interest to use the port for external trade.
Vessel arrivals came down to less than a third last year compared to the level of 10 years’ back.
Port records show 355 vessels arrived at the Mongla Port in the 1997-98 fiscal year, while the number dipped to 95 in 2007-08.
FOR CHART
1997- 98, 1998-99, 1999-2000, 2000- 01, 2001- 02, 2002- 03, 2003-04, 2004-05, 2005-06, 2006-07, 2007- 08 fiscal years 355, 381, 330, 313, 268, 207, 170, 142, 131, 110 and 95
The first six months of the 2008-09 fiscal year showed some signs of improvement as 65 ships came to the port during the period.
Labourers of the port said absence of dredging work in the channel, unusually long time and excessive workforce required for loading and unloading of goods due to use of outdated handling equipment, and huge irregularity and corruption in employing and managing labourers are the main reasons behind the declining interest of port users about Mongla Port.
They also alleged that the policies of the past 2001-06 BNP government were unfriendly and even hostile in some cases to Mongla Port.
Vice-president of Mongla Port Labourers’ Association Omor Faruk Sentu says the port has been pushed to the verge of destruction as no infrastructure development took place after 2001. The authorities’ negligence to procure efficient equipment to replace the worn-out handling tools and keep the channel navigable has rendered the port almost idle despite its tremendous potentials to serve as a gateway to the world not only for the country, but also for land-locked Nepal.
The port urgently needs capital hopper dredger, some modern equipment, a fuel depot of Bangladesh Petroleum Corporation and a silo for food grains at Joymoni, he lists.
The labour leader alleges that despite the government’s assurance of using the Mongla Port for channeling 40 percent of official import of food grains and fertilizers, only about 5 percent of the imports were made through this port.
The port could be more vibrant than now if the government could use the port as pledged, he believes.
Sentu accuses the BNP-led government of discriminating against Mongla Port in terms of fuel and fresh water supplies to foreign ships. “Many conditions are imposed on the Mongla Port which are not applicable for the Chittagong Port. This discrimination must end to save the port.”
Mongla Port Ship Chandlers’ Association president HM Dulal says the discriminator policy has driven foreign ships away from Mongla Port.
As per the government rule for Mongla Port, any foreign ship has to pay $1205 per tonne (1186 litres) of fuel (diesel) and $7 per tonne of fresh water, while the rate is $800 and $1.5 to $2 for Chittagong Port.
“Moreover, ships anchored at Mongla Port need to collect permissions and customs clearance for required supplies of fuel and water, causing lot of hassles and waste of time,” Dulal adds.
Labourers and their leaders, port officials and users say that the abolition of ‘Mongla Port Dock Shramik Parichalana Board’ will ease the process of Mongla Port revival. Cost of loading and unloading goods at the port has reduced to two-thirds of the previous level as the handling work now requires less labourers and time.
General secretary of Mongla Port Stevedores’ Association SM Zahid Hossain stresses the need for maintaining at least 9 metres’ depth between fairway boya and Mongla Port of the port channel to keep the port active.
Khulna Chamber of Commerce and Industry president Shaharuzzaman Mortuza demands immediate dredging activities in the channel and modernization of the port services to make port operational and spur the development of southwestern region of the country.
Mongla Port member (operations) M Lutfur Rahman acknowledges the limitations of the port. He singles out the lack of dredging work that led to abrupt fall in number of foreign vessel arrivals in last few years. He also shares the views that different policy for fuel and water supply also discouraged foreign ships.
The port official elaborates on the projects undertaken for development and modernization of the port. The ongoing projects are: Outer bar channel dredging of Passure channel worth Tk 58 crore, procurement of cargo handling equipment worth Tk 23 crore, navigational aid to Mongla Port worth Tk 23 crore and rehabilitation and reconstruction of infrastructure and other facilities damaged by Sidr worth about Tk 7.5 crore.
The projects that are in the process of approval are procurement of cutter suction dredger worth Tk 58 crore and procurement of pilot boat and pilot dispatch boat worth Tk 24.70 crore.
