Highway engineering section 1

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Transportation Engineering
By: Prof. V. H. Jadhav.
K.L.E. T.U
Vidyanagar Hubballi.
E-mail : vithaljadhavh@gmail.com
Development of Highway Engineering

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We have to study;
1. Importance of transportation.
2. Different modes of transportation.
3. Characteristics of road transport.
4. Jayakar committee recommendations and
implementation.
5. Classification of roads.
6. Road patterns.
7. Planning surveys, master plan.

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8. Saturation system of road planning.
9. Phasing of road development in India and problems.
10. Salient features of 3rd and 4th 20 year road development
plans and problems.
11. Highway development authorities – NHAI, MoRT& H,
KSHIP, KRDCL.
12. Present scenario of road development nationally and
state level.
13. Bharatmala Project, NGHM, NHDP, PMGSY, Vision-
2021

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Development of Highway Engineering
What is a way ?
What is Highway ? Way at higher level than its adjoining land.
(Road net work-like Nerves system of human body)
History of road development
Roads in Ancient India: Excavations of Mohenjodaro and Harappa have revealed
the existence of roads in India as early as 25 to 35 centuries B.C. Roads
were indispensable for administration and military purpose. Old scriptures
refer the existence of roads during Aryan period in the 4th century B.C.
Kautilya the 1st P.M of Emperor Chandragupta laid down rules in the
literacy piece titled “Arthasastra.
Rules have been mentioned about regulating the depth of roads for various
purposes and for different kinds of traffic. Mention has been made
regarding the punishment for obstructing the roads. In the beginning of 5th
century Ashoka had improved the roads and the facilities for the travelers.

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Roads in Mughal period : During this period roads were greatly
improved and well maintained and appreciated by the foreign
visitors who visited India at that time.
Roads in 19th Century: Beginning of British rule, due to economic and
political shifts caused damages to the roads to a great extent. Prior to
the introduction of railways, a number of trunk roads were metalled
and bridges were constructed mainly to link important military and
business centers.
Military maintenance was not quite adequate and in 1865 Lord
Dalhousie, when he was Governor – General, formed the PWD in
more or less the same form that exists now. The construction of
Grand Trunk Road was undertaken by this new department
immediately with the development of railways. This was gaining the
privileges.

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Oldest roads : Foot-paths. –animal driven vehicles- hard surface
required-such road existed in Mesopotamia durin3500 B.C.
As per authentic record – 1st road is that of Assyrian empire – 1900
B.C. Only during the period of Roman empire roads were
constructed in large scale – technique was known as Roman
roads’ techniques – radial direction from Roam –mainly for
military operations – Romans known as pioneers in road
construction.
Features:
1. Straight regardless of gradient.
2. Built with hard stratum after removal of soft soil.
3. Thickness as high as 750 mm to 1200mm – though magnitude of
wheel load of animal drawn vehicle was very low.

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Jayakar Committee and the recommendations : The committee
submitted its report by the year 1928 with the following
recommendations:
1) The road development in the country should be considered as a
national interest, as this has become beyond the capacity of
provincial government and local bodies.
2) An extra tax should be levied on petrol from the road users to develop
a road development fund called Central Road Fund (C.R.F).
3) A semi-Official technical body should be formed to pool technical
knowhow from various parts of the country and to act as an advisory
body on various aspects of roads.
4) A research organization should be instituted to carry out research and
development work and to be available for consultations.

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Based on this, the Central Road Fund (C.R.F.) was formed by the
Indian Legislature on 1st March 1929. The consumers of petrol
were charged an extra leavy. Out of this 20% of the annual revenue
is to be retained as a Central Reserve from which grants are to be
given by Central Government for meeting expenses on the
administration of the road fund, road experiments and research on
the road and bridge projects of special importance. The remaining
80% of the fund is being allotted to State Governments based on
their petrol consumption. The C.R.F is being maintained by the
Accountant General of Central Revenue and the control on the
expenditure is exercised by the Road Wing Ministry of Transport.
The rate of collection of revenue is being revised in order to
augment the revenue under this fund.

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C.R.F – 1929.
IRC-1934 - Semi official body - a forum for regular pooling
of experience and ideas on affecting the planning,
construction and maintenance of roads in India.
C.R.R.I – New Delhi.
NH Act-1956- Plan, Conctruct & Maintain NHs –
provisionally by G.O.I, - Central Govt. empowered to declare
any highway as NH or to omit any existing NH from the list.
The objective of the KPW,P& IWT Department is to Plan,
Construct, Execute and Maintain, Safe, Functional, cost
effective and continually improving infra-structure of Roads
and Buildings in Karnataka

Importance of Transportation systems in socio economic
development of country. (Travel and Transport)
What is transportation ? Men and Materials-
Public and Vehicular transportation.
Why transportation is required ? Socio economic development
What is the role of transportation ? Contributes-economic,
industrial, social and cultural development of any country.
Transportation is required for all the commodities of the public at
all stages from production to distribution.
Raw material-factory- markets

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Socio economic development
Social effects of transportation: Population is being increased all
along the roads. This kind of ribbon development is greatly
discouraged. Town planning patterns are rapidly changing.
Satellite towns are being developed which are to be linked up
with rapid transit system.
 Sectionalism and transportation: Reduction in travel time
has reduced the distance apparently, hence more frequent
travelling is increasing the knowledge of people from other
sections of the society and even outside the country.
International understanding for better peace and order also
improves with efficient network of transportation.

