HIGHWAY ENGINEERING

MODULE 1
PRINCIPLES OF TRANSPORTATION
INTRODUCTION

Basic Definition: A facility consisting of the means and equipment necessary for the
movement of passengers or goods. At its most basic, the term “transportation system” is used
to refer to the equipment and logistics of transporting passengers and goods. It covers
movement by all forms of transport, from cars and buses to boats, aircraft and even space
travel. Transportation systems are employed in troop movement logistics and planning, as
well as in running the local school bus service.

Function: The purpose of a transportation system is to coordinate the movement of people,

goods and vehicles in order to utilize routes most efficiently. When implemented,
transportation systems seek to reduce transport costs and improve delivery times through
effective timetabling and route management. Periodic re-evaluations and the development of
alternative routes allow for timely changes to the transportation system in order to maintain
efficiency.

Features: A standard transportation system will usually feature multiple timetables designed
to inform the user of where each vehicle in the fleet is expected to be at any given point in
time. These timetables are developed alongside an array of route plans designed to coordinate
vehicle movements in a way that prevents bottlenecks in any one location.

Benefits: The main benefit of implementing a transportation system is delivery of goods and
personnel to their destinations in a timely manner. This in turn increases the efficiency of
vehicle use, as the same vehicle can be used for “multi-drop” jobs, such as bus services or
home delivery networks, far more effectively when their routes are planned in advance rather
than being generated “on the fly.”
Size: Transportation systems are developed in a wide variety of sizes. Local transport
networks spanning the bus network for a city and its suburbs are common, as are country
wide delivery networks for haulage firms. Airlines use international transportation systems to
coordinate their flights. The larger the distance being covered, the more effective the use of
vehicles when a transportation system is used.
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IMPORTANCE OF TRANSPORTATION
The world that we live in now will most likely be impossible had it not been for innovations
in transportation. There would not have been any great infrastructure, industrialisation, or
massive production, if transportation was incompetent. Life would not have kept up with the
fast changing times if there were no huge trucks, bulldozers, trailers, cargo ships, or large
aircrafts to carry them to different places. In other words, the global society would not have
experienced comfort and convenience had it not been for advancements in the transportation
sector. Today, humanity has technology to thank for all the wonderful things that it currently
enjoys now. Transportation is vital for the economic development of any region since every
commodity produced whether it is food, clothing, industrial products or medicine needs
transport at all stages from production to distribution. In the production stage transportation is
required for carrying raw materials like seeds, manure, coal, steel etc. In the distribution stage
transportation is required from the production centres viz; farms and factories to the
marketing centres and later to the retailers and the consumers for distribution. The
transportation has lots of advantages and even disadvantages. The more focus is on
advantages as we cannot think about the life without transportation. The importance of
transportation may include:
1. Availability of raw materials: Transportation helps in carrying the raw materials
from one place to another place. Initially raw materials are made at one place and are
being transported to another place for processing and for manufacturing goods.
2. Availability of goods to the customer: The goods are being transported from one
place to another place. These goods which are produced at one place are transported
to other distant places for their usage. It flexibly moves the goods from one place to
another place.
3. Enhances the Standard Of Living: It improves the standard of living. As the
transportation of each and every good is being done then the productivity increases
which results in the reduced or the effective costs. Because of reduction in the cost
they can use different commodities for different purposes and can lead a secure life.

4. Helps a lot during the emergencies and even during natural disasters:
Transportation helps during the natural disturbances. It helps in quick moving from
one place to another place and supplies the required operations.

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5. Helps for the employment: Transportation provides employment for many people
as drivers, captains, conductors, cabin crew and even the people are used for the
construction of different types of transportation vehicles. And even by the use of
transportation the remote people are being employed with the access to the urban
facilities and the opportunities.

6. Helps in mobility of the laborers: Many people are traveling to other countries on
their employment basis. Transportation plays an important role in such cases.

7. Helps for bringing nations together: Transportation on the whole is used for
globalization i.e. it brings nations together and it creates awareness about the cultural
activities and even about the industries and helps a lot for importing and exporting of
different goods.
These above are some of the necessities which make us to use transportation.
The importance and adequacy of transportation system of a country indicates its economic
and social development.
Economic Activity: Two important factors well known in economic activity are:
1. Production or supply and
2. Consumption for human wants or demand.
1. Social Effects: The various social effects of transportation may be further classified
into:
2. Sectionalism and transportation
3. Concentration of population into urban area.
4. Aspect of safety, law and order.

