Road Shillong-Jowai-Badarpur-Churaibari-Agartala on National Highway (NH) No.-44 is a vital lifeline communication linking various North-Eastern states and serving considerable population of the states of Mizoram, Tripura, part of Meghalaya and Manipur as well as Barrack Valley of Assam. This area receives very heavy rainfall ranging from 500 cm to 600 cm thus communication is victimised by numerous natural devastations. Any disruption in the lifeline is mainly due to occurrence of big landslides/formation breaches during heavy monsoon which deprive these states from supply of essential commodities. Due to severe damages in terms of formation breaches/landslides caused during prolonged heavy rains prevailing in the region, this national highway gets blocked for all traffic for a considerable period. Such natural disasters had been evidenced in 1988 and last three years due to occurrence of massive risky and fearful landslide at km 141.800 on NH-44 in the state of Meghalaya which is notoriously termed as `Sonapur Landslide'. Major portion of this road in Meghalaya is being maintained by 97 Road Construction Coy (Gref)/42 Border Roads Task Force (BRTF) under Project Setuk of Border Roads Organisation.

During active monsoon in the year 1988, there was a massive and treacherous landslide at Sonapur along Lubah river between km 141.450 to 141.950 on NH-44. Almost half a kilometer length of this important link collapsed fully and debris in the form of complex landslide comprising mostly of huge boulders, big size trees and slush/mud accumulated on road surface to a height of about 13-15 mtrs. Consequently road was closed for all traffic for considerable period. Even one dozer of Border Roads Organisation was collapsed in the course of landslide clearance operation carried out on war footing.

On August 3, last year a huge landslide of the size of about 160 mtrs X 25 mtrs X 2.2 mtrs occurred which subsequently increased in a very short span of time to a size of about 325 mtrs X 30 mtrs X 11.8 mtrs with two big formation breaches due to incessant heavy and torrential rains which adversely affected serviceability of road due to its blockage. It could be opened for all traffic only on August 13, inspite of putting in best efforts through round the clock landslide clearance operation. Clearance of landslide and opening of road for traffic could take this much time due to intermittent heavy rains and occurrence of landslide when we had to stop our works in the interest of safety of manpower and machinaries deployed at site.

Again on September 4 last year, a massive landslide of size about 160 mtrs 5 1.7 mtrs took place at this stretch which increased to 325 mtrs 5 25 mtrs 5 6.7 mtrs bringing traffic flow to standstill. Magnitude and behaviour of occurrence of landslide was initially so horrible and precarious that one could not even make endeavour to cross slide point on foot from either side of it. Road was opened on September 9 for traffic through meticulous planning and the best efforts put up by various resources in the face of extreme danger posed by immediate move of slide.

On June 4 this year, due to heavy rains for about five days in the region, this terrific landslide reactivated and occurred at night while a civil bus carrying passengers to Guwahati, one oil tanker and a civil truck were trapped in the slide. It caused loss of civil life and property.

Road communication was totally cut off. Civil bus and oil tanker slided on to hill slope of river Lubah whereas civil truck was buried inside the slide. As per the humanitarian norms, BRO personnel deeply engaged themselves in rescue operations of human lives besides working round the clock alongwith about 100 casual workers, despite odd weather conditions, to make road open for all traffic within the least possible time. As a result, road was opened for traffic after nine days of blockage.

Keeping in view the frequent occurrence of laud slides, planning in advance is absolutely essential in the public interest. Undermentioned activities were meticulously and carefully planned on both side of landslide before onset of monsoon :

a) Inspection of geologically unstable area and source of landslide.

b) Clearance of natural water channel to ensure unexpected/unprecedented incoming smooth slush/mud flow.

c) Stocking of adequate ration and POL in near by detachments.

d) Stocking of adequate important stores viz explosives and related accessories at prominent depots with adequate security arrangements.

e) Placement of adequate manpower interms of BRO personnel and casual workers.

f) Placement of atleast one big size dozer D-80 A-12 and compressor on either sides.

g) Signal communication with absolute arrangements of safety.

h) Additional diet facility for troops.

j) Placement of adequate medical aids with medical officer/nursing staff and ambulance.

k) Placement of additional vehicles/staff to meet eventualities.

i) Pitching of tents for accommodation of troops and stores.

m) Placement of various accessories in the interest of traffic safety.

n) Placing of electric generator with adequate electrical figments for lighting purpose to facilitate works at night.

o) Placement of mechanics/plants from workshop with requisite spares to minimise the downtime of vehicles/equipment/plants.

p) Dumping of adequate road materials in the vicinity to improve track immediately after clearance of landslide to facilitate the move of stranded traffic.

The operation against landslide is very risky, tiresome and sometimes vary frightening. Unless well planned steps are taken, it is very difficult to complete such operational works smoothly and successfully, that too within the shortest possible time.

Thus the personnel deployed in project Setuk had made relentless efforts on various occasions in the tricky and risky operation of landslide clearance. They rendered their services to make the stretch of landslide through for traffic within the least possible time all over the years.