Government of Sikkim :: Roads & Bridges

GOVERNMENT OF SIKKIM
PUBLIC WORKS DEPARTMENT
ROADS & BRIDGES
DRAFT
ELGHTH FIVE YEAR PLAN
1992 – 97

ROADS & BRIDGES :

1. Importance of Road Network :

The State of Sikkim depends entirely upon the road transportation system for the movement of goods from one place to another within or outside the State. Some years back, the State had the limited facility of a helicopter service operating between Gangtok and Bagdogra but this had tobe discontinued not only because of unfavourable weather condition but also because of the poor economic of its operation. The question of establishing a rail line has been ruled out for all practical purposes due to fundamental doubts about its technical feasibility and economic viability. Therefore, the Road Network will have to serve as the sole medium of transportation for the State.

2. Brief History of Road Network and Methodology of Hill Road Construction :
In order to explain the type of schemes that are included in the past few Five Year Plans and the Eight Five Year Plan it is necessary to write a brief history of Road Network in the State and the phases of construction of the roads in hills.

(A) Brief History :
At the time when the First Seven Year Plan was launched well before Sikkim became a part of India, the were only 19 Km. of rough road from Rangpo to Gangtok and a few kilometers of road around the capital. What are now District Headquarters and few other important towns were connected by tracks with the capital. Apart from these, there were some mule tracks which served as trade routes to Tibet.
With the need to cover as many roads as possible and as quickly as possible with the funds available, the strategy followed during the period was to construct Low Cost Roads, which were narrow, steep, with acute curves at bends and with bridges capable to carry only limited tonnage along them.
With steep increase in the growth of population and consequent need for operating heavier vehicles along these low Cost Roads also it was necessary to make these roads wider and negotiable by the heavier vehicles. The achievement of this objective involved widening of the narrow and steep existing roads with modulation of grade and geometrics all along. The low capacity bridges along these roads were required to be either replaced by permanent higher capacity and longevity. Therefore, with this backdrop in mind, from the Fifth Plan onwards thrust was given to both. (i) The improvement of low cost roads and bridges along them and (ii) construction of new roads in new areas.

(B) Phases of Construction :
(i) Improvement of low Cost Roads:
The widening with adjustment of grade and geometrics alone is not sufficient for upgradation of low cost roads. It forms the first phase work only. Once the first phase is done they are useful as fair weather roads only. Once the hills are cut for widening they have to be retained to prevent them from coming down during rainy season and drainage system and macadam layers have to be laid to prevent road surface from being pulled down by slides or getting slushy (bogging down all vehicles) during rainy season. Therefore providing protection, drainage and macadam layers is an important phase – which forms the second phase work in the upgradation programme. After the completion of this second phase work carpeting forms the third and final stage.
(ii) New Roads :
The construction of new road to give connectivity to the inaccessible villages are being done as per specifications laid down by the Indian roads Congress in respect of width, grade, geometrics and capacity of bridges along them. The sequence of construction of a new road is exactly the same as that in the case of improvement of low cost roads. Once this first phase of hill-cutting is complete then these road (after laying bridges) are used as fair weather roads. However, the second phase work of providing protection, drainage and macadam layers forms an important phase. The final phase is the surfacing of the road.
The Schemes falling under the activities to upgrade the low cost roads are listed under the Major Head “Removal of Deficiencies”. The Schemes to replace the low capacity bridges along these road by permanent onces or to strengthen them are listed under the Major Head “Replacement”.
The Schemes to complete the remaining phases of works in the new road lying at the intermediate stages, the construction of bridges along these new roads and the proposal to commence earthern cutting in the limited kilometerage of new roads are placed under the Major Head “ Expansion”.

3. Master Plan :
In view of the preponderant importance of the road network for the development of the State and in consonance with the directives of Government of India, a Master plan covering 20 years (1980 A.D. – 2000 A.D.) was prepared and designed to provide accesses to most the villages in the State by 2000 A.D. , with an investment of Rs. 400 crores at 1979 price levels. This was later on revised (to cover 1985 A.D. – 2000 A.D.) with a somewhat lower target at an estimated investment of Rs. 209 crores, excluding administrative expenses at 1980 price level.
It was envisaged, in the Master Plan :
(a) to construct 695 km. of new roads and 420 km. of link roads so that by 2000 A.D. all the villages having population of 200 and above (1971 census) and 50 percent of the villages with population below 200 would be covered.
(b) Construct bridges on the new roads.
(c) To upgrade 490 km. of low cost roads which are narrow with steep gradient and nonstandard geometry for the movement of heavy vehicles.
(d) Replace bridges of low axle load carrying capacity along low cost roads by permanent bridges.

