HIGHWAY ENGINEERING

COURSE CODE: 15CV63

INTRODUCTION TO COURSE:
Module 1
Module 2
Module 3
Module 4
Module 5

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PRINCIPLES OF TRANSPORTATION ENGINEERING:
• Importance of transportation
• Different modes of transportation and comparison
• Characteristics of road transport
• Jayakar committee recommendations and implementation- Central Road Fund
(CRF), Indian Road Congress (IRC), Central Research Institute (CRI).

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PRINCIPLES OF TRANSPORTATION ENGINEERING:
Importance of transportation:
• The evolution and advancements in transportation facilities have been closely
linked with development of human beings.

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• The basic objective/task of transportation is movements of people and goods
from one location to another.
Example:
• At the production stage: for carrying raw materials like seeds, manure, coal,
steel, components etc.,
• At the distribution stage: from farms and factories to marketing places
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 Economic activity and transport
• It is process in which the products are utilized to satisfy the human needs
I. Production or Supply: Products and natural resources available in the locality.
II. Consumption for human demand: Goods which is useful for human.
 The primary need for transportation has been Economic, Safe and Efficient
• Involving personal travel in search of food or work
• Travel for the exchange of goods and commodities
• Personal fulfillment and the improvement of a society or a nation.

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 Social effects of transportation
• People have always settled along the
transportation routes such as road side,
river shore and near railway station.
• Ribbon development: Slum this
discourages to high speed travel and
road safety issues.
• Thus town planning patterns are
changing and more congestions will
takes place.
• Hence mass rapid transit system should
linked with suburban's to major cities.

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The various social effects of transportation may be further elaborated as follows
I. Sectionalism and transportation: improved transportation reduces
sectionalism in living standard, reduction in travel time, increase knowledge
of people by travelling to outside country, improve trade and cultural
exchange.
II. Concentration of population in urban areas: improved transportation
increases prosperity, education, employment, medical care. Mass transport
facility improves the daily movement of people (offices, schools, factories).
Efficient transportation facility between urban and suburban improves
business, social needs and tourist activities. If transportation facility is not
efficient results into development of slums.
III. Aspect of safety, law and order: during accidents, in border areas for supply
of weapons and strategic movement in case emergency for defense.

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 Role of transportation for the development of rural areas in India
I. In India 70% population are living in rural areas.
II. Transportation facility in rural areas will improve the overall development of
the country:
a. Fertilizers and cottage industries could reach rural areas.
b. Products from the villages could be sold in the nearest market.
c. Improves education and other social needs of the village.

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Different modes of transportation and comparison:
1. Land: Railways and Roadways
2. Water: Waterways
3. Air: Airways

Land Water Air

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Characteristics of road transport:
• Roads are used by various types of road vehicles such as……………
• But rail can move only on tracks, ships in waterways and aircrafts in
airways.
• Lowest initial investment for vehicles compare to other modes.
• Energy consumption.
• The initial cost of construction and maintenance of road is less compare to
other mode (harbors and airports).
• Road complete freedom to the road users: time, location, direction and speed.
• For short distance road saves time and offers more convenient.
• Speed to safety

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 Jayakar committee recommendations and implementation- Central Road Fund
(CRF), Indian Road Congress (IRC), Central Research Institute (CRI).
HIGHWAY DEVELOPMENT AND PLANNNING:
 Road types and Classification
 Road patterns
 Planning surveys, master plan-saturation system of road planning
 Phasing road development in India
 Problems on best alignment among alternate proposals
 Silent features of 3rd and 4th twenty year road developments plans and
policies
 Present scenario of road development in India (NHDP & PMGSY) and in
Karnataka (KSHIP & KRDCL), Road development plan vision 2021

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Jayakar committee recommendations and implementation: The committee
formed in the year 1928. The recommendations are as follows:
• The road development in the country should be considered as national
interest.
• Extra tax should be levied on petrol from the road user to develop a road
fund called “Central Road Fund”.
• A semi official technical body should be formed to pool technical know how
from various parts of the country and to act as an advisory body on various
aspects of roads.
• A research organization should be instituted to carry out research and
development work pertaining to roads and to be available for consultants.

