Showing posts with label Rail Connectivity. Show all posts
Showing posts with label Rail Connectivity. Show all posts

Monday, April 23, 2018

How India Can Beat China in Nepal, my essay for The Diplomat, April 12, 2018

How India Can Beat China in Nepal, this was my essay for The Diplomat published on April 12, 2018, where I analysed Nepal Prime Minister KP Sharma Oli's visit to India. The visit comes in the wake of a troubled phase in the last couple of years. The recent visit provides an opportunity for India to begin delivering on its bilateral ties with Kathmandu amid growing competition from Beijing.

Nepal’s newly elected Prime Minister, KP Sharma Oli, in keeping with tradition, made his first foreign trip to India last week. Considering that he is generally considered “pro-China,” this must come as a relief to the Indian government.

Moreover, going by his press briefing after his return, it appears that the visit went well, which is yet another surprise. He said that the visit “has increased confidence between India and Nepal and bilateral relations will move forward in a new direction on the basis of equality, mutual respect and interest and enhance cooperation.” He also claimed that the visit has “helped in clearing misunderstanding and mistrust and strengthening mutual trust and understanding.”

The optics during the meeting were also suggestive of a successful meeting. Indian Prime Minister Narendra Modi, congratulating Oli on the successful elections in recent months, said that his principle of “Sabka Saath, Sabka Vikas” (Together with all, development for all) and Oli’s vision of “Samruddha Nepal, Sukhi Nepal” (Prosperous Nepal, Happy Nepal) were complimentary in nature. Modi went on to say that, India will cooperate with Nepal in its journey towards greater prosperity but also thoughtfully added that such cooperation “will be based on the priorities and requirements set by the Government of Nepal.”

For the full essay, click here.



New Delhi must be hopeful that this successful visit will undo the damage done by the “unofficial blockade” of 2016. The multi-month blockade resulted in significant hardships for the people of Nepal – it affected everything from petroleum to medicines and earthquake relief material, leading to huge price rise for basic commodities in Nepal. The Indian government, taking up the cause of Madhesis in an aggressive manner and asking Nepal to amend the constitution, created huge resentment towards New Delhi.

Complicating this complex relationship is the China factor. In the face of rising anti-India sentiment, China has only been too happy to step into the role that India played earlier. Further, Nepal’s support for China’s Belt and Road Initiative widened the trust gap between Kathmandu and New Delhi.

Nevertheless, Oli’s visit may be the first step towards repairing the damage generated in the last few years. Oli’s second tenure in office is also seeing a far stronger leader who has been able to consolidate his power, although traction was initially gained on an anti-India platform. Since coming to office, he has taken some populist and smart decisions that affect the people, for instance on the power situation within the country. Parts of Nepal used to witness 16-20 hours if power cuts everyday, but Oli was able to take action on this and improve the situation. If India wants to win over Nepal and let it not slip into China’s grasp entirely, this is the time and Oli might be the man to deliver, despite his alleged pro-China leanings.

Unlike Oli’s previous visit to India when no joint statement was issued, this time around, not only was one issued but it outlines a bilateral cooperative agenda across three key sectors of rail connectivity, developing inland waterways, and agriculture. There were three separate joint statements issued on each laying out in detail the tasks ahead. Cross-border rail connectivity in particular will be significant in strengthening people-to-people and economic linkages between the two countries. During Oli’s visit, the two prime ministers decided to construct a new electrified railway line, linking Raxaul in India and Kathmandu in Nepal. India has agreed to finance this project.

Similarly, the agreement on inland waterways is vital in establishing access to sea for the landlocked Nepal. The joint statement specifically noted the two prime ministers’ agreement “to develop the inland waterways for the movement of cargo … providing additional access to sea for Nepal.” The third key sector, agriculture, also offer big promises, with collaborative ventures in a number of areas. The two sides have also agreed to encourage exchanges between the Indian Council for Agricultural Research (ICAR) and the Nepal Agricultural Research Council (NARC).

New Delhi is clearly concerned about China’s growing clout in Nepal. It must be noted that Beijing has also focused on regional connectivity and hydropower projects in its dealings with Kathmandu, and therefore India’s ability to deliver on the three key sectors will be assessed against those of China, however fair or unfair that might be. China’s involvement for a couple of decades in mini hydropower projects is noteworthy.

To China, Nepal is a strategic buffer. Nepal’s importance to China comes more from the thousands of Tibetans living in the country and therefore, “controlling Tibetan activism there is a priority for Beijing.” The India angle comes as a close second political objective, even though it is often presented as a singular or the dominant one.

Oli’s visit offers India an opportunity to repair the damage it caused in recent years. India has to focus on implementation and delivery on the three key sectors identified during the visit. That means India must rectify the terrible track record that it suffers in project implementation. The four Integrated Check Posts (ICP) on the India-Nepal border is a case in point. Several problems from both sides may have caused the delays, but India’s overall record in completing projects does not bode well. If it wants to truly address growing competition from China in its neighborhood in general and Nepal in particular, India will have to perform better this time around.

