HIGHWAY ENGINEERING

Dr. Smaranika Panda (M.S & PhD IIT Madras)

Associate Professor
CMR Institute of Technology
Department of Civil Engineering
Dr.Smaranika Panda
 Syllabus
Module1:
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, Indian Roads Congress, Central Road Research Institute
Highway Development and Planning:
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 Salient Features of 3rd and 4th twenty year road
development plans and Policies, Present scenario of road
development in India (NHDP & PMGSY) and in Karnataka (KSHIP &
KRDCL) Road development plan - vision 2021.

Dr.Smaranika Panda
 Importance of transportation
• Transportation is a non separable part of any society.

• It exhibits a very close relation to the style of life

• The range and location of activities and the goods and

services which will be available for consumption.

• Advances in transportation has made possible changes

in the way of living and the way in which societies are
organized and therefore have a great influence in the
development of civilizations.

Dr.Smaranika Panda
 Importance of transportation
 Economic role of transportation:
Economics involves production,
distribution and consumption of goods
and services

Due to non uniform surface of earth and

due to difference in local resources. So
there is an immense requirement of
transport

 Cost of a product produced at a

location A will be different when it
tranported to location B. The cost of the
product can be reduced by improving
the transportation
Dr.Smaranika Panda
 Importance of transportation
 Social role of transportation
 Formation of settlements: From the
beginning of civilization, the man is living in
settlements which existed near banks of
major river junctions, a port, or an
intersection of trade routes. Cities like New
York, Mumbai and Moscow are good
examples.
Mumbai (Source: Google image)
 Size and pattern of settlements: The
increased speed of transport and reduction
in the cost of transport have resulted in
variety of spatial patterns.

 Growth of urban centers: cities grow

beyond normal walking distance, then
transportation technology plays a role in the
formation of the city.
New York (Source: Google image)
Dr.Smaranika Panda
 Importance of transportation
Political role of transportation:
Administration of an area: The government of an area
must be able to send/get information to/about its people.
It may include laws to be followed, security, to generate
awareness.

Political choices in transport: These choices may be

classified as communication, military movement, travel of
persons. Rapid movement of troops in case of emergency
and finally movement of persons and goods.

Dr.Smaranika Panda
 Importance of transportation

Environmental role of transportation

Safety: Growth of transportation has a very
unfortunate impact on the society in terms of
accidents.

Air and Noise pollution

Energy consumption

Other impacts such as land requirement etc.

A good transportation system takes considerable
amount of land fromDr.Smaranika
the society.
Panda
 Importance of transportation
Summary
 The roles of transportation in society can be classified
according to economic, social, political and environmental
roles.

 The social role of transport has caused people to live in

permanent settlements and has given chances of sustainable
developments

 Regarding political role, large areas can now be very easily

governed with the help of good transportation system.

 The environmental effects are usually viewed negatively

Dr.Smaranika Panda
 Modes of transport
Transportation has developed along three basic modes of
transport:
• Land- Road way and railway
• Water
• Air
Road way:
Car, Bus, Truck, non- motorized ..etc
Railways:
Passenger and Goods
Airways:
Aircraft and Helicopters
Waterways
Ships, boats
Continuous Flow systems :
Pipelines , belts, elevator, ropeway
Dr.Smaranika Panda
 Advantages and disadvantages of different
modes of transport
Based on accessibility, mobility, cost, tonnage

Land:
Advantages:
The transportation by road is the only mode
which could give maximum service to one
and all.
Disadvantages:
Frequency of accidents high
Road transport mode has the maximum
flexibility for travel with reference to choice
of the route, direction, time and speed of Power requirement per tonnage
travel. transport is higher

This is only mode which caters for the

movement of passengers and goods
independently right from the place of origin
up to the destination of any trip along the
route Dr.Smaranika Panda
 Advantages and disadvantages of different
modes of transport
Based on accessibility, mobility, cost, tonnage

Disadvantages:
Water 1)Slow in operation and consumes
Advantages: more time and Depends on
whether condition
1)Cheapest: Cost per tonne is lowest
2)Chances of attack by other
2)Possess highest load carrying
countries on naval ships are more.
capacity
3)Ocean tides affects the loading
3)Leads to the development of the
and unloading operation and the
industries.
routes are circuitous