Two other projects requiring foreign funds are Tk 548 crore project for improvement and development of navigability of Passure Channel and a Tk 7.5 crore project to study the feasibility of Mongla Port improvement.
The port official believes that ship arrival will increase as the projects are being implemented. Bangladesh Reconditioned Vehicles Importers and Dealers Association has expressed its interest in using Mongla Port for vehicle imports as the port’s sheds can accommodate 3500 cars at a time and have the arrangements to increase the storage capacity, if needed. Car importers face acute storage crisis at the Chittagong Port, where hundreds of imported vehicles are often found kept in the open.
The Chittagong Custom House authorities on April 8 auctioned 304 luxury vehicles stuffed in Chittagong Port sheds for long, custom officials said. The vehicles included sedan cars, Pajero and Prado jeeps priced between Tk 20 lakh and 40 lakh. Customs and port officials said they were forced to go for the auction as importers were delaying deliveries and using the port sheds as their garage. Importers are allowed to keep vehicles at sheds for 30 days.
More than 4,000 imported vehicles were lying in the port sheds, causing space constraint. Mongla Port authorities say they have enough space for imported cars and hope car importers will now take interest about using the second port.
Tuesday June 2nd 2009
Business Report
Potential of Mongla Port
Potential of Mongla Port
________________________
Syed Shahid Hossain
THE Mongla Sea Port is situated in the southwestern parts of Bangladesh. The previous name of this port was 'Chalna Port' but the place now has too shallow water and subsequently had to go further down to keep its navigability. The present place where the vessels berth is known as Mongla. During the Pakistan period this was an ideal anchorage port and, due to its advantageous position of having more than 17 jute mills located in Khulna and Jessore belt, was the busiest port of export of mainly jute and jute goods.
During that period, on average around 25/30 break bulk vessels usually called in the Mongla Port. But after liberation due to various kinds of vessels sinking, the port navigability has been affected as the wreckage of the sunken vessels could not be salvaged fully. Even after independence this port had handled different kinds of bulk cargo vessels like cement, fertilisers and wheat. Around 15 to 20 vessels used to anchor at this port per month .
With the introduction of Mongla Port Permanent Jetty, this port started handling on an average four to six feeder vessels per month for transhipment of cargo to Singapore and Colombo as well.
It is regrettable that during these 38 years of independence, though government has earned quite a substantial amount of money from this particular port, no development programme had been taken to keep it alive.
After independence, in addition to jute mills, a new export commodity has been added to the list of export items in Khulna -- shrimps. There are around 17-20 shrimps factories situated in and around Khulna -- Mongla highway. Khulna has become one of the biggest shrimps exporters of our country. These factories exports around 1000 container per year to USA, Europe and the Far East. But now this industrial city and port is limping in all respects with the deterioration of Mongla port, resulting in many workers and labourers losing their jobs.
The so-called Mongla EPZ has also been affected for not having adequate infrastructure facilities and also for want of gas supply. As we all know, energy has become a vital part of our day-to-day life and the Mongla EPZ will not attract foreign investors if we can't ensure gas supply to this region.
At one time, big break bulk vessels from the USA, Canada, Germany, France, Singapore and Japan had called at this port as it had discharging facilities on both sides of the vessels. The vessels were able to anchor at this port. Government comes and government goes but what we have seen is that the fate of the Mongla Port remains unchanged. Due to heavy siltation, the present river draught alongside the port jetty has come down to six meters from earlier 7.5 metres. Dredging is needed in the channels of the Mongla Port, specially the river Pussur, which is the main thoroughfare for vessels in and out of this port.
Now due to poor and shallow navigability, very few feeder vessels call at the Mongla Port. The foreign owners of these vessels however are too scared about their feeder vessels touching the river bed which may cause damage to their ships' bottom.
