In 1878, Robert Bulwer-Lytton, the viceroy of India, was convinced that the Afghan amir Sher Ali Khan was getting too close to the Russians. A team of British diplomats sent to meet Khan was turned away at the Khyber Pass. The result was the Second Anglo-Afghan War and the signing of the Treaty of Gandamak, which made Afghanistan surrender its foreign policy to the British government. This also marked the resumption of Britain’s forward Afghan policy, which had earlier been given up in favour of a closed border policy (also known as a strategy of “masterly inactivity”) after the defeat in the First Anglo-Afghan War.

Even as the British approach alternated between an aggressive forward policy and a relaxed closed border policy, the constant element was containing Russian influence in Afghanistan. As an inheritor of the British legacy in Afghanistan, Pakistan plays this “Great Game” with India. The generals in the Pakistan army have been convinced of the need for a friendly regime in Kabul to not allow India a foothold on its western border. In essence, Pakistan’s Afghanistan policy has been overtly focused on denying space to India.

This is important to remember while reading Avinash Paliwal’s wonderful new book My Enemy’s Enemy: India In Afghanistan From The Soviet Invasion To The US Withdrawal . The book tries to decode the drivers of India’s Afghanistan policy in a relatively more contemporary context.

Paliwal does an excellent job in explaining India’s policy options as a continuous internal debate between two groups—conciliators and partisans—inside the policymaking establishment. Conciliators argue for engagement with all factions inside Afghanistan, including those known for their pro-Pakistan inclinations. Partisans, on the other hand, feel that India should remain loyal to its natural partners (or factions outside Pakistan’s influence).

Whether the conciliators prevail or the partisans depends on, Paliwal says, three intertwined factors:

a) New Delhi’s desire to strike a balance between Afghanistan and Pakistan,

b) the international political environment, and

c) the domestic politics of Afghanistan.

The second and third are obvious. The first one is not so and here Paliwal’s arguments have to be carefully read in the light of the aforementioned drivers of Pakistan’s Afghanistan policy.

So, for Paliwal, India’s relatively unrestrained support of Afghanistan vis-à-vis Pakistan today can be explained by the rise of partisans in New Delhi’s power corridors. The partisans have also been helped by the fact that the power balance between Kabul and Islamabad is heavily skewed in favour of the latter and any desire for a balance between the two will mean India siding with Afghanistan. When the power balance was not so skewed, India did not side with Afghanistan on, say, the Pashtunistan issue. But are there alternative explanations available for India’s policy shifts other than a desire to maintain a balance across the Durand Line?

Paliwal himself reminds us that even Afghanistan has equivocated on Kashmir. Afghan rulers haven’t exactly sided with New Delhi in India-Pakistan rivalries. One reason may be that Afghanistan wanted to win Pakistan’s support by showing loyalty in such instances. But winning Pakistan’s support should not have been a great Afghan concern if it really could match Pakistan militarily.

The balance, which India apparently desires across the Durand Line, actually never existed, regardless of New Delhi’s policy choice. An inheritor of British military institutions, Pakistan had entered into America’s Cold War alliances in the 1950s. At the same time, it had close relations with China. The only time there was some sort of a balance between Pakistan and Afghanistan was after the Soviet invasion—a period when India’s Afghanistan policy mattered little to change the equation on the ground. Moreover, India has never voiced its support in favour of the Afghan position on the Durand Line. And this has remained so irrespective of whether conciliators or partisans held the fort.

It is true that India has been, at times, more accommodative of pro-Pakistan factions like the Taliban and Gulbuddin Hekmatyar’s Hezb-e Islami. But there are other ways to look at these choices. While India was opposed to the mujahideens until Mohammad Najibullah was in power, it was quick to shift to the side of mujahideens like Burhanuddin Rabbani and Ahmad Shah Massoud in 1992. This was because Pakistan’s Inter-Services Intelligence (ISI) had made its support for Hekmatyar very clear. Similarly India’s limited engagement with factions in Taliban have been with those groups which wanted to reduce their dependence on Pakistan.

This does not mean that India’s engagements in Afghanistan have been a zero sum game with Pakistan—and Paliwal is justified in reaching this conclusion. India’s approach has simply been to secure a regime which doesn’t act against New Delhi’s interests. A regime dependent on Pakistan could not have guaranteed that because of Rawalpindi’s own colonial outlook on Afghanistan. New Delhi has had to contend with this aspect of Rawalpindi’s policy even while trying not to reduce Afghanistan to a playground for India-Pakistan rivalry.

Paliwal’s cholarly approach and depth of knowledge cultivated from years of study and from interviews conducted with as many as 65 individuals with real insights makes this book the best ever written on India-Afghanistan relations. Paliwal also deserves our commendation for a painstaking documention of the Indian intelligence’s side of the story on Afghanistan. He indeed has set a very high benchmark for scholars working on this bilateral in the future.


 

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  • Petrol in India is cheaper than in countries like Hong Kong, Germany and the UK but costlier than in China, Brazil, Japan, the US, Russia, Pakistan and Sri Lanka, a Bank of Baroda Economics Research report showed.

    Rising fuel prices in India have led to considerable debate on which government, state or central, should be lowering their taxes to keep prices under control.

    The rise in fuel prices is mainly due to the global price of crude oil (raw material for making petrol and diesel) going up. Further, a stronger dollar has added to the cost of crude oil.

    Amongst comparable countries (per capita wise), prices in India are higher than those in Vietnam, Kenya, Ukraine, Bangladesh, Nepal, Pakistan, Sri Lanka, and Venezuela. Countries that are major oil producers have much lower prices.

