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Two seemingly insignificant events about northeast India received miniscule mention recently in the national media but are poised to make a significant impact on the development potential of the region in the coming years. The first was the completion of railway line from Mendipathar in North Garo Hills to Dudhnoi in Goalpara District in Assam signifying the connectivity of Meghalaya with Indian rail network. Though the 19.7 km long railway line was announced in the 1992-93 railway budget, it was integrated with the rail network on 27 February 2014. The activation of the railway line will increase trade and business opportunities for the local population apart from providing a cheaper and sustained means of communication. Ironically, the construction was stalled in the initial stages due to opposition from the Khasi Student Union, which claimed that the rail network would lead to increase in migrant population[1]. The second event was commencement of rail services to Itanagar on 07 April 2014, making it the second state capital in northeast to have rail connectivity. The daily services are proving a boon to the people of Arunachal Pradesh providing them a rail link to Guwahati via Dekragaon in Sonitpur district in Assam. The rail link will to lead to economic upliftment by improving transport efficiency, lowering cost of transportation of commodities besides increasing tourism in the state.
Indian Railways is pursuing an ambitious plan to connect all state capitals with a rail network. Presently, the rail network in northeast is 2602 kms long and 11 new projects will add 882 kms[2] of rail lines. The notable networks are construction of rail link from Jiribam to Imphal by 2016, extension of rail line from Dimapur to Kohima and feasibility studies to link other capitals. Three strategic railway lines are planned to provide a boost for faster movement of equipment in case of hostilities with China. Two railway lines, Missamari-Tawang and Murkongselek-Pasighat have been sanctioned for construction[3]. Detailed survey is in progress on Pasighat-Tezu-Rupai and North Lakhimpur-along-Silapathar routes. Similarly, a number of rail links are planned to be constructed providing connectivity with neighbouring countries. Rail link between Akhaura (Bangladesh) and Agartala was approved in 2011. Feasibility study is being conducted for connecting Sabrum (Tripura) to Chittagong to access Chittagong port. Also, a 252 km track is planned between Jawaharnagar (Tripura) to Darlong (Myanmar) via Kolasib (Mizoram)[4].
The road network construction and upgradation had received a boost with the implementation of Special Accelerated Road Development Programme (SADRP) in 2006. The first phase envisages a 6500km network to be completed by 2016. Though only approximately 1000 km[5] of the proposed network has been completed till date, a 3723 km network is planned for the second phase. Uncertain security situation, threats of violence by local insurgent groups by demanding payoffs has resulted in slow progress. Another significant project under construction is the Kaladan Multi Mode Transportation Project (KMMTP) providing an alternate connectivity for the northeast states. The project envisages an 826 km route by sea, river and road connecting Mizoram to Kolkata. It includes improvement of Sittwe port in Arakan province, west Myanmar, construction of an inland waterway on Kaladan river and preparation of a highway transportation system linking upto Mizoram capital of Aizwal[6]. The work on the project commenced in November 2010 and is likely to be completed by 2016-17. Once completed, the project will provide a shorter route to Kolkata besides reducing dependence on a single national highway, NH 54. The Kunming-Kolkata road project is planned as part of Bangladesh-China-India-Myanmar (BCIM) Forum initiative to harness the economic potential of the member countries. Another important road connectivity planned is the 3200 km long highway linking northeast India to Thailand via Myanmar, which is slated to be completed by 2016.
One of the reasons for slow economic development of the northeast region has been its perceived isolation due to low levels of infrastructure. The movement from Agartala or Aizawl to Kolkata was via Dhaka during the pre-independence era. Post 1947, the entire region was dependent on one road network in the initial years which was prone to frequent interruptions due to heavy rains. The rail connectivity was re-established in the region only in 1950 as a significant portion of Northeast Frontier Railway had been given to East Pakistan. Insurgency since 1956 has been instrumental for slow development due to violence as well as demands of payoffs from the agencies involved in construction. Institutional corruption has also led to slow pace of development due to lack of accountability at various levels. Another vital aspect has been the political relevance of Northeast India to the mainstream political parties. The seven states of northeast have only 24 Lok Sabha seats, in comparison, Rajasthan has 25 seats or Madhya Pradesh has 28 seats.
Though India had enunciated its Look East policy with a view to cultivate economic and strategic relations with Southeast Asian nations, it has not been able to successfully exploit the benefits due to indifferent policies and non-adherence to planned timelines. The combined GDP of India, China and ASEAN countries has the potential to create a trade stimulus environment, which can contribute immensely to the economic development of northeast states. It can only be exploited by creating and maintaining a sustainable infrastructure model. The policy makers must focus on strict implementation to ensure timely construction while ruthlessly dealing with any impediments in form of local insurgent groups or political entities aiming to delay the projects. The accessibility to neighbouring countries through a quality road and rail network will pay rich dividends for economic development of northeast India while enhancing India’s status as a reckonable regional power centre.
The author is a Senior Fellow at CLAWS. Views expressed are personal.
[1] Train to Chug into State after 120 Years. Available at http://www.ohmeghalaya.com/train-to-chug-into-the-state-after-120 -years/
[2] Master Plan for Development of rail Infrastructure in Northeast region. Available at http://mdoner. gov.in/sites/ default/files/silo3_content/railways/Master_Plan.pdf
[3] ibid
[4] New Rail Projects in Northeast Connecting Bangladesh, Myanmar. Available at http://news.oneindia.in/g uwahati /new-rail-projects-north-east-connecting-to-bangladesh-myanmar-13 05076.html
[5] India’s Northeast, a Tricky Terrain for road construction. Available at http://www.business-standard.com/article/economy-policy/india-s-n orth-east-a-risky-terrain-for-road-construction-113112000126_1.ht ml
[6] http://mdoner.gov.in/content/introduction-1
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