Dr.Smaranika Panda
 Advantages and disadvantages of different
modes of transport
Based on accessibility, mobility, cost, tonnage

Air
Disadvantages
Advantages
1) Depends on whether condition
1) Fastest among all other modes; It
has highest speed 2) Should follow the flight rules.
2) Intercontinental travel is 3) Uneconomical
possible/ Remote areas are 4) Severity of accidents is high
accessible
5) Highest operating cost (cost/tonne
3) Journey is continuous over land is more) and the load carrying
and water capacity is lowest.
4) More comfortable

Dr.Smaranika Panda
 Advantages and disadvantages of different
modes of transport
Road Transport
• Flexibility: It offers complete freedom to the
road users.
• It requires relatively smaller investments and
cheaper in construction with respect to other
modes.
Advantage • It serves the whole community alike the other
modes.
• For short distance travel, it saves time.
• The road network is used by various types of
vehicles.

• Speed is related to accidents and more accidents

results due to higher speed and is usually not suitable
Disadvantage for long distance travel
• Power required per tonne is more
Dr.Smaranika Panda
Advantages and disadvantages of different
modes of transport
Rail Transport
• Can transport heavy loads of goods and
persons
• Power required per tonne is less
Advantage compared to roadways
• Chances of accidents are less.
• More advantageous for long distances

• Entry and exist points are fixed

• Requires controlling system and no
freedom of movement
Disadvantage • Establishment and maintenance cost is
higher
• It depends upon the road transport i.e.
road Dr.Smaranika
could serve Panda as a feeder system.
 Characteristics of road transport
 Roads are used by various types of road vehicles, like passenger
cars, buses, trucks, pedal cycle and animal drawn vehicle

 It requires a relatively small investment for the government

 It offers a complete freedom to road users to transfer the vehicle

from one lane to another and from one road to another according
to need and convenience

 Road transport is the only means of transport that offers itself to

the whole community alike

 Speed and movement is directly related with the severity of

accident.

Dr.Smaranika Panda
 Historical development of road
construction
Oldest mode
• Foot paths- animal ways,
cart path

• As civilization evolved the

need for transportation
increased

Dr.Smaranika Panda
 Historical development of road
construction

Oldest mode
• Indus Valley Civilization:
Pavements from 4000
BC in cities of India
• Indus Valley Civilization
as Harappa and
Mahenjo-Daro
• Roads in the towns were
straight and long,
intersecting one another
at right angles.
Dr.Smaranika Panda
 Historical development of road
construction
Roman road-(500 B.C.) : All
roads lead to Rome
• They were built straight regardless
of gradient
• They were built after the soft soil
was removed and a hard stratum
was reached
• Thickness varies from 0.75 m to
1.2m
• Grid pattern hence accident prone
Dr.Smaranika Panda
 Historical development of road
construction
Other oldest road transport
Tresaguet construction (1775): France
 Thickness of pavement - 30 cm.
 Subgrade moisture condition and drainage of surface water- Considered
Metcalf construction: Same time period of tresaguet in England
 290 km of road in the northern region of England
 Not much recorded work
Telford construction : 19th century
 Heavy foundation stones
 Cross slope on surface provided
 Flat subgrade : No proper drainage
Mecadam construction –scientific- camber
 Cross slope 1 in 36 provided
 First method based on scientific thinking
 Stress deceases when we move down; no need to put big boulder foundation
 Sloped sub grade Dr.Smaranika Panda
 Historical development of road
construction
 India has a large road network of over 3.314 million kilo
meters of roadways making it 3rd largest road network in the
world.

