Nature fury on human folly

As the monsoon clouds recede, October still brings uneasy reminders that Nagaland’s roads constructed over unstable soil, are never truly safe from disaster. National Highway 29, the state’s most vital link, continues to face repeated disruptions from landslides and subsidence, particularly along the four-lane stretch from the Patkai Bridge over the Chathe River to Piphema, and the other, at the bypass near the Kohima Municipal Council(KMC) dumping ground. These locations, long known for their instability, symbolize the challenge on having a road that is not plagued with problems even if having the four-lane dream is inhibited. The Chathe-Patkai stretch has often been blocked by rockslides and landslides, but this year saw something more alarming- a section of the road was washed away after the swollen Chathe River crashed and brought down the embankment wall. A stretch of the four-lane road had been constructed by filling tons of earth into space carved out by the wall. In principle, such interventions are meant to protect the road. Yet, by forcing the river’s flow to alter course, the wall became a hurdle. When the river swelled, it struck the very structure meant to restrain it, and the wall collapsed and also with it, the road. This was a predictable failure-one where nature’s force met flawed engineering. To blame only the rains, however, would be simplistic. Landslides in Nagaland are inevitable to some degree, given the state’s hilly terrain, fragile geology, and high rainfall. However, equally undeniable is the fact that some of these disasters are magnified by human interventions that ignore ecological realities. The landslide near KMC dumping ground, dating back to the 1970s, is one such man-made hazard that successive administrations have failed to resolve. Like fire a fighting exercise, the NHIDCL and state agencies have often rushed machinery and manpower to restore connectivity, especially when torrential rains damage roads. Yet, as seen at Chathe, the results of such efforts are too often temporary. This raises the unsettling question- are these efforts genuine long-term measures, or mere stopgap arrangements that wash away with the next heavy downpour? The cycle of damage and repairs on the same stretches is a colossal waste of money. Travellers are stranded, goods in transit are delayed, transporters suffer economic losses, and governments spend huge sums on repeated repairs. Earlier, then-governor R.N. Ravi held consultations with NHIDCL, the state PWD, and contractors, but these meetings often ended with routine warnings, pleas, and promises, producing little tangible progress. Therefore, breaking this cycle requires a broader approach. Natural challenges demand technical expertise beyond local experience. Bringing in geotechnical experts from other regions or even internationally, could provide fresh, science-based solutions. Simultaneously, construction agencies must prioritize quality and sustainability over speed and cost-cutting. Civil society, too, has a role to play by demanding accountability in infrastructure projects rather than staying silent until roads collapse. Nagaland cannot escape its terrain or climate, but it can learn to work with them instead of against them. The rains will come, the rivers will rise, and the hills will shift but the challenge lies in ensuring that infrastructure is built with foresight and resilience. Only when nature’s unpredictability is met with human responsibility can the 74 kms NH 29 finally be an all year round road and hopefully completed in the eleventh year of construction.