Present Road Network Status
Current Road Transport Status
Current Institutional Framework
Financing The Road Sector
Road Development Policy - Principal
Specific Policy Approach
Strategy and Approach
Mizoram is an industrially backward State with
the vast majority of its people living below the poverty line. The
growth of population in the State during the last one decade has
been 29.18% as against the national average of 21.34%, to a current
population size of 8.91 lakh. Given the State’s geographical area of
21,087 sq. kms, Mizoram has a population density of 42 per sq. km,
compared to the all-India average of 324 per sq. km.
The State has good potential for economic growth
in the areas of agriculture, horticulture, tourism, handicraft, etc.
Universally, the development of infrastructure, particularly
transport infrastructure, is a key prerequisite for economic
development. However, in Mizoram, the lack of adequate transport
infrastructure has been the major inhibiting factor on its economic
growth and development.
Being a hilly state with difficult terrain and
climatic conditions, transport infrastructure in Mizoram is
essentially road based. While there is a small metre-gauge rail link
at Bairabi (about 130 kms from Aizawl), as well as a recently
commissioned airport at Lengpui (44 kms from Aizawl), for most
community, business and personal purposes in Mizoram, road transport
is the only principal means of communication.
The initiatives of the State Government to
promote various development activities and thus alleviate the
poverty of the people are largely dependent on the capability of the
road network to carry passengers and goods traffic efficiently and
economically. A well laid out and well maintained road network is,
therefore, essential for cost effective movement of people and
materials, without which trade and industry also cannot maintain a
In recognition of these factors, and to provide a
strategic framework for the management of Mizoram’s road network
henceforth, the State Government has established this "Road
Development Policy", covering the period 2001-2007.
Today, Mizoram is connected with a network of
primary and secondary roads having a total length of about 6840 kms.
Of this, 4430 kms (64.77%) are under state PWD, 1790 kms (26.17%)
under Border Roads Organisation and the remaining 620 kms (9.06%)
are specific purpose link roads constructed by Rural Development,
Agriculture, Horticulture, Soil Conservation and Forest Departments.
While there has been 7.81% increase in road density in the state
during the last ten years, the current road density of 32.43 kms /
100 sq. kms is below India’s national average of 48.80 kms /100 sq.
The category-wise distribution of Mizoram’s
present road network is given below.
Table 1 : Composition of Road Network
Category of Roads
Percent of Total Length
|State Highways (SH)
|Major / Other
District Roads (M/ODR)
|Roads within Towns
|Other Purpose Link
All of Mizoram’s 23 towns and 341 of its 764 villages have now been
connected by all weather roads. While 338 more villages are
connected with fair weather roads, 85 villages are not yet connected
by any type of roads. The majority of earthen roads connecting
villages are ‘Jeepable links’ of unspecified standard.
Almost 50% of the total road network has
bituminous surfaces. Excepting NH-54, which is under upgradation to
double-lane standards, all Mizoram roads are single lane, having
carriageway widths of mostly 3.00 metres.
Most of Mizoram’s bitumen-surfaced roads are in
very poor condition, with potholes, ruts, cracks and other signs of
pavement distress showing at many places, reflecting lack of
sustained maintenance. The terrain is hilly and the roads have to
negotiate steep gradients and sharp curves. Given the poor road
conditions and generally bad geometry, the travel on the roads in
Mizoram is not only inefficient and uneconomical but also hazardous
and unsafe, resulting sometimes in serious accidents.
Considering the importance of the roads to the
State’s socio-economic development, major road rehabilitation,
maintenance and upgradation efforts are needed in Mizoram. This will
require significantly increased road funding commitments, well
beyond the State’s normal budgetary allocations for the road sector
as well as upgraded road maintenance strategies and practices.
The traffic on roads in Mizoram consists mainly
of passenger and goods vehicles. Except for a few handcarts noticed
at some locations, the slow moving vehicles are non-existent.
However, overall, with the pace of economic development picking up
in Mizoram, the volume of road traffic has increased quite
significantly over the past few years. There has been a steady
growth in the number of vehicles registered in Mizoram, as outlined
in the table below.
Table 2 : Growth of Registered Vehicles in Mizoram
Type of Vehicle
Registered Number of
Tractor / Trailer
* Figures in the parenthesis indicate % of vehicles
Note : Others include Recovery Van, Ambulance, Bulldozer etc.
Cars include Taxi, Gypsy, Jeep, Maxi Cab
Goods vehicles include Trucks, LCVs, One Tonner, etc.
