The instructions are intended to address common problems associated with repeated road resurfacing, including uneven road surfaces, water stagnation, rising road levels and inadequate drainage. The Corporation has also emphasised the importance of documenting road-milling work through photographs and displaying them at the worksite for public viewing.

10 New Instructions for Road Resurfacing and Maintenance

The Chennai Corporation has outlined the following requirements for engineers overseeing road improvement projects:

1. Mechanically Remove Existing Tar Layers

Before resurfacing, the existing tar layers must be removed using appropriate road-milling machinery rather than simply laying a fresh layer over the old surface.

2. Prevent Continuous Increase in Road Height

Repeatedly adding new tar layers must be avoided, as this can gradually increase road levels and create difficulties for buildings and properties situated alongside the road.

3. Inspect Existing Road Conditions Before Starting Work

Engineers must assess the existing road condition, road height and drainage facilities before undertaking resurfacing activities.

4. Remove the Old Surface According to the New Layer Thickness

The depth of the existing road surface to be removed must correspond to the thickness of the proposed new tar layer, ensuring that the finished road maintains an appropriate level.

5. Ensure a Smooth and Even Road Surface

The completed road must be properly levelled, without unwanted bumps, depressions or uneven surfaces.

6. Maintain Proper Slope for Rainwater Drainage

Road gradients must be designed appropriately to facilitate the smooth flow of rainwater and prevent water stagnation.

7. Mechanically Clean the Surface Before Tar Application

Dust, loose stones and construction debris must be removed using machinery before applying the new tar layer.

8. Adopt Alternative Methods Where Mechanical Milling Is Not Possible

In locations where road-milling machinery cannot be used, suitable alternative methods must be adopted to remove the existing road surface.

9. Adjust Manholes, Sewage Drains and Footpaths

Manholes, sewerage infrastructure and footpaths must be brought to the appropriate levels in accordance with the newly finished road surface.

10. Display Photographs of Milled Road Surfaces

Engineers must take photographs of the road after the existing surface has been milled and display them at the worksite so that the public can inspect the work carried out.

Why Proper Road Resurfacing Matters

The Chennai Corporation’s new instructions address issues that directly affect everyday life, particularly for residents whose properties are situated along roads undergoing repeated resurfacing. Maintaining appropriate road levels, ensuring proper gradients and aligning manholes and drainage infrastructure are essential to prevent rainwater from entering properties and causing water stagnation.

Equally important is the requirement to document road-milling work and display photographs at the worksite. This allows residents to have better visibility into the resurfacing process and encourages greater accountability in the execution of civic infrastructure projects.

Rising Public Concerns and the Need for Better Road Management

The issue of road quality and maintenance has also attracted judicial attention. In its observations in Saju Alex v. The Zonal Officer, the Madras High Court questioned the gap between the taxes paid by residents and the quality of civic infrastructure provided to them. The Court highlighted the need for motorable roads, unobstructed footpaths and dependable civic amenities. Public complaints about potholes, unfinished roadwork, repeated digging and poorly maintained roads across Tamil Nadu further underline the need for timely repairs and effective monitoring. These concerns are discussed in our article, Madras High Court Calls for Better Roads in Tamil Nadu as Public Concerns Grow.

Another significant concern is the gradual increase in road height due to repeated resurfacing without adequately removing existing layers. When roads rise above the level of adjoining properties, rainwater can flow into homes, affecting access and increasing drainage-related problems. The Madras High Court has previously addressed this issue, and government instructions have emphasised the need for milling existing road surfaces before relaying. A citizen-led road-height audit reported concerns at several locations across Tamil Nadu, bringing renewed attention to the impact on homeowners. Our article, Tamil Nadu’s Homes Are Not Sinking—Its Roads Are Rising, examines this issue and explains why proper road-level management is essential.

Towards Better Roads and Responsible Road Management

The new guidelines reflect the need for a more systematic approach to road maintenance, where existing road conditions are assessed and necessary corrective measures are undertaken before fresh layers are laid. Rather than repeatedly raising road levels through additional tar layers, the focus must remain on proper surface removal, engineering standards and effective drainage.