With the change of government many commitments were made to purchase a permanent dredger for the Mongla Port Authority. This would save foreign currency as well as make possible regular dredging to keep the channel and port navigable round the year. This decision was shelved by different ministries for years together and has never seen the light.
On the other hand, vessel owners are very reluctant to call at Mongla with their imports, being afraid of damaging their feeder vessels/break bulk vessels. We see the Chittagong Port has no space to keep cars yet we cannot divert these vessels to the Mongla Port because their desired draught is not available here. Another advantage of this port is that the world's biggest mangrove forest, called "The Sunderbans", is situated close to this port but we can't attract foreign tourists due to inadequate facilities like modern cruising boats, hotels, motels and security arrangements.
With the development of the Mongla Port, the government can also earn a huge amount of foreign currency if they can develop the port by dredging the port and build infrastructure facilities like that of the Chittagong Port. With the construction of "The Padma Multipurpose Bridge Project," access to the Mongla Port from the capital city of Dhaka will be only four hours' journey by road. It will be closer from the Chittagong Port.
We would like to request the proper authority to give priority to make this port effective by purchasing a dredger immediately and to revitalise so that it can run side by side like the Chittagong Port. At least 50 per cent of our total imports can be handled at this port. We talk about inviting Nepal and Kolkata to use this port but honestly speaking it is a far cry as in no way will India want to reduce their foreign earning by using our port.
We hope that a master plan for improvement of Mongla Port should be taken immediately and accordingly a foreign consultant should be appointed to prepare a long term plan for the use of this port. Before the completion of "The Padma Multipurpose Bridge Project", the port should be able to increase its draught, the channels, buoys and berthing facilities alongwith other equipment necessary to run it smoothly.
If these conditions are fulfilled, the Mongla Port can fully utilise its five permanent jetties and can earn a substantial amount of revenue for the government. We hope the ministries concerned would all come forward to save this port and mitigate the unemployment problem faced by the people in and around it.
Saturday May 23 2009
The Financial Express
________________________
Syed Shahid Hossain
THE Mongla Sea Port is situated in the southwestern parts of Bangladesh. The previous name of this port was 'Chalna Port' but the place now has too shallow water and subsequently had to go further down to keep its navigability. The present place where the vessels berth is known as Mongla. During the Pakistan period this was an ideal anchorage port and, due to its advantageous position of having more than 17 jute mills located in Khulna and Jessore belt, was the busiest port of export of mainly jute and jute goods.
During that period, on average around 25/30 break bulk vessels usually called in the Mongla Port. But after liberation due to various kinds of vessels sinking, the port navigability has been affected as the wreckage of the sunken vessels could not be salvaged fully. Even after independence this port had handled different kinds of bulk cargo vessels like cement, fertilisers and wheat. Around 15 to 20 vessels used to anchor at this port per month .
With the introduction of Mongla Port Permanent Jetty, this port started handling on an average four to six feeder vessels per month for transhipment of cargo to Singapore and Colombo as well.
It is regrettable that during these 38 years of independence, though government has earned quite a substantial amount of money from this particular port, no development programme had been taken to keep it alive.
After independence, in addition to jute mills, a new export commodity has been added to the list of export items in Khulna -- shrimps. There are around 17-20 shrimps factories situated in and around Khulna -- Mongla highway. Khulna has become one of the biggest shrimps exporters of our country. These factories exports around 1000 container per year to USA, Europe and the Far East. But now this industrial city and port is limping in all respects with the deterioration of Mongla port, resulting in many workers and labourers losing their jobs.
The so-called Mongla EPZ has also been affected for not having adequate infrastructure facilities and also for want of gas supply. As we all know, energy has become a vital part of our day-to-day life and the Mongla EPZ will not attract foreign investors if we can't ensure gas supply to this region.
At one time, big break bulk vessels from the USA, Canada, Germany, France, Singapore and Japan had called at this port as it had discharging facilities on both sides of the vessels. The vessels were able to anchor at this port. Government comes and government goes but what we have seen is that the fate of the Mongla Port remains unchanged. Due to heavy siltation, the present river draught alongside the port jetty has come down to six meters from earlier 7.5 metres. Dredging is needed in the channels of the Mongla Port, specially the river Pussur, which is the main thoroughfare for vessels in and out of this port.