Source : 1. Statistical handbook, Mizoram 2000 (Directorate of
Economic and Statistics, Govt. of Mizoram)
2. Department of Transport, Aizawl, Mizoram
Passenger vehicles (buses, cars, jeeps,
two-wheelers) constitute about 88 % of the total vehicle population
in the year 2000. Amongst the passenger vehicles, cars, jeeps, etc.
represent the highest share of passenger transport constituting 44
%, with two-wheelers as the second highest at 41 %, while buses
represent only about 3 % of the total number of vehicles. The low
proportion of goods vehicles - about 10 % of the total vehicle
population - is indicative of the relatively low economic activity
within the state. Most truck and bus traffic in Mizoram involves
inter-state movement of vehicles registered outside Mizoram.
While the capital city, Aizawl, faces the problem
of traffic congestion, the volume of traffic on roads in the rural
areas of Mizoram is generally low. The main thrust of road planning
in rural areas has thus been connectivity. The state government is
now also prioritising the removal of transport bottlenecks to
further improve the economic and living condition of rural populace.
The main Mizoram institutions currently sharing
responsibility for the functioning of and needs in the roads sector
are detailed below.
The Public Works Department (PWD) is mainly
responsible for planning, design, financing, construction, and
maintenance of the state’s road network and buildings. The principal
PWD functions are:
Planning, construction and maintenance of
roads, including NHs, SHs, MDRs, ODRs and VRs.
Construction and maintenance of all
Government buildings, offices, residential and public buildings;
Construction and maintenance of the new
Aizawl Airport at Lengpui
The PWD organization structure is made up of the
"Head Office" located at Aizawl and the outlying "Field Offices"
(Circles and Divisions). The Head Office is responsible for the
overall planning, design and monitoring activities, while the
execution work throughout Mizoram is carried out by the Circles/
Divisions. At present, there are no separate wings for road and
building works in the PWD organizational structure, which is headed
by the Engineer-in-Chief ’.
The Planning Department is responsible for
preparing the State’s Five Year and Annual Plans, in consultation
with other GOM departments such as the PWD. These plans cover
outlays for capital investments and development of new services.
The Finance Department headed by Finance
Commissioner & Secy. has the following key functions:
Preparation of the State Budget
Mobilization of funds from revenue and other sources; and
Disbursement of funds to various departments.
The State Budget includes plan expenditures for
roads based on the annual "plan", and "non-plan" expenditures such
as the salaries of GOM employees and the funding of road
The Transport Department is the regulatory
authority for transport in Mizoram. It is headed by the Transport
Secretary and is mainly responsible for registration, licensing and
control of passenger and cargo transport vehicles; collection of
vehicle purchase taxes and annual taxes on commercial vehicles;
annual technical and ‘pollution control’ inspections of vehicles;
licensing of drivers; and the enforcement of provisions of the Motor
Vehicles Act of 1988, the Central Motor Vehicles Rules and the
Mizoram Vehicle Taxation Rules.
FINANCING THE ROAD SECTOR
The funding of road upgradation and maintenance
programs of the Public Works Department (PWD) depends mainly on
State and Central Government allocations. For major initiatives such
as the planned Mizoram State Roads Project (MSRP), resources may
also come from international development funding institutions like
the World Bank, the Asian Development Bank and/or the UN. It is
important to note that the MSRP will be the first time that the GOM
has received any international development funding assistance.
Funding for Road Works: Five Year Plans and Annual Plans
The planning and budgeting for State road
projects has been done via Five Year Plans (FYPs), which covers
activities of all GOM Departments. The FYP identifies major
categories of projects for implementation, and indicates physical
targets for achievement and anticipated outlays.
For the present Ninth Five Year Plan 1997-2002 an
allocation of Rs 189.72 crores has been proposed for the road
sector. The strategy during the Ninth FYP has been (i) to complete
the ongoing projects; and (ii) provide road connectivity to
The following Table shows the plan
allocations during the last three Five-Year Plans for development
and maintenance of roads.