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Central Road Fund (CRF):
• It was formed in 1st March 1929. Here consumers of petrol were charged an extra
levy of 2.64 paisa per liter of petrol to build up this road development fund.
• 20 percent of the annual revenue is to be retained as a Central Reserve, from which
grants are to be given by the Central Government for meeting expenses on the
administration of the road fund, road experiments and research on road and bridge
projects
• The balance 80 percent is to be allotted by the Central Government to various states
based on actual petrol consumption or the levy collected on sale of petrol.
• The accounts of the Central Road Fund are maintained by the Accountant General of
Central Revenues and the control on the expenditure is exercised by the Roads Wing
of Ministry of Transport
• The rate of collection of the levy towards the CRF has been revised due to the
increase in cost of petroleum fuel.
• The fund accrued is distributed for the development and maintenance of national
highways, state roads, rural roads and for constructing identified grade separators
across railway tracks.
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Indian Road Congress (IRC):
• A semi-official technical body known as Indian Roads Congress (IRC) was formed in
1934.
• This will provide a forum for regular pooling of experience, technical knowledge and
ideas on all matters related to the planning construction and maintenance of roads
in India.
• IRC will prepare standard specifications and provide a platform for the expression of
professional opinion on matters relating to road engineering including those of
organization and administration.
• IRC has become an active body of national importance controlling specifications,
standards and guidelines on materials, design and construction of roads and
bridges.
• Also publishes journals, research publications, standards, specifications, guidelines
and other special publications on various aspects of Highway engineering

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Central Road Research Institute
(CRRI):
• In the year 1950, the Central Road
Research Institute (CRRI) was started at
New Delhi for carrying out research
pertaining to road technology
• The CRRI is one of the national
laboratories of the Council of Scientific
and Industrial Research (CSIR).
• The institute is mainly engaged in carrying
out applied research in various aspects of
highway engineering and offers technical
advice to state governments and the
industries on various problems concerning
roads.
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HIGHWAY DEVELOPMENT AND PLANNNING:
Road types and Classification:
oDifferent approaches
 Types of roads: Based on season: All-weather roads and Fair-weather roads

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• Based on the type of carriage way or the road pavements:
• Paved roads (surfaced roads) and un-paved roads (unsurfaced roads)

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• Methods of classification of roads:
oTraffic Volume
oLoad transported
oLocation and function

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 Based on location and function: (As per Nagpur Road Plan)
• National Highway(NH)
• State Highway(SH)
• Major District Roads(MDR)
• Other District Roads(ODR)
• Village Roads(VR)

 National Highway(NH):
• These are main highways running through the length and breadth of India,
connecting major ports, foreign highways, capitals of large states, large industrial
places and strategic movements for the defense in India.
• It is maintained by central government.
• Example: NH-1 is from Delhi, Ambala, Jalandhar and Amritsar (up to Pakistan
border)

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 State Highway(SH):
• These are the arterial roads of a state, connecting to the NH of adjacent state,
district head quarters and important cities within the state.
• It is considered as the main arteries of commerce by road within a state.
• The NH and SH having same design speed and geometric design specifications.
Major District Roads(MDR):
• These are situated within a district which connects markets, production and
other major highways of a district.
• It is having lesser design speed and geometric design compared to NH and SH.
Other District Roads(ODR):
• This will serves for rural areas of production and providing them with outlets to
market centers, taluk head quarters and other main roads.
• It is having lower design speed compared to MDR
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Village Roads(VR):
• It will connect group of villages with each other to the nearest road of a higher
category.
 As per third 20-year road development plan 1981-2001
For the purpose of transport planning, functional identification, earmarking
administrative jurisdictions and assigning priorities on road network it is further
classified into 3 types
• Primary System
• Secondary system
• Tertiary system
 Primary System: Expressway and NH
 Secondary system: SH and MDR
 Tertiary system: ODR and VR

Expressways: It is having a superior facilities and design standards and these routes had very
high volume of traffic. It is provided with divided carriageways, controlled access, grade
separators at cross roads and fencing.
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Expressways