Now due to poor and shallow navigability, very few feeder vessels call at the Mongla Port. The foreign owners of these vessels however are too scared about their feeder vessels touching the river bed which may cause damage to their ships' bottom.
With the change of government many commitments were made to purchase a permanent dredger for the Mongla Port Authority. This would save foreign currency as well as make possible regular dredging to keep the channel and port navigable round the year. This decision was shelved by different ministries for years together and has never seen the light.
On the other hand, vessel owners are very reluctant to call at Mongla with their imports, being afraid of damaging their feeder vessels/break bulk vessels. We see the Chittagong Port has no space to keep cars yet we cannot divert these vessels to the Mongla Port because their desired draught is not available here. Another advantage of this port is that the world's biggest mangrove forest, called "The Sunderbans", is situated close to this port but we can't attract foreign tourists due to inadequate facilities like modern cruising boats, hotels, motels and security arrangements.
With the development of the Mongla Port, the government can also earn a huge amount of foreign currency if they can develop the port by dredging the port and build infrastructure facilities like that of the Chittagong Port. With the construction of "The Padma Multipurpose Bridge Project," access to the Mongla Port from the capital city of Dhaka will be only four hours' journey by road. It will be closer from the Chittagong Port.
We would like to request the proper authority to give priority to make this port effective by purchasing a dredger immediately and to revitalise so that it can run side by side like the Chittagong Port. At least 50 per cent of our total imports can be handled at this port. We talk about inviting Nepal and Kolkata to use this port but honestly speaking it is a far cry as in no way will India want to reduce their foreign earning by using our port.
We hope that a master plan for improvement of Mongla Port should be taken immediately and accordingly a foreign consultant should be appointed to prepare a long term plan for the use of this port. Before the completion of "The Padma Multipurpose Bridge Project", the port should be able to increase its draught, the channels, buoys and berthing facilities alongwith other equipment necessary to run it smoothly.
If these conditions are fulfilled, the Mongla Port can fully utilise its five permanent jetties and can earn a substantial amount of revenue for the government. We hope the ministries concerned would all come forward to save this port and mitigate the unemployment problem faced by the people in and around it.
Saturday May 23 2009
The Financial Express
Friday, 22 May 2009
little history of Gandhi's education, his Non-violence lesson and life in South Africa.
With respect to all, I love to share a little history of Gandhi's education, his Non-violence lesson and life in South Africa.
Education:
Gandhi attended Primary School at Porbandar. He joined High School at Rajkot. He was liked by the teachers and often received prizes. He passed the matriculation examination in 1887. He passed the matriculation exam from Samaldas College at Bhavnagar. On 4 September 1888, Gandhi traveled to London, England, to study law at University College London and to train as a barrister. He became as a Barrister, Inner Temple, London.
Non-violence lesson:
Gandhi was devoted to his father and considered it his duty to nurse him during his illness. In the High-School, he made friends with one Sheikh Mehtab, a bad character. He stuck to the friendship despite warnings from family-members. He wanted to reform Mehtab but failed. Mehtab induced him to meat-eating, saying that it made one strong and that the British were ruling India because they were meat-eaters. Gandhi was frail and used to be afraid even to go out alone in the dark. The argument appealed to him. Later, he realized that lying to his parents was worse than not eating meat, and abandoned the experiment. Mehtab once sent him to a brothel, but God’s grace saved him. He induced Gandhi to smoking. This once led to stealing. But all this became unbearable for Gandhi. He confessed his guilt to his father, who did not rebuke him but wept silently. Those tears cleaned Gandhi’s heart and taught him a lesson in nonviolence.
Gandhi in South Africa:
Gandhi returned to India as a Barrister. A South African firm Dada Abdulla and Co. asked for his assistance in a case. Gandhi eagerly agreed and sailed for South Africa in April 1893.
