Highway-Chapter-1-1.pdf

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TRANSPORTATION ENGINEERING
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CHAPTER- 1 INTRODUCTION
• The process of conveyance from one point to another is termed as
“TRANSPORTATION”.
• Transportation has following effects over the socio- economic aspects of the life:
1. It helps in progress and advancement of the community.
2. Efficient transportation is essential for the economic prosperity and development
of the country.
3. It helps in movement in emergency for defense of the country and to maintain
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MEDIUM OF TRANSPORTATION
Transportation can be achieved by any of the following mediums:
MAJOR MEDIUM
• Land
• Water
• Air
MINOR MEDIUM
• Pipeline
• Conveyor belt
• Elevator
• Cable cars
• Ropeway
• Hyper loop
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On the basis of the above media of transportation, following four major modes of
transportation are used:
1. Roadway/ Highway for road transportation
2. Railway for rail transportation
3. Waterway for water transportation
4. Airways for air transportation
RAILWAYS
• It is the movement of multiple wagons or a train of wagons with steel wheels over
two parallel steel rails, that offer comparatively lesser resistance.
• Hence, the cost of transportation by this method is approximately one- sixth of
that by road transportation, but less flexible.
• Railways are considered as arteries of entire transportation system.
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WATER TRANSPORTATION
• It offers minimum resistance to traction, hence it is the cheapest method amongst the
all.
• But, the time required in this case is comparatively more.
• It is suitable for transportation of bulk goods of relatively low value.
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AIR TRANSPORTATION
• It is the fastest method available for transportation.
• But, the cost involved in this method is also very high.
• It is suitable for transportation of high value goods for large distance.
• This method is affected by weather conditions.
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ROADWAY/ HIGHWAY
• It is the most flexible mode of transportation amongst the all.
• But, it consumes petroleum product at highest rate and rate of emission of
pollution is highest.
• Major road transportation is achieved by highways and expressways.
• Highways are special type of roads designed to allow high speed of vehicle.
• It is generally constructed on embankment as:
1. Better drainage facility
2. Safety in flood time
3. No lateral entry of public or animals
Eg- National Highways (NH) and State Highways (SH)
• Expressways are superior type of highways which are designed as a direct source
of connectivity between two defined points.
• It is also known as “freeway”. It organizes the traffic in channelized way.
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DEVELOPMENT OF ROADS
Development of roads took place in following sequential order:
ROMAN
ROADS
TRESAGUET
ROADS
TELFORD
ROADS
MACADAM
ROADS
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ROMAN ROADS
• These were the earliest of the roads developed for their military purposes.
• The important features of these roads are:
(i) They were built straight, regardless of gradient.
(ii) The soft soil was excavated and removed upto an extent hard strata was
reached.
(iii) The total thickness of construction was in the range of (0.75-1.2)m.
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DRAWBACKS
(i) No cross- slope is provided.
(ii) No drainage system.
(iii) Large foundation stones were provided at bottom, which are of no use, as
pressure due to surface load decreases with depth. Hence, they only increases
the cost.
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TRESAGUET ROADS (FRANCE)
• The main feature of these roads was reduction in overall thickness of the road,
upto 30cm.
• In this case, due consideration was given to the moisture condition and drainage of
the road.
• The subgrade was prepared and a large layer of foundation stone were laid on
edges, which act as a curb stone.
• The space between the kerb is then filled with smaller stones, sizes of which are
reduced as we approach towards top.
NOTE: Metcalf road were developed in England in parallel to previous one but no
recorded literature is available for it.
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TELFORD ROADS
• In these roads also, heavy/ large foundation stones were provided above the soil
subgrade and cross- slope at top surface was given to ensure removal of the water.
• A level subgrade was prepared of width 9m.
• Large foundation stones of thickness (17-22) cm was laid over the subgrade, with
larger stone at the centre and smaller at the edges to provide 1: 45 slope.
• The central portion of about 5.5cm width was filled with two layers of angular
broken stones.
• A 4cm thick gravel surfacing was laid at top and cross- drains were provided at
spacing of 90cm.
• Instead of kerbs, a layer of broken stones were used to impart lateral stability.
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NOTE: From Roman roads to Telford roads, two design considerations were
common:
1. Subgrade soil was constructed on a level surface.
2. Large foundation stones were used to make bottom- most layer.
3. The major change in designing of roads was introduced by Macadam.
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MACADAM ROADS
• Macadam roads differ from previous design in following aspects:
1. Soil subgrade was also laid at a cross- slope of 1 in 36 to avoid the seepage of
water in it.
2. He was the first one to suggest that large foundation stones are not required
to be placed at the bottom layer.
3. Similarly the next layer of pavement was also constructed above this layer with
broken stones of smaller size.
4. Though the total thickness of construction was less, but load distribution was
comparatively better.
5. The size of broken stones at top was decided on the basis of stability under
animal- drawn vehicle.
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NOTE: Different types of specifications were developed for the construction of
bituminous pavement layers for use in base and surface courses.