Table 3: Plan Allocation
(in Rs Lakh)
Year Plan (1985-90)
||Rs. 5,018.23 (Actual
Year Plan (1992-97)
Rs. 8,767.09 (Actual Expenditure)
Year Plan (1997- 2002)
Rs. 15,098.65 (Actual Expenditure)
Year Plan (2002-2007)
The state’s main plan allocation for roads has also been
augmented by Mizoram’s share of North Eastern Council (NEC) plan
funds for the road sector, and the funds available under the Pradhan
Mantri Gram Sadhak Yojona (PMGSY) scheme specifically for Village
The funds provided under the budget allocations
and NEC schemes do not meet the huge investments needed for
rehabilitation, upgrading and maintaining of the existing road
network, and less so for new construction, including bypasses and
Funding For Road Maintenance
The provision for maintenance and repairs in the
State budget is based on the Maintenance and Repair Norms
fixed by Ministry of Road Transport & Highways (MORT&H), Government
of India. These norms which were established in 1988, form the basis
of the 9th Finance Commission Report for the year 1990-91 to 1994-95
and subsequent reports.
However, the PWD of Mizoram has developed its own
norms for equitable distribution of available fund which was issued
in the document titled "Guidelines and Norms for Maintenance of
Roads in Mizoram ". The intention of this norm is fixation of
minimum labor requirement for various types of maintenance works and
then determine fund requirement. This norm comprised of two
Section I: Deals with the Components of the
Maintenance and Special Problems in Hill Roads; and
Section II: Outlines the criteria adopted and
norms proposed, mainly those related to Road Gangs, Monitoring,
Documentation and Returns.
The norms bear evidence to GOM concern about the
poor road maintenance and the rapid deterioration of the road
network, and the costs this represents annually to the State economy
and the road users
In assessing the requirements of funds for road
maintenance, it is a matter of public record that in the last five
years, the allocation for road maintenance has been much less than
the estimated requirements as per the norms (average 36% of the
requirements). The percentage has been coming down progressively
from 60% during 1990-91 to 32% for 1999-2000. Considering the amount
of resources needed and those available, it is becoming crucial to
mobilize additional funds for rehabilitation, upgradation and
maintenance of the State’s Roads.
Road Transport Taxation
The main components of the central government’s
General Taxation system include fuel taxes, customs duties,
excise taxes, and fees on services. The main components of the
State's General Taxation system are sales taxes, registration
fees and fees on services. Both levels in effect draw revenue from
For roads-related taxation, the breakdown is:
• Road tax
• Fees collected from driver's license
collected from tourist vehicles
• Sales tax on petroleum products
• Passenger and goods tax
The State's sales taxation system applies to all
transport equipment and petroleum products. Taxes generated from the
transport sector are deposited in the State's general fund. There
are no State taxes specifically levied on road transport that are
dedicated for the construction and maintenance of the State road
Two State taxes are of particular interest as
potential sources of funds dedicated to road improvements and
maintenance, namely the registration tax on vehicles and the sales
tax on fuels.
The rate of sales tax in Mizoram seems to be
comparatively lower than those in the neighboring States. For
example, in Assam the rates of sales tax on motor spirit, lubricant,
HSD and LPG are 25%, 12%, 16% and 12% respectively; the Mizoram
figures by comparison are motor spirit 20%, lubricant 8%, HSD 12%
and LPG 8%.
The Central Government collects excise duty on
fuel and part of it is transferred to the State under the Central
Road Fund (CRF). The main objective of the Fund, which is
maintained by the Central Government, is to provide finance for the
development of the road network in the country.
As per the original criteria, 35.5% of the Fund
is to be used for National Highways, 0.5% for administration and the
remaining 64% should be utilized for development and maintenance of
roads on the basis of petrol and diesel consumption in the
respective State/Union Territory. In practice, the Central
Government has failed to earmark the Fund as per the criteria for
road development in general and to each state in particular. The
Central Government has since this year decided that henceforth, of
the CRF accumulations, 50 % of the cess on diesel will go for rural
roads and of the balance 50 % of diesel + full cess on petrol, 57.5
% will go to NHs, 30 % for State Roads and 12.5 % for Road over
Bridges. These funds are now available for development of State
However, it cannot be overemphasized that the
road sector should be provided with the required resources by
earmarking higher percentage of total revenue collected, and/or
mobilization of additional resources through new taxes and charges
and/or increasing the current rates.
DEVELOPMENT POLICY- PRINCIPAL OBJECTIVES
The key objectives of GOM’s Road Development
Policy are expressed in the form of priorities and targets in the
Five Year Plans (FYP).
For the "9th Five Year Plan 1997-2002"
and in the "Draft 10th Five Year Plan 2002-2007", these
For the 9th FYP, the Planning
Commission gave first priority to Agriculture and Rural Development
Programs, with particular emphasis on self-sufficiency in food
production, employment generation and eradication of poverty. Road
programs came as a second priority, together with the power sector.