Problems of Indians in South Africa:
The small Indian community in South Africa was facing many problems at that time. It consisted mainly of indentured labourers and traders. The indentured labourers were taken there by the European landlords as there was acute labour shortage in South Africa. The condition of these labourers was like slaves. During 1860-1890 around 40,000 labourers were sent from India. Many of them settled there after their agreement periods were completed and started farming or business. The Europeans did not like it. They did not want free Indians in South Africa. They also found it difficult to face competition from Indian traders. Therefore the White Rulers imposed many restrictions and heavy taxes on the Indians. They were not given citizenship rights, like right to vote. They were treated like dirt and constantly humiliated. All Indians were called ‘coolies’. The newspapers carried out the propaganda that the Indians were dirty and uncivilized. The Indians could not travel in the railways and could not enter hotels meant for Europeans. They were hated and radically discriminated in all matters by the dominant White community.
Gandhi fights racial discrimination:
Right since his arrival, Gandhi began to feel the pinch of racial discrimination in South Africa. Indian community was ignorant and divided and therefore unable to fight it. In connection with his case, Gandhi had to travel to Pretoria. He was travelling in the first class, but a White passenger and railway officials asked him to leave the first class compartment. Gandhi refused, whereupon he was thrown out along with his luggage on the platform of Maritzburg station. It was a severely cold night. Gandhi spent the night shivering and thinking furiously. He ultimately made up his mind to stay in South Africa, fight the racial discrimination and suffer hardships. It was a historic decision. It transformed Gandhi.
He had also to travel some distance by a stage-coach. During this travel also, he was insulted and beaten. On reaching Pretoria, Gandhi called a meeting of the local Indians. There he learnt a lot about the condition of Indians. It was there that he made his first Public Speech and suggested formation of an association. He offered his services for the cause. Gandhi later settled the case, for which he had come, through arbitration. He then decided to return home. But at the farewell party, he came to know about a bill to restrict Indian franchise. Gandhi thought that it had grave implications. The people then pressed him to stay for some time. He agreed.
Gandhi’s first major fight had started. He addressed meetings petitioned to the legislative assembly, conducted a signature campaign. He also started regular legal practice there and soon became a successful and leading Lawyer. For sustained agitations, a permanent organisation was needed and the Natal Indian Congress was born. Illiterate indentured labourers also joined the struggle. A proposed tax on them was fought and got abolished after a fierce battle.
Source:online
Education:
Gandhi attended Primary School at Porbandar. He joined High School at Rajkot. He was liked by the teachers and often received prizes. He passed the matriculation examination in 1887. He passed the matriculation exam from Samaldas College at Bhavnagar. On 4 September 1888, Gandhi traveled to London, England, to study law at University College London and to train as a barrister. He became as a Barrister, Inner Temple, London.
Non-violence lesson:
Gandhi was devoted to his father and considered it his duty to nurse him during his illness. In the High-School, he made friends with one Sheikh Mehtab, a bad character. He stuck to the friendship despite warnings from family-members. He wanted to reform Mehtab but failed. Mehtab induced him to meat-eating, saying that it made one strong and that the British were ruling India because they were meat-eaters. Gandhi was frail and used to be afraid even to go out alone in the dark. The argument appealed to him. Later, he realized that lying to his parents was worse than not eating meat, and abandoned the experiment. Mehtab once sent him to a brothel, but God’s grace saved him. He induced Gandhi to smoking. This once led to stealing. But all this became unbearable for Gandhi. He confessed his guilt to his father, who did not rebuke him but wept silently. Those tears cleaned Gandhi’s heart and taught him a lesson in nonviolence.
Gandhi in South Africa:
Gandhi returned to India as a Barrister. A South African firm Dada Abdulla and Co. asked for his assistance in a case. Gandhi eagerly agreed and sailed for South Africa in April 1893.