Grand Trunk Road is one of Asia’s oldest and NH 44 covers the North-South
longest major roads; it has linked India with Corridor of NHDP and it is officially
Central Asia (300 BC) (kolkatta-Delhi) Dr.Smaranika Panda listed as running over 3,745 km (2,327
mi) from Srinagar to Kanyakumari.
 Historical development of Indian Roads

Jayakar Committee (1927)

Central Road Fund (1929)
Indian Roads Congress (IRC) (1934 )
Motor vehicle act (1936)
Nagpur/First twenty year road plan ( 1943-63 )
Central Road Research Institute (CRRI), 1950
Mumabi/Second twenty year road plan ( 1961-81 )
 Highway Research board ( 1973 )
National Transport Policy committee ( 1978 )
Lucknow/ Third twenty year road plan ( 1981-2001 )
National Highway Authority of India (NHAI),1995
Dr.Smaranika Panda
 Jayakar committee
Jayakar Committee,1927
 After the first World War, motor vehicle using the roads increases, this demanded
a better road network.
 In 1927,Indian road development committee was appointed by the government
with M.R. Jaykar as chairman.
Recommendations:
1) The road development in the country should be considered as a national interest
as this has become beyond the capacity of provincial governments and local
bodies.
2) An extra tax should be levied on petrol from the road users to develop a road
development fund called ‘Central Road Fund’- CRF
3) 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 – ‘Indian Road Congress’ -IRC
4) A research organization should be instituted to carry out research and
development work pertaining to roads and to be available for consultations
‘Central Road Research Institute’- CRRI Dr.Smaranika Panda
 Jayakar committee
Jayakar Committee,1927
IMPLEMENTATIONS:
Majority of the recommendations were accepted by the government
recommended 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

Dr.Smaranika Panda
 Central Road Fund

• It was formed on 1st march 1929

• The consumers of petrol were charged an extra levy of 2.64

paisa per litre of petrol to built up this road development
fund.

• From this 20% of annual revenue is to be retain as a central

revenue for research and experimental work expenses..etc

• Balance 80% is allowed by central govt. to various states

based on actual petrol consumption or revenue collected.
Dr.Smaranika Panda
 Central Road Fund
Central Road Fund , 1929
CRF Act 2000

• Distribution of 100% cess on petrol as follows:

 57.5% for NH
 30% for SH
 12.5% for safety works on rail-Road crossing
 50% cess on diesel for Rural Road development
• 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.

Dr.Smaranika Panda
 Indian Roads Congress
 Central semi official body known as IRC was formed in 1934.

 To provide national forum for regular pooling of experience and ideas

on matters related to construction and maintenance of highways.

 It is a active body controlling the specification, standardization and

recommendations on materials, design of roads and bridges.

 It publishes journals, research publications and standard codes

specifications guide lines.

 To provide a platform for expression of professional opinion on

matters relating to roads and road transport

Dr.Smaranika Panda
 Central Road Research Institute

 CRRI was formed in the year 1950 at New Delhi

 engaged in carrying out research and development projects.

 design, construction and maintenance of roads and runways, traffic and

transportation planning of mega and medium cities, management of roads in
different terrains

 Improvement of marginal materials.

 Utilization of industrial waste in road construction.

 Landslide control.

 Ground improvements, environmental pollution

 Road traffic safety

Dr.Smaranika Panda
 Motor vehicle act
 It was formed in 1939
 To regulate the road traffic in the form
of traffic laws, ordinances and
regulations.
 Three phases primarily covered are
control of driver, vehicle ownership
and vehicle operation
 It was revised on 1988
Highway Research Board
To ascertain the nature and extent of
research required
To correlate research information from
various organization in India and abroad.
To collect and correlation services
To collect result on research

 To channelize consultative services

Ministry of Road Transport & Highways

Planning, development and maintenance of National Highways in the country.

Extends technical and financial support to State Governments for the development of state
roads and the roads of inter-state connectivity and economic importance

Evolves standard specifications for roads and bridges in the country.

It stores the data related to technical knowledge on roads and bridges
Dr.Smaranika Panda
 Syllabus
Module1:
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, Indian Roads Congress, Central Road Research Institute
Highway Development and Planning:
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 Salient Features of 3rd and 4th twenty year road
development plans and Policies, Present scenario of road
development in India (NHDP & PMGSY) and in Karnataka (KSHIP &
KRDCL) Road development plan - vision 2021.