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Concentration of population in to urban area: Improved
transportation system in urban areas attracts population from
surrounding rural areas. This increases the prosperity of the
urban area, enhances the employment opportunities and thus
enhances the economic activities. Adequate mass transport
facilities are need to cater the internal movements in urban
areas.
Aspect of safety, law and order: Even to maintain law and order an
efficient transport facility is a must under emergency
conditions. Border areas should be facilitated with better
transport facilities to safe guard the territory though this
transportation may not involve economic and social benefit
directly.

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Economic aspects: This aspect is business oriented and related to
the production and supply and depends on consumption for
human wants or demand.
The transportation cost is always an influencing factor on
consumer price of commodities.
The increased productivity and its efficient transportation can
lower the cost of the products.
The only rise in fuel cost affects on the entire transportation
system and thus influences on the economic development in the
society.

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Advantages of transportation is summarized below:
 For speedy advancement of the community.
 For infrastructural development, essential for the economic
prosperity and thus over all development of the nation.
 Transportation is essential for emergency for defense of the
nation and maintain law and order.
 It is very much required within the town and out side in case of
medical emergencies.
 Thus the GDP of the country mainly depends up on the
transportation facilities provided.

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Now you know:
 What is the history of the road development? Explain in brief.
 What is the importance of transportation?
 What are the types of transport?
 What is Jayakar committee and its recommendations?
 What is the effect of transportation on socio economic
development of the country?

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Different modes & characteristics of transport,
their integration and comparison.
Different modes of transportation:
Road ways or Highways.
Railways,
Waterways &
Airways.
Basic modes: Land, water and Air.
Pipe lines, elevators, Belt conveyors, Cable cars, Ariel rope
ways,
Monorails,

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Different modes of transportation:
Road ways or Highways: Modern highways (NH/SH), city
streets, feeder roads, village roads catering wide range of road
vehicles and pedestrians. Maximum flexibility w.r.t. to
routes.
Railways : Long distances & Urban travel. Act as arteries
for road transportation – roads act as feeder
roads to railway transport – mass/bulk
transport. Energy required to haul unit load
through unit distance by the railway is only
1/4th to 1/6th of that required by road.
Waterways : Oceans, rivers, canals and lakes,
Airways: Air crafts & Helicopters - Fastest

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Basic modes:
Land, Water and Air.
Others:
Pipe lines, elevators, Belt conveyors, Cable cars, Ariel rope
ways,
Monorails,
Pipe lines : Water, Sewerage, other fluids and even solid
particles.
Elevators : Men and materials – Vertical transport – Lifts
and escalators.

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Belt conveyors : Solid materials – coal, mining materials etc.,
Cable cars : To cross the valley.
Aerial rope ways : To transport Materials across valley.
Mono rails : Urban transport.
Trams: Rail on road – Urban transport.
Airway, Waterway and Railways –depend up on road transport for
the service to and from their respective terminals,- Airport,
Harbours and Rly.Stations.

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So we have :
Transportation Planning, designing and maintenance of
Roads, Bus stations (Road or Highway engineering)
Airport : Planning, designing and maintenance of Airport
& Runways.
Harbour: Planning, designing and maintenance of
Harbour & Dock yard, Jetty and stock yards (Ports)
Railway:: Planning, designing and maintenance of Tracks,
Railway stations & Junctions.

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Characteristics of road Transport: Nearest-First - men &
materials to be transported to Rly Stn. , Harbour or Air ports
before reaching the destiny by other than road transport. Road
network alone serve to the remotest villages.
Characteristics:
1. Used by all road vehicles, two/three/four wheeled –animal
drawn vehicles. But Rly requires wagons, water way- Ships
and boats & Air ways-Air crafts and helicopters.
2. Small investments- To construct and maintain.
3. Flexible in change in direction, speed and time.
4. Saves time for short distances.
5. High degree of accidents-Lane distribution reduces this.
Common in Air ways and also Railways – disaster is
maximum.
6. This is the only transport that offers itself to the whole of
community alike.

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Importance of roads in India: Deficiency in road developments-set
backs – agriculture, commercial and industrial sectors. Basic need –
to connect all villages and urban with all weather road net work –
CRN - Express ways, MTS (BRTS)- generates considerable
employment .
It is estimated by Planning Commission and the National Council of
Applied Economics Research that Rs. 1,000 Cr invested in roads
would yield employments for six million persons.
Paved – motorable surface saves about 15 to 40% in vehicle
operation cost – imp form energy crisis and conservation of
petroleum fuel.
VI five year plan 1980-1985 only Rs 3439 cr for Rd. out of
estimated revenue of Rs 10,000 cr .
VII plan – Rs 6000 cr alloted for Rd. Need of considerable scope for
road development in India.

