highway development in india

Highway development in india

1. Prathibaa.K,Asst Prof,Dept of Civil
Engg,KU,CBE.

2. Role of Transportation
•Economic, Industrial, Social & cultural
development
•production stage –raw material
•Distribution Stage –Farms & Factories
•Objective
–Safe, efficient, economical transportation facilities
for travel of passenger & transportation of goods
Prathibaa.K,Asst Prof,Dept of Civil
Engg,KU,CBE.

3. Early Development
•Roads have been in use for thousands of years
•Trade routes
•Part of Persian and Roman Empires
•4000 BC defined pathways used to travel &
transport goods
•3000 BC wheel invented –used with carts &
wagons
•2000 BC road builders began
to consider width of roads,
grades, materials, curves
Prathibaa.K,Asst Prof,Dept of Civil
Engg,KU,CBE.

4. Prathibaa.K,Asst Prof,Dept of Civil
Engg,KU,CBE.

5. Roman roads
Prathibaa.K,Asst Prof,Dept of Civil
Engg,KU,CBE.
Construction Procedure
Main Features
•Straight –no
gradient
•Built –soft soil
removed –hard
stratum reached
•Tk–0.75 to 1.2 m

6. Tresaguet’sConstruction
Prathibaa.K,Asst Prof,Dept of Civil
Engg,KU,CBE.
Telford’s ConstructionMacadam Construction

7. Comparison of Macadam & Telford
Macadam Method Telford Method
Subgradeslope 1 in 36–
facilitate drainage
Subgradekepthorizontal
Bottom layer Broken stones
passing 5 cm –tk10cm
Heavy foundation stones
varying 17 cm towards edges
22 cm towards centre
Base & surface stones consists
of smaller stones-tk10 & 5 cm,
cross slope 1 in 36
2 layer of broken stones before
lying wearing course, with
cross slope 1 in 45
Totaltkmin 25 cm Total tkvaried from 35 cmm@
edges & 41 cm @ centre
Prathibaa.K,Asst Prof,Dept of Civil
Engg,KU,CBE.

8. Highway Development
in India
Prathibaa.K,Asst Prof,Dept of Civil
Engg,KU,CBE.

9. Roads in Ancient India
•Mohenjo-daro and Harappa
Roads in Mughal Period
•Roads in 19
th
Century
•1865 Lord Dalhousie, formed the Public Works
Department –Grand Trunk Road
Jayakar Committee & the Recommendations (1928)
•Road development considered as a national interest
•Extra tax levied on petrol from road user
•Semi official technical body formed
•Research organization should be instituted
( CRF -1929, IRC –1934, CRRI-1950)
Prathibaa.K,Asst Prof,Dept of Civil
Engg,KU,CBE.

10. CRF(1929)
•Consumerofpetrolwerechargedanextralevyof
2.64paisaperliterpergallon
•20%ofannualrevenueretainedascentralreserve
•80%allottedbythecentralgovttovariousstates
•CRFmaintainedbyAccountantGeneralofCentral
Revenue
•ControlontheexpenditureRoadWingsofMinistryof
Transport
•CRFAct–2000,rateofdutyonpetrol&Highspeed
diesel–2rupeeperliter
Prathibaa.K,Asst Prof,Dept of Civil
Engg,KU,CBE.

11. IRC(1934)
•Toprovidepoolingofexperience&ideaonplanning,
construction&maintenanceofroads
•Activebodyofcontrollingspecifications,
standardization,&recommendationsonmaterial,
design&constructionofroads&bridges
•TechnicalactivitycarriedbyHRB&committees&sub
committees
MotorVehicleAct(1939)
•Toregulatetheroadtrafficintheformoftrafficlaws,
ordinances&regulations
•Controlofthedriver,vehicleownership,&vehicle
operation
•Revised1988
Prathibaa.K,Asst Prof,Dept of Civil
Engg,KU,CBE.

12. NagpurRoadConference(1943)
•Firstroaddevelopmentplan(NagpurRoad)1943-1963
•Thetargetroadlength16kmper100squarekmareaof
thecountry
•Achievedin1961
CRRI(1950)
•Itisoneofthenationallaboratoriesofthecouncilof
scientific&industrialresearch
•Appliedresearchofferedadvicetostategovt&industries
NationalHighwayAct(1956)
•MaintenanceofNHtakenbyCentralgovt
•Centralgovtempoweredtodeclareanyotherhighwayas
NH&omitexistingNHfromlist
Prathibaa.K,Asst Prof,Dept of Civil
Engg,KU,CBE.

13. Second20YrRoadDevelopmentPlan(1961-
1981)
•BombayroadPlan
•Targetroadlengthof10,57,330kmorabout
32kmperhundredsqkmarea
•Rs.5200croresfor1980-81wasenvisagedfor
thisplanbasedon1958pricelevel
•1600kmofExpresswaysincluded
•Totallengthofallcategoryroadsachievedby
1974–11.45lakhskm,roaddensity–34.8km
per100sq.kmarea
Prathibaa.K,Asst Prof,Dept of Civil
Engg,KU,CBE.

