OPINION: Substance Not Necessarily the Truth

source:THE HIMALAYAN BEACON [BEACON ONLINE]

BY DARJ MAN

It is unbelievable, and, in any respect difficult to accept the truth. If at all true, an “alternative Siliguri-Sikkim route is on the anvil” (Telegraph 2 August 2010- Pranesh Sarkar) is being undertaken, solely for the purpose of bypassing the ‘heartland of GJM’, most of which falls within Kalimpong subdivision. It is further astonishing the State Govt. has handed over 95 kms roads to the Border Roads Organisation (BRO), obviously inefficient to handle the job itself, as clearly displayed by the conditions of the roadways in the rest of the State. To cite an example, the NH31 (Siliguri –Dalkhola) and NH34 (Barasat-Kolkata). Not to mention NH31A, diabolically framed as a highway which under no fit of imagination can be assumed as such. This by the way is also under the charge of BRO in consideration to the immense importance attached to the road connecting to the border outposts, the high mountain passes Jelepla and Nathula, connecting India to Tibet Autonomous Region of China (TARC) only 127 miles from Siliguri – Kalimpong- Jelepla.

This traditional route is realized to be adversely affected, considering its already dilapidated, impacted condition, which may even be abandoned at a point sometime in the future, considering the volatility threatened by the construction of the two hydroelectric projects- Teesta Low Dam Hydel Electric Project dams TLDHEP III (ahead of Reang river) and TLDHEP IV (ahead of Kali khola) on the basin of the river Teesta.



The horrible condition of NH31A is usually the common topic of conversation for travellers motoring the journey. Compulsion to transit is the only attraction to undertake this hellish drive, otherwise the journey itself is bestowed with wonderful awe inspiring natural sights every inch of the way. This discovery is however totally jarred by the rigors of the uncomfortable journey, marring the magnificent vista of the environs. Day to day this comparison is deteriorating to such a point of despair, to even consider broaching the topic of addressing the problem is now considered a futile repast. If at all the height of pessimism is scaled, one may comfortably cite the example of NH31A as an illustration, hopeless.

It is often overheard by travelling passengers especially those accustomed to an organized way of lifestyle, such as the numerous foreign tourists, displaced themselves from the comforts of home and hearth, seeking leisure as tourists, regard the travel on NH31A as so despicably unpleasant, if ever a revisit is contemplated, prior information to the condition of NH31A is a critical factor in anticipation to program the tour. In comparison to their infrastructure, they have described NH31A as appallingly deplorable, not fit for human transit unsafe for tourists no matter what the destination holds for leisurely attraction.

Without considering these immediate destabilizing factors, and stimulating attention in discussion and deliberation towards redressal, but instead, being informed in the newspaper the hot topic of an alternate Siliguri-Sikkim route through the Dooars, is considered vested in view to certain concerned interest. Whereas in effect a generalized view in the interest of all concerned should have been the guiding factor, which in short, is, maintenance of NH31A, truly as a highway.

This however is subject to a clear and transparent recognition of its future viability which is unclear in the haze originating from the impacts of the two hydel projects contributing towards the ultimate death knell of the ancient traditional route destroyed forever. The lesser important Darjeeling Himalayan Railways constructed and incepted in 1881 (DHR)when a meter gauge rail line from Geil khola (few kms down river from Teesta Bazaar) to North Station (Siliguri town)was constructed in 1923 in anticipation of carrying the bulk of the wool imported from Tibet to the docks in Calcutta for shipment primarily to the USA. To further compliment the carriage of the wool form the large go-downs located in Kalimpong to the railway head at Giel khola, in 1930 the DHR ropeway became operational.

In the natural impacted disaster, excessive rains triggering landslides all over the hills in 1950 affected the railway line (Geil Khola- North Station) to a condition of damage irreversible for maintenance and terminally discarded for operation. The ropeway functioned for awhile but without sufficient load for carriage, especially after the Indo-Chinese border wars in the North East in 1962, with the Jelepla and Nathula exit routes were permanently closed, its operations were subjected to a natural death. The remnants of which is now survived by the existing passenger carrying ropeway across, some a thousand feet high above the Teesta river and further to Najok after crossing the Relli river. This facility too has been discontinued past few years after the construction works on the hydroelectric TLDHEP III dam progressed. It might be pertinent to mention the paradoxical frame in which the hills are pictured, both Darjeeling and Sikkim – while the latest modern forms and styles of every description of motor vehicles are operationalised for plying the roads and the hills, the infrastructure of the roadways are seemingly deteriorating instead of compatibly improving with the increasing number of weightage of the traffic.

NH31A is an arterial, shortest and only motorable communication to both the hill areas of Kalimpong subdivision, the largest in the District, needless to mention its importance common to the entire State of Sikkim, connecting Darjeeling District, is of important concern. The issue is not highlighted to the extent of the note it deserves, failing which it is only a matter of time with incidental occurrence of natural condition of environmental impacts, it is a foreseeable vision NH31A too would meet its natural and glorious end alongwith the other great beautiful scenes in the history of the hills. Besides the demise of the DHR railway and ropeway, the destruction of the famous Teesta Henderson bridge in the disaster cum flood of 1968 leaves a pang in the heart.