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Requirements of Rural road development in India: About 5.76
lakh villages – 57 % 1500 population, 36.3 % 1000 to 1500
population and 23% < 1000 population. Villages were connected
with all-weather roads by 1980-81. Realizing urgency of
development of village roads , treated as a part of MNP (minimum
need programme) since V- five year plan.
As per estimation during 1980 – Rs 11,000 cr – all weather road- not
a single village is more than 1.60 km from a road.
VI - five year plan Rs 1165 cr out of 3439 cr was set apart for V.R
under MNP.
A master plan for rural road development has been prepared for
Karnataka State at an estimated cost of Rs. 949 cr.

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Comparative Study on Road statistics : Statistics gives an idea of
stage of the road development – presented on the area of country or
population. Net work developed due to development plans.
No developments upto initiation of Nagapur Road Plan -1943.
Only since Five year plan 1951 development of Rds speeded up.
Even today- Investment on Rd. development is much lower than
the revenue from road transport.
Poor economic condition of vast majority of population in rural
prohibit the owning of private vehicles and discouraging the use of
transport.
1951- 3,97,600 km length. Density km length /100 km2 area 12
1961 – Density 21, 1972 - 34
1981 – 15,02,700 km . Density 46
Japan – 296, Netherlands – 225, Great Britain-153, France-146,
Italy-97, Hungary-94, U.S.A-68. India-46

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It is obvious from the above facts that India has well
developed in Road network, but still a long way to go
to full fill the requirement of good roads to all interior
places in the country.

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Now you know
1. What are the modes of transport?
2. What are the characteristics of different modes
of transport?
3. What is the importance of roads in India.
4. What are the requirements of Rural roads in
India?
5. Give comparison of road statistics in India.

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Road Types and Classification:
Types of Roads: Based on serviceability:
All weather roads:- Negotiable during all weather
except at major river crossings where interruption of
traffic is permissible to a certain extent.
Fair weather roads- traffic is interrupted under high
floods at river or nala crossings – on Low level
causeways or bridges.

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Types of Roads: Based on carriage way condition:
Paved roads : A hard surface – at least WBM.
Unpaved: Gravel roads even not covered with WBM.
Based on surface of pavement :
Surface roads: Covered with Bituminous or Concrete surfacing.
Also called as B.T (Black Topped/Flexible) surface or Concrete
surface (Rigid pavements / White topped) surface roads
respectively.
Un surfaced roads: Neither covered with bitumen nor concrete
surfacing.

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Methods of Roads classification : Based on:
Traffic volume : Low, Medium and Heavy
Load transported : Arbitrarily fixed by diff. agencies. May not be
a common agreement reg. the limits for classification.
Location and function: More acceptable classification.
Based on Nagpur Plan :
National Highway (NH)- (Primary Roas System) - Running through
Breadth and Length of India-connecting foreign highways-capitals-
ports-industrial and tourist centers - defense movements-
uninterrupted-road network-
NH-1: Delhi-Ambala-Amritsar
NH-1 A: Jalandar – Srinagar – Uri
NH-4 (Old) Poona Bengaluru (PB)

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State Highway (SH) – (Secondary road system) Arterial roads of a state-
connecting up to a NH of adjacent state, district head quarters & imp cities.
These are numbered.
Major District Roads (M.D.Rs) : (Secondary road system) Within the district
and connecting adjoining highways in the district – lower speed, geometric design
specifications than NH and SH.
Other District Roads (O.D.Rs): (Tertiary road system) Serving rural areas for
transportation of men and materials to market places –connect taluka head
quarters – block development head quarters or other main roads.
Village Roads : (Tertiary road system) Connecting villages or group of
villages with each other and to the nearest road of higher category.
Nagpur Road Conference was assigned reg. the economics of road con. That all
roads of any class should be constructed in such a way that maintenance and
capital costs over a period of 20 years will be minimum

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Modified classification:
Primary system : Express way and NH.
Secondary system : SH and MDR
Tertiary system or rural roads : O.D.R and V.R
Further classification of Urban roads:
Arterial roads : Traffic through a continuous route.
Sub arterials roads : Lower level of traffic mobility
Collector streets: Collect traffic from local streets (Gallies)
Local streets.: Access to abutting properties – Gallies / Oni

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Now you know:
1. Define the types of roads based on their serviceability.
2. What are the types of roads?
3. What are the types of roads on their carriage way condition?
4. What are types of roads based on Nagpur Plan ?
5. Define the roads sequentially based on their location and
functions?
6. Classify the roads on modified classification.
7. Define the classification of Urban roads.

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Master plan – saturation system of road planning:
Preparation of Planning: Fact finding survey- to fix the
alignment and other details and to prepare the drawings
Plan-1(Phase-I): General area plan-existing road network,
topography of ground, drainage structures, rivers, canals, nallas,
town and villages with population, commercial, agricultural and
industrial activities are shown.
Plan-2 (Phase-II): Shows distribution of population groups.
Plan -3 (Phase-III): Location of places with their respective
quantities of productivity.
Plan -4 (Phase-IV): Existing road network –traffic flows- desire
lines obtained from origin and destination studies of traffic.
Proposals received from different sources may also be shown in
this plan.