14. HRB (1973)
•To give proper direction & guidance to road research activities
Objectives
•To ascertain the nature & extent of research req
•To correlates research info from various org
•To co-ordinate & conduct correlation services
•To collect & disseminate results on research
•To channelize consulting services
NTPC (1978)
•Liberalization of the transport sector
•Optimal inter modal mix b/w railway & road transport
•Suggestions –1. reqof road in rural hilly & tribal area, 2.
connect all villages with all weather low cost roads
Prathibaa.K,Asst Prof,Dept of Civil
Engg,KU,CBE.

15. 3
rd
TwentyYrRoadDevelopmentPlan(1981-
2001)
•PreparedbyMinistryofShipping&transport
co-operationwithnooforganisation
•LucknowRoadPlan
•Growthpatternenvisagedinvariousfields
•Aimatincreasingroadlengthfrom15,02,700
kmintheyr1981to27,02,00kmbytheyr
2001
•Increaseinroaddensityfrom46kmper100sq
kmin1981,to82kmper100sqkmin2001
Prathibaa.K,Asst Prof,Dept of Civil
Engg,KU,CBE.

16. Road pattern
The various road pattern may be classified as follows
•Rectangular/ block pattern
•Radial / star & block pattern
•Radial / star & circular pattern
•Radial / star & grid pattern
•Hexagonal pattern
•Minimum travel pattern
Prathibaa.K,Asst Prof,Dept of Civil
Engg,KU,CBE.

17. Rectangular/ block pattern
The various road pattern may be classified as follows
•Rectangular/ block pattern
Advantages:
1) The rectangular plots may be further divided into small
rectangular blocks for construction of buildings placed back to back,
having roads on their front.
2) In this pattern has been adopted for the city roads.
3) The construction and maintenance of roads of this pattern is
comparatively easier.
Limitations:
1) This pattern is not very much convenient because at the
intersections, the vehicles face each other.
Example:
Chandigarthhas rectangular pattern
Prathibaa.K,Asst Prof,Dept of Civil
Engg,KU,CBE.

18. Radial/star&blockpattern
Advantage:
1)Reduceslevelofcongestionattheprimarybottleneck
location.
2)Preventstrafficfromaccessinglocalflowroutesinthe
directionoftheeventvenuethatoperateinfavorofegress
trafficflow.
3)Ifoneisblockthenothersidetrafficcanmove.
4)Vehiclesfaceeachotherlessthanblockpattern.
Limitations:
1)Provesparticularlyeffectiveiftwo-laneramptrafficdoesnot
havetomergeatdownstreamendoframp.
2)Safetyappurtenancessuchasguiderailtransitions,crash
attenuators,andpostsupportbaseshavenotbeendesignedto
provideadequateprotectionathazardouslocationsfromthe
oppositedirectionoftravel.Prathibaa.K,Asst Prof,Dept of Civil
Engg,KU,CBE.

19. RadialorStarandCircularPattern:
Advantage:
1) At traditional intersections with stop signs or traffic signals, some of the
most common types of crashes are right-angle, left-turn, and head-on
collisions.
2)Installing circular pattern in place of traffic signals can also reduce the
likelihood of rear-end crashes.
3)Because roundabouts improve the efficiency of traffic flow, they also
reduce vehicle emissions and fuel consumption.
Limitations:
1)Centerlines of roads leading to circular pattern should be properly
aligned with the central island.
2)Approach roads should be sufficiently curved, far enough in advance of
circular pattern, to reduce vehicle speeds of entering drivers.
3)Islands separating the approach and exit lanes, known as splitter islands,
should extend far enough to provide pedestrian refuge and to delineate the
roundabout.
Prathibaa.K,Asst Prof,Dept of Civil
Engg,KU,CBE.

20. RadialorStarandGridPattern:
Advantage:
1) Keep vehicular traffic safe with a high proportion of 3-way
intersections.
2) Reduce cut-through traffic by similar or other means.
3) Improve traffic flow in both directions using Savannah’s
cellular structure.
4) Improve land use efficiency and unit density.
Limitations:
1) Islands separating the approach and exit lanes, known as
splitter islands, should extend far enough.
2) Traffic signs, pavement markings, and lighting should be
adequate so that drivers are aware that they should reduce their
travel speed.
Prathibaa.K,Asst Prof,Dept of Civil
Engg,KU,CBE.

21. HexagonalPattern:
Advantage:
1)Three roads meet the built-up area boundary by the sides of the
hexagons.
Limitations:
1)Traffic signs, pavement markings, and lighting should be adequate
so that drivers are aware that they should reduce their travel
speed.
MinimumTravelPattern:
Advantage:
1)These types of potentially serious crashes essentially are
eliminated.
Limitations:
1)Traffic signs, pavement markings, and lighting should be adequate
so that drivers are aware that they should reduce their travel speed.
2)Intersections can be especially challenging for older drivers.
Prathibaa.K,AsstProf,Deptof Civil
Engg,KU,CBE.