4. Review of the Sixth Plan:
Before the beginning of the Sixth plan there was the pressing need to cover a large number of villages, important from the agricultural, socio-economic, tourism and religious points of view. Therefore, considerable thought was given to the construction of new roads and the upgradation of low cost roads and bridges along them.
The activities of the department have by and large, been confined to the following classifications :
(i) Opening up new areas by constructing new link roads or new roads.
(ii) Upgradation of low cost roads.
(iii) Replacement or reinforcement of weak bridges in the low cost roads.
On the basis of the above classifications, the physical achievement recorded during the Sixth Plan, Seventh Plan and during the year 1990-91 can be summerised in the following terms;

SIXTH PLAN PERIOD;

A. upgradation of low cost roads:
(i) Widening of 59 kilometers of non-standard roads.
(ii) Providing protection and drainage to 59 kms. Of the above roads.
(iii) Providing bituminous surfacing to 10 kms. Of above roads.

B. Construction of New Roads:
(i) Completion of 349 Kilometers of new roads or link roads upto earthern level.
(ii) Providing protection, drainage and macadam to 51 kilometers of the above roads.
(iii) Construction of 39 minor and major steel / RCC bridges.

C. Replacement/ Reinforcement of weak bridges along low cost roads:
i. Weak Suspension Bridges over Teesta at Jorethang and Legship were replacement by two permanent bridges. These include cable stayed concrete at Jorethang and prestressed RCC bridge at Legship. The technology used in the former one has attracted the attention of Engineers from advanced foreign countries too. Apart from these, nine suspension bridges were reinforced. In all, 43 numbers of causeways have been converted into culverts.
The status of road network at the end of the seventh Five Year plan indicates that altogether 215 kilometers of new roads were added in the 1985-90 period. The coverage of villages increased from 256 villages to 285 at the end of plan.

Year          Carpeted roads       Unsurfaced roads       Nonstandard roads      Totals
March 1985               246             505                            490                       1241
March1990                 349               744                      364                          1456

III. Achievement during the year 1990-91:

The achievement made during the Annual Plan 1990-91 can be summed up in the following categories.

Upgradation and Re-placement;
Under the upgradation programme, the carpeting of Soreng-Kaluk road has been commenced and the laying of base has been completed. The subsequent phase of carpeting on this road will be taken up during the forthcoming dry season. Widening of 2 km.portion of Pakyong-Machong road which also serves as the approach to SDM’s Office along with its protection and macadam laying was completed in 1990-91. This will be taken up for carpeting during the coming dry season. Widening of narrow stretches in different roads were taken up in short lengths and completed. About 10 kms. of total length were widened.
The work of replacing Mamring Suspension bridge by a permanent prestressed concrete bridge over river Teesta was commenced after soil investigation. The work of reinforcing the old suspension bridge at Sikkip, Kalek, Rathongchu, Gaur Bridge and Sangkalang were completed.

The slope stabilization work in the first kilometer of Legship-Rabongla road where toe erosion had threatened to take away a long stretch of road, was undertaken. Altogether 13 causeways were converted into culverts.

ii. New roads;
A number of new link roads, totaling 23 kilometers in length, was commenced and a total length of 19 kilometers was completed upto earthern formaton level.
Works of providing protection, drainage and macadam on earthern roads were commenced in Tumtek-ray-ranka road (23 kms.), gangtok-Sichey-Ranka (14 kms.), Legship-Tashiding road (12 kms.),
Rayong-Tinkitam (18 kms.), and Rongli-Rorathang road (10 kms.) involving in all, a total length of 77 kms. and out of this total length a stretch of 12 kms. was completed.

Works in five steel bridges and two RCC bridges were commenced and one of the steel bridge was completed. At the end of 1990-91 financial year, five more villages were connected making the total number of villages covered as 290 villages.

IV. ACHIEVEMENT DURING THE YEAR 1991-91:
The achievement made during the Annual plan 1991-92 is briefly discussed below. During the Annual plan 1990-91 and 1991-92 over-riding emphasis had been laid on early completion of spillover projects.