National
Highway

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• Classification of Urban Roads: The urban
roads are further classified into sub
categories and it will be taken care by the
urban authorities
• Arterial roads: For heavy/important traffic
inside the city, along the expressways serving
as principal network of traffic flow, join
central business district with outside
residential areas
• Sub-arterial roads: Similar to arterial roads
but traffic mobility is lesser than arterial
roads.
• Collector streets: As the name implies,
collectors “collects” traffic from local roads
and connect traffic to arterial roads.
• Local streets: Which provides access to
abutting properties
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Road patterns:
The various road patterns may be classified as follows
• Rectangular or block pattern
• Hexagonal pattern
• Radial or star and block pattern
• Radial or star and circular pattern
• Radial or star and grid pattern
All the patterns having their own advantages and disadvantages
Each road pattern depends on the locality, the layout of different towns,
villages, industrial and production centers and the choice of the planning
engineering.

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• Rectangular or block pattern:
• Streets run at right angles to each other forming a grid
• Typical for cities built after the industrial revolution (economic activity)
• Facilitates the movement of people and products through out the city

Advantages Disadvantages
• High accessibility • Requires flow
• Minimum hierarchies
disruption of flow • Limited in its
• Expansion flexibility adaptability to the
• Excellent terrain
psychological
orientation
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Hexagonal pattern

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• Radial or star and circular pattern: Connaught place, New Delhi

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Planning surveys
It is a fact finding study and protect the roads from inconsistent and short sighted
policies. The various planning surveys are:
Economic studies
Financial studies
Traffic or road use studies
Engineering studies
 Economic studies:
It is useful in estimating the requirements, cost involved for the proposed highway
and economic justification. Each road system to population and various types of
products in the area.
• Total population and its distribution based on occupation, income, etc., in each
town, village and other localities.
• Trend of population growth of various population groups.
• Agricultural and industrial products based on area wise.
• Agricultural and industrial development and its future trends.
• Existing facilities such as education, hospitals, banks, post office, etc.,
• Per capita income.
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 Financial studies: it important to know the various financial aspects such as
• Source of income, type of revenues from duties and taxes on products
• Standard of living of different population groups
• Resources at local level, toll taxes, vehicle registration and fines
• Anticipated developments in the areas and generated income and
• Future trends in financial aspects.
 Traffic or road use studies: it is important to know the existing traffic
• Classified traffic volume in vehicles per day, annual average daily traffic, peak and design
hourly volume traffic.
• Origin and destination studies
• Traffic flow patterns
• Mass transport facilities
• Accidents, their causes and cost analysis
• Future trend in traffic growth.
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 Engineering studies:
• Topographic survey
• Soil survey
• Location and classification existing roads
• Deficiencies in drainage characteristics
• Deficiencies in alignment
• Road life studies
• Construction and maintenance

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 Population, its distribution and classification. Trend of
Economic population growth, listing of agricultural and industrial
studies development, their future trends – classification and
listing of these details, other activities viz income per
capita, banking, post office.
Data collected must
Financial Source of income, Revenue from taxation on road
confirm to adequacy,
studies transport, living standard, future trends-
accuracy,
vehicle registration, court fees and local taxes
availability and
Traffic or Traffic volume, traffic flow patterns, O & D studies,
accessibility
road user Mass transportation facilities, Accidents- their costs,
studies trends, Growth of vehicular traffic, passenger trips and
good movements.
Engineering Road location and alignment studies, classification,
studies types of roads in use, maintenance problems, soil and
topography studies, road life studies.
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 Objective of Planning Surveys
• Workout, the financial system and recommended changes in tax arrangements and
budget procedures, provide efficient, safe economics, comfortable and speedy
movement for goods and people.
• Plan a road network for efficient traffic operation at minimum cost.
• Plan for future requirements and improvements of roads in view of developments
and social needs.
• Fix up data wise priorities for development of each road link based on their utilities.

