By Bijoy A Sangma
“Why do road projects in Meghalaya take such an awfully long time to complete?” When eminent journalist Patricia Mukhim posed this question, she gave voice to a frustration shared by thousands. The sight of half-built roads, abandoned construction sites, and never-ending delays has become an all-too-familiar reality. But why does this cycle persist despite massive budget allocations and ambitious promises?
Indeed the social media post by Patricia Mukhim recently posed a strikingly relevant question: “Why do road projects in Meghalaya take such an awfully long time to complete?” This question resonates with thousands of Meghalaya’s citizens who continue to endure poor road conditions, abandoned construction sites, and seemingly endless project delays.
Over the past few years, the Meghalaya government has demonstrated a clear commitment to enhancing the state’s road infrastructure. Significant projects have been initiated, and substantial funds allocated, reflecting a vision aimed at improving connectivity and fostering economic growth. However, despite these commendable efforts, challenges persist that hinder the timely and effective realization of these infrastructural ambitions.
The problem is not merely a lack of funds – Meghalaya’s budget allocations for infrastructure have reached record highs – but rather the deeper issues are of inefficiency, administrative roadblocks, corruption, and weak project execution. The question remains: Why do Meghalaya’s roads remain perpetually unfinished, despite significant investment and political will?
Ambitious Plans and Financial Commitments
In his 2025-26 budget speech, Chief Minister Conrad K. Sangma reaffirmed his administration’s commitment to infrastructure development. The Chief Minister emphasized infrastructure development as a cornerstone for Meghalaya’s growth. The budget earmarked Rs 2,873 crore for road connectivity projects, including significant undertakings like the Shillong Western Bypass and the proposed Border Economic Corridor.
The state has made significant efforts to improve connectivity under its flagship Meghalaya Integrated Transport Project (MITP), which includes rehabilitating and upgrading Non-Urban Roads, Urban Roads, and Tourism Roads. The Public Works Department (PWD) is improving 402.96 km of roads under MITP Component-1, including 325.54 km of Major Roads statewide, 67.26 km of Urban Roads in Jowai, Nongstoin, and Williamnagar, and 10.17 km complementing tourism infrastructure.
Furthermore, the Union Ministry of Finance sanctioned Rs 2,500 crore for the development of new roads under Externally Aided Projects (EAP). This substantial financial backing aims to bolster the state’s infrastructure and improve road connectivity, reflecting a concerted effort to address the region’s unique challenges.
Despite significant financial commitments, the ground reality remains disappointing. While well-maintained roads like the Shillong Bypass and parts of the Shillong-Guwahati Highway prove infrastructure development is possible, key projects remain stalled or slow. The Shillong-Dawki road, meant to boost trade with Bangladesh, faces major delays due to land acquisition and environmental issues. In December 2024, the state aimed to complete it by 2026. Similarly, the crucial NH-44 two-lane expansion, connecting Meghalaya to Barak Valley and Tripura, faces setbacks, frustrating travellers and businesses.
Despite increased spending, the end results often do not match expectations. The frustration of citizens is justified when projects stretch over decades, with completion dates pushed further into the future while costs continue to escalate.
Administrative Deadlocks and Execution Challenges
Road projects in Meghalaya often face years-long delays due to slow-moving administration. Approvals from multiple state and central agencies create procedural bottlenecks. Land acquisition remains a major hurdle, with compensation disputes, environmental clearances, and local opposition stalling projects. Urban Affairs Minister Sniawbhalang Dhar acknowledged that smart road projects in Shillong are delayed due to challenges in relocating utilities like PHE pipelines and MeECL electricity poles.
Additionally, there is a glaring lack of coordination between the state’s PWD, contractors, and local communities. Road contracts are often awarded without proper feasibility studies, leading to mid-project redesigns, legal disputes, and extended timelines.
The government’s tendering process, while well-intentioned, frequently results in contracts going to the lowest bidder, who may lack the financial strength or technical expertise to deliver quality work on time. Contractor expertise is crucial for timely, quality completion. Instances have been reported where contractors lacked the necessary technical know-how, leading to substandard work and delays. The Meghalaya High Court has directed the state to hold contractors accountable for repairs if roads deteriorate within a specified time, highlighting concerns about construction quality.
Sub-contracting is common in large infrastructure projects, but excessive reliance can dilute accountability and affect timelines. Contracts in Meghalaya require contractors to perform a significant portion of the work. Payment delays further worsen the situation, often causing financial disputes and halting work.