Problems of Indians in South Africa:
The small Indian community in South Africa was facing many problems at that time. It consisted mainly of indentured labourers and traders. The indentured labourers were taken there by the European landlords as there was acute labour shortage in South Africa. The condition of these labourers was like slaves. During 1860-1890 around 40,000 labourers were sent from India. Many of them settled there after their agreement periods were completed and started farming or business. The Europeans did not like it. They did not want free Indians in South Africa. They also found it difficult to face competition from Indian traders. Therefore the White Rulers imposed many restrictions and heavy taxes on the Indians. They were not given citizenship rights, like right to vote. They were treated like dirt and constantly humiliated. All Indians were called ‘coolies’. The newspapers carried out the propaganda that the Indians were dirty and uncivilized. The Indians could not travel in the railways and could not enter hotels meant for Europeans. They were hated and radically discriminated in all matters by the dominant White community.
Gandhi fights racial discrimination:
Right since his arrival, Gandhi began to feel the pinch of racial discrimination in South Africa. Indian community was ignorant and divided and therefore unable to fight it. In connection with his case, Gandhi had to travel to Pretoria. He was travelling in the first class, but a White passenger and railway officials asked him to leave the first class compartment. Gandhi refused, whereupon he was thrown out along with his luggage on the platform of Maritzburg station. It was a severely cold night. Gandhi spent the night shivering and thinking furiously. He ultimately made up his mind to stay in South Africa, fight the racial discrimination and suffer hardships. It was a historic decision. It transformed Gandhi.
He had also to travel some distance by a stage-coach. During this travel also, he was insulted and beaten. On reaching Pretoria, Gandhi called a meeting of the local Indians. There he learnt a lot about the condition of Indians. It was there that he made his first Public Speech and suggested formation of an association. He offered his services for the cause. Gandhi later settled the case, for which he had come, through arbitration. He then decided to return home. But at the farewell party, he came to know about a bill to restrict Indian franchise. Gandhi thought that it had grave implications. The people then pressed him to stay for some time. He agreed.
Gandhi’s first major fight had started. He addressed meetings petitioned to the legislative assembly, conducted a signature campaign. He also started regular legal practice there and soon became a successful and leading Lawyer. For sustained agitations, a permanent organisation was needed and the Natal Indian Congress was born. Illiterate indentured labourers also joined the struggle. A proposed tax on them was fought and got abolished after a fierce battle.
Source:online
Friday, 8 May 2009
Full observation of High Court on Fifth Amendment
The High Court made 22-point observations in its historical verdict that declared the fifth amendment to the constitution illegal. The Daily Star was provided with the observations by A Hossain and Associates, the counsel firm of the petitioners.
1. Constitution of Bangladesh is the embodiment of the will of the people of the Republic of Bangladesh.
2. Constitution is the supreme law and all other laws and actions must confirm to it.
3. Any law or action made in violation of the constitution is void.
4. All functionaries of the republic owe its existence to the Constitution.
5. The legislature, the executive and the judiciary are the three pillars of the republic, created by the constitution, as such, are bound by its provisions.
6. Likewise, the defence services, the civil services and all other services of the republic owe its existence to the constitution and must obey its commands.
7. Proclamation of emergency can only be made by the president of the republic on the advice of the prime minister, in case of imminent danger to the security of the republic.
8. No person can declare martial law; if any body does, he will be liable for high treason against the republic.
9. Constitution stipulates a democratic republic, run by the elected representatives of the people of Bangladesh but any attempt by any person or group of persons, how high so ever, to usurp an elected government, shall render them liable for high treason.
10. The taking over of powers of the Government of People's Republic of Bangladesh with effect from the morning of August 15, 1975 by Khandaker Mustaque Ahmed, an usurper, placing Bangladesh under martial law and his assumption of the office of the president of Bangladesh on August 20, 1975, were in clear violation of the constitution, as such, illegal, without lawful authority and without jurisdiction, consequently all his subsequent actions as the president of Bangladesh were illegitimate and void.
