Knowing the Current Road Development in Nagaland: Who brought it?
February 16, 2019
Dr. Lemwang Chuhwanglim (Ph.D)
Mon Town, Nagaland
The article is an overview analysis of the root cause of the current road development in Nagaland based on the question: who worked hard for the dream of road making materialization in Nagaland? Subsequently, it aims to facilitate a dialogue between a political leader like T.R. Zeliang and the common people. Zeliang fearlessly and strongly states that the current road development in the State is the repercussions of the effort and hard work sacrificed by him and his colleagues during their party power in Nagaland. It helps the Naga people to engage in questioning and knowing the leaders who work hard for the current road development in the Naga society. The author believes in knowing and sharing the concealed hard work of every leader and citizen who works for the welfare of the Naga society based on humanity in need, than political enmity.
Poor road has kept the entire Naga territories to backward land and the people in the planet. It exists as a result of poor leaders and poor followers, not poor land and poor economy. Insufficiency emerges from the unlimited wants of the leaders, not from fewer needs. Despite the contended budget that India gives for the development and management of Nagaland, its repercussions remain a poor managed Nation every year. In the midst of the darkest way of lives of the Nagas, more specific, in road development, which is the primary route to the subsistence of the Naga people, there is a leader like T.R.Zeliang, who is worth acknowledging based on his fearless statement that ‘he worked yesterday for a good road today and tomorrow’ in Nagaland.
Good road produces sustainable future (Edward R. Carr. 2011), it promulgates the global economy through the feasible engagement of the people in maximizing own income and well-being through good road. However, Nagas remain behind the global development in the shadow of poor road. It had ruined the entire life existence of the predominant Nagas who face hardship to engage in import and export of any own products in villages and towns. Such men-made famine of road produced poor economy and the poorest Nation. The deprivation of basic development in the state provoked a leader like T.R.Zeliang and his fellow leaders, to willingly work hard for the proposal and approval of the budget sanctioned for the current road development in different parts of Nagaland, during his leadership.
According to Zeliang, “On the achievement of road sectors”, the current road development from Dimapur to Kohima (4 lane road), Peren-Maram 2 lane road, were approved in 2004-2005 which was included under SARDP-NE (Phase-A). Despite the problem emerged between the State Government and MoRTH in the issue of its implementation, which the State opted for local tendering system different from MoRTH’s EPC process based on the National Highway’s rule, it was during his leadership as the Chief Minister of Nagaland, under NPF led Dan Government, the reinforcement implementation of the project was finally approved in 2015-2016, followed by the appointment of NHIDCL which tendered the process under EPC mode where ECI and Gayatri, were qualified. Subsequently, they agreed on completing the Dimapur-Kohima 4 lane road in 3 years (2017-2018, 2018-2019, 2019-2020). In the presence of Zeliang, the two functionaries assured to complete the project in 3 years and the road would remain under their maintenance for the following 4 years for which they would bear their own cost.
The Honorable Minister of MoRTH laid the foundation stone of the said project on 3rd November 2016. In addition, Zeliang and his team submitted the Memorandum to the Minister for upgrading the city roads of Kohima and Dimapur. Marking the memorandum as the prioritized needs of the people of the State, the centre ultimately approved and sanctioned the following roads within a year of 2016-2017: 1. Amar Mill-Zion Hospital junction, 2 Land Road, 2. Zion-junction Purana Bazar-Chumukedima Patkai Bridge, 4 Land Road, 3. Dimapur City-by pass Road (Khatkati-Patkai) 4 Land Road, 4. Dimapur Kohima by-pass Road, Nuiland-Zhadima, 5. Kohima City Road (New Check Gate-Lerie) 2 Land Road which was “sanctioned and contract work allotted in 2017”, 6. Kohima City by-pass Road, Jotsoma junction to Kisama via New Secretariat BSF Camp was approved in 2015-2016 with tender floated on 4th February 2019.. Most significantly, including the Jalukie and Kohima road that was approved within Six month, the entire roads projects mentioned above were submitted during the visit of Sh.Nitin Gadkari, Minister of MoRTH, to Dimapur. Many of the approved roads are currently in the progressive journey to complete at the earliest to bring a better future subsistence of the Indigenous Nagas that liberates them from the shadow of poor roads for the past more than 70 years.
