The Pradhan Mantri Gram Sadak Yojana has quietly become one of the most important development programmes in Jammu and Kashmir. In a region where distance is often measured not only in kilometres but in difficult terrain, harsh weather and long travel hours, a dependable road can change the daily life of an entire village. It can bring a school closer, make emergency healthcare reachable, and reduce the cost of transporting farm produce and open new opportunities for trade, tourism and employment.
According to government figures, the progress so far is substantial. Under PMGSY Phases I, II and III, a total of 3,437 roads were sanctioned across Jammu and Kashmir. Of these, 3,332 roads have already been completed, taking the overall achievement to 96.9 per cent. Against the sanctioned road length of 20,801.43 kilometres, 19,865.36 kilometres have been completed. In addition, 260 long-span bridges have been built out of the 305 sanctioned. The cumulative expenditure under these phases has crossed ₹13,526 crore. These figures show how deeply the programme has already influenced rural mobility. Yet the remaining unfinished works cannot be dismissed as a minor gap in an otherwise strong performance. For the families still waiting for a road or bridge, the delay is not statistical. It affects access to hospitals, schools, markets and government services. The administration is therefore right to insist that pending projects under the earlier phases be completed without further delay. PMGSY-IV now promises to take rural connectivity to an even larger scale. Under the first two batches, 646 roads covering 3,381 kilometres have been approved at an estimated cost of ₹7,790 crore. These roads are expected to connect 792 habitations, making the programme the largest rural road expansion undertaken in Jammu and Kashmir so far. The 2025-26 batch alone includes 316 roads with a total length of 1,781 kilometres and a sanctioned cost of ₹4,224 crore. Work has already started on 235 of these projects, while nearly ₹270 crore has been spent. Under the 2026-27 batch, all 330 sanctioned roads have received technical approval and have entered the tendering process. The scale is impressive, but numbers alone will not decide the success of PMGSY-IV. The real test will be whether these roads remain open through winter, heavy rain and landslides. In Jammu and Kashmir, road construction requires more than routine civil work. It demands careful slope protection, proper drainage, strong retaining structures and regular maintenance. A poorly built road may appear complete on paper, but it can fail within a few seasons and leave communities isolated once again. The programme also carries a strong promise of fairness. Border villages, tribal settlements, hilly districts and remote habitations have often waited much longer than urban areas for basic connectivity. PMGSY-IV must ensure that public investment reaches communities that need it most, not merely locations where execution is easier. Delays caused by forest clearances, land disputes, utility shifting and statutory approvals must be resolved through active coordination. These problems are real, but they cannot be allowed to become permanent excuses. The Public Works Department, Forest Department, district administrations and executing agencies must work together with urgency. Deputy Commissioners should regularly review progress in their districts, while field inspections must become routine rather than occasional. Contractors responsible for poor workmanship or avoidable delays should be held accountable. Public money cannot be protected through meetings alone. It requires visible supervision on the ground. Environmental care is equally important. Roads in fragile mountain areas must be built without careless hill cutting, blocked water channels or unscientific dumping of debris. Development that damages forests, farms and slopes eventually weakens the road itself.
PMGSY-IV offers Jammu and Kashmir a major opportunity to turn isolation into access and distance into development. The programme deserves appreciation, but it also demands strict timelines, durable construction and honest monitoring. The Union Territory does not simply need more roads. It needs roads that remain safe, useful and dependable for the communities they are meant to serve.