THE UKHRUL-TALLOI-TADUBI stretch under National Highway-201(A) — one of the biggest ongoing development projects in the Manipur state — is meant to be a bridge toward a better livelihood and a progressing economy. Plans for expanding NH-102(A) into a two-lane highway have been in motion since 2017, with major construction rolling out by mid-2020 and initially projected to conclude by 2025–26. Yet, the project has been repeatedly disrupted by landslides, poor construction quality, and delayed progress.
We have begun to notice a pattern: at least two major landslide incidents, one in June and another in mid-September 2025 have already damaged newly constructed portions of the route, marking yet another year of setbacks. The project starts, construction begins, monsoon arrives, landslides follow, then comes an audit, a new round of funding, patch repairs, widening or restoration, and the whole cycle repeats itself. Each cycle eats away time, money, and public trust, while the fundamental design flaws remain largely untouched.
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The hills of Manipur are fragile with young sedimentary formations prone to landslides, with intense rainfall accelerating slope instability. Despite this, there remains limited local engineering expertise in slope stabilization, drainage, and geotechnical design. DPRs (Detailed Project Reports) seem to follow standard formats, with little evidence of detailed studies tailored to Manipur’s unique terrain.
Implementation and oversight have involved National Highways & Infrastructure Development Corporation Limited (NHIDCL) as the implementing agency in recent years, alongside Public Works Departments (PWDs) and district authorities, and Ministry of Road Transport and Highways (MoRTH) provides national oversight, each agency with its own standards and priorities. Add to that the local land disputes and fund delays, and project halts have become almost inevitable.
Compounding this is the persistent issue of “minus-rate” tendering, where contracts are awarded at unrealistically low bids. As recently pointed out by the Tribal Youth Council Manipur (TYCM), such practices result in poor-quality construction, rapid deterioration, and incomplete projects across hill districts. The effects are visible on this highway too, where maintenance quality often collapses within a single monsoon cycle.
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Other Indian states with difficult terrain such as Uttarakhand and Himachal with their steep Himalayan slopes, Kerala with high rainfall and coastal erosion, and Rajasthan with its desert conditions have adopted region-specific engineering adaptations like tunnelling, slope stabilization, and drainage planning. In Manipur, however, such terrain-sensitive planning remains rare.
Ukhrul and the surrounding hill districts continue to exist in a state of geographic isolation. The Imphal Valley remains the political and economic core, while the hill districts depend on it for healthcare, education, and markets. A strong transport network through NH-102(A) is not a luxury. It is the foundation for all other forms of progress. When the road fails, the entire chain of development collapses.
A better road system could instantly strengthen the local agricultural economy through reduced spoilage and fairer market prices. The hill districts of Manipur already have what it takes to become a model hill destination blessed with its breathtaking landscapes, rich cultural festivals, and local hospitality, however tourists avoid travelling because of unsafe and unpredictable roads. The completion of this highway could create real opportunities: homestays, guiding, crafts, transport, and tourism that directly benefit households. Better roads also mean fewer casualties, faster treatment, and year-round access to essential supplies.
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When the most basic form of development which ultimately proves to be “good and all weather road connectivity” repeatedly fails, it signals something far deeper. It tells us that the system values projects more than outcomes, that knowledge exists but continuity does not, and that rural economies remain trapped while money circulates between contractors and agencies.
The step forward is not just about more funding, it is about comprehensive, integrated planning, continuous local supervision, community involvement, terrain-specific engineering, and dedicated maintenance, all carried out with security and conflict sensitivity.
The success of NH-201(A) should not be measured by kilometers of asphalt laid, but by whether a mother in Hoomi can reach a hospital during the rains, or whether a farmer in Talloi can sell her produce before it rots. We, as a community, must shift our narrative from “roads are being built” to “roads are transforming lives.”
(The opinions expressed in this article are those of the authors and do not necessarily reflect the views of Ukhrul Times. Ukhrul Times values and encourages diverse perspectives. Views are personal)