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Master Plan: It is final road development plan for a particular
area under study- Block/taluk/ district/state or the country as a
whole.
Before preparing the master plan the interpretation of planning
survey shall be done on scientific way:
Out of several alternate proposals from planning surveys
choose the proposal which has maximum utility.
Fix up the priority to take up on phased manner as per
five year plan or annual plan.
Traffic study to identify the congestion which need to be
attended immediately to select type of pavement and C.Ds
Comparison on economic activities of different areas.
Analyze based on the fact findings for the future trends in
development of an area, growth in production &
population which in turn generates higher traffic volume.

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Master Plan: Based on above plan and scientific interpretation
master plan is prepared and road length is fixed keeping in view
of population and production for different alternatives. In India
the length of the roads were decided by the Nagpur road plan
formulae for the period 1943-63 and 2nd 20 year plan for 1961-
81.
With this information looking to all alternatives, the best one
under the plan period is selected. Quite difficult job as the
decision is to be balanced and also to make use of the concept of
saturation system based on U.S system of highway planning.
Saturation system/Max utility system: Optimum road length
for area, based on the concept of obtaining max. utility pe unit
length of the road.

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Factors in saturation system:
a) Population served by the road network.
b) Productivity served by the road network.
i) Agricultural production
ii) Industrial production.
Steps involved:
Step-1: Population units: As the population varies from villages
and towns in the area considered, it is required to group
these into some convenient population ranges and to assign
some reasonable values of utility units to each range of
population served. Example
Population < 500, Utility unit – 0.25
501 to 1000 – 0.50
1001 to 2000 – 1.00
2001 to 5000 – 2.00 etc.,

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From Plan-II, the number of towns and villages with population
ranges served by each road system is found and then converted in
to the utility units served by each road. Thus total no. of units
based on population can be obtained for each road system
proposed.
Step-11: Assign appropriate values of utility units per unit weight ,
example one thousand tonnes of agricultural products may be
considered equivalent to one unit. Similarly industrial products
may also be assigned with some suitable utility units per unit
weight. However coal, raw materials like ores etc., may be
assigned lower utility value than the industrial products.

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Step-11I: Utility : Both utility units for population and productivity
are added for a road system. Then the total utility units is divided
by the total length of that road system to get the utility rate per unit
length of the road.
Different road systems having different layout and different length
may show different utility rate per unit length. The road system
with max. utility rate per unit length is chosen as the final lay out
with optimum road length based on the max. utility on the
saturation system. This helps in choosing the best proposal to
phase the road development.

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Phasing of road programme:
Whether construction or improvement decided
during master plan – long term like 20 years’ or
short term like 5 years’ programme depending
up on the financial consideration. Priority for
road net work system is done, which will be again
prioritized each road link is considered during
annual budget preparation.

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Proposal Total Rd
Length
In km.
No. of villages and towns with population Agri/
Indust.
Products
In
thousand
tonnes
1001-
2000
2001-
5000
5001-
10000
>10000
P 300 160 80 30 6 200
Q 400 200 90 60 8 270
R 500 240 110 70 10 315
S 550 248 112 73 12 335
Work out the utility per unit length for each of the systems and
indicate which of the plans yield the max. utility based on
saturation system.
Example:

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Assume utility units as given below;
a) Population Unit
1001 – 2000 0.25
2001 – 5000 0.50
5001 – 10000 1.00
>10000 2.50
b) Productivity Unit
1000 tonnes 1.0
Solution:
For system P : Road length is 300 km
Population utility unit 1001-2000 – 160 x 0.25 = 40.00
2001-5000 – 80 x0.50 = 40.00
5001-10000– 30 x 1.00 = 30.00
> 10000 --6 x 2.50 = 15.00
Total--------------------125.00

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Productivity utility unit –
(Total agricultural and Industrial products)
in thousand tonnes -----200 x 1.00 = 200
(1.00 / 1000 tonnes)
Total utility units for both population and productivity
= 125 + 200 = 325.
So Utility unit / unit length = Total utility units / total length
of the road = 325 / 300 = 1.083

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Road plan
proposal/
System
Total Road
Length in
km
Utility units Total
units
Utility
units/km
Priority
Population. Product.
P 300 125 200 325 1.083 II
Q 400 175 270 445 1.112 I
R 500 210 315 525 1.050 III
S 550 221 335 556 1.010 IV
Looking at Utility units/ km length the priority is fixed as
1st – System Q
2nd – System P
3rd – System R
4th – System S
Based on the financial condition priority is selected and phased
the road development in master road plan.

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Now you know:
1. How many phases are there in preparation of master
plan ?
2. What is master plan?
3. What is prioritization of road? And on which factor it
is dependent.
4. Solve the example for prioritization of road net work
for given alternatives.