Dr.Smaranika Panda
 Road type and classification
Based on weather: a. All-weather roads, b. Fair-
weather roads
a. All-weather roads:
 Negotiable in all seasons
 Excessive rain does not cause it to be flooded
 No interruption in traffic movement (except for major river
crossings limited interruptions permitted)
b. Fair-weather roads:
 The traffic may be interrupted during monsoon season
 Streams may overflow across the roads

Dr.Smaranika Panda
All weather roads - Example: Char Dham Project: In this project, the govt. will
upgrade and develop the road which connects all four 'Dhams' i.e Gangotri,
Yamunotri, Kedarnath and Badrinath. The 12,000-crore dream project will turn
1100 km damaged highways of Uttarakhand into all seasons road could be
negotiable during all weathers

Dr.Smaranika Panda
 Road type and classification
Based on the Carriage Way
a. Paved Roads: These are the roads
which have a hard pavement surface
on the carriage way

b. Unpaved Roads: These are the roads Paved road

without the hard pavement surface
on the carriage way, usually they are
earthen or gravel roads.
Based on Surface Pavement
Provided
a. Surface Roads: These roads are
provided with any type of
bituminous or cement concrete Unpaved gravel road
surfacing.

b. Un-surfaced Roads: These roads are

not provided with a bituminous or
cement concrete surfacing.
Dr.Smaranika Panda Bituminous road Concrete road
 Road type and classification
Methods of Classification of Roads -The roads are generally
classified based on the following

a)Traffic Volume- heavy, medium, light traffic loads

b)Load transported of tonnage- class A, class B

c)Location and function

1. National Highways (NH)
2. State Highway (SH)
3. Major district roads (MDR)
4. Other district roads (ODR)
5. Village roads
Dr.Smaranika Panda
Modified Classification of Road System by Third 20 year
Road Development Plan (1981-2001 )

1. Primary System- Expressways, National highways(NH)

2. Secondary System- State highways(SH), major district

road(MDR),

3. Tertiary System- Other District Roads (ODR), village

roads

Dr.Smaranika Panda
Classification of Urban Roads
Arterial roads: town to state highway or a national highway.
Sub-arterial roads: major roads they run within the limits of the town
connecting its important centres
Collector roads: for collecting the traffic from local streets to arterial streets
Local street: These roads, also known as minor roads, are meant to provide
approach to the buildings, officers, shops, schools, colleges etc.

ROAD PATTERNS
The choice of the road pattern depends upon the various
factors such as:

• Locality
• Layout of the different towns, villages, industrial and
production centers
• Planning Engineer

Dr.Smaranika Panda
1.Rectangular pattern
• 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. Example- Chandigarh city

Dr.Smaranika Panda
2.Radial or star and block pattern
• 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. E.g.: Nagpur

Dr.Smaranika Panda
3.Radial or star and circular pattern
• In this road radiate in all the directions and also circular ring
roads are provided.
• 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 center of the city. E.g.: Connaught place in
New Delhi

Dr.Smaranika Panda
4.Radial or star and grid pattern
• 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 center. E.g. Nagpur road plan.

Dr.Smaranika Panda
5.Hexagonal pattern
• 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.

Dr.Smaranika Panda
6.Minimum travel pattern
• city is divided into number of nodal points around a central
portion by forming sectors
• each sector is divided again in such a way that from each of
the nodal center, the distance to the central place is minimum

Dr.Smaranika Panda
 PLANNING SURVEYS
The studies for collecting the factual data for highway planning
are known as ‘Fact Finding Studies’ or ‘Planning Surveys’
Objectives
• 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

Dr.Smaranika Panda
The planning surveys consist of the following studies :

1. Economic Studies - population distribution, population growth

trend, age and land product, existing facilities, per capita income
2. Financial Studies - Sources of income, living standards, resources
from local levels
3. Traffic or Road Use Studies -
• Classified traffic volume
• Origin and destination studies
• Traffic flow pattern
• Mass transportation facilities
• Accidents, their causes and cost analysis
• Future trend and growth in traffic volume and goods traffic, trend in
traffic pattern
• Growth of passenger trips and the trend in the choice of modes

4. Engineering Studies – topography, soil details, road life

Dr.Smaranika Panda
PREPARATION OF PLANS :
Plan-1: plan showing topographical details related to existing
road network, drainage, structures, towns and villages with
population, agricultural, industrial and commercial activities.

