We asked Indian OEMs to build machines no one had made before
In an exclusive interaction, Lt Gen Rajeev Chaudhry, former Director General, Border Roads Organisation, shares how modern equipment, indigenous innovation, and technology transformed strategic infrastructure delivery in India’s toughest terrains.
During your tenure at Border Roads Organisation (BRO), what were some of the key construction equipment challenges that you faced while executing critical infrastructure projects?
Actually, I took over as DG BRO just six months after the Galwan conflict, when there was a lot of pressure to accelerate the pace of infrastructure development.
BRO had been using conventional machinery and equipment of very old vintage for road construction. However, to meet the requirements of the projects on the most toughest locations along Northern borders, we needed more advanced and modern equipment. So, we approached the Ministry and requested for enhancement of our powers to purchase better equipment. This was approved, and we procured a large number of new machines—like excavators, rock cutters, snow cutters, dozers, tippers, and even four-by-four vehicles and ambulances for cutting edge executives movement along forward areas.
Previously, we only had 4x2 ambulances, which couldn’t climb steep gradients at remote locations on frontline posts. So, we asked for 4x4 ambulances, and the Ministry sanctioned around 70 of them. We deployed these across various axes. This enabled us to increase both the number of projects and the speed of construction, especially on the Northern border with China, and at a reduced cost.
How do you see the role of modern technologies like construction automation and electric machinery in enhancing productivity and safety for such projects?
Regarding automation, a lot was done. Earlier, everything was managed manually, and we had very few tools to monitor and supervise projects. So, we collaborated with BISAG (Bhaskaracharya National Institute for Space Applications and Geo-Informatics) in Gandhinagar. They developed 11 software tools for us within just six months.
These helped us to rationalise our equipment requirements across various locations. Earlier, distribution was done mathematically—if there were 18 projects, each might get x/18 number of machines. But that didn’t account for varying levels of specific requirement of machinery and equipment . The new software considered the type of work, number already held, priority of work, vintage and number of equipment already held and helped distribute machinery more scientifically. This allowed for inter- and intra-project resource reallocations too based on strategic urgency of the work.
We also considered the equipment’s vintage to decide where more new machines were required and where older ones could still be effective. Such judicious rehashing saved costs and improved efficiency.
On electric machinery, we strengthened and reconfigured our workshop infrastructure to handle breakdowns effectively and efficiently. We also set up mobile repair teams that could respond quickly on-site for both electrical and mechanical issues.
What is your perspective on the importance of developing indigenous construction equipment or enhancing local manufacturing capabilities to support strategic infrastructure initiatives undertaken by BRO?
That is absolutely essential. The government mandate since around 2021 has been that all machinery should be indigenously made or developed. Earlier, we relied heavily on imported machinery from countries like Canada, US or European countries. But we had to reconfigure our equipment pattern.
We approached many Indian OEMs—Tata Hitachi, for example—and asked them to develop machines to our specifications. While some hesitated due to low order quantities, Tata Hitachi manufactured 12 Super Long-boom excavators specifically for BRO, each with a 65-tonne capacity and a 23.5-metre (m) arm—the longest in India.
We also used to import modular bridges for forward locations at very high costs. So, we collaborated with Garden Reach Shipbuilders & Engineers in Kolkata to make them locally. We trialled evaluated and successfully developed Class 70, double-lane, 7.5 m carriageway wide modular iron bridges with a span of 140 foot. These can be assembled in just a week and are capable of carrying tanks, artillery, and multi axle loaded trucks. We reqisitioned 60 of these bridges, with 40 already deployed in forward areas. This marked a major milestone under the Atmanirbhar Bharat initiative and GRSE bridges costed one third of the cost of imported bridges with similar specifications.
Are these machines procured by BRO directly, or are they taken on rent?
Mostly, we buy the equipment. BRO is the only Govt construction agency/department which can execute works departmentally. In areas where contractors can’t go—due to security or remoteness—we do the work ourselves, and thus we require ownership of machinery.
However, in certain cases where equipment is urgently needed, and we don’t have it in proximity, we are permitted to hire machines with operators. For example, on the Nimmu–Padam–Darcha road—the third axis to Leh—we hired equipment from local agencies. This road supplements the two other main routes: one through Srinagar-Zoji La-Kargil-Leh, and the other through Manali over Baralacha La, Lachung La, and Tanglang La. The third axis passes through Darcha, Shinkun La, Padum in Zanskar, and then onto Leh.
What specific qualities or features do you believe are essential in construction equipment, especially for extreme conditions like high altitudes or snowbound zones?
Each equipment type—excavators, dozers, tippers, drills etc—have their own detailed technical specifications (QRs). BRO operates from the deserts of Rajasthan, where temperatures can hit 50°C, to Ladakh, where it drops to -35°C. So, we need versatile, rugged machinery that can perform with assured releability across this entire spectrum.
Along alignments where some kachcha track is available we can stage forward our machines to create multiple attack point;, but along greenfield alignments, where there’s no existing track, we use Chinnok helicopters to airlift our machines and equipment to speed up our work. This requires lightweight or dismantlable equipment that can be airlifted by Chinook helicopters. We’ve given such specific requirements to manufacturers, and they’ve responded with innovative solutions.
How can the construction equipment industry better cooperate with government agencies like BRO to fast-track infrastructure development, while also ensuring sustainability and minimal environmental impact?
Industry players participate in major expos—like the RAHSTA Expo being organised in September, or others in Delhi and Bengaluru—where they showcase new equipment. We attend these expos and identify equipment to handle our ground problems.
Although our order volumes are smaller, vendors usually accommodate us because these are required for developing strategic infrastructure in larger National interest. We also conduct internal seminars to which we invite equipment manufacturers. These are more focused on BRO’s specific requirements, unlike larger expos that cater to highways, buildings, etc too.
For instance, we approached Trimble for a GPS-based navigation system for snow-clearing leading dozers. After heavy snowfall, the dozer operator can’t distinguish road edges from the valley. Earlier, this infirmity caused accidents. With Trimble’s navigation system, the operator can now identify road extremities accurately as all he BRO roads have been digitised and put on GIS. It has significantly improved both safety and efficiency.
You mentioned telematics. Could you elaborate on its use in BRO’s operations?
Telemedicine and telematics have been game-changers. In remote or non-connected areas, if someone is critically injured, it’s crucial to treat them during the “golden hour”. We worked with ISRO to develop a satellite-controlled telemedicine system that connects field units with military or civilian doctors anywhere in India.
The doctor, seeing the injury via the system, can give immediate guidance. We’ve established telemedicine centres in Arunachal Pradesh, Mizoram, Ladakh, and other remote regions. Telematics has been crucial in saving lives and improving medical response times in isolated zones.
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