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Road patterns, Phasing and road development in
India and numerical :
Road patterns: Classified :
a) Rectangular or block– Adopted in Chandigarh - not
convenient from traffic operation.
b) Radial or star and block – Connaught place new Delhi.
c) Radial or star and circular.
d) Radial or star and grid – Nagpur road plan
e) Hexagonal &
f) Minimum travel pattern.
Star and Grid pattern provides inter communication facilities to
each of the villages, towns, district headquarters, state capitals
etc.,

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X-village
Y-Towns
Z-St.Capital
O-Na.Capital
X
Y
Z
Z
O
O

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Phasing and road development in India and numerical:
Phasing : Road in ancient India, Roads in Mughal period, Roads in
19th centaury have been explained in earlier lectures.
Development of road in following stages:
Jayakar committee report -1928
C.R.F - 1929
I.R.C - 1934
C.R.R.I - 1950
Motor vehicle act - 1939
Nagpur road conference - 1943 -1963 -------1st 20 yr. plan
National Highway Act - 1956
Highway research board - 1973.

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2nd 20 year plan - 1961-1981 finalized in 1959 –IRC
also Called as Bombay Road Plan.
3rd 20 year plan - 1981-2001.
Development after 1947:
By 1947 when India got independence – 3,88,226 km length of Rds
with surface roads -36.80% (1,42,882 km)-– 3,97,600 km by
1950-51- Density of 11.80km/100 km2 by 1951-15,02,700 km
by 1980-81. Density of 21.00 km/100 km2 by 1961, 34 by 1972
& 46 by 1981, Rapid increase in transportation-three lakh
vehicles to 44 lakh from 1951-1981. Freight traffic from 5.50 to
over 104 billion t-km. passenger traffic from 23 to over 31.50
billion passenger-km during above 30 years due to national
income, population, agricultural and industrial products. Tax by
road transport increased from 61 Cr to 2,388 Cr.

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2nd 20 year plan - 1961-1981 finalized in 1959 –Initiated by IRC also
Called as Bombay Road Plan.
Consideration for the development of road – double than Nagpur road
plan – 10,57,330 km or 32 km /100 km2 area. An out lay of Rs 5,200
Cr for the period ending 1980-81 based on 1958 price level. Con. of
1,600 km express ways was also included.
3rd five year plan – 1961-66, Annual plan 1966-69 & Development of Rds
– steady pace.
4th Five plan 1969 – 1974
Total road length by the end of 1974 – 11,45000 km (All categories)
Density- 34.80 > 2nd 20 year plan 1961-1981.
5th five year plan 1974-1979 Annual plan 1978-80 Prepn. of 3rd long term
Rd devp. Plan got delayed.
6th five year plan 1980-185

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Highway Research Board (HRB) of IRC – 1973.
Direction, guidance to road research. Acts as National body –
recommends suitable financial allocation for research by GOI &
State on priority base.
Objectives:
1) To ascertain the nature and extent of research required.
2) To correlate research information from various organization in
India and aboard with a view to exchange publications and
information on roads.
3) To co-ordinate and conduct correlation services.
4) To collect and disseminate results on research.
5) To channelize consultative services.

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Three technical committees under HRB
a) Identification, monitoring and research applications
b) Road research evaluation and dissemination &
c) Bridge research, evaluation and dissemination.
National Transport Policy Committee (NTPC) – 1978.
Report-1980 for the next decade & accepted by GOI.
Recommendations-liberalisation of transport sector –inclusion on
transport in priority sector, optimal imodel mix between railway &
Road transport based on resource-cost & energy conservation-
connectivity to all villages by low cost all weather roads in next 20
years - increase of maintenance funds –Strengthening of NHs-
Various factors of Road transportation by 2001.

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Nagpur Road Plan or First 20-year Plan: 1943-1963.
a) CEs conference – held at Nagpur -1943 finalized and accepted by
GOI .
b) Roads classified in to categories:
National Highways – NHs
State Highways -- SHs
Major District Roads -- M.D.Rs
Other District Roads -- O.D.Rs
Village Roads --- V.Rs.
Two plan formulae were finalized. 1st attempt for highway development
in India. Also known as Star and Grid pattern of State and Grid
Formulae of road network.

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The total “L” of first category or metalled roads for NH, SH and MDR
in km is given by
NH+SH+MDR (km) = (A/8+B/32+1.6N+8T) + D -R
Where A = Agriculture area in km2
B = Non agriculture area in km2
N = No. of towns and villages with populn. 2001-5000
T = No. of towns and villages with populn. > 5000
D = Development allowance of 15 % of road length
calculated to be provided for agriculture and Industrial
during the next 20 yr. plan.
R = Existing length of railway track in km.

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The total “L” of secondary category or unmetalled roads for O.D.R, &
V.R in km is given by
ODR+VR (km) = 0.32V+0.8Q+1.6P+3.2S + D
Where V = No. of villages with population. 500 or less
Q = No. of villages with population 501 - 1000
P = No. of villages with population 1001 - 2000
S = No. of villages with population 2001 - 5000
D = Development allowance of 15 % for the next 20 yr.
plan.

