HIGHWAY

DEVELOPMENT
AND PLANNING
Report by Group 2
INTRODUCTION
Highway engineering is a branch of
civil engineering that deals with the
planning, designing, building, operating, and
maintaining of highways, bridges, and
tunnels to enable the efficient and secure
transportation of people and products.
Estimating the volume of traffic on a road
network now and in the future is a part of
highway planning. A prerequisite for the
construction of the highway is the planning
of the highway.
 OBJECTIVES

01 Planning a highway network for safe, efficient, and fast movement of

people and goods.

02 Keeping the overall cost of construction and maintenance of roads in the

network to a minimum.

03 Planning for future development and anticipated traffic needs for a specific
design period.

04 Phasing road development programs from considerations of utility and

importance as also of financial resource.

05 Evolving a financing system compatible with the cost and benefits.

 OBJECTIVES
In order to fulfill these objectives, first, the
proposed road links should be a part of the
planned road network for the state/nation. The
suggested road links must consider and
dependent on the current state of the area’s
road plan. Second, the importance of the road
shall be based on the traffic demand, hence its
type should fall under the standard
classification. Third, the maintenance needs of
the roads should receive prompt attention by
setting aside funds for this purpose. And last
principle that highway Engineers must have to
borne in mind is that the statutory provisions
for traffic regulation should be in place.
IMPORTANCE OF HIGHWAY
PLANNING
 IMPORTANCE
Highway planning is crucial for ensuring efficient
transportation, reducing traffic congestion, and
promoting economic development. It involves
analyzing traffic patterns, determining the need for new
highways, and identifying optimal routes.
 IMPORTANCE
1. To plan a road network for efficient and safe traffic operation, but a
minimum cost. Here, the cost of construction, maintenance, and renewal
of pavement layers and the vehicle operation costs are to be given due
construction.
2. To arrive at the road system and lengths of different categories of road
which could provide maximum utility and could be constructed within
the available resource during the plan period under construction.
3. To fix up date wise priorities for development of each road link based
on utility as the main criterion for phasing the road development
program.
4. To plan for future requirements and improvement of roads in virw of
anticipated development.
5. To work out financing systems.
CLASSIFICATION
OF ROADS
 THE ROADS ARE GENERALLY CLASSIFIED INTO TWO CATEGORIES, DEPENDING ON
WEATHER THEY CAN BE USED DURING DIFFERENT SEASONS OF THE YEAR:
CLASSIFICATION OF
1. ALL-WEATHER ROADS
All-weather roads are those which are negotiable during all seasons of
the year, except at major river crossing where some interruption to traffic is
permissible up to a certain extent, but the road pavement should be negotiable during
all weathers.

2. FAIR-WEATHER ROADS
On ‘fair-weather roads’ the traffic may be interrupted during moonson
ROADS

season at causeways where streams may overflow across the road.

 • Based on the type of the carriageway or the road pavement, the roads are
CLASSIFICATION OF classified as ‘paved roads’ and ‘unpaved roads’.
• The roads with a hard pavement surface on the carriageway are called
paved roads.
• The roads without a hard pavement surface on the carriageway are called
unpaved roads.
• Earth roads and gravel roads may be called unpaved roads.

• Based on the type of pavement surfacing provided, the roads may be

classified as ‘surfaced roads’ and ‘un-surfaced roads’.
• Road pavements with ny type o bituminous surface or cement concrete
are called surfaced roads.
ROADS

• The roads which are not provided with a bitunimous or cement concrete
surfacing are called un-surfaced roads.
 METHODS OF CLASSIFICATION OF ROADS
CLASSIFICATION OF
The roads are generally classified based on the following:
(a) Traffic volume
(b) Load transported or tonnage
(c) Location and function

 The classification based on location and function should therefore be a more

acceptable classification for a country as they may be defined clearly.
ROADS
Urban roads are classified based on their function and location:

The city roads which are reserved for motor traffic

with full or partial control access and are provided
with grade separation at intersections are called
expressways. These are generally constructed to
have direct connection between major points of
traffic generation in industrial or commercial or
business districts. Along expressways, the motor
traffic attains very high speeds. Neither the
loading nor unloading of the goods is permitted
on these expressways. Pedestrians too cannot
cross the expressways.