Effective implementation of these instructions will be crucial in ensuring durable roads, protecting neighbouring properties and improving Chennai’s overall urban infrastructure. Ultimately, better roads require not just timely repairs but also proper planning, quality execution and continuous monitoring.

A steep rise in bitumen prices has reportedly stalled more than 500 interior road projects in Chennai, creating fresh trouble for residents, motorists, pedestrians and contractors.

Bitumen, a petroleum-based material used in road laying and resurfacing, has become significantly costlier after tensions in West Asia affected global oil-linked supply chains. According to the report, contractors said bitumen prices increased from around ₹45,000 per tonne to ₹90,000 per tonne, making several road works financially difficult to continue under old tender rates.

Why Contractors Are Holding Back

Many road projects were awarded based on earlier cost estimates. But when a key road-laying material almost doubles in price, contractors say continuing work at the original tender value would cause heavy losses.

This has created a deadlock. Contractors are waiting for revised rates, while officials need higher-level approval before changing project values.

Why Government Approval Is Needed

Greater Chennai Corporation officials have stated that they cannot independently revise the tender rates for these road works.

Since road-laying projects are handled by multiple departments, including the Greater Chennai Corporation, Municipal Administration and Water Supply Department, Rural Development Department and Highways Department, a uniform government-level decision may be required.

Until such approval comes through, several interior road projects may remain delayed.

Residents Face the Real Impact

For the public, this is not just a contractor-payment issue. Delayed road works affect everyday life.

Unfinished and damaged roads can lead to:

Dust pollution
Traffic congestion
Vehicle damage
Water stagnation
Pedestrian inconvenience
Higher accident risk

In areas where storm water drain or sewage pipeline work has already disturbed the road surface, delayed relaying makes the situation worse.

Is There an Alternative to Bitumen Roads?

Yes. The main true alternative to bitumen roads is cement concrete roads.

Concrete roads are built using cement, aggregates, sand and water instead of bitumen. They are stronger, more durable and more suitable for areas where roads face repeated damage due to waterlogging or heavy traffic.

However, concrete roads also have drawbacks. They usually cost more initially, take longer to construct and require proper curing time before full use.

What Type of Roads Work Best for Chennai?

For Chennai, the best practical mix would be:

Concrete roads for flood-prone, heavy-traffic and repeatedly damaged stretches.

Bitumen roads for flexible, faster and lower-cost resurfacing.

Paver blocks for small streets, footpaths and internal roads.

Plastic-modified bitumen where bitumen usage can be reduced but not fully avoided.

Why One Road Material Cannot Solve Everything

Bitumen can be replaced in many cases, but not everywhere.

For most urban road networks, the smarter solution is not choosing only concrete or only bitumen. It is choosing the right material based on traffic, drainage, soil condition, road width, repair frequency and long-term maintenance cost.

A busy bus route, a flood-prone street, a residential lane and a footpath do not need the same type of road surface. Chennai needs location-specific road planning instead of one common solution for every street.

From Bitumen to Building Materials: The Ripple Effect of Crude Oil Price Rise

A similar pattern is already visible in the broader construction sector. Rising crude oil prices, war-related uncertainty and supply chain disruptions are increasing the cost of petroleum-linked construction materials such as PVC pipes, electrical conduits, paints, waterproofing chemicals, adhesives and sealants.

However, the impact is not uniform across the entire market. While some individual materials may see sharper price spikes, the overall construction cost increase is usually more gradual. The bigger concern is project delay, because material shortages, transport cost increases and revised input prices can slow down execution cycles — just like the current bitumen price shock affecting Chennai road works.

The Bigger Lesson

The stalled Chennai road projects show how global events can affect local civic infrastructure.

A conflict or oil-linked price shock may happen far away, but its impact can reach ordinary city roads through increased construction material costs. When bitumen prices rise sharply, road projects slow down, contractors hesitate and residents suffer the consequences.

The issue is not just about price escalation. It also raises a bigger question: should cities like Chennai depend too heavily on one road-laying material, or should they plan a smarter mix of road technologies based on local conditions?