Plan-2: Plan showing the distribution of population groups in

accordance with the categories made in appropriate plan.

Plan-3: Plan showing the locations of places with their respective

quantities of productivity.

Plan-4: Should indicate the existing network of roads and

proposals received.
Ultimately, the Master plan is the one to be implemented.
Dr.Smaranika Panda
MASTER PLAN : Master plan is referred to as road development
plan of a city; district or a street or for whole country.
Stages :
• Data Collection – land use, industrial and agricultural growth,
population, traffic flow, topography, future trend.

• Preparation of draft plan and invite suggestions and

comments from public

• 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.
Dr.Smaranika Panda
SATURATION SYSTEM :
Criteria for connecting roads are 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:

a)Population served by the road network
• Population less than 500, utility unit = 1
• 501 to 1001, utility unit = 2
• 1001 to 2000, utility unit = 3
• 2001 to 5000, utility unit = 4

b)Productivity served by the network - Agricultural Products, Industrial

Products

Total utility = population units+ productivity units

Dr.Smaranika Panda
Example problems –

2.1, page33

Dr.Smaranika Panda
Solution:
Given
• Population <2000, utility unit = 0.50
• Population 2000-5000, utility unit = 1.00
• Population >5000, utility unit = 2.00
• Agricultural product, utility = 1/1000 tonnes
• Industrial product, utility = 10/1000 tonnes
Road Length Total utility served by the road Utility/length Priority
(Km)
A 200 80*0.5+40*1+10*2+90*1+12*10=310 310/200=1.55 III
B 250 75*0.5+45*1+12*2+105*1+22*10=431.5 431.5/250=1.72 I
C 300 85*0.5+50*1+18*2+110*1+26*10=498.5 498.5/300=1.66 II

Dr.Smaranika Panda
Example

Dr.Smaranika Panda
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.

PHASING ROAD DEVELOPMENT IN INDIA :

1st Road development plan made at the Nagpur Conference in
1943 –duration - 1943-1961
2nd Road development plan – 1961-1981
3rd Road development plan – 1981-2001
4th Road development plan known as “Roads Development
Vision”: 2021 – duration - 2001-2021
Dr.Smaranika Panda
1st 20 year plan/ Nagpur plan (1943-63)
All the roads were classified into 5 categories namely
1. National Highways (NH)
2. State Highways (SH)
3. Major District Roads (MDR)
4. Other District Roads (ODR)
5. Village Roads (VR)
6. Expressway: No expressway

2nd 20 year plan/ Mumbai (1961-81)

NH, SH,MDR, ODR and
Expressway
Dr.Smaranika Panda
3rd Road development plan/Lucknow plan– 1981-2001
• The future road development should be based on the revised
classification of road system consisting of Primary, Secondary and
Tertiary road system.

• The road network should be developed so as to preserve the rural

oriented economy and to develop small towns with all the
essential facilities.

• All the villages with population of 500 should be connected by all

weather roads.

• The overall density of road is 82 km 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.
Dr.Smaranika Panda
 Road length by 3rd 20-year road development plan
• Length of NH
1 km per 50 sq. km area
• Length of SH:
a. By total area ---–
SH in km = Area of the state, sq.km/25
b. By total no of town and area in the state----
SH in km = (62.5 x No towns in state) – (area of the state, sq.km)
50
Adopt length of SH (higher of the two criteria)
• Length of MDR
a. By total area –--
MDR in km = Area of the state, sq.km/12.5
b. By total no of town and area in the state -----
MDR in km = 90 x No. of towns in the state.
Dr.Smaranika Panda
1. Example: The area of a district is 13400 sq km and there are
12 towns as per 1981 census. Determine the length of
different categories of roads to be provided in the district by
the year 2001. Assume overall density of road length is 82
km/100 sq km area. (2018 VTU)

