Moa Jamir
As the northwest monsoon enters its second phase, the recurring woes of Nagaland’s road networks once again come into sharp focus. Currently, a significant landslide near Dzüdza Bridge on National Highway-29 has prompted an evacuation order from the district administration, disrupting connectivity to Kohima, the state capital, and beyond. Given that NH-29 is the main artery between political capital Kohima and the commercial hub of Dimapur, any disruptions here draw considerable attention from both policymakers and the media. Despite this, the deteriorating state of this crucial road during the monsoon is an all-too-familiar sight.
Elsewhere, the roads in and around Dimapur city are riddled with potholes, and even the relatively new four-lane stretch from Purana Bazaar to Chümoukedima is already showing signs of strain. The so-called completed portion of NH-29 from Chathe Bridge Junction upwards is regularly plagued by rockslides and blockages, while the stretch from Chümoukedima to the Bridge Junction is riddled with potholes and suffers from blocked or poorly maintained drainage systems. The deplorable state of Chathe Bridge, the gateway to the Naga Hills, is a harbinger of the broader systemic failures plaguing Nagaland.
If the roads in Dimapur and Kohima are in such deplorable conditions, one can only imagine the situation in other district headquarters and the status of other National Highways, State Highways, Major District Roads, and village roads. As usual, the concerned authorities conveniently blame nature for these issues. While natural factors do play a role, the real problem is exacerbated by a lack of accountability, poor monitoring, and the failure to implement existing policies. There is a clear abdication of responsibilities by the authorities.
A case in point is the ongoing Public Interest Litigation (PIL) in the Gauhati High Court, Kohima Bench, alleging the issuance of completion certificates for incomplete roads and other issues in Meluri. Most NH projects in Nagaland face delays, and even in cases monitored by the High Court (NH2 and NH29), State respondents and contractors frequently cite natural phenomena as excuses for their shortcomings.
On the other end, temporary repairs, often involving the use of soil and stones instead of durable asphalt, ensure that the road quality quickly deteriorates again. In the Nagaland State Budget 2024-25, a sum of Rs 50 crore was allotted for road improvement, construction, and rehabilitation of bailey bridges and construction of a research lab centre as well as an additional Rs 30 crore for road maintenance across the state. However, one must question if the haphazard covering of potholes with stones and pebbles is considered part of this maintenance effort.
The State Public Works Department (PWD) may argue that works are carried out alongside agencies like the Border Roads Organisation (BRO), National Highways and Infrastructure Development Corporation Limited (NHIDCL) etc, but it has the mandate to monitor, supervise, and conduct maintenance.
Many of these issues could have been prevented if the State Government had effectively implemented its own policies. The 'Nagaland Road Maintenance Policy 2017,' adopted in 2018, aims to ensure proper road maintenance. The policy emphasises preserving roads in their original condition and ensuring efficient, convenient travel and is replete with reassuring words like timely and sound maintenance; proper planning, implementation and execution; and supervision and monitoring, quality control etc as core objectives.
Incidentally, the repair of potholes, upkeep of side drains and earth-retaining structures, and the clearance of choked cross drains and waterways all fall under the 'routine maintenance' operations specified in the road policy. However, the lived experiences of Nagaland’s citizens reveal a stark disconnect between policy and implementation. The State’s policy remains merely a paper tiger.
Hence, Nagaland's road infrastructure requires urgent and sustained attention, not just during the monsoon. Accountability, stringent monitoring, and genuine commitment to policy implementation are crucial for improving the state's road networks. It is high time the authorities rise to the occasion and address these perennial issues with the seriousness they deserve.
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