11. The making over of the office of president of Bangladesh, in favour of Justice Abu Sadaat Mohammad Sayem, on November 6, 1975, was beyond the ambit of the constitution.
12. The taking over of the office of president of Bangladesh and his such entering in the said office on November 6, 1975, by Justice Abu Sadaat Mohammad Sayem and his assumption of the chief martial law administrator and appointment of the deputy chief martial law administrators and the proclamation of November 8, 1975, were all in violation of the constitution, as such, all his subsequent functions and actions as such president and or the chief martial law administrator were illegitimate.
13. The handing over of the office of martial law administrator to Major General Ziaur Rahman BU, PSC, by the aforesaid Abu Sadaat Mohammad Sayem by the Third Proclamation on November 29, 1976, enabling the said Major General Ziaur Rahman to exercise all the powers of the chief martial law administrator being beyond the ambit of the constitution, was illegal, without lawful authority and without jurisdiction. Consequently, all his subsequent functions and actions as such (chief martial law administrator were illegitimate.
14. The nomination of Major General Ziaur Rahman, BU, to become the president of Bangladesh by Abu Sadaat Mohammad Sayem, the nominated president of Bangladesh, on April 21, 1977, and also the handing over of the office of president to him, being beyond the ambit of the constitution, was illegal, without lawful authority and without jurisdiction.
15. The assumption of office of the president of Bangladesh by Major General Ziaur Rahman, BU, on April 21, 1977, on nomination being beyond the ambit of the constitution was illegal, without any lawful authority. Consequently, all his subsequent functions and actions as such president of Bangladesh, without lawful authority and without Jurisdiction.
16. Since addition of Paragraph 3A to the fourth schedule to the constitution by the Proclamations (Amendment) Order 1977 (Proclamations Order No. 1 of 1977) dated April 23, 1977, and as amended by the Second Proclamation Order No. IV of 1978, was made by a usurper and a nominated president, the Paragraph 3A to the fourth schedule is illegal, void…in the eye of law.
17. The Referendum Order, 1977 (Martial Law Order No 1 of 1977) published on May 1, 1977, unknown to the constitution, being made only to ascertain the confidence of the people of Bangladesh in one person, namely, Major General Ziaur Rahman, BU.
18. Since Paragraph 18 to the fourth schedule (Transitional Provisions) of the constitution precluded judicial review defying and undermining the supremacy of the constitution, this provision is unconstitutional being beyond the power of parliament under Article 142 of the constitution.
19. MLRs including the MLR VII of 1977 are also illegal.
20. Violation of the constitution is a grave legal wrong and remains so for all time to come. It cannot be legitimised and shall remain illegitimate forever, however, on the necessity of the state only, such a legal wrong can be condoned in certain circumstances, invoking the doctrine of Salus Populiest suprema lex.
21. Condonation of certain acts and provisions has been made as stated above but such condonations are made not because those are legal but only in the interest of the republic, those shall remain illegitimate forever.
22. Condonations of provisions were made, among others, in respect of provisions, deleting the different provisions of Fourth Amendment. Condonation of provisions were also made in respect of the words "Bismillah-hir-Rahmanir Rahim" but the provision deleting the original four fundamental principles of the republic as enshrined in the original constitution was not condoned.
The Daily Star
Thu. September 01, 2005
1. Constitution of Bangladesh is the embodiment of the will of the people of the Republic of Bangladesh.
2. Constitution is the supreme law and all other laws and actions must confirm to it.
3. Any law or action made in violation of the constitution is void.
4. All functionaries of the republic owe its existence to the Constitution.
5. The legislature, the executive and the judiciary are the three pillars of the republic, created by the constitution, as such, are bound by its provisions.
6. Likewise, the defence services, the civil services and all other services of the republic owe its existence to the constitution and must obey its commands.
7. Proclamation of emergency can only be made by the president of the republic on the advice of the prime minister, in case of imminent danger to the security of the republic.