The primary source of the article indicates that the current roads development in Nagaland is the ground work implemented and well prepared laid by the previous DAN-III NPF led Government under the leadership of Zeliang, which marked as the collaborative team work of the senior party leaders of his government. This achievement has to reach the entire Nagas to know that, as a leader with leaders, Zeliang with his colleagues had been committed to work for the welfare of the common Nagas regardless of any regions in the State. Despite the emergences of numerous differences in ideas and other approaches within the party leaders, who come from different tribes and regions, down the line, they had undeniably done the works in unity to make good roads in the State to reach many villages and towns with good economy and development for the better survival of the common people. Deliberate
“We always say record will speak but unless we explain to the people in appropriate platforms, the general public will not understand” (Zeliang. 2019), if such statement and the record have the authenticity to convince the common Nagas, there should be no delay to find the right platforms to deliberately impart the knowledge of true work done for the people. Moreover, if such report is inevitably true before the eyes of God and fellow human beings, people have the right to acknowledge and support leader/s who genuinely works for the development of roads and other means to develop ourselves and our State and to grow together as hardworking leaders and followers of the State. It is important that every leader must carry the transparency of leadership responsibilities and its implementation, with the common people both in times of power and powerless stage to earn timeless trust from the citizens. The author encourages that such analytical view would help many citizens to further search and learns the truth behind every word and deed of the Naga leaders, and support those who speak and do the truth but condemn those who are found wrong.
Source- Morung Express
Slow implementation of projects launched by Deputy President William Ruto in his tours of Mt Kenya has angered residents.
Following President Uhuru Kenyatta’s statement in Mombasa criticising Mt Kenya leaders for accusing him of neglecting the region, focus has shifted to the projects launched by his deputy over the last one year.
On New Year’s Eve, Gatundu South MP Moses Kuria accused the President of sidelining Central Kenya despite the region supporting him in elections.
Mr Kuria has since backtracked, claiming his comments were misinterpreted.
However, his Bahati counterpart Kimani Ngunjiri is unapologetic, saying the President has failed.
A spot check by the Nation revealed that most of the projects launched by Dr Ruto in the region have started but with hardly any activities on the ground.
In Nyeri, most of the road projects are ongoing albeit at a very slow pace.
Residents are worried that the projects may stall if their leaders fail to pile pressure on the national government.
In Kieni alone, Dr Ruto launched three road projects worth Sh4.4 billion: the first two in February and the third one in October.
Residents said contractors were dragging their feet despite a promise that the roads would be completed in one year.
“The contractors are not consistent when undertaking some of these projects. Sometimes they can go away for two months and we are left wondering whether these roads will ever be completed,” Mr Samuel Muriuki said.
For instance, the contractor working on the 13km Kanyagia-Endarasha road is on site but very little activity is going on.
Casual labourers are digging up trenches on the side of the road while the machinery is lying idle at Endarasha shopping centre.
However, area MP Kanini Kega said the contractor had been given nine months to complete the job, refuting claims that it was behind schedule.
“Work is on course in all the road projects and none of them has stalled. I cannot complain about the pace of implementation,” he said.
Mr Kega lashed out at those claiming Dr Ruto launched ‘ghost’ projects, saying his constituents are contented with the work the Jubilee administration is doing.
Mathira MP Rigathi Gachagua defended the Jubilee government's development record.
He cited an advertisement by a road agency for the tarmacking of two roads in his area that will cost Sh3 billion.
The Kenya Rural Roads Authority on Thursday announced three tenders for the tarmacking of roads in Nyeri and Migori counties.
The 43km Marua-Kiamariga road that leads to the State Lodge is among the highways that will be tarmacked in the current financial year.
Mr Gachagua said this was evidence that his constituency had not been sidelined in development.
“I cannot speak about development in the Mt Kenya region because I was not elected there and cannot pretend to know what takes place in the region. I only know about Mathira where I am elected, and it’s the only place that concerns me,” he said.