The overall development policies of Govt. of
Mizoram aim at rapid economic and social upliftment, while
simultaneously ensuring that the growth achieved is balanced, and
the accruing benefits are evenly spread. The development of an
important agriculture economy and the priority that the 9th
FYP gave to this sector, could trigger future development of
agro-industry. This can be sustained only with a reasonably
efficient road network. Roads are also needed to tap other potential
areas for development such as industry and tourism, and also as an
important means of socio-economic development and integration.
Mizoram State Roads Project (MSRP)
As part of its initiatives to upgrade,
rehabilitate and maintain the state roads network, Government of
Mizoram has decided to seek external finance and assistance for a
major program of upgradation works and maintenance. In this program,
GOM will also continue to implement significant measures aimed at
the institutional strengthening of the GOM agencies involved in the
road sector, particularly the PWD, with a view to ensuring the
future sustainability and value of its road network assets.
With special Government of India (GOI) and World
Bank assistance, GOM has been preparing a major roads upgradation,
rehabilitation and maintenance project, covering upgradation of
about 184 km of the State’s road network, comprising SH and MDR and
maintenance of about 520 km of the road network mainly of ODRs and
VRs. The objectives of this Mizoram State Roads Project (MSRP) are
Reduce transport costs and transport constraints
on economic activity;
Improve riding quality and capacity of selected
state road segments;
Reduce backlog of periodic maintenance on the
core road network and developing a maintenance prioritization and
programming system; and
Improve GOM’s road sector institutional
capabilities by strengthening the PWD and establishing effective
systems and procedures for road planning, budgeting, financing,
procurement, contract administration, monitoring, financial
management and stakeholder consultation, environmental and social
impact management, Land Acquisition and Resettlement.
These MSRP objectives are fully aligned with key aspects of the
SPECIFIC POLICY AIMS
The road development policy is aimed at providing
an efficient, sustainable road network across the state, to meet the
main transportation needs of every user group by maintaining cost
optimality and proper inter modal mix, while aiming through
connectivity and easier access (being basic to all other
developmental activities) to integrate the backward and far flung
areas into the road network.
The specific aims of the policy are as follows:
To provide an adequate and efficient road system
encompassing all transportation needs so as to ensure smooth and
uninterrupted flow of goods and passenger traffic both within the
State as well as on inter-state routes
To provide connectivity to all remaining
recognised villages by all weather roads for improvement in quality
of life in rural areas, better access to all essential services and
for removal of regional imbalances in the road system
To establish appropriate social and environmental
management policies and practices for prevention and mitigation of
adverse impacts of road construction, operation and maintenance on
the environment, communities and public life, while constraining
ribbon development, encroachment and/or misuse of roadways in
To utilize and optimize past road investments by
providing feeder roads to the existing main roads
To preserve road assets by ensuring timely and
adequate road maintenance
To implement more rational, cost-effective
methods of resource allocation and usage for maintenance and
To ensure an adequate flow of additional
financial resources for road development and maintenance works, in
the form of ‘road fund’
Through collaboration between responsible GOM
agencies, to develop and implement high sustainable standards of
road safety among both road users and the roadside population
To bring about major organisational, procedural,
business-practice and skills improvements in the Public Works
Department, matching its enhanced responsibilities for road network
development and roads asset management
To foster effective private sector participation
in all aspects of Mizoram road development, construction and
maintenance programs to sustain competitive practices, technologies,
costs and quality in outcomes
To support progressive upgradation of Mizoram
construction and maintenance technology and practices for
sustainable improvements in the quality and cost-effectiveness of
To facilitate greater public information and
accountability in roads matters
ROAD IMPROVEMENT AND UPGRADATION
To cater for the growing transportation and
social needs of the state, the road network is planned and proposed
for improvement and upgradation by: -
Removing the deficiencies in the existing
core road network by widening and /or strengthening of selected
stretches / corridors in a phased manner.
Providing new links particularly in areas of
industrial growth, agriculture and horticulture development
centres and to speed up movement of materials and the products
of forest, agricultural and diary development.
Providing connection to the missing links,
bridges and cross-drainage works.
Providing connectivity to remaining villages
by all weather roads.
Improvement of road geometrics and safety
Removing regional imbalances in the road
Meaningful and successful implementation of the
above road upgradation and improvement programs would require
massive capital investment which cannot possibly come from any
single source of funding. A multi pronged strategy for sourcing of
funds for the purpose shall have to be adopted.