DIFFERENT MODES OF TRANSPORTATION

Three basic modes of transport are by land, water and air. Land has given development of
road and rail transport. Water and air have developed waterways and airways respectively.
Apart from these major modes of transportation, other modes include pipelines, elevators,
belt conveyors, cable cars, aerial ropeways and monorails. Pipe lines are used for the
transportation of water, other fluids and even solid particles The four major modes of
transportation are:

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Roadways or highways
1. Railways
2. Airways
3. Waterways.
Airways:
1. The transportation by air is the fastest among the four modes.
2. Air also provides more comfort apart from saving in transportation time for the
passengers and the goods between the airports.
Waterways:
1. Transportation by water is the slowest among the four modes.
2. This mode needs minimum energy to haul load through unit distance
3. The transportation by water is possible between the ports on the sea routes or along
the rivers or canals where inland transportation facilities are available.
Railways:
1. The transportation along the railway track could be advantageous by railways
between the stations both for the passengers and goods, particularly for longer
distances.
2. The energy requirement to haul unit load through unit distance by the railway is only
a fraction (one fourth to one sixth) of the required by road.
3. Hence, full advantage of this mode of transportation should be taken for the
transportation of bulk goods along land where the railway facilities are available.
Roadways:
1. The transportation by road is the only mode which could give maximum service to
one and all.
2. The road or highways not only include the modern highway system but also the city
streets, feeder roads and village roads, catering for a wide-range of road vehicles and
the pedestrians.
3. This mode has also maximum flexibility for travel with reference to route, direction,
time and speed of travel etc. through any mode of road vehicle.
4. It is possible to provide door to door service by road transport.
5. The other three modes (railways; water ways; airways) has to depend on the roadway
for the service.

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6. Ultimately, road network is therefore needed not only to serve as feeder system for
other modes of transportation and to supplement them, but also to provide
independent facility for road travel by a well planned network of roads throughout the
country.

CHARACTERISTICS AND COMPARISON OF DIFFERENT MODES

It is accepted that the fact road transport is the nearest to the people. The passengers and
goods have to be first transported by road before reaching a railway station or an airport. It is
seen that road network alone could serve the remotest villages of the vast country like occurs.
The various characteristics (advantages) and disadvantages of different mode of transport are
briefly listed here:
Roadways:
Advantages:
1. Flexibility: It offers complete freedom to the road users.
2. It requires relatively smaller investments and cheaper in construction with respect to
other modes.
3. It serves the whole community alike the other modes.
4. For short distance travel it saves time.
5. These are used by various types of vehicles.
Disadvantages:
1. Speed is related to accidents and more accidents results due to higher speed.
2. Not suitable for long distance travel
3. Power required per tonne is more.
Railways:
Advantages:
1. Can transport heavy loads of goods at higher speed required per tonne is less
compared to roadways
2. Chances of accidents are less.
Disadvantages:
1. Entry and exist points are fixed
2. Requires controlling system and no freedom of movement
3. Establishment and maintenance cost is higher.

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Waterways:
Advantages:
1. Cheapest: Cost per tonne is lowest
2. Possess highest load carrying capacity
3. Leads to the development of the industries.
Disadvantages:
1. Slow in operation and consumes more time
2. Depends on weather condition
3. Chances of attack by other countries on naval ships are more.
4. Ocean tides affects the loading and unloading operation
5. The route is circuitous.
Airways:
Advantages:
1. It has highest speed
2. Intercontinental travel is possible
3. Journey is continuous over land and water
Disadvantages:
1. Highest operating cost (cost/tonne is more)
2. Load carrying capacity is lowest
3. Depends on weather condition
4. Should follow the flight rules.