Dr.Smaranika Panda
1. Example: The area of a district is 13400 sq km and there are
12 towns as per 1981 census. Determine the length of
different categories of roads to be provided in the district
by the year 2001. Assume overall density of road length is
82 km/100 sq km area. (2018 VTU)
Solution
(i) Length of NH in km=13400/50= 268 km
(ii) Length of SH in km:
(a) By area, SH in km = 13400/25=536 km
(b) By area & no. of towns SH in km=(62.5*12)-(13400/50)=482km
Adopt higher one i.e., 536 km
(iii) Length of MDR, in the district:
(a) By area, MDR, km=13400/12.5=1072km
(b) By no. of towns, MDR, km=90*12=1080km
Adopt higher value i.e., 1080 km

Dr.Smaranika Panda
Solution
(iv) Question given as overall density of road length equal to
82km/100 sqkm by the year 2001
All kind of roads (NH+SH+MDR+ODR+VR)
= 13400*82/100 = 10988 km

Calculated Length of NH+SH+MDR = 268+536+1080 =1884 km

Therefore,
Roads consisting of ODR+VR=10988-1884 = 9104 km
a. Primary system of NH = 268km
b. Secondary system consisting of SH=536 km and
MDR=1080km, total length=1616km
c. Tertiary system consisting ODR and VR = 9104 km
d. Total road length = 10988 km
Dr.Smaranika Panda
Pradhan Mantri Gram Sadak Yojana (PMGSY)
• Pradhan Mantri Gram SadakYojana (PMGSY) was launched on 25th
December, 2000 as a Centrally Sponsored Scheme to provide road
connectivity in rural areas of the country by means of of all-weather roads
• The program envisages connecting all habitations with a population of 500
persons and above in plain areas and 250 persons and above in Hill States,
Tribal (Schedule V) areas, the Desert Areas (as identified in Desert
Development Program) and in the 60 Left Wing
• Extremism affected / Integrated Action Plan districts as identified by the
Ministry of Home Affairs/Planning Commission. This is to be done in a time
frame that habitations with a population of 1000 and above shall be covered
in three years, and those with a population of 500-1000 shall be covered by
the end of the Tenth Five Year Plan period.
• The program can provide for the up gradation of the existing roads to
prescribed standards. However, it must be noted that up gradation is not a
key component of the program and cannot exceed 20 per cent of the
allocation of the State. And, in up gradation works, priority should be given to
the work of conversion of fair-weather roads to all weather roads.
• The program envisages single connectivity. If a habitation is connected to
another habitation by an all-weather road, no further work can be taken up
under the PMGSY for that habitation.
Dr.Smaranika Panda
Pradhan Mantri Gram SadakYojana (PMGSY)
• Each year the list of road works to be taken up under the PMGSY is finalised by the
District Panchayat, in accordance with the funds allocated to the district by the State
Government.
• In drawing up the list of road works, the District Panchayat ensures that unconnected
habitations get primacy by following the order of priority:-
a) Providing new connectivity to unconnected habitations with a population of 1000 and
more (500 and more for hill States, NE States, Desert and Tribal areas)- Extremism
affected / Integrated Action Plan districts
b) Providing new connectivity to unconnected habitations with a population of 500-999
(250-499 in the case of hill States, NE States, Desert and Tribal areas)
c) Up gradation of through roads (i.e., roads leading to important places with branching
roads leading to habitations)
d) Up gradation of link roads (i.e., roads ending in a habitation)
• In plain areas, the population of all habitations within 500 metres radius shall be counted
for purpose of determining population size. In hill areas the radius shall be 1.5 km of path
distance.
• Exceptions to the scheme outlined above can be made for roads that link the village
Panchayat headquarters, market centres or educational, medical or other essential
services or notified tourist destinations.
Dr.Smaranika Panda
 National Highways Development Project (NHDP)
• NHDP's prime focus is on developing International standard roads with facilities for
uninterrupted flow of traffic with :
– Enhanced Safety Features
– Better Riding Surface.
– Better Road Geometry
– Better Traffic Management and Noticeable Signage.
– Divided Carriageways and Service Roads
– Grade Separators , Over Bridges and Underpasses
– Bypasses ,Wayside Amenities
• The Government of India has launched major initiatives to upgrade and strengthen
National Highways through seven phases of National Highways Development Project
(NHDP), the main components of NHDP are:
• NHDP Phase I and II Comprises of the development of National Highways to 4/6 lane
standards of the following routes;
 (a) Golden Quadrilateral (GQ) connecting 4 major metropolitan cities viz. Delhi-Mumbai-
Chennai-Kolkata-Delhi
 (b) North South and East West Corridors (NS-EW) connecting Srinagar to Kanyakumari and
Silchar to Porbandar with a spur from Salem to Cochin.
 (c) Road connectivity of major ports of the country to National Highways.
 (d) Other National Highway stretches Dr.Smaranika Panda
 National Highways Development Project (NHDP)
• NHDP Phase-III The Government has approved 4/6 laning of 12,109 km of National
Highways on Build, Operate and Transfer (BOT) basis at an estimated cost of Rs.80,626
crore under NHDP-III. The phase has been approved in two parts i.e. Phase-III A
consisting total length of 4,815 km at an approved cost of Rs.33,069 crore and Phase-III B,
consisting total length of 7,294 km at an approved cost of Rs.47,557 crore.