On January 12 last year, while attending a funeral in Kiambu, Dr Ruto announced that the Jubilee administration would in the 2018/2019 financial year allocate Sh800 million to rehabilitate the Marige-Gathiru-ini road, which he had used to get to the burial venue.
However, five months to the end of the financial year, nothing has happened on the 23km road and the Head of State is yet to launch 50km of link roads in the region as promised by Dr Ruto.
The government, he said, was also working on another Sh17 billion water project dubbed Ruiru Two in Githunguri and two other dams in Kinale, in Lari, and Gatundu South, but no works have started on the ground yet.
Other projects which have been launched in the county are the 47km Uplands-Githunguri-Ruiru road, which is expected to cost Sh4.6 billion, and the 26km Githunguri–Kagwe–Kimende road (Moi Road), whose estimated cost is Sh2.4 billion.
The two projects were commissioned by Dr Ruto in June and September last year respectively.
On the same day Dr Ruto commissioned Moi Road, he also launched Wangige-Nyathuna-Ngecha road that cuts through Kabete and Limuru constituencies.
Works at Uplands-Githunguri-Ruiru road started but have since inexplicably stopped, while at Moi Road and Wangige-Nyathuna-Ngecha road the project is yet to start.
Earthmovers, which were used during the launch, left the site immediately.
“It seems like it was a public relations exercise since close to four months down the line, not even an inch has been excavated and the machines left almost immediately,” Mr James Kioge, a resident of Kagwe who witnessed the launch of Moi Road project, said.
In Meru, Dr Ruto launched the construction of Thangatha dam in Tigania East in August last year with a promise that it will be complete in six months.
A spot check showed that the contractor was on site with excavation works ongoing.
Kirinyaga County residents have also protested against the slow implementation of road projects which were launched by the DP.
Residents said the Njegas-Kianjege and the Ngaru-Gakoigo roads, whose construction Dr Ruto launched, are still in bad shape.
"These are very crucial roads and the contractors who won tenders should stop dragging their feet," Mr Njau Ndegwa said.
Residents urged the DP to act tough on lazy contractors. "For us to benefit, Dr Ruto should not spare the contractors who are not doing their jobs faster," Ms Mary Wangui, another resident, said.
They also observed that the construction of the controversial Sh1.2 billion Kutus-Kiamutugu-Githure road - which Dr Ruto toured last year - had stalled.
A contractor was awarded the tender two years ago but the project halted after only 5km was tarmacked.
Gichugu residents, where the project is located, have threatened to stage a demonstration to protest against the stalling of the project.
Reporting by Eric Wainaina, David Muchui, Grace Gitau and George Munene.
On December 21, 2018 Azerbaijan´s state energy company SOCAR invited to the festive opening ceremony for the new Biturox® plant in the Heydar Aliyev Refinery outside of Baku’s urban area. EPCM-Engineering Partner Pörner and SOCAR are pleased about a successful commissioning as first part of the refinery reconstruction.
FILLING STATION FOR 6 TRUCKS
Since the beginning of operation of the existing Biturox® plant at the Aszerneftiag refinery in 1995, the face of Baku has changed dramatically: The capital of Azerbaijan - famous for its unique historical core - is now characterized by modern buildings along the coast of the Caspian Sea, such as the Flame Towers.
The urban development was taken into account and decided to close the old refinery, now located within the city, and in return to expand the northern lying Haydar Aliyev refinery of the national oil company SOCAR to highly efficient oil processing at the latest international standard.
The first subproject of this ambitious project represented the bitumen plant operating with the worldwide proven Biturox® process of the Austrian technology company Pörner. The EPCM contract of Pörner included licensing, pilot testing, basic and detail engineering, supply of main components as well as site supervision, commissioning and start up assistance for the process plant and ancillary plants.
By using the Biturox® process, high-quality bitumen can be produced from the Azerbaijani crude oils by oxidation of refinery feedstock. The further improvement of the national road network of the 86,600 km2 large country is an urgent issue of the government.
On the 21st of December, the opening ceremony of the SOCAR bitumen plant was held by President Ilham Aliyev.