It would be an eye opener for the public to pose a question to the State Govt. to come out with the figures of the quantum of funds flushed into maintaining NH31A since the BRO took over the responsibility from the State sometime in 1962 considered as an effect of the Sino-Indian war till recent times. The urgency of maintaining NH31A by the BRO instead of the State implied the former would prove to be a better provider in maintaining the highway infallible to a high state of all weather conditions. Regrettably this standard is far from achieved. On the contrary the conditions of the roads are on the downslide, and as pointed out earlier to a point of unmanageable irreversible state convenient for scrapping the project permanently, and in lieu, diverting the traffic to the proposed new dispensation, the alternative Siliguri Sikkim route mentioned in the news item.

The details mentioned therein were insufficient to point out the exact details such as the distance of the new route, end destination etc. The road map was too hazy to pin point any of the details. As such the entire exercise of the press release was only for forewarning about the work program than as information for public awareness.

Which raises the probability, it is more of a hidden agenda in executing the work order for other intention, than that meant to be, an alternate route to Sikkim from Siliguri. The fact the work has been handed over to BRO indicates the new road is primarily meant for defense vehicles to ply upto the Indo-Tibet border than actually meant for serving the purpose as a alternate route to Gangtok in place of NH31A. There is sense in this perception of viewpoint as murmurs of talks regarding such a proposal was already flashed in the papers on 3 May 2008 (posted by barun roy). Excerpt “a major responsibility 87 RCC had in the past, Damdim – Algarah – Rishi Road, the alternative to the road between Siliguri and Kalimpong, will be looked after by 130 RCC being set up at Rangli in Sikkim under the 754 BRTF”. The ‘alternative route is but an outcome of the army exercise for an alternate route more for its own purpose as well to benefit the Dooars” than as presumed focus on Sikkim (as per Telegraph news 11 Feb 2008 by Rajeev Ravidas).

This scheme to suit the plains was suggested as per Statesman 18 May 2007 in an article by Sudipta Chanda, quote “…..the 758 Border $Roads Task Force to the Jalpaiguri MLA Mr. Deba Prasad Roy on 15 March, efforts were made in the past to convert the road leading from Damdim in the Dooars to Rhenok in Sikkim via Algarah and Rishi in Kalimpong subdivision”. So as a matter of fact the present news is no news in so far as the declared title is concerned – pointed to show the new route via the Dooars is an alternative route to bypass the hassles posed by GJM activists. This is totally a wrong perception defaming the Darjeeling hill people who are only voicing the concern to obtain their rightful demand constitutionally.

The future uncertainty of maintaining NH31A is a meaningful question and which a Kalimpong based NGO , Public Grievances Redressal and Welfare Society under whose umbrella NGO’s from Darjeeling, Sikkim, Siliguri and Kalimpong constituted a body titled National Highway 31A Bachao Committee in 2006 to highlight the impact of dam constructions on NH31A particularly for having triggered the landslide at 27 mile point and the other new landslips triggered by incessant dynamiting on the fragile khud-sides along the sides of the road benchmark by the BRO, at the time of widening the existing roads.

In both the cases it was argued by NH31A Bachao Committee, the use of dynamites on the fragile geophysical conditions was posed as the reasons for the increasing number and magnitude of the landslides and landslips encountered in the present times. The gnawing gap caused by the slide at 27 mile point could barely be contained by the level of engineers available with BRO and NHPC. It is reliably informed NHPC sought the assistance of IIT Delhi in tackling the 27 mile landslip. A French engineering firm specializing in water management is believed to have been engaged along with the construction programmed by IIT Delhi technicians. It would be interesting to know from the horses mouth – NHPC now, whether it is confirmed the landslip at 27 mile point is permanently contained.

It is felt the decision to open the “alternative” Siliguri-Sikkim is nothing short of actually opening up a new route (converted from the existing), is seen as a means conducted to discard the use of NH31A, presumed, in anticipation of the stark reality, the probability of NH31A being completely damaged for use in the future, highly affected by the environmental damages impacted by the construction of the two hydro-electric dams, cannot be ruled out in the near future.

This predicament holds enough water to wash the slum and slur of the vocal descriptions handed out by the concerned authorities by way of public consumption and relations. In order to understand the implied suggestions herein, readers interested to read about the substance and truth, as well as the undisclosed part of the story may enquire with the NH31A Bachao Committee for an appraisal of the part conducted in the process of highlighting the issue with NHPC headquarters in Delhi.

(Address: NH31 Bachao Committee, C/O. Public Grievances Redressal and Welfare Society, C/o..Denzong House, Justice Biswas Road, Kalimpong).