8. No person can declare martial law; if any body does, he will be liable for high treason against the republic.
9. Constitution stipulates a democratic republic, run by the elected representatives of the people of Bangladesh but any attempt by any person or group of persons, how high so ever, to usurp an elected government, shall render them liable for high treason.
10. The taking over of powers of the Government of People's Republic of Bangladesh with effect from the morning of August 15, 1975 by Khandaker Mustaque Ahmed, an usurper, placing Bangladesh under martial law and his assumption of the office of the president of Bangladesh on August 20, 1975, were in clear violation of the constitution, as such, illegal, without lawful authority and without jurisdiction, consequently all his subsequent actions as the president of Bangladesh were illegitimate and void.
11. The making over of the office of president of Bangladesh, in favour of Justice Abu Sadaat Mohammad Sayem, on November 6, 1975, was beyond the ambit of the constitution.
12. The taking over of the office of president of Bangladesh and his such entering in the said office on November 6, 1975, by Justice Abu Sadaat Mohammad Sayem and his assumption of the chief martial law administrator and appointment of the deputy chief martial law administrators and the proclamation of November 8, 1975, were all in violation of the constitution, as such, all his subsequent functions and actions as such president and or the chief martial law administrator were illegitimate.
13. The handing over of the office of martial law administrator to Major General Ziaur Rahman BU, PSC, by the aforesaid Abu Sadaat Mohammad Sayem by the Third Proclamation on November 29, 1976, enabling the said Major General Ziaur Rahman to exercise all the powers of the chief martial law administrator being beyond the ambit of the constitution, was illegal, without lawful authority and without jurisdiction. Consequently, all his subsequent functions and actions as such (chief martial law administrator were illegitimate.
14. The nomination of Major General Ziaur Rahman, BU, to become the president of Bangladesh by Abu Sadaat Mohammad Sayem, the nominated president of Bangladesh, on April 21, 1977, and also the handing over of the office of president to him, being beyond the ambit of the constitution, was illegal, without lawful authority and without jurisdiction.
15. The assumption of office of the president of Bangladesh by Major General Ziaur Rahman, BU, on April 21, 1977, on nomination being beyond the ambit of the constitution was illegal, without any lawful authority. Consequently, all his subsequent functions and actions as such president of Bangladesh, without lawful authority and without Jurisdiction.
16. Since addition of Paragraph 3A to the fourth schedule to the constitution by the Proclamations (Amendment) Order 1977 (Proclamations Order No. 1 of 1977) dated April 23, 1977, and as amended by the Second Proclamation Order No. IV of 1978, was made by a usurper and a nominated president, the Paragraph 3A to the fourth schedule is illegal, void…in the eye of law.
17. The Referendum Order, 1977 (Martial Law Order No 1 of 1977) published on May 1, 1977, unknown to the constitution, being made only to ascertain the confidence of the people of Bangladesh in one person, namely, Major General Ziaur Rahman, BU.
18. Since Paragraph 18 to the fourth schedule (Transitional Provisions) of the constitution precluded judicial review defying and undermining the supremacy of the constitution, this provision is unconstitutional being beyond the power of parliament under Article 142 of the constitution.
19. MLRs including the MLR VII of 1977 are also illegal.
20. Violation of the constitution is a grave legal wrong and remains so for all time to come. It cannot be legitimised and shall remain illegitimate forever, however, on the necessity of the state only, such a legal wrong can be condoned in certain circumstances, invoking the doctrine of Salus Populiest suprema lex.
21. Condonation of certain acts and provisions has been made as stated above but such condonations are made not because those are legal but only in the interest of the republic, those shall remain illegitimate forever.
22. Condonations of provisions were made, among others, in respect of provisions, deleting the different provisions of Fourth Amendment. Condonation of provisions were also made in respect of the words "Bismillah-hir-Rahmanir Rahim" but the provision deleting the original four fundamental principles of the republic as enshrined in the original constitution was not condoned.
The Daily Star
Thu. September 01, 2005
Subscribe to:
Posts (Atom)