• NHDP Phase-IV This Phase envisages upgradation of about 20,000 km of National

Highways to 2-lane with paved shoulders on Public Private Partnership (PPP) basis.

• NHDP Phase- V Six laning of 6,500 km of existing 4 lane National Highways under NHDP
Phase-V. Six laning of 6,500 km includes 5,700 km of GQ and 800 km of other stretches.

• NHDP PHASE- VI envisages development of 1,000 km fully access controlled expressways

under Public Private Partnership (PPP) model
• The Government has approved construction of stand alone Ring Roads, Bypasses, Grade
Separators, Flyovers, Elevated Roads, Tunnels, Road Over-bridges, Underpasses, Service
Roads etc. on BOT (Toll) mode under NHDP Phase VII in December 2007
Dr.Smaranika Panda
 KSHIP
• It is an initiative of Government of Karnataka for the improvement of road network of the
state with World Bank assistance. PWD carried out Strategic Option Study (SOS ) during
1996 on a road network of 13,362 Km comprising SH and MDRs and the study identified
2888 Km of road for prioritized improvements.

• The main objectives are:

1. Upgrade about 615 Km of SH in Karnataka and strengthen capacity of PWD of
Government of Karnataka to develop, upgrade and maintain state road network.
2. Improve core road network in Karnataka. Core road includes SH and heavy traffic
MDRs.
3. Improving existing road network involving rising of formation levels, strengthening of
pavements, widening and realignment of roads wherever necessary.
4. Enhance capacity and quality of core SH network, provide safer transit on selected
corridors, improve allocation and provide adequate funding for road sector, provide
more efficient and effective network management.

Dr.Smaranika Panda
 KSHIP
• The works involved in the project are pavement design, highway
design and design of structures, environmental and social impact
evaluation of project.
• Implemented in different phases:
– 1. Hoskote - Hindgnala cross; H cross – Chintamani bypass.
– 2. Hangal – Tadasa; NH4 – Hangal
– 3. Dharwad – Saundatti
– 4. Thinthini – Chinchodi – Jalhalli – Karegud – Devadurga
– 5. Chowdapur – Gulburga.
• Design life of the project is 20 years from the start of operation

Dr.Smaranika Panda
 Vision 2021
Some salient features of vision-2021 are:
1)Road network shall be expanded as NH, SH, MDR, ODR & VR
2)Half NH should have 4 or 6 lanes and the remaining should have 2 lane carriageway
with hard shoulders.
3) 10,000 Km of SH should have 4 lanes and the balance should have 2 lanes.
4) 40% of MDR should have 2 lane carriageway.
5) Maintenance of existing assests should receive adequate attention.
6) Research and development activities in the road sector should receive good
attention.
7) Alternative sources of funding such as financing, creation of dedicated road fund
through additional levies on fuel.
8) Up gradation of construction technology through innovative procedures and
specifications.
9) Road safety to be enhanced through engineering measures.
10) Training of young engineers should receive attention.
11) Environmental concerns by road traffic is to be addressed.
Dr.Smaranika Panda