The present procedure for budget allocation of
funds based on a percentage of the norm requirements (the percentage
is getting smaller) and the excessive use of traditional (and mostly
outdated) labor-intensive maintenance method do not meet the proper
maintenance requirements, and frequently results in waste of
The following approach is recommended for
strengthening road maintenance planning and implementation.
At present the allocation of funds for
maintenance is under what is called non - plan budget. That
allocation also includes general administration and overhead
expenses. In fact, maintenance should be considered as an investment
and not as expense. The provision of maintenance funds in the budget
should include both periodic and routine maintenance.
Maintenance Management System
The PWD maintenance norms should be revised to
take into account (i) current and projected traffic volumes; (ii)
road standards requirements; and (iii) modern maintenance practices.
Based on these revised norms, a Maintenance Management System
(MMS) needs to be developed for planning, prioritizing and
budgeting maintenance of the major road network.
MMS inputs would include data on road condition,
traffic volumes, Vehicle Operating Cost) VOC and maintenance costs.
MMS outputs would provide guidance on the types of maintenance
intervention to be applied to achieve maximum return on
maintenance investments, and would thus assist PWD to
rationalize the distribution of maintenance funds to various roads
Regarding bridge inspection and maintenance, it
is recommended that mobile bridge inspection unit be established,
and its staff trained in inspection of major bridges and
identification of structural and other defects. Data from bridge
inspections would be used to plan and execute bridge maintenance
interventions under the MMS.
Instead of the present labor-intensive
maintenance system, involving the use of road gangs over short road
stretches, a new approaches for periodic and routine maintenance of
major roads are called for. This will include the performance of
most cyclical and routine maintenance by contractors, and for
emergency maintenance operations, the development of mobile
maintenance units and introduction of cost-effective, innovative
Contractors could be engaged for routine
maintenance of selected road sections for a period of one or two
years, under performance based contracts that would specify the
standard of maintenance to be achieved, and the equipment to be
provided by the contractors for effective execution of maintenance
Regarding PWD’s road equipment, it will be
periodically audited to identify items, which are obsolete,
inoperable or uneconomical. Such units should be auctioned or
otherwise properly disposed of. The proceeds from such equipment
disposals may be used towards the procurement of new equipment.
These new equipments when combined with the remaining equipment
fleet could form the basis of small well-equipped brigades for
urgent and or emergency maintenance and repair works.
PWD should also procure equipment required for
modern road maintenance and operations, such as pavement markers,
maintenance vehicles, and weighbridges for axle load surveys and
PWD's workshops should also be downsized. They
could continue performing routine equipment maintenance, but all
major repairs and overhauls should be done under contract with
OPTIMAL USE OF AVAILABLE RESOURCES
The investment in the road infrastructure
development will be prioritised to ensure optimum utilisation of
available resources. Strategic Options Studies (SOS) will be carried
out to establish a rationale for prioritizing road investment. The
prioritization of road development / improvement program will be
based on the consideration of following main factors.
Principal corridors of travel
Condition of the existing road network
Terrain and road geometry
Linkage to centres of industrial growth, public
utility centres, agricultural produce market centres, etc.
State government shall take various measures for
generating revenues for road maintenance and development. To manage
funds for road development and maintenance, the state government
will have to set up 'State Road Fund'. The main source of
revenue could be 50% of incremental revenue accrued from the
Driving license fees
Sales tax or surcharge on fuels
Sales tax on spare parts and tyres of vehicles
Presently, the revenue collected from road tax,
driving license fees and tax on fuels is deposited in the state
treasury and not transferred to PWD for road construction or
maintenance. In order to utilize these funds for road maintenance
etc., it is proposed to transfer the fund to PWD for which
legislative enactment will be proposed.
RESTRUCTURING OF PWD
Based on the recommendations given in
Institutional Development Study (IDS) report (December 1999), it is
proposed to restructure PWD to streamline its functions and make it
an effective organisation for development and maintenance of road
network in Mizoram. The restructuring is to be implemented in two
phases (short and medium term) with the overall theme of structuring
the Department along functional lines more clearly distinguishing
between the Roads and Buildings functions.
Restructuring the Field Organization
PWD Circles would continue operating as they are
now, and would be involved in all PWD major roads, rural roads and
building activities within their area of jurisdiction. This
arrangement is considered appropriate for the short term. For the
medium term, to avoid duplications in PWD’s field organization, the
existing arrangement of circles would be re-examined. The Circles
are headed by Superintending Engineer (SE) assisted by Executive
Engineer (EE) and Assistant Engineer (AE).
Role of Information Technology
The role of information technology for efficient
and streamlined functioning of any organisation is well recognised.