See the official video
The new Biturox® plant
Using the latest off-gas treatment system, and designed for an annual capacity of 400,000 tons road paving bitumen grade 40/60, this plant meets the high demand for quality bitumen for the further expansion of the road network of Azerbaijan. It optimizes operating costs for the Heydar Aliyev refinery and significantly improves the ecological situation of Baku region.
The project consists of two areas. The first area includes the Biturox® Plant, where the reactor produces road grade bitumen according to international standards. The second area consists of 6 storage tanks and a loading station with six truck loading points.
Pörner Biturox® Technology a substantial solution for IMO 2020 regulation
The IMO 2020 Regulation reduces the global limit for sulfur in bunker oils from the current 3.5% to 0.5%. So from 2020 refineries will no longer be able to sell their unrefined residues as bunker oils or as marine fuel.
"The Pörner Biturox® technology with high yield and low investment costs is an ideal solution for the expected IMO regulations. With Biturox®, our customers produce the best bitumen qualities from a wide variety of crude oils and use the residues of the distillation economically," says Andreas Pörner, Managing Partner of the Pörner Group.
With more than 50 licensed Biturox® bitumen plants, the Pörner Group is the world leader in bitumen oxidation technology and realizes turnkey bitumen plants, including all infrastructures, from a single source. About 15% of the world's bitumen production comes from Pörner Biturox® plants. In India, the total designated capacity of all eleven Biturox® plants built is equivalent to about 80% of the national annual demand.
Since 1994, the Pörner Group has realized 34 projects in the CIS states, including nine Biturox® plants.
Modernization of the Heydar Aliyev Refinery
The Heydar Aliyev Baku Oil Refinery is located near the capital Baku and is currently undergoing extensive modernization. The annual processing capacity will increase from six million tons to seven and a half million tons. All grades of fuel produced, will comply with Euro 5 standards and are quality feed materials for the Azerkimya downstream plant, such as ethylene, propylene and butylene.
Five of the world’s top 10 private sponsors of public infrastructure projects are Turkish companies, figures in the World Bank’s 2018 Private Participation in Infrastructure Database show.
Limak Holding, Cengiz Holding, Kolin, Kalyon and MNG Holding are the Turkish companies crowding the top 10, where they are joined by companies from Brazil, Germany, the United States and France.
The heavy Turkish presence on the list reflects Turkey’s status as one of the world’s highest investors in infrastructure projects. The World Bank’s data places Turkey as the fourth highest with $143 billion worth of investment, after Brazil, India and China.
The increased investment that brought Turkey back to the top five in 2018 was largely thanks to four highway megaprojects, the World Bank’s report said.
However, the number of Turkish companies on the list is likely down to Turkey’s private-public partnership system, which has been used to fund a diverse array of megaprojects that includes bridges, ports, roads, airports and even the planned construction of a massive canal that will join the Black Sea and Marmara Sea, turning Istanbul into an island.
High-profile projects still under construction include a new airport in Istanbul, where a soft opening was held in October. The airport, which is planned to be the world’s largest when construction is finally complete, is being built by a consortium of five companies, four of which - Limak, Kolin, Cengiz and Kalyon – feature in the World Bank’s list. The fifth, Mapa Construction, is a Saudi-based company.
Turkey’s Justice and Development Party (AKP) government has gained great political capital from the projects completed in Turkey using this system, and the long list of successful infrastructure projects serves as an inexhaustible source to draw from when AKP politicians are challenged to defend their party’s achievements over 16 years in power.
However, critics say the system has been used as a way of giving out handouts to the government’s clients. It allows private companies granted tender on the projects to make an initial investment and construct the infrastructure, after which they are granted the license to operate it for periods often reaching decades.
One of the main sources of criticism stems from the guaranteed income the government often grants these companies during their tender period. Agreements may stipulate that, in the event that a tender-operating company’s revenues from the infrastructure projects do not reach a certain level, the government will pay the difference.
This has led at times to massive pay-outs from the public coffers to contractors. That the income is often guaranteed in dollars or euros has exaggerated public losses even further this year, as the lira lost value heavily against international currencies.