JAYAKAR COMMITTEE RECOMMENDATIONS AND IMPLEMENTATION

RECOMMENDATIONS:
Over a period after the First World War, motor vehicles using the roads increased and this
demanded a better road network which can carry mixed traffic conditions. The existing roads
when not capable to withstand the mixed traffic conditions. For the improvement of roads in
India government of India appointed Mr. Jayakar Committee to study the situations and to
recommend suitable measures for road improvement in 1927 and a report was submitted in
1928 with following recommendations:
1. Road development in the country should be considered as a national interest. As the
provincial and local government do not have the financial and technical capacity for
road development.
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2. Extra tax to be levied from the road users as fund to develop road.
3. A Semi-official technical body has to be formed to collect and pool technical
Knowhow from various parts of the country and to act as an advisory body on various
aspects of the roads.
4. A research organisation should be instituted at National level to carry out research and
development work and should be available for consultation.
IMPLEMENTATIONS:
Majority of the recommendations were accepted by the government implemented by Jayakar
Committee.Some of the technical bodies were formed such as,
1. Central Road Fund (CRF) in 1929
2. Indian Road Congress (IRC) in 1934
3. Central Road Research Institute (CRRI) in 1950.
Central Research Fund (CRF):
 Central Research Fund (CRF) was formed on 1st March 1929
 The consumers of petrol were charged an extra leavy of 2.64 paisa/litre of petrol to
buildup this road development fund.
 From the fund collected 20 percent of the annual revenue is to be retained as meeting
expenses on the administration of the road fund, road experiments and research on
road and bridge projects of special importance.
 The balance 80 percent of the fund to be allotted by the Central Government to the
various states based on actual petrol consumption or revenue collected
 The accounts of the CRF are maintained by the Accountant General of Central
Revenues.
 The control of the expenditure is exercised by the Roads Wings of Ministry of
Transport.
Indian Road Congress (IRC):
 It is a semi-official technical body formed in 1934.
 It was formed to recommend standard specifications.
 It was constituted to provide a forum of regular technical pooling of experience and
ideas on all matters affecting the planning, construction and maintenance of roads in
India.

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 IRC has played an important role in the formulation of the 20-year road development
plans in India.
 Now, it has become an active body of national importance controlling specifications,
guidelines and other special publications on various aspect of Highway Engineering.
Central Road Research Institute (CRRI):
 CRRI was formed in the year 1950 at New Delhi
 It was formed for research in various aspect of highway engineering
 It is one of the National laboratories of the Council of Scientific and Industrial
Research.
 This institute is mainly engaged in applied research and offers technical advice to
state governments and the industries on various problems concerning roads.

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HIGHWAY DEVELOPMENT AND PLANNING
INTRODUCTION
Highway design is only one element in the overall highway development process.
Historically, detailed design occurs in the middle of the process, linking the preceding phases
of planning and project development with the subsequent phases of right-of-way acquisition,
construction, and maintenance. While these are distinct activities, there is considerable
overlap in terms of coordination among the various disciplines that work together, including
designers, throughout the process.
It is during the first three stages, planning, project development, and design, that designers
and communities, working together, can have the greatest impact on the final design features
of the project. In fact, the flexibility available for highway design during the detailed design
phase is limited a great deal by the decisions made at the earlier stages of planning and
project development. This Guide begins with a description of the overall highway planning
and development process to illustrate when these decisions are made and how they affect the
ultimate design of a facility.

Meaning of Highway and Road:

Road: A road is a thoroughfare, route or way on land between two places, which typically
has been paved or otherwise improved to allow travel by some conveyance, including a
horse, cart, or motor vehicle.
Highway: A highway is a public road, especially a major road connecting two or more
destinations. Any interconnected set of highways can be variously referred to as a "highway
system", a "highway network", or a "highway transportation system". Each country has its
own national highway system.

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TYPES OF ROAD:
Basically, different types of roads can be classified into two categories namely,
1. All-weather roads and
2. Fair-weather roads.
All-weather roads: These roads are negotiable during all weather, except at major river
crossings where interruption of traffic is permissible upto a certain limit extent, the road
pavement should be negotiable during all weathers.
Fair-weather roads: On these roads the traffic may be interrupted during monsoon season at
causeways where streams may overflow across the roads.
CLASSIFICATION OF ROADS:
Roads are classified based on various aspects namely.
I. Based on the carriage way.
1. Paved Roads: These roads are provided with a hard pavement course which should be
atleast a water bound macadam (WBM) layer.
2. Unpaved Roads: These roads are not provided with a hard pavement course of atleast
a WBM layer. Thus earth roads and gravel roads may be called as unpaved roads.
II. Based on Surface pavement provided.
1. Surface Roads: These roads are provided with a bituminous or cement concrete
surfacing.
2. Unsurfaced Roads: These are not provided with bituminous or cement concrete
3. Roads which are provided with bituminous surfacing are called as black toped roads
and that of concrete are referred to as concrete roads respectively.
III. Based on Traffic Volume.
1. Heavy
2. Medium
3. Light traffic roads.
IV. Based on Load transported or tonnage.
1. Class-I or Class-A
2. Class-II or Class-B.
V. Based on location and Function.
1. National Highways (NH): The NH connects the capital cities of the states and the
capital cities to the port. The roads connecting the neighbouring countries are also