Some of the specifications used in India are as follows:
(i) WBM (Water Bound Macadam)
(ii) PM (Penetration Macadam)
(iii) BM (Bituminous Macadam)
(iv) DBM (Dense Bituminous Macadam)
(v) WMM (Wet Mix Macadam)
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Q. Which of the following is the chronological sequence in regard to road
construction/ design development?
a) Telford, Tresaguet, C.B.R., Macadam
b) Tresaguet, Telford, Macadam, C.B.R.
c) Macadam, C.B.R., Tresaguet, Telford
d) Tresaguet, Macadam, Telford, C.B.R
[IES: 1998]
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DEVELOPMENT OF ROADS IN INDIA
• Government of India passed the resolution in 1927 for appointment of a
Committee to examine the situation and development of roads in India under the
leadership of M.R. Jayakar.
• Major recommendations of this committee were as follows:
1. The road development in the country should be the subject of “National
Interest”.
2. An extra tax should be leaved on petrol from the users for the development of
roads and would be termed as “Central Road Fund”.
Mohen-
jo- daro
Ashoka Mughal Britishers
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3. A semi- official technical body should be formed to give technical know- how
for development of roads.
4. A research organization should be instituted to carry out research and develop
new techniques of road development.
• As per the recommendation of Jayakar Committee, CRF (Central Road Fund)
was established in 1929.
• After the approval of government, a semi- official technical body was formed in
1934, termed as IRC (Indian Road Congress).
• In 1939, Motor Vehicle Act was brought in place to frame the laws and
ordinances relating to traffic. It governs driver vehicle and owner operation.
• A conference of Chief Engineer of all states was called by IRC for collective
development of roads in India in 1943 (1st 20 year plan) [1943- 1963] (it was
completed in 1961 only) termed as “Nagpur Road Conference”. In this, target of
16km/ 100km2 area of country for development of roads was to be achieved.
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• In 1950, Central Road Research Institute (CRRI) was established for carrying
out research of road technology.
• In 1956, National Highway Act was passed for following purposes:
(i) To declare certain selected highways as NH
(ii) To enter into any land for carrying out survey
(iii) To acquire land and take possession for development of highway
• Due to the early completion of first 20 year plan in 1961, second 20 year plan was
initiated in 1961 (1961- 1981) in Bombay for development of 32km/ 100km2 of
area.
• In 1973, HRB (Highway Research Board) of IRC was setup to give direction
and guidance for research activities in India.
• In 1978, National Transport Policy Committee (NTPC) was appointed to
prepare a comprehensive national transport policy for the country for next 10
years.
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• In 1981, third 20 year road development plan was introduced (1981- 2001) in
Lucknow to develop 82km/ 100km2 of area.
• In 1988, NHAI act was passed.
• In 2000, PMGSY was launched by Indian government .
• Fourth 20 year road development plan should have been introduced in 2001, but
on the insistence of Government, IRC prepared a Road development vision 2021
and 2025.
JAYAKAR COMMITTEE (1927)
CENTRAL ROAD FUND (1929)
INDIAN ROAD CONGRESS (1934)
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MOTOR VEHICLE ACT (1939)
NAGPUR ROAD CONFERENCE (1943)
NAGPUR ROAD PLAN (1943- 1963)
CENTRAL ROAD RESEARCH INSTITUTE (CRRI) (1950)
NATIONAL HIGHWAY ACT (1956) (PROPOSED)
SECOND 20- YEAR ROAD PLAN (BOMBAY ROAD PLAN)
(1961- 1981)
HIGHWAY RESEARCH BOARD (1973)
NATIONAL TRANSPORT POLICY COMMITTEE (NTPC)
(1978)
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THIRD 20- YEAR ROAD PLAN (LUCKNOW
ROAD PLAN) (1981- 2001)
NHAI ACT PASSED (1988)
PMGSY (PRADHAN MANTRI GRAM
SADAK YOJANA) (2001)
ROAD DEVELOPMENT PLAN VISION
2021 AND 2025
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Q. Pradhan Mantri Gram Sadak Yojana (PMGSY), launched in the year 2000, aims
to provide rural connectivity with all- weather roads. It is proposed to connect the
habitations in plain areas of population more than 500 persons by the year
a) 2005
b) 2007.
c) 2010
d) 2012
[GATE: 2005]
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Q. All the specifications for highway planning and design are given by:
a) IRC.
b) HRB
c) MVA
d) CRRI
[SSC: 2018]
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Q. The Road Development Plan for India for the period of 1981 to 2001 is also
known as:
a) Lucknow plan.
b) Nagpur plan
c) Bombay plan
d) Kanpur plan
[SSC: 2018]
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COMPARISON BETWEEN VARIOUS 20 YEAR ROAD
DEVELOPMENT PLANS
1st 20 YEAR PLAN 2nd 20 YEAR PLAN 3rd 20 YEAR PLAN
NAME Nagpur Bombay Lucknow
DURATION 1943- 1963
(completed in 1961)
1961- 1981 1981- 2001
ROAD DENSITY 16 km/ 100 km2 32 km/ 100 km2 82 km/ 100 km2
ROAD PATTERN Star and grid - -
EXPRESS HIGHWAY - 1600 km 20,000 km
CLASSIFICATION OF
ROADS
NH, SH, MDR, ODR
and VR
NH, SH, MDR, ODR
and VR
1. Primary roads: EH and NH
2. Secondary roads: SH and
MDR
3. Tertiary/ rural roads: VR,
ODR
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Q. Nagpur road plan is based on
a) Block pattern
b) Star and grid pattern.