Appropriate software packages for Project Monitoring Card
Control, Pavement Management System (PMS) and Financial Management
System (FMS) need to be developed and established for use in PWD.
The personnel dealing with these functions will be suitably trained
in the use of these systems. PWD will also extend the use of
computers and furnish the required software, electronic mail
facilities etc. to other sections and field units. It will gradually
connect its computer systems through Local Area Networks (LAN) and
Wide Area Networks (WAN). Public information on PWD programs and
outcomes will also become more available in future as and when the
department’s IT capabilities grow and consolidate.
ROAD DEVELOPMENT PLAN - SCOPE
Adopting Indian Roads Congress classification and
specification for roads, Mizoram prepared a decade plan with an aim
of connecting all towns and village by all weather roads before the
end of 2010. The implementation of the project and achievement of
this target will however depend on the availability of the required
Most important is that the rural roads are
planned for upgradation and improvement under Prime Minister's Rural
Development Scheme with funds provided by Government of India.
Improvement, upgradation, widening and realignment / regrading of
selected roads will be undertaken in a phased manner.
As far as possible, adequate funds will be
provided for meaningful progress until completion of the project.
For maintenance, it is proposed to increase road maintenance funds
to 80% of the requirement for core network of roads in the state.
DEMARCATION OF RIGHT OF WAY
State Government has taken initiative for
demarcation of right of way (ROW) of all roads in the state to avoid
future problems in widening or improvement of the roads in
accordance with its 1/11/1999 Notification concerning the principles
of government ownership of land. However, the interests of the
people presently dependent on the ROW will be safeguarded.
Acquisition of privately owned land and resettlement and
rehabilitation of the project-affected people, if required, will be
properly done in advance, before establishing government ownership
of required land and before execution of works. It is proposed to
erect pillars at certain intervals on both sides of the roads to
indicate highway land and to prevent encroachment.
QUALITY CONTROL IN CONSTRUCTION & MAINTENANCE
Quality control in construction and maintenance
of roads is very essential for the development of a reliable and
durable road network. Quality standards and procedures based on
Indian Roads Congress and Bureau of Indian Standards will be used to
ensure proper quality control.
The following arrangements will be made to ensure
the required quality in the construction works.
PWD will be the nodal department for all works
related to roads in the state.
The recently created Quality Control unit
headed by a Divisional Engineer and assisted by three
sub-divisional officers will be strengthened and upgraded with the
aim of developing it as a substantial element of the PWD in the
future. The PWD will arrange for the training of its quality
control personnel at the Central Road Research Institute, New
Delhi on a regular basis and also by engaging Consultants and
experts for training.
The Quality Control Unit will be required to
have frequent quality check of all projects at specified intervals
As far as possible, latest techniques will be
used for construction and maintenance of roads and bridges
While taking up new road construction project,
particular ‘end to end’ attention will be paid to conserve the
environment, and to properly design and execute construction and
associated operations. Apart from taking any other necessary
mitigation measures, extensive tree plantations will be undertaken
along roadsides through social forestry.
ENGAGEMENT OF CONSULTANCY AND CONSTRUCTION FIRMS
At the present juncture, there does not appear to
be much scope for attracting private investments in the road sector.
So far, the use of Consultants for studies, designs and undertaking
Construction Supervision works has been very limited. PWD staff has
carried out most of the designs and supervision works. It is,
however recognized that even with upgradation of the human resource
capacity of PWD in different areas of specialization, PWD will not
have sufficient in-house resources and expertise to undertake
studies, designs and construction supervision work for major road
and bridge works visualized / planned in the future. The State
Government shall encourage deployment of private firms/ companies
for consultancy services to perform strategic option study,
feasibility study, preparation of detail project reports,
investigation and study of bridges sites, etc. etc. Construction
firms/ companies may also be engaged for major projects. The State
Government may also encourage such agencies to undertake routine,
periodic and emergency maintenance works. Parties for such works
will be selected on the basis of open competitive bidding ensuring
transparency and equal opportunity to bidders. Selection will be
based on evaluation of bids by Evaluation Committee consisting of
not less than three officers set up for the purpose.
Implementation of the new Road Development Policy
shall be the responsibility of the Public Works Department through a
special implementation cell for ensuring speedy disposal.The State
Government shall set up a High Level Committee headed by the Chief
Secretary to review the progress and implementation of the policy.
The progress made, problems faced and new proposals on the
implementation of the road policy will be periodically reported to
the State Government.