When we talk about the modernization, expansion, and futuristic vision of Odisha’s roads, one name instantly comes to mind: Dharmananda Sarangi, a towering figure in India’s road engineering sector. Mr. Sarangi’s vision merges tradition with innovation. From setting the foundation of Odisha’s modern highways to leading India’s road policy transformation, his journey reflects the spirit of progress.
A former Director General of the Ministry of Road Transport and Highways (MoRTH), Government of India, Mr. Sarangi is a Life Member and Advisory Committee Member of the Indian Roads Congress (IRC). He is also the Vice President of the Permanent International Association for Road Congress (PIARC) and a Guest Faculty at IIT and ISM Dhanbad. From the Mahanadi Bridge to the Bhubaneswar–Cuttack–Puri Ring Road, and the
Puri–Bhubaneswar Highway, his engineering vision has helped transform Odisha’s infrastructure landscape. Beyond the state, his contribution extends to West Bengal, Jharkhand, Chhattisgarh, Maharashtra, Gujarat, and Goa, shaping India’s network of world- class roads.
The IRC, formed in 1934, is India’s apex body for setting road design and construction standards. Odisha’s state highways now follow strict IRC norms, ensuring stronger, safer, and smoother connectivity. Durability issues stem from poor execution and maintenance – not from design flaws. Climate change has made road sustainability a national challenge, prompting IRC to introduce new climate-resilient standards. Innovations like mastic asphalt, plastic waste roads, and AI-assisted construction are reshaping India’s future highways. As Odisha hosts the 84th Indian Roads Congress in Bhubaneswar, the focus is clear: Building climate-resilient, technologically advanced, and sustainable roads that will define India’s next phase of growth and mobility. Speaking exclusively to Odisha Connect, Mr Sarangi broadly outlines the issues of sustainability, technology, and safety in modern road development.
Excerpts from the interview:
The IRC was started with an aim to improve India’s roads. Could you tell us about its origin and evolving role in India’s road development?
The IRC began its journey in 1934, following the recommendations of the British appointed Jayakar Committee that examined India’s road development scenario. It was established as the apex technical body for framing national standards and guidelines for road design, construction, and maintenance. Today, the IRC develops codes, specifications, and standards for all categories of roads – from national highways and rural roads to bridges and tunnels – ensuring strength, durability, and sustainability in every design, the way the Bureau of Indian Standards defines the material specifications.
What role has IRC played in developing Odisha’s roads, especially the state highways?
The IRC’s standards apply uniformly across all Indian states, including Odisha. The state has significantly enhanced its road quality by adopting new materials, modern construction methods, and adhering to IRC specifications. The IRC has 27 technical committees that draw around 25-30 expert members from government departments, academics, construction and manufacturing companies, and other related fields.
Such committees draft standards, which are passed by three second-tier committees and finally presented before the IRC Council. After the council approves the draft, the standards are followed by road engineers to design roads across the country. Odisha’s state highways and major urban corridors have been developed using IRC standards, ensuring better serviceability, safety, and sustainability for decades to come.
Crores of rupees are spent on modernization and new technologies still we struggle with road durability? Potholes cause accidents every monsoon. What’s the permanent solution?
There may be a gap between devising a design standard and actually executing a project. The role of the IRC is to set standards on how to make roads that would meet all requirements like strength, serviceability, durability and sustainability. When those executing projects strictly adhere to the standards set by the IRC, then we can make the infrastructure durable. The problem is rarely with design or technology. Rather, it is with execution and
maintenance. However, the IRC takes cognizance of the fault/ faults in the implementation, if they are repeated in different locations and regions of the country, and accordingly devises/ amends the standard specifications. It is a dynamic process to change for the better. Regarding potholes, I would say that those executing the projects should be more responsible to avoid such situations.
How does climate change affect India’s road sustainability?
I am now the Vice President of the PIARC. In every international seminar, discourse and workshop, two things mainly come up for discussion: One is sustainability and the other is climate-resilience. It is true that the kind of heavy rain, flash floods and avalanches occurring now was unheard of 25 years back. Climate change has no doubt become a major engineering concern. The time has come to design infrastructure factoring the impacts of climate change. This is, however, not an easy process. There is no ready answer for this challenge even at the international level; people are still deliberating over it. That is because whenever you take up a climate-resilient project, the cost implications are also much higher. We at the IRC are also seriously looking at how to address the issue. We are examining the impact of climate change on infrastructures in hilly areas like
Uttarakhand and Himachal Pradesh and trying to devise strategies accordingly. But the scope of this is vast and in future we have to design standards for such roads everywhere (and not just hilly areas). On the issue of sustainability, I would say that the IRC has been doing a lot of work on promoting eco-friendly construction using recycled materials, plastic waste, construction debris, and soil stabilization to conserve natural resources, and reduce environmental impact and carbon footprints.
How effective are the IRC policies and innovations at the Central and state levels?
They are highly effective. Both the MoRTH and state PWDs strictly implement IRC codes. IRC constantly updates its standards with inputs from IITs, NITs, and research centres. For instance, the process of making roads using municipal solid waste has already started. You have worked extensively on Odisha’s main corridors. How do you view the use of mastic asphalt in Bhubaneswar? Though costlier than bituminous concrete, mastic asphalt provides superior durability, skid resistance, and surface smoothness.
What is the special legacy of the IRC Village in Bhubaneswar?
When the IRC session was first held in Bhubaneswar in the early 1980s, there were no major hotels or guest houses for delegates. Therefore, a complete residential colony was built to host the delegates. It was later named as the IRC Village. At that time, I was a student. I attended the session for the first time in 1994, the third one in Bhubaneswar. As I remember, the delegates from across India had excellent experience of the deliberations at the sessions as well as the hospitality here. I hope this time too, they enjoy the same experience.