A good example is the long awaited Indo-Bangladesh Railway connectivity project, discussed and approved by both countries in 2010.In the last quarter of 2015, Indian officials now admit that there has been hardly any work because ‘funds were not available’!

Similarly, lack of interest and official monitoring has resulted in the stalling of the proposed 52.7km-longrail link between Sevoke, (West Bengal) and Rangpo (Sikkim).This has happened against a much-discussed backdrop of China’s remarkably efficient rail, road and air connectivity network linking Tibet and adjacent regions (including areas close to the Indian border) with the mainland. The Chinese spent billions of dollars over several years, achieving new levels of planning and engineering efficiencies to put together the comprehensive system in place.

Strategically, and in terms of logistics, this has put India very much on the backfoot vis-à-vis China, even as border violations seem to be increasing. India’s counter has been to draw up several projects envisaging better road, rail and air connectivity between the mainland and the Northeast.

The Modi-led government’s own proposed BBIN regional transport initiative (Bangladesh, Bhutan, India and Nepal)has assumed greater significance. Better relations between Bangladesh and India have also helped, yet work on the ground has not matched the accompanying rhetoric.

As for the proposed Bengal-Sikkim Railway link, the acquisition of land was always going to be a problem after May 2011, when the ruling Trinamool Congress(TMC) came to power, led by Ms Mamata Banerjee. Ironically, she had launched the project as the Union Railway minister back in 2009.But after she took over as the Chief Minister of West Bengal, things went on the back burner.

This happened despite the obvious importance of defence requirements and other regional factors associated with the work. The construction of several tunnels and bridges was involved in its design and the cost was estimated at around Rs 3300 crore initially. It would certainly cost more now.

Only days ago, the state and central governments have agreed to rev up activities, after addressing and resolving a slew of environment restrictions, impact on wild life and habitat, land acquisition, route laying and other issues. There was almost a total lack of co-ordination and agreements between the Union (and state) Ministries of environment, defence and other authorities, which have finally been sorted out. To compensate for the collateral loss of greenery and environment, there would be some relaying of routes and a new wild life sanctuary set up.

While this is a happy ending of sorts, the fact is it exposes how far behind India is when it comes to executing its proposed infrastructure projects vis-à-vis China, even when funds are no problem. Worse, it also raises questions about India’s ability as the major sponsor in the BBIN initiative to implement effectively the new projects that have been proposed. India’s performance would be very much under the scanner as China is proceeding fast in working out its own BCIM (Bangladesh, China, India, Myanmar) Economic Corridor project. While accusing India of tardiness in doing its part of the work, the other three countries have ensured that work progresses on schedule.

As for the Indo-Bangla Railway link project, Guwahati-based media report that the proposed Rs 517 crore link between Agartala and Kolkata has remained stalled since 2010.Then Prime Minister Dr Manmohan Singh and Sheikh Hasina of Bangladesh had signed an agreement. During his recent visit to Dhaka, present Indian Prime Minister Narendra Modi discussed this and other pending schemes.

Once in place, and there is very little new construction involved, the direct Agartala-Dhaka-Kolkata rail link would be only515km-long (as against 1650 kms now, using the NE route), reducing travel time taken by almost 70 per cent. There would be no complicated construction, as most of the terrain is not hilly or otherwise challenging.

Once functional, a new era would be under way between India, Bangladesh and beyond towards Myanmar, in terms of the transportation of people, goods and equipment. The entire region would enjoy a closer regional economic bonding.

Local NE media reports suggest that Tripura Transport Minister Mr Manik De had taken up the matter with Union Railway Minister Suresh Prabhu, who has promised all co-operation. Bangladesh authorities are equally keen to see the project through. Interestingly, there has been no initiative from the West Bengal government, for reasons not known!

Mr Prabhu has initiated talks with the Railway board. North Frontier Railway (NFR) authorities have pleaded that they could not take any initiative in the completion of a mere 15.7 kms link connecting Agartala with Akhaura (Bangladesh) because of lack of funds, during the last five years!

However there is one silver lining in that the cost for land acquisition has gone down, because of certain decisions taken over the laying of the route, by nearly Rs 100 crore. With the entire cost of the project to be borne by India, it seems that sometimes administrative delays also bring unexpected benefits! (IPA Service)