Thursday, July 10, 2014

Border infrastructure: Time to put rail tracks on track... my take on the Indian government's approach to border rail infrastructure projects...

Here's my short essay on the Indian government's approach to border rail infrastructure projects...

The inauguration of the Udhampur-Katra railway link by Prime Minister Narendra Modi last week marked a big boost to India's infrastructure. Even though the completion of this 30 km stretch might appear to be no big deal, there are significant economic and security implications, and equally, what it might imply for the importance of border infrastructure in the Modi administration.

Border infrastructure, especially railways, has not been taken seriously enough in decades. The list of pending projects is long. Unfortunately India does not have the luxury to wait for another decade before many of these projects are completed.

Improved border infrastructure brings several benefits across multiple domains - economic, security and military. But because of the unsettled nature of India's borders, the security implications are clearly the most important.

For the full essay, click here.



The Indian Army's request to construct 14 "strategic" rail links did not particularly figure in the railway budget, presented on July 8. However, the general budget, presented on July 10, has made an allocation of Rs 1,000 crore for improving rail connectivity in the northeast, although this is a tiny fraction of the expenditure involved. While 12 projects (11 in the northeast and 1 in Jammu and Kashmir) are being accorded "national projects" status, which will improve the general connectivity in the northeast, these projects have no particular bearing on the lines identified by the Army. The 14 strategic lines identified by the Army include new railway links in all sectors. The critical ones are in the eastern and northern sectors, specifically the Murkongselek-Pasighat-Tezu-Parasuramkund-Rupai (256 km) line, the Misamari-Tawang (378 km) line, and the North Lakhimpur-Along-Silapathar (248 km) in the northeast and the Pathankot-Leh (400 km), Jammu-Akhnoor-Poonch (223 km), and the Srinagar-Kargil-Leh (430 km) in the northern sector. These would cover a distance of 3,016 km and cost around Rs. 55,831 crore.1

Money is part of the problem, with different departments fighting over who would pay the cost. Inter-departmental committees could not sort it out. There are other reasons also for the slow progress, including the terrain, which has hampered track expansion to the extent that several networks in these regions are still metre gauge. Many of these rail networks have also remained so antiquated with speeds limited to 30 km/h in certain sections.

One of the major challenges in railway construction in India is establishing connectivity across wide rivers. Huge variations in climatic conditions as well as the flow of the rivers in addition to the lack of solid stones and rocks have been a curse on the engineers who have to plan and devise bridges across huge rivers such as the Brahmaputra in Assam. Building a rail link between the south and the north bank of the Brahmaputra has been a herculean task and has consumed several decades. The Bogibeel bridge over the Brahmaputra has taken almost 20 years and is still nowhere near completion, despite being classified a "national project."

In addition to the difficult terrain, construction companies have often had to deal with local terrorists and insurgent groups, who have kidnapped men and burnt down machinery and equipment. These security considerations have dampened the interests among the private sector to go to these regions. Land acquisition and clearances from the Ministry of Environment and Forests have also compounded the challenge. Finding and retention of quality labour have also been challenging.

The slow pace of rail track construction in India is a total contrast to the development across the border. China has already built a 1142 km-long electrified railway line from Golmud (Gormo in Tibetan language) to Lhasa and has plans to extend the line to Shigatze and Yatung, reaching almost the strategic Nathu La pass. They have plans to extend the Golmud-Lhasa (Qinghai Tibet) railway line to Nyingchi, close to its border with India on the Arunachal Pradesh side and further extend it to Dali in Yunnan Province.2

This line, running parallel to Arunachal Pradesh, will help quick mobilisation of the PLA from Kunming, Dali and Kaiyuanand to Tibet Autonomous Region (TAR). These lines would also help the PLA troops, the 13 Group Army (Unit 56005), to relocate from Sichuan Province to TAR. This railway line has a capacity to run up to eight trains (one way) per day. This is a significant achievement as it cuts travelling time from Mainland China to Lhasa to two days with a total tonnage capacity of 3,200 tonnes per train.

China is now in the process of building a rail network linking it to Pakistan. From the Chinese perspective, these networks are significant as they become the shortest trading route as well as provide alternate energy supply routes from the Persian Gulf to Xinjiang. While these linkages have a huge economic relevance, their significance in the military and defence areas cannot be overlooked.

Though New Delhi faces many problems in improving its border infrastructure, the biggest problem is the lack of political direction at the highest level. The Modi government should keep in mind the tremendous advantages in establishing railway connectivity in the border areas and not repeat the mistakes of the past. While previous governments also claimed to recognize the importance of border infrastructure, their actions did not match their words and most of these projects remained unimplemented.

1. RajatPandit, "Key Railway Lines Along Borders Still Off Track," Times of India, February 24, 2014, http://timesofindia.indiatimes.com/india/Key-railway-lines-along-borders-still-off-track/articleshow/30916309.cms.

2. For details of new lines, see "Qinghai-Tibet railway to Get Six New Lines," China Daily, August 17, 2008, http://www.chinadaily.com.cn/china/2008-08/17/content_6943311.htm.

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