Classification of roads according to Nagpur Plan (i.e.

Location and Function) – (1943- 1963)

In the year 1943, the conference of chief engineers of central governments at Nagpur, convened by the central
government, formulated a balanced system of road development plan for the country popularly called Nagpur
plan. It is finalized by Indian road congress (IRC). Therefore, this classification of roads is also known as IRC
classification of roads. According to this plan, the roads were classified into the five categories as follows.
a) National Highway (NH)These are the principle roads, which run through the length and breadth of the
country connecting capitals of states, major ports, foreign highways and the places of strategic importance.
Generally, the national highway should have two lanes of at least 8 m width and at least 2 m wide shoulders on
both sides.
b) State Highway (SH)These are the main roads within the state and they connect important towns and the cities
of the state. They also connect the cities of the state to national highways and serve as the main arteries of
traffic to and from the district roads.
c) Major District Road (MDR)These roads are constructed with nearly the same specification as these of the
state highways. They intended to connect areas of production and markets with state highways and railways.
d) Other District Roads (ODR)These roads are some what of lower specification as compared to major district
roads. They are connected to major district roads and railways. They are intended to serve the interior rural
population of the district.
e) Village Roads (VR)These roads connect village and groups of villages with each other and also to the nearest
district road, national highway, railway or river ghat.
The position occupied by the center line of a road in plan is called road alignment.
Requirements of an Ideal Alignment
The alignment should be as straight as possible. The alignment should be easy for construction, maintenance
and traffic operations. the alignment should have low gradients and flat curves. The alignment should be safe
for traffic operations. alignments should have well designed geometrics, stable natural hill slopes and cut slopes
as well as strong subgrade. the alignment should be free from excessive cutting and filling. should have a
smaller number of cross drainages works.
Factors affecting highway alignment 1) Availability of road building materials, 2) no of cross drainages
works 3) topographical and geological features 4) cost of land acquisition 5) easy grades and curves 6) proper
drainage system 7) Traffic density
2) Reconnaissance Survey
The second stage of surveys for highway location is the reconnaissance to examine the general character of the
area. Simple instrument like abney level, tangent clinometer, barometer etc. are used by reconnaissance party to
collect additional details rapidly (not accurately). All relevant details not available in the map are collected and
noted down. the details collected during reconnaissance • Valleys, ponds, lakes, marshy land, ridge, hills,
permanent structures and other obstructions along the routes which are not available in the map. • Approximate
values of gradients, length of gradients, and radius of alternate alignments.• Number and type of cross drainage
structures, maximum flood level and natural ground water level along the probable routes.• Soil type along the
routes from field identification tests and observation of geological features.• Sources of construction materials,
water and location of stone quarries.• When the road passes through hilly or mountainous terrain, additional
data regarding the geological formation, type of rocks, dip of strata etc.
Ruling Gradient – Ruling gradient is the maximum gradient within which the designer attempts to design the
vertical profile of a road.
b) Limiting Gradients – Where of a place compels adopting steeper gradients than ruling gradients. Limiting
gradients are used in view of enormous increase in cost in consisting roads with gentler gradients.
c) Exceptional Gradients – In some case extra ordinary situation it may be unavailable to provide still steeper
gradients at least for short stretches and in such cases the steeper gradient upto exceptional gradients may be
provided.
d) minimum gradient
Gradient:- Gradient is the rate of rise or fall along the length of the road with respect to the horizontal. It is
expressed as a ratio of 1 in x.