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called as NH. The NH are atleast 2 lanes of traffic about 7.5m d wide. The NH are
having concrete or bituminous surfacing.
2. State Highways (SH): SH are the main roads within the state and connect important
towns and cities of state. The width of state highways is generally 7.5m.
3. Major District Roads (MDR): These roads connect the areas of production and
markets with either a SH or railway. The MDR should have atleast metalled single
lane carriage way (i.e., 3.8m) wide. The roads carry mixed traffic.
4. Other District Roads (ODR): these roads connect the village to other village or the
nearest district road, with ghat, river etc. these roads have a single lane and carry
mixed traffic.
5. Village Roads (VR): these roads, like other district roads, connect the village or
village or nearby district road. The roads carry mixed traffic.
VI. Modified Classification of Road system by Third Road Development Plan:
1. Primary System (Expressways and National Highways)
2. Secondary System (State Highways and Major District Roads)
3. Tertiary System (Other District Roads and Village Roads).
VII. Based on Urban Roads:
1. Arterial roads
2. Sub-arterial roads
3. Collector Streets.
4. Local Streets
5. Arterial and Sub-arterial roads are primarily for through traffic on a continuous route,
but sub-arterials have a lower level of traffic mobility than the arterials.
6. Collector streets provide access to arterial streets and they collect and distribute traffic
from and to local streets which provide access to abutting property.
ROAD PATTERNS:
There are various types of road patterns and each pattern has its own advantages an
limitations. The choice of the road pattern depends upon the various factors such as:
1. Locality
2. Layout of the different towns, villages, industrial and production centres.
Planning Engineer.

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The various road patterns may be classified as follows:
1) Rectangular or block pattern: In this, entire area is divided into rectangular
segments having a common central business and marketing area. This area has all the
services located in the central place. This pattern is not convenient or safe from traffic
operation point of view and it results into more number of accidents at intersections.
Eg: Chandigarh city.
2) Radial or star and block pattern: In this, roads radially emerge from the central
business area in all directions and between two built-up area will be there. The main
advantage in this, central place is easy accessible from all the directions. Eg: Nagpur

3) Radial or star and circular pattern: In this roads radiate in all the directions and
also circular ring roads are provided.
Advantages: Traffic will not touch the heart of the city and it flows radially and reaches
the other radial road and thereby reducing the congestion in the centre of the city. This
ring road system is well suited for big cities where traffic problems are more in the heart
of the city. Eg: Connaught place in New Delhi.
4) Radial or star and grid pattern: It is very much similar to star and the circular
pattern expects the radial roads are connected by grids. In this pattern a grid is formed
around the central point which is a business centre. Eg: Nagpur road plan.

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5) Hexagonal pattern: In this entire zone of planning is divided into hexagonal zones
having separate marketing zone and central services surrounded by hexagonal pattern
of roads. Each hexagonal element is independent. At each corner of hexagon three
roads meet.

6) Minimum travel pattern: In this type, city is divided into number of nodal points
around a central portion by forming sectors. And each sector is divided again in such
a way that from each of the nodal centre, the distance to the central place is minimum.

PLANNING SURVEYS:
Prior to the development of highways planning is required for any engineering works, which
is a basic requirement for a new project or for an expansion. In all developing countries like
India where, the resources are limited and requirement is high then planning provides better
utilization of funds in a system.

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Objective of Planning surveys:

1. 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.
2. Plan a road network for efficient traffic operation at minimum cost.
3. Plan for future requirements and improvements of roads in view of developments and
social needs.
4. Fix up datawise priorities for development of each road link based on their utilities.