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 Preparation of Plans: Before finalizing the alignment and other details of the
road development program, the information collected during fact finding surveys
should be presented in the form of

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 Interpretation of Planning Surveys: The data should be interpreted in a scientific
way before arriving final road development plan
• To arrive at the road network with maximum utility among alternative proposals.
• To fix up the priority of the construction projects and phase the development
plan of an area in five year plan.
• To assess the actual road use by studying traffic flow patterns.
• Based on the studies, structural and geometric features are constructed.
• Comparisons of the areas may be obtained on the basis of their economic
activities.
• On statistical basic, the data obtained in fact finding surveys may be analyzed for
the future trends in development of an area.

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 Master Plan: Target Road Length
• Master plan is referred to as road development plan of a city; district or a street or
for whole country.
• It is an ideal plan showing full development of the area at some future date. It
serves as the guide for the plan to improve some of the existing roads and to plan
the network of new roads.
• It helps in controlling the industrial, commercial and agricultural and habitat growth
in a systematic way of that area. It gives a perceptive picture of a fully developed
area in a plan and scientific way

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 Stages in the Preparation of Master Plan:
• Data Collection: It includes data regarding existing land use, industrial and
agricultural growth, population, traffic flow, topography, future trends.
• Preparation of draft plan and invite suggestions and comments from public and
experts.
• Revision of draft plan in view of the discussions and comments from experts and
public.
• Comparison of various alternate proposals of road system and finding out the
sequence in which the master plan will be implemented.
• In India targeted road lengths were fixed in various road plans, based on
population, area and agricultural and industrial products. The same way it may be
taken as a guide to decide the total length of road system in each alternate
proposal while preparing a master plan for a town or locality.

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Saturation system of road planning: It is one of the methods to determine the best
alternative based on maximum utility of road network. (U.S. System Highway Plan)
• The factors which are taken for obtaining the utility per unit length of road are:
oPopulation served by the road network
oProductivity served by the network
Agricultural products
Industrial products
• Since the area under consideration may consist of villages and towns with different
populations, it grouped into some ranges and assigned utility units.
Population less than 500, utility unit = 0.25,
501-1000, utility unit = 0.50
1001- 2000, utility unit = 1.00
2001 – 5000, utility unit = 2.00 etc..
• Similarly the agriculture products for tonnes productivity, utility units = 1
• Industrial products for tonnes productivity, utility units =10 etc.
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The various steps to be taken to obtain maximum utility per unit length are:
• Population factors or units: Since, the area under consideration consists of villages
and towns with different population these are grouped into some convenient
population range and some reasoning values of utility units to each range of
population serve are assigned.
• Productivity Factors or units: The total agricultural and industrial products served
by each road system are worked out and the productivity served may be assigned
appropriate values of utility units per unit weight.
• Optimum Road length: Based on the master plan the targeted road length is fixed
for the country on the basis of area or population and production or both. And the
same may be taken as a guide to decide the total length of the road system in each
proposal.

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Problems:
1. An imaginary area with existing roads is shown below. There are four
alternate proposals P, Q, R and S with different road length by adding extra road
links to the existing roads in the area and the details of the population and
products served are given below :

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2. Three new roads A,B and C are to be completed in a district during a five year
plan period. Using the data given below out the order priority for the phasing the
plan programme by the principle of maximum utility per unit length. Adopt utility
unit of 1.0 for serving a village with the population range of 2000 to 5000, for
catering for 1000t of agricultural products or 100t of industrial products. Assume
other data suitably.

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HIGHWAY DEVELOPMENT AND PLANNNING:
• Silent features of 3rd and 4th twenty year road developments plans and
policies
• Present scenario of road development in India (NHDP & PMGSY) and in
Karnataka (KSHIP & KRDCL), Road development plan vision 2021

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Phasing road development in India:
• The road net-work to be constructed and improved in the plan period.
• The plan period may be of a long term, like that of the 20-year road plan or of
shorter period like five year plans.
• Financial considerations the construction of each link of the road net work
development programme to decide which link should be taken up first and which
one the next and soon.
• The phasing may also be done for each annual budget year by fixing up the
priorities.
• The priority for each road link may be fixed scientifically based on maximum
utility.
• The utility per unit length of road based on population and productivity for each
road is worked out.
• Then each link of the net work is listed in the order of priority based on utility per
unit length of the road.
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 Highway Planning in India:
• Nagpur road development plan (First twenty year road plan): 1943-1963
• Second twenty year road plan (Bombay road plan): 1961-1981
• Third twenty year road plan (Lucknow road plan): 1981-2001
• Fourth twenty year road plan: 2001-2021