    In the report, the Philippines has a comparable petrol price but has a per capita income higher than India by over 50 per cent.

    Countries which have a lower per capita income like Kenya, Bangladesh, Nepal, Pakistan, and Venezuela have much lower prices of petrol and hence are impacted less than India.

    “Therefore there is still a strong case for the government to consider lowering the taxes on fuel to protect the interest of the people,” the report argued.

    India is the world’s third-biggest oil consuming and importing nation. It imports 85 per cent of its oil needs and so prices retail fuel at import parity rates.

    With the global surge in energy prices, the cost of producing petrol, diesel and other petroleum products also went up for oil companies in India.

    They raised petrol and diesel prices by Rs 10 a litre in just over a fortnight beginning March 22 but hit a pause button soon after as the move faced criticism and the opposition parties asked the government to cut taxes instead.

    India imports most of its oil from a group of countries called the ‘OPEC +’ (i.e, Iran, Iraq, Saudi Arabia, Venezuela, Kuwait, United Arab Emirates, Russia, etc), which produces 40% of the world’s crude oil.

    As they have the power to dictate fuel supply and prices, their decision of limiting the global supply reduces supply in India, thus raising prices

    The government charges about 167% tax (excise) on petrol and 129% on diesel as compared to US (20%), UK (62%), Italy and Germany (65%).

    The abominable excise duty is 2/3rd of the cost, and the base price, dealer commission and freight form the rest.

    Here is an approximate break-up (in Rs):

    a)Base Price

    39

    b)Freight

    0.34

    c) Price Charged to Dealers = (a+b)

    39.34

    d) Excise Duty

    40.17

    e) Dealer Commission

    4.68

    f) VAT

    25.35

    g) Retail Selling Price

    109.54

     

    Looked closely, much of the cost of petrol and diesel is due to higher tax rate by govt, specifically excise duty.

    So the question is why government is not reducing the prices ?

    India, being a developing country, it does require gigantic amount of funding for its infrastructure projects as well as welfare schemes.

    However, we as a society is yet to be tax-compliant. Many people evade the direct tax and that’s the reason why govt’s hands are tied. Govt. needs the money to fund various programs and at the same time it is not generating enough revenue from direct taxes.

    That’s the reason why, govt is bumping up its revenue through higher indirect taxes such as GST or excise duty as in the case of petrol and diesel.

    Direct taxes are progressive as it taxes according to an individuals’ income however indirect tax such as excise duty or GST are regressive in the sense that the poorest of the poor and richest of the rich have to pay the same amount.

    Does not matter, if you are an auto-driver or owner of a Mercedes, end of the day both pay the same price for petrol/diesel-that’s why it is regressive in nature.

    But unlike direct tax where tax evasion is rampant, indirect tax can not be evaded due to their very nature and as long as huge no of Indians keep evading direct taxes, indirect tax such as excise duty will be difficult for the govt to reduce, because it may reduce the revenue and hamper may programs of the govt.

  • Globally, around 80% of wastewater flows back into the ecosystem without being treated or reused, according to the United Nations.

    This can pose a significant environmental and health threat.

    In the absence of cost-effective, sustainable, disruptive water management solutions, about 70% of sewage is discharged untreated into India’s water bodies.

    A staggering 21% of diseases are caused by contaminated water in India, according to the World Bank, and one in five children die before their fifth birthday because of poor sanitation and hygiene conditions, according to Startup India.

    As we confront these public health challenges emerging out of environmental concerns, expanding the scope of public health/environmental engineering science becomes pivotal.

    For India to achieve its sustainable development goals of clean water and sanitation and to address the growing demands for water consumption and preservation of both surface water bodies and groundwater resources, it is essential to find and implement innovative ways of treating wastewater.

    It is in this context why the specialised cadre of public health engineers, also known as sanitation engineers or environmental engineers, is best suited to provide the growing urban and rural water supply and to manage solid waste and wastewater.

    Traditionally, engineering and public health have been understood as different fields.

    Currently in India, civil engineering incorporates a course or two on environmental engineering for students to learn about wastewater management as a part of their pre-service and in-service training.

    Most often, civil engineers do not have adequate skills to address public health problems. And public health professionals do not have adequate engineering skills.

     

    India aims to supply 55 litres of water per person per day by 2024 under its Jal Jeevan Mission to install functional household tap connections.

    The goal of reaching every rural household with functional tap water can be achieved in a sustainable and resilient manner only if the cadre of public health engineers is expanded and strengthened.

    In India, public health engineering is executed by the Public Works Department or by health officials.

    This differs from international trends. To manage a wastewater treatment plant in Europe, for example, a candidate must specialise in wastewater engineering. 

    Furthermore, public health engineering should be developed as an interdisciplinary field. Engineers can significantly contribute to public health in defining what is possible, identifying limitations, and shaping workable solutions with a problem-solving approach.

    Similarly, public health professionals can contribute to engineering through well-researched understanding of health issues, measured risks and how course correction can be initiated.

    Once both meet, a public health engineer can identify a health risk, work on developing concrete solutions such as new health and safety practices or specialised equipment, in order to correct the safety concern..

     

    There is no doubt that the majority of diseases are water-related, transmitted through consumption of contaminated water, vectors breeding in stagnated water, or lack of adequate quantity of good quality water for proper personal hygiene.

    Diseases cannot be contained unless we provide good quality and  adequate quantity of water. Most of the world’s diseases can be prevented by considering this.

    Training our young minds towards creating sustainable water management systems would be the first step.

    Currently, institutions like the Indian Institute of Technology, Madras (IIT-M) are considering initiating public health engineering as a separate discipline.

    To leverage this opportunity even further, India needs to scale up in the same direction.