In Meghalaya’s Sixth Schedule areas, non-tribal labourers must obtain a Non-Tribal Labour Service License, whereas tribal labourers are exempt. Interventions by NGOs and civil society groups to inspect these licenses, along with instances where labourers lack the required permits, often lead to disruptions and thus – delay in projects.
While specific reports on labour disputes in Meghalaya’s road projects are limited, general challenges in the construction sector often involve inadequate labour management, disputes over wages, and poor working conditions. Such issues can lead to work stoppages and project delays.
Adding to these challenges, Meghalaya’s heavy dependence on central funds – over 67% of its revenue comes from central transfers – means that projects must adhere to strict funding guidelines, causing further administrative delays. The need for multiple approvals, periodic fund releases, and bureaucratic red tape often results in prolonged stagnation, leaving roads half-built for years.
The Elephant in the Room: Corruption
Beyond inefficiency and mismanagement, allegations of corruption have long plagued Meghalaya’s road projects. The PWD, responsible for executing most road constructions, has often been accused of favouritism in awarding contracts, inflating project costs, and failing to hold contractors accountable for shoddy or incomplete work.
The CAG’s State Finance Report (2021-22), tabled in the Assembly in March 2023, revealed that as of March 31, 2022, Meghalaya had 124 incomplete projects – many delayed by over a decade, with a cumulative investment of Rs 796.15 crore. Notably, one-third of these projects were less than 50% complete, with 67 delayed by more than three years and six languishing for over a decade.
In 2023-24, reports surfaced of irregularities in road tenders, sparking public outcry. While the state government has pledged transparency, the lack of independent oversight remains a concern. Contractors who fail to meet deadlines or deliver subpar work often escape serious penalties, as political patronage shields them from accountability. The result? Roads that break down within months of construction, requiring constant repairs and further cost escalations.
Weather and Terrain: Nature’s Role in Delays
Meghalaya’s terrain and heavy monsoons undeniably delay road construction. Its steep hills, deep valleys, and high rainfall pose engineering challenges requiring specialized solutions. However, other hilly regions like Himachal Pradesh and Sikkim have built and maintained better road networks despite similar challenges.
The key difference lies in project execution. In states like Himachal Pradesh, innovative engineering techniques, strict contractor accountability, and the use of modern technology in road building have led to more durable roads with shorter completion timelines. Meghalaya must adopt similar best practices to ensure that its infrastructure projects do not remain permanently ‘under construction.’
A Vision Without a Team is Just a Dream
Chief Minister Conrad Sangma’s vision for Meghalaya is ambitious and commendable. His administration has pushed for higher infrastructure spending, prioritized road connectivity, and sought central assistance to bridge the state’s developmental gaps. However, a vision, no matter how grand, cannot be realized without a team that understands it in both letter and spirit. It must be backed by efficient execution and robust governance.
Meghalaya’s infrastructure success requires a multi-pronged approach integrating project management, anti-corruption measures, and public engagement. The government must enhance monitoring the projects in real time, ensure timely fund release without bureaucratic hurdles, and hold contractors accountable for delays or poor-quality work.
Involving local communities in planning and execution can prevent resistance and ease land acquisition. The state government could also benefit from public-private partnerships (PPPs), leveraging technical expertise and private-sector efficiency to accelerate project completion.
Can Meghalaya Finally Pave the ‘Road’ Forward?
The road to a well-connected Meghalaya is long and troubled with obstacles, but not impossible to traverse. The state has the financial backing, the leadership vision, and the growing public demand for better infrastructure. What it lacks is efficient execution.
To break free from the cycle of unfinished roads and delayed projects, Meghalaya must embrace reforms that prioritize efficiency, transparency, and accountability. The government must demonstrate the political will to overhaul the current system, ensuring that road construction moves at the speed of development, not at the pace of bureaucracy.
As citizens, we must demand accountability and push for a future where Meghalaya’s roads are known not for their potholes, but for the opportunities they create. Until then, the question posed by Patricia Mukhim remains hauntingly relevant: Why do Meghalaya’s road projects take so long to complete?
(The author is a development professional, policy analyst, a lawyer, commentator on governance, economic policies, social justice and religious freedom. Currently a PhD scholar, he has previously worked with national and international organizations in leadership roles, contributing to thought leadership in public policy and social transformation. e-mail: [email protected])