No nation can remain aloof in the age of globalization. It must go forward with any gloabalised network for the greater interest of socio-economic development of the country. All transactions of trade, investment, and export-import have undeniably depended on the complex web of communication and transport network. Bangladesh with a long tale of mystification recently has decided to join with the grand Asian Highway system. The network of Asian Highway, known as the Great Asian Highway, is a set-up of 141,000 kilometers of standardized roadways crisscrossing 32 Asian countries. Being a cooperative project among countries of Asia and Europe and the United Nations Economic and Social Commission for Asia and the Pacific (ESCAP) with an intent to advance the highway systems in Asia, it is one among the three pillars of Asian Land Transport Infrastructure Development (ALTID) project endorsed by the ESCAP at its forty-eighth session in 1992. This $44 billion AH network was initiated in 1959 in order to promote the development of international road transport in the region. A major share of the funding comes from the advanced capitalist countries as well as international agencies such as the Asian Development Bank. The project is programmed for winding up in 2010. A total of US$26 billion has already been invested in the improvement and upgrading of the Asian Highway network. However, there is still a shortfall of US$18 billion. UNESCAP secretariat is now working with its member countries to identify financial sources for the development of the network to improve their road transport capacity and efficiency.
This big breakthrough came in April 2004 when 23 Asian countries signed the agreement in the 60th session of UNESCAP at Shanghai. The agreement, active since last July 4, finalized the route map across Asia and established basic technical standards for roads and route signs along the Highway, such as using the initials “AH” suffixed with number codes for regions and sub-regions. So the single-digit route numbers 1 to 9 are for Asian Highway routes that substantially cross more than one sub-region. The route numbers 40-59 and 400-599 are for South Asian countries, while the route numbers 10-29 and 100-299 are reserved for Southeast Asia. The Ministry of Communication of Bangladesh has finalized three proposed routes crossing Bangladesh. These are AH1, AH2 and AH41. The 495km AH1 from India would go through Benapole-Jessore-Dhaka-Kachpur-Sylhet-Tamabil. The 805km AH2 from India would join Hati Kumrul-Dhaka-Kachpur -Sylhet-Tamabil. The 752km AH41 also to come in from India and link Mongla-Jessore-Hati-Kumrul-Dhaka-Kachpur-Chittagong-Cox’s Bazaar – 
Teknaf with Myanmar. The international sea ports, Chittagong and Mongla are connected to AH1 and AH2 by AH41 so that the ports can also serve the regional needs if required. If the AHN witnesses complete execution, Bangladesh will be connected with 32 countries including Turkey, Japan, South Korea, India, Indonesia, Pakistan, Nepal, the Philippines, China, Afghanistan, Armenia, Azerbaijan, Cambodia, Bhutan, Georgia, Iran, Kazakhstan, Laos, Malaysia, and all the way to Bulgaria in Europe along the 141,000 kilometers of the completed network. Asian Highway covers international trunk routes of about 90,000 kilometers, transiting 25 countries.
Initially, Bangladesh offered two entry/exit points on the North-East corner of Bangladesh as part of its proposal. In 1993, UN-ESCAP asked all AH member countries to indicate as to which roads of their national network could form part of the Asian Highway network (AHN). Apart from the routes mentioned earlier, Bangladesh also proposed, in addition to Tamabil, Austagram (Sylhet)-Karimganj (Assam) route which could have provided a much shorter link to Tamu via Imphal. Tamu is the border point with India, which Myanmar offered for AH connection with India, and then through India to Bangladesh. Myanmar projected road connections also to China and Thailand, but none to link Bangladesh straightforwardly. Bangladesh has failed to attach itself with AHN so far because of the wrong selection of routes. Bangladesh chose the Tamabil route about 600 kilometers to Imphal from Sylhet. It was a suicidal decision. This route passes through a hilly region across four Indian states through which vehicles can travel only slowly, as the gradients are sheer. Trucks with heavy loads will have troubles in moving, fuel consumptions will be immense, making travel expensive. There was no reason for choosing this route since the alternative route through Austagram would have been shorter by around 200 kilometers.
It has been expected that the sophisticated highway system would afford for greater trade and social exchanges between Asian countries, including personal acquaintances, project capitalizations, connections of major container terminals with transportation points, and promotion of tourism via new roadways. India is optimistic that the mega project will bring it and Pakistan closer, as a furtherance of the earlier recommencement of bus and train services between the two countries after decades of hostilities. The highway system foretells a prospective epitome for Bangladesh like other Asian countries. Once Bangladesh becomes a part of this globalised network, it will get linked with the countries located both to the east and the west. The AH will open up huge economic opportunities through providing shorter routes for movement of goods and passengers, leading to huge savings in transport costs as well. Private sectors and Donors from across the globe would find Bangladesh an attractive place However rights groups in Southeast Asia monitoring the North-South Corridor segment were concerned with the remote area’s rapid development resulting in significant increases to exposure of HIV/AIDS, human trafficking and the possible exploitation of the surrounding forests and wildlife resources.
However, it would be naïve to think that Asian highway would bring huge turnover for our country, rather it can be ominous, if we fail to make right time decision and chose right route in the highway system. Wrong selection or seeking any political upshots may render it that the government is serving to implement the conspiracy of India against the country by allowing the transit and corridor for India in the name of Asian Highway Network while not protesting the construction of Tipaimukh Dam on Borak River at the upper reaches of Surma and Kushiara Rivers. It would be a threat to the sovereignty of the country. Ounce Bangladesh be connected with the routes; the country would be turned to a free market of Indian goods. It would bring immense losses for Bangladesh. The country would be turned to battle place of Seven Sisters of India, which are carrying out movement for liberation and the Indian central government wants to resist them by using the two routes.
Therefore, Bangladesh should reconsider its decision to join the highway network. Bangladesh after signing the Agreement at least should mobilize the opinion of other member countries that the present AH1 route between Sylhet and Imphal is not suitable for any of the member countries. It must convince other Asian countries that the Sylhet-Austagram -Karimganj-Imphal route will cut the distance by about 400 kilometers, thereby reducing time and travel costs. After obtaining the support of India and other member countries, and fulfilling all the requirements as per the Agreement, Bangladesh should apply for amendment of the Tamabil route. Concerning a probable AH route through Chittagong-Gundum-Myanmar to Thailand, Bangladesh needs to pursue the issue first with Myanmar as the most concerned country. If Myanmar agrees, it should pursue the matter then with India, being the most effected country. Once these two countries are pleasant to a direct AH link through Myanmar, with Thailand and South-west China, Bangladesh can convey a proposal for amendment together with Myanmar, India and other linked countries provided it has fulfilled all other necessities as required under the agreement.