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 Silent features of 3rd twenty year road developments plans and policies:
• It was finalized and the plan document was published by the year 1984.
• Primary, Secondary and Tertiary road system.
• To preserve the rural oriented economy and to develop small towns with all the essential
facilities.
• All the villages should be connected with all weather roads.
• The overall density of road is increased to 82km per 100 sq.km
• The NH network should be expanded to form square grids of 100 km sides so that no part
of the country is more than 50 km away from NH.
• Expressway should be constructed to provide fast travel.
• Roads should also be built in less industrialized areas.
• Long term master plans for road development should be prepared at various levels.
• All towns and villages with population over 1500 should be connected by MDR and
villages with population 1000 to 1500 by ODR.
• There should be improvements in environmental quality and road safety. 51
 4th twenty year road developments plan:
 Objectives
• The road network should be 3.3 million km. In 3.3 million km 85 percent rural
roads i.e. 2.7 million km. Overall village accessibility stood at 54 percent.
• Social development sectors so as to improve the quality of life and poverty.
• The objective has to be to provide full connectivity to all habitations including
provision of bridges and culverts. Accordingly, the following vision for new
connectivity has been recommended.
Habitations with population above 1000 (500 in case of hill, NE states,
deserts and tribal areas) by the year 2009-10.
Habitations with population above 500 (250 in case of hill, NE states, deserts
and tribal areas) by year 2014-15.
Habitations with population above 250 by the year 2021-22.

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• Introduced the concept of a Core Network, which is defined as the network
that is essential to provide one basic access to each habitation.
• Proper drainage and design standards were made for rural roads.
• Importance was given to the use of advanced and latest equipment's in road
constructions to facilitate the economics.
• Also needs to develop independent think-tanks and academicians on various
aspects of rural roads like engineering, safety, environmental issues, socio-
economic impact, etc.,
• Action should be taken by each state to formulate a 5-year Action Plan in the
light of recommendations of the Vision document.

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 Salient Features:
• The Road Development Plan Vision: 2021 was prepared within the government and
the private sector.
• The Vision addresses: need for mobilization of financial resources including
augmentation of road fund, toll financing, private sector participation, capacity
augmentation of main highways, strengthening of pavement to cope with
movement of heavy commercial vehicles, undertaking massive programme of
construction of village roads and preservation of existing road assets.
• Aspects such as road safety, social and environment concerns and energy efficiency
have also been highlighted.
• The vision document laid down targets for main roads but did not specify the length
of the rural road network. Instead, stress was laid on preparation of proper district
level master plans to optimize the network.
 Target Road Length by the year 2021: Expressways 10,000 km, National Highways
80,000 km, State Highways 1,60,000 km, Major District Roads 320,000 km.
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• Formulae:
• Length of NH (km) = area of the region/ 50
• Length of SH (km)
• By area, SH (km) = area of the region/ 25 higher of the
• Based on no. of towns, SH (km) = 62.5 x no. of towns – NH two criteria

• Length of MDR, in the District

• Based on area, MDR (km) = area of the region/12.5 higher of the
• Based on no. of towns, MDR (km) = 90 x no. of towns two criteria
• Total length of all categories of roads may be assumed to provide an overall
density of road length equal to 82km per 100 sq.km area by the year 2001.
• NH + SH + MDR + ODR + VR (km) = area of the region x (82/100)
• Therefore length of ODR + VR (km) = Total Length – (NH + SH + MDR)