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Now you know:
1. What are the classifications of road pattern in road
development plan?
2. Which pattern is the best and why?
3. What is HRB and what are its objectives?
4. Which are the three sub committees constituted under HRB?
5. Define the classification of roads as per Nagpur road plan
depending up on their location and functions?
6. Which are the formulae for computing the 1st category road
length and 2nd category road length? And explain.

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Example 1 : Data:
1. Total area = 9600 km2
2. Agriculture and development area = A = 3200 km2
3. Existing Rly track length = R = 105 km
4. Existing length of metalled road = 322 km
5. Existing length of un-metalled road = 450 km
6. No. of villages and towns
Calculate the additional length of metalled and unmetalled road for the road
system based on Nagpur Road Plan formulae for this district.
Population > 5000 2001-5000 1001-2000 501-1000 < 500
No. of villages &
Towns
8 40 130 280 590
Numerical on Phasing of road development:

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Solution:
1) Total length of metalled road length by NRP is obtained from:
(A/8+B/32+1.6N+8T ) +D-R
Here A=3200 km2 : B=9600-3200 = 6400 km2 N= 40, T=8,
D=15 %, R=105
Metalled Rd “L” = 3200/8+6400/32+1.6x40+8x8)+15% of (322+450) – 105
=732.20 km
Additional metalled length = 732.20 – 322 = 410.20 km
Unmetalled Road length = (0.32V+0.8Q+1.6P+3.2 S) + D
= (0.32 x 590 +0.80 x 280 + 1.6 x 130 +3.20 x 40) – 15% x (322+450)
= 861 km
Additional un metalled road length needed = 861 – 450 = 411 km

61
Example 2: Roads A,B & C are to be completed in a district in
five yr. plan. Work out the order of priority for phasing the
plan programme by max. utility principle. Utility 1.0 for
population range 2000-5000.Assume any data if required than
the following:
Data:
Road L in km Population Productivity 1000 t
<2000 2000-5000 >5000 Agriculture Industry
A 15 10 8 3 15 1.2
B 12 16 3 1 11 0.0
C 18 20 10 2 20 0.8

62
Solution: Assume the following
Utility unit for village served with population < 2000 = 0.50
Utility unit for village served with population 2000 to 5000 = 1.00
Utility unit for village served with population > 5000 = 2.00
Agriculture products served per 1000t = 1.00
Industrial products served per 1000t = 10.0
Road A : 10x0.50 + 8x1 + 3x2 +15x1+1.2x10 =46/15 = 3.07 --- I
Road B : 16x0.50 + 3x1 + 1x2 +11x1+ 0.0 x 10 = 24/12 = 2.00 ----III
Road C : 20x0.50 +10x1 + 2x2 + 20x1+0.8 x 10 = 52/18 = 2.89 ----II
Thus Road A has to be phased on first priority.
Road C has to be phased on second priority.
Road B has to be phased on third priority.

63
Now you can solve any example on :
1) Computation of metalled and un metalled length of the
roads from the given data.
2. Computation of road systems for prioritization

64
Salient features of 3rd and 4th twenty-year road development
plans and numerical.
Third twenty year road development plan 1981-2001: (Also known as Lucknow
Road Plan) : Published in 1984.
Policies and objectives:
i) Future road development shall be as per revised classification of road
system – Primary, Secondary & Tertiary.
ii) To preserve the rural oriented economy –small towns to be developed with
essential facilities – all villages population more than 500 shall be
connected with all weather roads by the end of 19th centaury.
iii) Over all density should be increased to 82%/100 km2 by 2001. 40% for hill
areas of altitude up to 2100m and 15 km /km2 for altitude above 2100m.
iv) NH should be expanded to form 100km square grid so that no part of
country is 50km away form a NH.
v) The lengths of SH and MDR should be on both areas and numbers of
towns and villages with population more than 5000.

65
vi) Express ways to be constructed along major corridors t provide fast
travel. (Poona Mumbai E.H. and Bengaluru Mysore E.H).
vii) Towns more than 5000 population should be connected by MDR and
villages with population 1000 to 1500 by ODR. There should be a road
within a distance of 3km in plains and 5.0km in hilly terrain connecting all
villages or group of villages with population less than 500.
viii) Roads should be built in less industrialized area to attract the growth of
industries.
ix) Long term master plans should be prepared at various levels i.e.., taluka,
district, state and national scientifically to provide maxi. Utility.
x) Existing roads to be improved for their geometry, surface condition,
defects, strengthening etc., to save vehicle operating cost and conservation
of energy.
xi) There should be improvement in environmental quality and road safety.