c) Star and circular pattern
d) Hexagonal pattern
[GATE: 1994]
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LENGTH OF THE ROAD AS PER 3rd 20 YEAR ROAD
PLAN
1. Total length of road = max (i) 4.74 × number of towns and villages
(ii) Road density × area
2. Length of NH =
Area (km2)
50
3. Length of SH = max (i)
Area (km2)
25
(ii) 62.5 × number of towns and villages – length of NH
4. Length of MDH = max (i)
Area (km2)
12.5
(ii) 90 × number of towns and villages
5. Length of ODR and VR = Total – (ii) – (iii) – (iv)
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Q. The length of National Highways as per 3rd 20 year (Lucknow) road plan is given
by:
a) Area of the country/ 75
b) Area of the country/ 50.
c) Area of the country/ 40
d) Area of the country/ 25
[IES: 2000]
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HIGHWAY PLANNING
• Highway planning is of great importance when the funds available are limited,
whereas the total requirement is much higher.
• The objective of highway planning are as follows:
1. To plan the overall network of road efficiently in minimum cost.
2. To divide the overall plan in phases to decide the priorities.
3. To plan for future requirement and improvement of the roads.
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CLASSIFICATION OF ROADS
Roads are classified as follows:
A. On the basis of duration of their use:
(i) All weather roads: paved and non- paved roads
(ii) Fair weather roads: surface and non- surface roads
B. On the basis of traffic volume
C. On the basis of load transported/ tonnage
D. On the basis of location and function
1. National Highway (NH): These are main highway running through length and width of
country, connecting major ports, foreign highway, capitals of large states and large
industrial area, tourist and places of strategic importance (defense).
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2. State Highway (SH): These are arterial roads of states, connecting the national
highways of adjacent state, district headquarters and important cities.
3. Major District Roads (MDR): They are important roads within a district,
serving area of production, markets, etc.
4. Other District Roads (ODR): These are roads serving rural areas of production
and providing them outlet to the market.
5. Village Roads (VR): These are roads connecting villages.
NOTE: Urban roads are also classified as follows:
1. Arterial roads
2. Sub- arterial roads
3. Collector streets
4. Local streets
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TYPES OF ROAD PATTERN
• The various types of road pattern may be classified as follows:
1. RECTANGULAR/ BLOCK PATTERN
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2. HEXAGONAL PATTERN
3. RADIAL OR STAR AND BLOCK PATTERN
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4. RADIAL OR STAR AND CIRCULAR
5. RADIAL OR STAR AND GRID
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MAXIMUM STAURATION SYSTEM/ UTILITY
FACTOR
• This system is used to choose the best alignment amongst the various options
available.
• It depends upon population and production.
RULES TO DECIDE THE FACTOR
1. Provide utility factor (UF) of 0.5 to the lowest population and increase it by
multiplying with 2 for next range of population. For eg- 0.5, 1, 2, 4, 8, 16….
2. Provide UF of ‘1’ to the agricultural production.
3. Provide UF to industrial production as per the weightage.
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ENGINEERING SURVEY FOR HIGHWAY
ALIGNMENT
• In order to decide or finalize the probable alignment, following surveys are being
carried out:
1. MAP STUDY: Various alignments are drawn on map passing through minimum
number of obstructions and maximum utilization area.
2. RECONNAISANCE: It is done by visiting the location under consideration to
identify the features which are not available on map or which are changed over
the period of time. Feasibility is also checked for the possible alignment in this
stage.
3. PRELIMINARY SURVEY: In this survey, chain, compass, levelling, soil
investigation, drainage provision, traffic studies are carried out and maximum
utilization area is decided.
4. DETAILED SURVEY: In this, planning, designing, material estimation and
cost estimation, etc. are done and a DPR is prepared.
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Q. Under the Nagpur Road Plan, which of the following are NOT relevant in
planning the road development programme in a backward district?
1. Existing agriculture drainage network of drain canals
2. Existing number of Panchayat unions
3. Existing number of villages mud- track roads
4. Number of villages with population of 10000 and above
a) 1, 2, 3 and 4.
b) 1, 2 and 3 only
c) 1, 2 and 4 only
d) 2, 3 and 4 only
[IES: 2013]
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Q. In which of the following location surveys of the road soil profile, is sampling
done upto a depth of 1m to 3m below the existing ground level?
a) Preliminary survey.
b) Final location survey
c) Construction survey
d) Material location survey
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Q. Preliminary project report for a road project must contain
a) The detailed estimated cost based on detailed design
b) The several alternative of the project that have been considered
c) The soil survey, traffic survey, concept design and approximate cost.
d) The contract documents for inviting tenders
[IES: 1999]
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