The planning surveys consist of the following studies:

A. Economic Studies: This study consists the following details:
 Population and its distribution
 Trend of population growth
 Age and land products
 Existing facilities
 Per Capita income.
B. Financial Studies: This study involves collecting the details such as:
 Sources of income
 Living Standards
 Resources from local levels
 Factor trends in financial.
C. Traffic or road use studies: In this details collected are:
 Traffic Volume/day, annual or daily traffic peak flow.
 Origin and destination studies
 Traffic flow patterns
 Mass transportation facilities
 Accidents, cause and cost analysis.
D. Engineering studies: This involves:
 Topographic study
 Soil details
 Location and classification of existing roads

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 Road life studies
 Specific problems in drainage constructions and maintenance.

MASTER PLAN:
Master plan is refered 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.

Stages in the preparation of master plan:

1. Data Collection: It includes data regarding existing land use, industrial and
agricultural growth, population, traffic flow, topography, future trends.
2. Preparation of experts. draft plan and invite suggestions and comments from public
and
3. Revision of draft plan in view of the discussions and comments from experts and
public.
4. 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.
Preparation of Plans:
1. Plan-1: This plan should give the topographical details related to existing road
network, drainage, structures, towns and villages with population, agricultural,
industrial and commercial activities.
2. Plan-2: Should give the details pertaining to the distribution of population
3. Plan-3: Should indicate the location of places with productivity.
4. Plan-4: Should indicate the existing network of roads and proposals received.
Ultimately, the Master plan is the one to be implemented.

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SATURATION SYSTEM:
In this system optimum road length is calculated for an area based on the concept of attaining
maximum utility per unit length of the road. This is also called as maximum utility system.
Factors to attain maximum utility per unit length are:
1. Population served by the road network
2. Productivity (industrial and agricultural) served by the road network.
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.
Population less than 500, utility unit = 0.25
1. 501 to 1001, utility unit = 0.50
2. 1001 to 2000, utility unit = 1.00
3. 2001 to 5000, utility unit = 2.00 etc.
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.

ROAD DEVELOPMENT IN INDIA:

The first attempt for proper planning of the highway development programme in India
on a long term basis was made at the Nagpur Conference in 1943. After, the completion of
the Nagpur Road Plan targets, the Second Twenty year Plan was drawn for the period 1961-
1981. The Third Twenty Year Road Development Plan for the period 1981-2001 was
approved only by the year 1984.
Third Twenty Year Road Plan (Lucknow Road Plan):
The third twenty year road plan was prepared by the Road Wing of the Ministry of
Shipping and Transport with the active co-operation from a number of organisations and the
experts in the field of Highway Engineering and Transportation. This document was released
during the 45th Annual Session and the Golden Jubilee celebrations of the Indian Road

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Congress in February 1985 at Lucknow. Therefore, this plan for 1981-2001 is also called as
„Lucknow Road Plan‟.

Road development plan: Vision 2021

• After completion of third 20 year road development plan (1981-2001), Fourth 20 year
road development plan, 2001-2021 should have been formulated and got approved
well before the year 2000.
• Road development plan: vision 2021 was prepared by IRC at the initiative of the
MORTH
• During the third 20 year road development plan was observed that actual length of the
NH and SH achieved fell short of plan targets.
• Total length of NH achieved was 57,700 kms against the target of 66,000 kms
• SH achieved was 1,24,300 kms as against the target of 1,45,000 kms
• Actual length of MDR achieved in the country by the end of 2000, data were not
available
• The total length of MDR, ODR and VR achieved exceeds the plan target
• The total targeted length of (MDR, ODR and VR)was 24,89,000 kms whereas the
actual achievement was 29,94,000
• Over all total target road length (all categories of roads) of 27, 00,000 kms the total
achieved was 31, 76,000 kms.