66
Determination of Road length by Third 20 yr. road plan formulae:
I) Primary road system: (Total area of our country-32,87,782 km2)
i) Expressway of total length 2000 km to be developed for fast travel on
traffic requirements.
ii) NHs are to be based on 100km square grid by providing 100 + 100 =
200 km per 100 x 100 = 10,000 km2 area i.e., 1km/50 km2 area.
Therefore total length of NH in the country or in a state could be
obtained by dividing the total area of the country by 50.
Length of NH in the country = 32,87,782 / 50 = 65,756 km say 66,000 km
II) Secondary road system: Length of SH -- 3364 towns or urban areas in
India as per 1981 census. Area of each grid = 32,87.782/3364 =977.30
km2. with sides is √977.30 = 31.26 km. Therefore the length of (NH+SH
) will be 2x 31.26=62.50km for each such square grid.
Thus total NH+SH length for the country = 62.50x3364=2,10,250 km.

67
The total length of the NH as calculated earlier is 66,000 km, the total length
of SH = 2,10,250 – 66,000 = 1,44,250 km or say 1,45,000 km.
Total length of SH for a state can be computed by :
a. By total area of State: Length of SH in km = Area in sq km /25 .
b. By no. of towns and villages -- Do-- =
( 62.50 x no. of towns in the state – area of the state/50).
c. Total length of MDR in the country has been worked out as 3,00,000 km
Length of MDR in the state may be worked out as below:
i) By total area of state,
L of MDR = Area of state/12.50.
ii) By no. of towns in State,
L of MDR = 90 x no. of towns in State.

68
III) Tertiary System or Rural roads: Length of O.D.R and V.R-shall be
21,89,000 km by the end of 2001 as per 3rd 20yr plan so that overall length
of all categories of roads NH, SH, MDR, ODR and VR will be 27 lakh.
Overall length of all categories of road (except urban roads) as per this plan
in
Karnataka is -- 1,44,654 km
Least is Haryana – 34,738 km.
Maximum – Uttar Pradesh – 3,55,160 km
Madhya Pradesh -- 3,41,268 km

69
Now you know:
1. Which road plan is known as Lucknow Road Plan : Published
in 1984.
2. What is the modified classification of roads and name the
category of roads under each classification.
3. What are the Policies and objectives of 3dr 20 year plan?
4. Define the density of road for a district.
5. How do you compute the length of NH and SH on gride system
and number of towns.

70
Highway development authorities and Present scenario of road
development nationally and at state level.
National Highway development authorities:
Let us see departmental hierarchy: Minister – Principal sec. –
Secretary (Engineer in chief) – C.E-S.E-E.E-A.E.E
CPWD- Central Public Works Department.
NH- National Highway authorities- CE/SE/EE/AEE-AE-JE
NHAI- National Highway Authorities of India – Golden
Quadrilateral.

71
State highway authorities:
KPW,P & IWT- Karnataka Public Works, Ports and Inland
Water Transport Department.
KSHIP : Katnataka State Highway Improvement Project.
KRDCL : Karnataka Road Development Corporation Ltd.
KSHDP (SHDP) : Karnataka State Highway Development
Programme.

72
NATIONAL HIGHWAYS DEVELOPMENT PROJECT (NHDP)
NON-NHDP ROAD DEVELOPMENT
Special Accelerated Road Development Programme for North-East
region (SARDP-NE):

73
Category of Road Bombay plan target
in km
Road L in km
achieved by 1981
NH 51,500 31,737
SH 1,12,650 95,491
M.D.R 2,41,400 1,53,000
O.D.R 2,89,680 ----
V.R 3,62,100 -----
Total ODR + VR 10,57,330 9,12,684
Unclassified Urban
& Project roads
--- 3,09,785
Grand total of all
categories
10,57,330 15,02,697
Target & Achievements of Bombay road plan by 1981

74
About 60 % of freight and 87 % passenger traffic is carried by road.
National Highways constitute about 2 % per cent of the road network,
it carries 40 % per cent of the total road traffic.
Road transport also acts as a feeder service to railway, shipping and
air traffic.
Traffic growth around 10 % per annum.
Traffic growth is estimated 62.9 % of freight traffic and 90.2 % of
passenger traffic by the end of 2009-10.
In addition, road transport needs to be regulated for better energy
efficiency; less pollution and enhanced road safety.
The Ministry also recognizes the need for improving the country’s
road safety scenario.
Four Es : Engineering, Enforcement, Education and Emergency care
which are Road Safety.
Necessary actions on these aspects are being taken in consultation
with States /UTs and organizations under MORTH.

75
Target &
Achievement for the
FY 2012-13 up
to Sep-2012
Target & Achievement
for the FY 2011-12 up
to Sep-2011
T A T A
Construction completion (in
km)
1339 952 1005 680
Highway Length Tolled (in
km)
2137 685 2482 829
Concessions Awarded(in
km)
5023 573 5355 2476
Expenditure( Rs in crores 20071 14808 17145 12422
PROGRESS OF NHDP AS ON 31.10.2012

76
S.
No.
Name of the project State Length
(Km.)
TPC
(Rs. Cr)
NHDP
Phase
1 Walahajapet-Poonamalee Tamil Nadu 93.00 1287.95 V
2 6-laning including Bridge
across river Narmada on
Vadodara-Surat Section
Gujarat 6.74 473.24 V
3 Coimbatore-Mettupalayam Tamil Nadu 53.93 592.00 III
4 Raibareily-Jaunpur Uttar Pradesh 166.4 569.36 IV
5 Kundapur-KNT/Goa Border Karnataka 187.24 1655.01 IV
6 Walayar-Vadakancherry Kerala 54.00 682.00 II
7. Kashipur-Sitarganj UP/Uttarkhand 77.2 605.84 IV
8. Rajmasand-Bhilwara Rajasthan 87.25 677.79 IV
9. Salasar-Haryana Border Rajasthan 154.141 530.07 IV
Total 879.901 7073.26

