Forwarding for information (original link:
http://www.deccanherald.com/Content/Dec82007/panorama2007120740046.asp)
THE INQUIRER
Assam railways: A marvel on the hillside The network of
railways in Assam largely traversed unpopulated pockets as the thrust was to
connect areas where the plantation, mining and petroleum industries thrived. As
it operated within the constraints of the "enclave economy", limited economic
growth was visible...
The development of railways worldwide has been a tale of how modern technology
crept into many societies. In India too, how the British laid the first railway
tracks in different parts of the country has been a fascinating story.
In the north-east too, the story has been made incredible by the tough
geographical terrain of the region.
Sarah Hilaly, a senior lecturer with the department of history at the Rajiv
Gandhi University near Itanagar in Arunachal Pradesh, has sought to recreate
that incredible journey undertaken by a bunch of British engineers and hordes
of toiling native labourers, who laid down the first tracks in the hilly region
with thick jungles and abundant wildlife. Hilaly, in a conversation with Utpal
Borpujari of Deccan Herald talks about this incredible story that she has
sought to recreate, though with an academic emphasis, in her book The Railways
in Assam 1885-1947 (Pilgrims Publishing). Excerpts:
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Why did you choose to concentrate only on the pre-Independence period of
railways in Assam?
The book covers the period of Colonial rule, which ended in 1947. It is a
history of the railways, its construction and management labouring under the
constraints of an enclave economy. As an area of research within the confines
of economic history of the region, I wanted to explore a new area and
contribute to the corpus of knowledge.
How did railways play a role in the development of the north-east?
Railways were constructed to primarily connect the hinterland of Assam to the
two ports of Chittagong and Calcutta, as well as to riverine networks on the
Brahmaputra. They served the project of industrial capitalism which sought to
turn Assam into a raw material adjunct as well as an outlet for investments.
Hence the impact of a technological revolution in the form of railways was
lopsided and limited.
The network of railways in Assam largely traversed unpopulated pockets as the
thrust was to connect areas where the plantation, mining and petroleum
industries thrived. As it operated within the constraints of the enclave
economy, limited economic growth was visible.
Poor rail communication in the north-east is often cited as an example of New
Delhis step-motherly treatment of the region. What do you say?
The loss of East Bengal due to the Partition severely disrupted the natural
transportation networks, both riverine and railways, through the port of
Chittagong. This rendered the region into a remote periphery, disadvantaged
in terms of economic growth, and transformed it into a perpetually-disconnected
region. The railway network connecting the north-east to the rest of India,
after 60 years, has expanded in terms of the new route through Goalpara in the
21st century. Sadly, the internal network practically remains the same with
only an extension from Balipara-Murkongselek.
Except for gauge conversion, it largely remains a legacy of the British period.
Ethnic claustrophobia has acted as a deterrent to extension of the railways
into the hills. As railway development in India has occurred only in those
states having railway ministers, to blame the Centre for its step-motherly
attitude would not be totally justified.
Why do you think railways failed to aid development in the north-east?
As it continues to run through less-populated regions, the railways still
remain revenue-deficit. This has hampered the creation of infrastructure for
industrial development which requires a steady transfer of raw materials as
well as finished products. The political instability of post 1970s has acted as
a major deterrent to industrial growth.
When railways started the construction work in Assam, it had to tackle a
difficult terrain. Any interesting facets?
While critiquing the motives of the British in the creation of the railway
network for their own benefit, one must not lose sight of its positive impact.
The British have left us a railway line across the difficult and geologically
unstable terrain. The Lumding-Badarpur or Hill Section passes through a
picturesque region and is an engineering marvel. The entire length of hill
section had 37 tunnels, aggregating 15,569 feet in length with the longest
tunnel measuring 1,922 feet. In addition, there are 560 bridges, both major and
minor. It is said that for every mile of sleeper laid on the hill section a man
laid down his life.
Do you think the Trans-Asian Railway line being proposed and expected to pass
through the north-east would aid to the regions development once it becomes a
reality?
The original motive for having a railway trunk route in Assam was to ultimately
connect it to the Burma Railway Systems. This grand scheme was conceived by
Lord Dufferin after the annexation of Upper Burma in 1885.
Accordingly, in 1895 a survey was made on two routes connecting the Assam and
Burma Systems. One was from Chittagong via Akyab and the Aeng Pass to Minhla.
The other was from Langsoliet (near Lumding) via the Manipur Valley to Tamu
connecting it to the Mu Valley Railway near Wuntho.
The north-east has had continuous cultural links with Myanmar and other parts
of South-East Asia. The Trans-Asia connection would be like revisiting the
colonial project to link two contiguous geographical regions at their points of
contact removing the sense of isolation. But measures have to be taken in the
current geo-political scenario to protect the people from drugs and illegal
arms.
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