C. Replacement/Reinforcement of weak bridges along low cost roads:
(i) Replacement of weak suspension bridge over Teesta river at Melli by a permanent prestressed balanced cantilever bridge.
(ii) The reinforcement of 4 weak suspension bridges.
(iii)Replacement of number of causeways into culverts.
The status of roads infrastructure as shown below reveals that considerable achievement was recorded during the Sixth plan. The total number of villages covered at the end of the Sixth Five Year plan in cumulative terms was 256 villages.

Year             Carpeted roads        Unsurfaced roads        Nonstandard roads           Total
March 1984    244                              161                        487                           892 kms.
March 1985     246                              505                      490                          1241 kms.

II. SEVENTH PLAN PERIOD;
A. Upgradation of Low Cost Roads;
(i) Widening of 126 kilometers of low cost roads.
(ii) Providing protection, drainage and macadam to 67 kilometers, out of the above length of roads.
(iii) Carpeting of 67 kilometers of the above length of roads.
(iv) Surface strengthening of 42 kilometers of roads.

Year            Carpeted roads            Unsurfaced roads           Nonstandard roads         Total
March 1984         244                                  161                     487                          892 kms.
March 1985          246                                  505                    490                            1241 kms.

II. SEVENTH PLAN PERIOD;

A. Upgradation of Low Cost Roads;
(i) Widening of 126 kilometers of low cost roads.
(ii) Providing protection, drainage and macadam to 67 kilometers, out of the above length of roads.
(iii) Carpeting of 67 kilometers of the above length of roads.
(iv) Surface strengthening of 42 kilometers of roads.

B. Construction of new Roads;
(i) 215 kilometers of new roads or link roads were constructed upto earthern formation level.
(ii) 156 kilometers of earthern roads were provided with protection, drainage and macadam surface.
(iii) 8 numbers of major bridges and 45 numbers of minor RCC or steel bridges were constructed in the new roads.

(i) UPGRADATION AND REPLACEMENT:
Under this scheme carpeting of Soreng-Kaluk (16 Kms.) is expected to be completed by the end of 1991-92. The carpeting of the two kilometers stretch of Pakyong-Machong road (part) is complete. Widening of Geyzing-Legship road, a State Highway, is commenced to remove the bottleneck. The widening of Sangkalang-Bey road 95 kms.) has also been started.

(ii) EXPANSION:

(iii) New Roads:

Though there is tremendous pressure to construct new roads to connect villages which are not accessible at present, thrust has been given to work on the new roads lying at the intermediate stages. Therefore, the following roads which were in earthern formation have been taken in hand for carrying out the 2nd Phase work :
1. Ralang-Phamthand 16 Kms.
2. dalapchen-Rongli 9 Kms.

Apart from this, such works commenced in 1990-91 would be completed. This 2nd Phase work impart stability and higher utility to the roads. Four (4) RCC bridges/steel bridges would be completed under the expansion programme.
About 40 villages have been identified where link roads are needed immediately to give accessibility to the villages. Such villages have been choosens on the basis of their higher population, economic development and social welfare schemes needed to be executed, tourist potential etc. A few of them will be commended and a total of 16 kms. length new road would be completed upto earthern level. The number of villages that would be covered at the end of 1991-92 would be 295.

5. EIGHTH PLAN:
I. Aims & Objectives:
Keeping in mind as a back drop the status of the road network that would be existing at the beginning of the Eighth Plan, the aims and objectives of the Eighth plan canbe determined as follows:
(a) Upgradation of as many low cost roads as possible.
(b) Replacement/ Reinforcement of bridges which have low axle load bearing capacity by permanent bridges.
(c) Completion of subsequent stages of works in new roads lying in the intermediate stages of construction.
(d) Bridging the gaps in the new roads completed upto earthern formation level by constructing bridges and
(e) Upgradation of the equipment and infrastructure with the Department to ensure greater operational efficiency. The basic aim will consolidation and completion of tasks undertaken during the Seventh Plan as early as possible.

II. Activities:
The activities of the Department to achieve these aims and objectives set forth in the Eighth Plan can be categorized into the following heads. Specific projects envisaged during the Plan have been listed in Annexure I.

Update on:

July 23, 2008 11:44 AM