77
Consequent upon Government's decision to implement Electronic
Toll Collection [ETC] on National Highways a pilot project on
ETC is inaugurated on section of NH-5 at Delhi to Parwanoo on
19/4/2012.
The concessionaires have been requested to work out necessary
modalities among themselves and the ETC solution
providers/Banks for setting up of Central Clearing House for the
pilot project without any cost implication to MoRT&H/NHAI.
Few more stretches were also selected for ETC implementation at
initial stage. They are Mumbai -Ahmedabad, Chennai- Bangalore
and Gurgaon – Jaipur – Biawar. NHAI is asked to explore the
possibility of executing supplementary agreement with
concessionaires for implementing ETC

78
NHAI is incorporating a new Company under company's act
1956, with equity participation from NHAI (25%),
Concessionaires (50%) and Financial Institutions (25%). Name of
the proposed new Company has been approved by the ROC,
Ministry of Corporate Affairs as “Indian Highways Management
Company Limited”.
The objectives of the proposed new Company are collection of toll
through Electronic Toll Collection (ETC) and to manage the
project strategically, administratively, legally, technically,
commercially and to provide services of central ETC system which
includes toll transaction clearing house operations, helpdesk
support and setting up of call centres for Incident Management,
Road Intelligent Transport Systems among others. Process for
amending the Central Motor Vehicle Rules, 1989 for fitment of
RFID tag on vehicles for ETC is initiated.

79
SMART CARDS FOR REGISTRATION CERTIFICATE
(Vahan) & DRIVING LICENCE (Sarathi) UNDER
NATIONAL e-GOVERNANCE PROGRAMME
As part of the National e-Governance Programme, the Ministry of
Road Transport & Highways has taken up a Mission Mode Project
which aims at computerization of all the RTOs/DTOs across the
country, their inter-connectivity as well as establishment of State
and National Register of motor vehicles. 100% connectivity has
been achieved in 32 States/UTs and 966 RTOs are connected.
Vehicles on the Vahan register crossed the 100 million mark on the
5th November, 2012. The ‘Vahan’ vehicle registration and permit
system was awarded the “Platinum Icon- Web Ratna Award 2012”
for the best citizen centric service.

80
NEW NATIONAL PERMIT SCHEME:
As per the new arrangement, national permit can be granted by
the home State on payment of Rs. 1,000/- as home State
authorization fee and Rs. 16,500/- per annum per truck towards
consolidated fee authorizing the permit holder to operate
throughout the country.
ROAD SAFETY SCENARIO IN INDIA:
Ministry has taken several steps during the year to improve road
safety for road users which are as under:
It is ensured that road safety is the integral part of road design
at planning stage.
Various steps to enhance road safety such as road furniture,
road markings/road signs, introduction of Highway Traffic
Management System using Intelligent Transport System,
enhancement of discipline among contractors during
construction, road safety audit on selected stretches, have been
undertaken by National Highways Authority of India.

81
Refresher training to Heavy Motor Vehicle drivers in the
unorganized sector being implemented by the Ministry since
1997-98 under plan activities.
Setting up of Driving Training School in the States by
Ministry of Road Transport and Highways.
A massive public awareness campaign was carried out in
the electronic/print media through the Directorate of
Advertising and Visual Publicity (DAVP), Doordarshan and
All India Radio. Publicity material like calendars, posters,
book on road signs, children activity book and mouse-pad
etc. were also supplied to Transport and Police Authorities
in States/Union Territories and Schools for widespread
distribution.

82
Providing cranes and ambulances to various State
Governments/NGOs under National Highway Accident Relief
Service Scheme. So far, 347 cranes, 106 small/medium sized
cranes and 579 ambulances have been sanctioned. 140
ambulances are also being provided to the hospitals along
National Highways identified by Ministry of Health and Family
Welfare. National Highways Authority of India also provides
ambulances at a distance of 50 Km. on each of its completed
stretches of National Highways under its Operation &
Maintenance contracts.
 The first National Workshop on road safety was held at New
Delhi on 03.04.2012. The theme was “improving the safety of
most vulnerable road users”. The meeting was attended by the
Transport Ministers from the States, Pr.
Secretaries/Secretaries/Commissioners of Transport and DG/IG
of Police of States/UTs.

83
International Co-operation:
The Ministry of Road Transport and Highways has also
signed Memorandums of Understanding /Agreement
with other countries for bilateral cooperation on Road
Infrastructure and Road Transportation Technology.

84
ThankQ
Reference:
1) I.R.C Codes.
2) Text book Highway Engineering by
S.K Khanna & C.E.G Justo

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