With the revelation that five Turkish companies had done enough business in this fashion to enter the World Bank’s top ten list, Turks on social media quickly pointed out that none of these five companies were among the list of Turkey’s top taxpayers.
A glaring example demonstrating the shortcomings of the AKP’s public-private partnership system came with the construction of an airport designed to service the three western Turkish provinces of Kütahya, Uşak and Afyonkarahisar.
The income guaranteed to the contractor, IC İçtaş, is based on passenger quotas of hundreds of thousands of passengers per year. However, over the first five years in operation, the passenger numbers have fallen 95 percent short of these quotas, a figure that has cost the Turkish public over 20 million euros to date.
With the company granted tender until 2044, that figure if it maintains its current rate will rise to over 200 million euros in total – a figure that dwarfs its initial 50 million-euro investment.
Elevtated Road project has been cancelled
By UdaipurTimes Team on December 14, 2018
National Highways Authority of India (NHAI) has repealed the tender that was floated for the elevatted road in Udaipur – from Court Chauraha to Udaipol.
In 2016, the Rs 136 Crore project was approved by the State Government and NHAI was asked to execute the project by means of its regular tendering process, and NHAI had processed the tender.
However, a public interest litigation , followed by appointment of consultants by the NHAI to look into the project feasibility even after the State Government had given approval, subsequent intervention by the court recently and finally questioning on the feasibility reports by the CRRI to NHAI, resulted in the NHAI cancelling the tender and the project. There will no longer be an elevated road in the congested areas of the city.
Hearing the Public Interest Litigation (PIL), Rajasthan High Court had put an interim stop on proposed elevated road in Udaipur. The High Court has issued a notice to National Highway Authority of India, Collector of Udaipur and others in this regard.
Two member bench of Chief Justice, Rajasthan High Court, Pradeep Nandrjog along with Justice Vineet Mathur head the PIL and issued a notice to NHAI, PWD, Udaipur Collector and others seeking a response till 30-July 2018.
The High Court had directed the CRRI to review the project and CRRI had asked NHAI to submit the report, following which NHAI cancelled the entire project and the tender that was issued.
This was the proposed project and the problems accompanying it:
Elevated road planned to be constructed from Udiapol to Court Chauraha (Elevated Road length: 1.65 km; Cost: Rs 126-130 Crore)
Project to have been executed in time and completed by 2021
On completion, the traffic situation in the heart of Udaipur would have eased considerably. Vehicles needing to move from near Hiran Magri/Udiapol would go use the elevated road. Only vehicles needing to come into the Delhi gate Surajpol, and such internal areas will need to use the existing roads. This would ease traffic considerably.
DPR of the consulting agencies for the elevated road raised plenty of technical faults with the plan and said that the project was unfeasible.
A report submitted by the NHAI also confirmed that the project was unfeasible.
Project feasibility mentioned that road was not as per Road Congress standards…viz.
Buses, trucks and HTVs will not be allowed to use the elevated road.
Udiapole road is around 90 feet now; out of this 50 feet will be taken in for constructing the fly-over. A service road will be made underneath which will be used by buses and HTVs. The service road will be of 41 feet in this case. Because of this only 20 feet road on each side will be free which is very likely to create traffic jams.
Speed limit for vehicles has been determined at 40 km/hr whereas as per IRC it should be at least 60 km/hr. Hence speed limit is not as per standard rules.
There is no provision of footpath on the elevated road. Any pedestrian on this road is sure to face risk while on the road.
The Public Interest Litigation was filed by Om Prakash Khatri, JS Dave and Udaipur Citizen Society and others. Representing the applicants, Senior advocate M S Singhvi, Sanjay Mathur and Akhilesh Rajpurohit said that regulations and provisions related to road crossing have been overlooked in the proposed flyover at Udiapole and the elevated road. They also alleged that the design of the proposed flyover has technical faults and raises severe issues related to public security.
Finally, the High Court has also, in its order said that the elevated road project, if it ever comes up in future, will take into cognizance the current decision by High Court and NHAI and will seek approval from the High Court before proceeding.
Source- Udaipur Times