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• Present scenario of road development in India (PMGSY & NHDP):
• Launched in December 2000, the programme of village connectivity known as
“Pradhan Mantri Gram Sadak Yojana” (PMGSY).
• The objective of connecting all unconnected habitations having a population of
500 and above with all-weather roads.
• The population threshold is relaxed to 250 in case of hill, tribal and desert areas.
• It is a hundred percent funded programme of the central government.
• The Ministry of Rural Development (MoRD) has been entrusted to implementing
this programme.
• The National Rural Development Agency (NRRDA) – an arm of the Ministry
provides management and technical support to this programme.
• As per the current guidelines, the PMGSY covers all habitations above 500 and 250
in case of hills, deserts and tribal areas population to be provided with all-weather
rural roads.
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• It is estimated that about 1.79 lakh unconnected habitations need to be taken up
under the PMGSY programme.
• This would involve new construction in a length of about 3,75,000 km at an
estimated cost of Rs. 78,000 cr and improvements of 3,72,000 km at an estimated
cost of Rs. 59,000 cr.
• Up to the end of December, 2006, a total of about 83,000 habitations have been
covered with an amount of Rs.38,387 cr.

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 National Highways Authority of India (NHAI) implemented National Highways
Development Project (NHDP)
• India 's Largest ever highways project
• World class roads with uninterrupted traffic flow
• The National Highways have a total length of 71,772 km to serve as the arterial
network of the country.
• The Government of India has launched major initiatives to upgrade and
strengthen the National Highways.
• Therefore different phases of were implemented:
• NHDP Phase I: It was approved by Cabinet Committee on Economic Affairs
(CCEA) in December 2000 at an estimated cost of Rs.30,000 cr comprises mostly
of Golden Quadrilateral (GQ) (5,846 km) and NS-EW Corridor (981km), port
connectivity (356 km) and others (315 km).

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• NHDP Phase II : It was approved in 2003 at an estimated cost of Rs.34,339 cr
(2002 prices) comprises mostly NS-EW Corridor (6,161 km) and other National
Highways of 486 km length, the total length being 6,647 km. The total length of
Phase II is 6,647 km.

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• NHDP Phase-III: It was approved on 2005 up gradation and 4 laning of 4,035
km of National Highways on BOT basis at an estimated cost of Rs. 22,207 cr
(2004 prices). Government approved in April 2007 up gradation and 4 laning
at 8074 km at an estimated cost of Rs. 54,339 cr.

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• NHDP Phase V: It was approved on 2006 six laning of 6,500 km of existing 4
lane highways under NHDP Phase V (on Design-Build-Finance-Operate
DBFO). Six laning of 6,500 km includes 5,700 km of GQ and other stretches.

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• NHDP Phase VI: It was approved on November 2006 for 1000 km of
expressways at an estimated cost of Rs. 16,680 crs .

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• NHDP Phase VII: It was approved on December 2007 for 700 km of Ring
Roads, Bypasses and flyovers and selected stretches at an estimated cost
of Rs. 16,680 crs.

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 The KARNATAKA STATE HIGHWAYS IMPROVEMENT PROJECT (KSHIP)
• It is an initiative of the Public Works Department of the Government of Karnataka
for improvement of road network of the state with World Bank assistance.
• The Public Works Department carried out Strategic Option Study (SOS) during
1996 on a road network of 13,362 km comprising SH and MDR.
• The study identified 2888 km of roads for prioritized improvements.
• The World Bank have extended Technical Assistance (T.A.) Loan of US $ 3.2
million for project preparation through the Department of Economic Affairs of
Ministry of Finance, Government of India.
• The works relating to upgrading and widening of 992 Km will be implemented in
eight contract packages under International Competitive Bidding (ICB).
• The contract values range from Rs.35 cr to Rs.205 cr. The work relating to
rehabilitation and up gradation contracts of smaller value ranging from Rs.3 cr to
Rs.38 cr will be procured under National Competitive Bidding (NCB).
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 KARNATAKA ROAD DEVELOPMENT CORPORATION (KRDCL)
• It was incorporated on 21st of July 1999 as a wholly owned Government of
Karnataka Company as per the Provisions of the Company's Act, 1956.
• KRDCL is a company under the Public Works, Ports & Inland Water Transport
Department.
• This Company was established to promote surface infrastructure by taking up
Road Works, Bridges etc., and to improve road network by taking up
construction widening and strengthening of roads, construction of bridges,
maintenance of roads etc., and to take up projects on BOT and BOOT.
• BOT: Build–Operate–Transfer
• BOOT: Build–Own–Operate–Transfer

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Thank You

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