No need, its all interesting! The Linguistic divide really shows India as a united state is... rather recent in the scheme of things, to say the least.
Also, that's an interesting point. Additionally, Communism could perhaps overcome the barriers traditional Nationalist movements would've faced in such a diverse India.
Additionally, it fixes the main issue you identified earlier really, the poor have no reason to back elites that, in all likelihood, would be little different than their British counterparts. Communism, on the other hand, at least in theory, offers something different to this.
Could it work out? Well... I'd think it'd hopefully work out better than Maoism, however I have no idea who would lead such a revolt, to say the least.
Very depressing.
One particular complaint along these lines I have heard is that there was a serious lack of investment in transport infrastructure between 1947 and the late 1990s--I can't remember the exact quote but somebody said something about fewer than X miles of roads were built in that time. Would you say there is truth to this?
That would explain a lot. Everything I've read, among other things, suggests transportation infrastructure is essential to economic growth, to put things mildly.
About railways and roads in India.
First let's start with roads. The engineers of the Indus valley people were famous for introducing the world to the concept of planned cities, grid layouts, urban sewage drainage. Among other things, like introducing to the world the idea of indoor plumbing [1], they were also prolific road builders. Not as prolific as their counterparts in Rome, mind you.
Asoka, the 'peace-loving' Buddhist emperor was among the other who expanded the primitive road network over most of the Indian sub-continent around 2300 years ago.
The next major road project was undertaken by Sher Shah Suri, of the Sur dynasty of Delhi Sultanate in 1540-1545. He established a road from Sonargaon, near Dhaka, modern day Bangladesh, up to Peshawar in Pakistan.
This road, know to the British as the 'Grand Trunk' or 'GT' road was upgraded and was used, most famously by Brigadier General John Nicholson to quickly move his troops hundreds of kilometers to Delhi in the 1857 revolt. It is still in use today as a new express way.
I say 'new' because the expressway literally is. When India became independent in 1947, the road network wasn't much to write home about. Most roads were single lane, and mostly unpaved. There were only 200km of 4 lane highway and no expressways. What few roads there were ill maintained, thanks in no small measure to our corrupt bureaucrats, politicians and politically apathetic populace.
There were in fact no new major expansions of the road network from 1947 till 1988 when the National Highway Authority of India came into existence on June 15th, 1988.
Post-liberalization in 1990 it has been a different story for most of the national highways. There has been a major expansion of the road network, and we can now boast of having the second largest road network in the world [2]; albeit with the second highest number of road fatalities per year [3]. We now have 92,851 of national highways, of which 22,757 are 4-lane or 6-lane modern highways.
This did not mean the British build bad roads. The concrete roads laid down by the British more than three-quarters of a century ago in Kanpur are still in use today while roads built in my college town in relatively corruption 'free' south India 3 years ago already feature potholes (or should i say craters
) large enough to swallow up a small family car whole. Often in the flood prone plains of India, the only infrastructure left intact after a devastating flood are the roads and bridges laid down by the British. That should give you a very good idea about the 'expansion' of the road network in the past few decades. Fortunately the situation has improved quite a bit in the past decade or so; as in the fresh laid roads today should last for about 5-6 years instead of the usual 2 to 3 years before they desperately need repairs.
Arguably the British had little interest in developing the road network in the sub-continent. I believe mostly because the automobile, such an omnipresent symbol of our modern lifestyle, was yet to catch on in the sub-continent and also because it didn't necessarily have any direct bearing on the type of raw resource extraction and processing industries which dominated the early Indian industrial scene as compared to say railways.
And that brings us to railways in the sub-continent. The story of railways in India in many aspects paints quite the opposite picture of our road network. The first rail line in the subcontinent was laid down between Bombay and Thane in 1853, by the Great Indian Peninsular Railways [4]. The first train, 14 carriages long and pulled by 3 locomotives, 'Sultan', 'Sindh' and 'Sahib', ran the 21 mile [5] track in 45 minutes.
In 1875 the British invested £95 million [6] in the expansion of the railway network in the sub-continent. By 1929, there were 66,000 km (41,000 mi) of railway lines serving most of the districts in the country. At that point of time, the railways represented a capital value of some British Sterling Pounds 687 million, and carried over 620 million passengers and approximately 90 million tons of goods a year.
By 1947, India became independent, a total of 42 separate railway systems, including 32 lines owned by the former Indian princely states, the railways in India spanned a total of 55,000 km. 40% of the network laid down by the British was in the territory that comprised Pakistan [7] In 1951 these systems were nationalized and combined into the Indian Railways.
Since then the Rail network has expanded to cover over 115,000 km (71,000 mi) of track over a route of 65,436 km (40,660 mi). Around 31.9%, or 20,884 km (12,977 mi) of the total, has been electrified.
The story of railways is dramatically different from the road network of the sub-continent. I believe it is due to the same reasons, namely the importance of a rail network to a turn of the century industrial economy. With the railways the British never would have been able to obtained the raw materials for their factories in the major Indian cities and in Britain profitably enough. But a road network on the other hand was not of much use in a time when automobiles were the exception and not the rule on the roads, and few in the sub-continent could even afford them.
Its funny how answering the questions raised in this thread by people from all over the globe is helping me learn more about my own country's history. You have my sincere gratitude.
Best wishes
Kalki
[1] Well there's irony for you. The country that invented indoor plumbing has now the largest number of households without toilets. Oh history! You so silly!
[2]Second only to USA
[3]Second only to China
[4]Quite an interesting story actually. There were only two Indians on the board of the GIPR, one a Parsi and the other a Brahman. Their ancestors would have rarely shared a room, and here they were, facing down men from half a world away, steering a nation down the path of industrialization. I believe it summaries quite poignantly how the British, with their 'divide and rule' shenanigans where in the end arguably the single most important unifying factor on the subcontinent.
[6] £117 billion in 2012 GBP.... By comparison the Railway Budget, which is a separate budget from the Union budget, for the Indian Railways in the year 2012 was equivalent of around £6 billion (2012 GBP).
[7] East Pakistan and West Pakistan combined.