The vision 2021, mainly consists of development of primary and secondary road system
• The target length of primary road system are 15,766 kms of expressway and 80,000
kms of NH
• The target length of secondary road system are 1,60,000 kms of SH and 3,20,000 kms
of MDR
• The vision 2021 was special attention for development needs in North-Eastern region
and other isolated areas
• Some other suggestion have been made for development of urban road system

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National Highway Development Project (NHDP)
• During 3rd 20 year road development plan the target road length of NH and SH was
achieved was lower than the target length. Hence NHAI took up NHDP by the year
2000 in different phases
• Phase I consists of “Golden Quadrilateral” of total length 5846 km connecting major
cities i.e. Mumbai-Chennai-kolkata-Delhi
• Phase II consists of North-South corridor connecting Srinagar to Kanyakumari and
East-west corridor connecting Silchar to porbandar of length 7300 km
• Some of the major projects connecting major other cities in the country are also
considered under phase II of NHDP
• Further development of NH under NHDP was considered under phase III, IV and V
• Development of expressway was planned under Phase VI
• Development of urban road network was planned under phase VII

Karnataka State Highway Improvement Project (KSHIP)

• KSHIP was launched by Government of Karnataka with loan assistance from the
world bank in the year 1999-2000
• The total target road length of NH and MDR is 2414 km
• The total estimated cost of KSHIP project was 2304 crores in the span of 6 years
during 2000-2006
• Delay in land acquisition delay in obtaining design from Railway development, delay
in obtaining permission from reserved front area were extended the project or delay in
completion of KSHIP Hence the project has extended up to 2007

Karnataka Road Development Corporation Limited (KRDCL)

• KRDCL has taken up widening and upgradation of SH for a length of 1055 km
• KRDCL has taken up construction/reconstruction of bridges on SH and MDR
throughout Karnataka in 4 phase
• Phase I: completed
• Phase II: Advanced stage of completion
• Phase III and IV under process
Maintenance of state highway was done in phased manner
• Phase I: completed (2001-2004) (7300 km)
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• Phase II: under progress (2005-08) (14500 km)
• KRDCL is administering some of improvement work to the road being executed by
PWD

Pradhan Mantri Gram Sadak Yojana (PMGSY)

• The importance of developing the rural road network, an ambitious rural road
development programme, titled ‘Pradhan mantra gram sadak yojana or PMGSY has
been started in India in the year 2001.
• The objective of this rural development programme is to provide all-weather road
connectivity to all villages having over 1000 by the year 2003 and to villages with
population 500 and above by the year 2007
• The target has been broadly achieved
• This is probably one of the largest rural road development programmes ever taken up
in the country
• The PMGSY became a part of the Bharat Nirman programme later
• When the PMGSY was launched in 2000, it was estimated that about 330000
habitations out of a total of 825000 habitations were without any all-weather access
• As per the initial estimates at the time of launching PMGSY, about 160000 habitation
were excepted to be covered under the programme with an anticipated investment of
Rs. 60000 crore
• According to the latest figures made available by the state government, after a
detailed survey undertaken to identify core networks (based on district rural road
plan) there are about 1.73 lakh unconnected habitations and about 3.65 lakh km new
road connectivity are required to be taken up under the PMGSY programme as a part
of norms
• The revised cost of this project is estimated to be Rs. 132150 crores (2003-04 prices)

Third 20 year road development plan

Policies and objectives
The major policies and objectives of this road plan are listed below
1. The future road development should be based on the revised classification of road
system consisting of primary, secondary and tertiary road system

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2. All the villages with population over 500 (based on 1981 census) should be connected
with all-weather roads by the end of this century
3. The overall road density in the country should be increased to 82 km per 100 sq km
area by the year 2001. The corresponding values of planned road densities are 40 for
hills area altitude up to 2100 m above MSL and 15 km per sq km area altitude above
length of SH and MDR required in a state or region should be decided based on both
2100 m
4. The national highway 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 a NH
5. The areas number of towns with population above 5000 in the state or region
6. Express way should be constructed along major traffic corridors to provide fast travel
7. All the towns and villages with population over 1500 should be connected by MDR
and village with population 1000 to 1500 by ODR. There should be a road within a
distance 3 km in plains and 5 km in hilly terrain connecting all villages or groups of
villages with population less than 500
8. Road should also be built in less industrialized areas to attract the growth of industries
9. Long term master plans should be prepared at taluk, district and state levels
10. Existing roads should be improved by rectifying the defects in the road geometrics,
widening of the pavement etc.
11. There should be improvement in environment quality and road safety

Sagar Asst. professor

Dept. of Civil Engineering Ballari Page 20