1. EXPRESSWAYS
Urban roads are classified based on their function and location:

The city roads which are meant for through traffic

usually on a continuous route are called arterial
streets. Arterial streets are generally spaced at less
than 15 km in developed business centres whereas
in less important areas, these may be 8 km apart.
Arterial roads are also divided highways with
fully or partially controlled access. Parking,
loading and unloading are carefully regulated.
Pedestrians are permitted to cross them at
intersection only.

2. ARTERIAL STREETS
Urban roads are classified based on their function and location:

The city roads which provided lower level of

travel mobility than arterial streets, are called sub-
arterial streets. Their spacing may vary from 0.5
km in central business districts to 3 to 5 km in
sub-urban areas. Loading and unloading are
usually restricted. Pedestrians are allowed to cross
these highways at intersections.

3. SUB-ARTERIAL STREETS
Urban roads are classified based on their function and location:

The city roads which are constructed for

collecting and distributing the traffic to and from
local streets, and also to provide an access to
arterial and sub-arterial streets, are called collector
streets. These are located in residential, business
and industrial areas. These roads are accessible
from the buildings along them. Parking
restrictions are few and that too during peak
hours.

4. COLLECTOR STREETS
Urban roads are classified based on their function and location:

The city roads which provide an access to

residence, business and other buildings, are called
local streets. The traffic carried either originates
or terminates along the local streets. Depending
upon the important of the adjoining areas, a local
street may be residential, commercial or
industrial. Along local streets pedestrians may
move freely and parking may be permitted
without any restriction.

5. LOCAL STREETS
In this context, certain definitions are relevant:

1. Road- a convenient way over which vehicles may lawfully pass for going from one
place to another.
2. Service Road- used for servicing and as means of access to adjacent property,
constructed parallel to the main to the main road adjacent to roadside buildings.
3. Street- a road within a town or residential locality with buildings on one or both
sides.
4. Country Road- road connection one place to another on the country-side.
5. Urban road- a road within a town or city
In this context, certain definitions are relevant:

6. Bypass Road- a road constructed skirting a village or a small town, taking off through
a highway and joining it after bypassing the inhabited area. This helps through traffic to
move fast without having to enter the village or town,
7. Highway- any public road or street may be called a highway.
8. Arterial Road- road passing within the city and linking the state or national highway
with limited access.
9. Freeway- an arterial highway with controlled access crossing other roads at different
levels.
10. Boulevard- very wide road with avenue on its either side.
ROAD PATTERNS
 Urban road patterns:
ALTHOUGH ROAD PATTERNS IN A COUNTRY
ARE HISTORICALLY INHERITED, LATER ADDITIONS
CAN BE PLANNED BEARING IN MIND THE
REQUIREMENTS OF THE DAY.
ROAD PATTERNS ARE OF GREAT USE IN
URBAN HIGHWAY PLANNING. THE CHOICE OF A
ROAD PATTERN DEPENDS UPON THE EXTENT OF
LAND USE OR THE DISTRIBUTION OF RESIDENTIAL,
INDUSTRIAL, AND BUSINESS AREAS IN A CITY, THE
NATURE OF THE TERRAIN, AND THE PLANNER’S
REFERENCE.
The main patterns in use in urban areas are:
1. Grid Iron Pattern:
This is also known as rectangular or block
pattern and is perhaps the simplest . The Romans
preferred it, as have the Americans who adopted it
in many of their cities. This is easy to set out in
straight lines and rectangular co-ordinates, and is
suitable for flat terrain.

The disadvantages of this pattern are

monotonously long streets and the
inconvenience in traffic operation. There are also
certain advantages such as bypassing any road with
traffic congestion and the convenience of imposing
one-way traffic, if necessary, making alternate
streets with one- way traffic in opposite directions.
The main patterns in use in urban areas are:
2. Radial Pattern:
In this pattern, roads emanate from a central focal
area, which may be a business centre or an important
public building. In order to ease the congestion in the focal
area, ring roads are provided; there can be several such
roads—inner, intermediate and outer—depending on the
requirements of the traffic.
The shape of a ring road may be round, square, or
elongated. Based on this, the pattern may be star and grid,
or star and circular.
The star and grid pattern, or the radial and block
pattern has been the basis of the Nagpur Road Plan, and it
has been adopted in a number of Indian cities.
The star and circular pattern, also known as the
radial and circular pattern, has been adopted in certain
cases, although in a limited way. A classic example is the
Connaught Place area of New Delhi.
The main patterns in use in urban areas are:
3. Hexagonal Pattern:

The hexagonal pattern can be modified by

dividing the hexagon into six triangle units by link
roads; this facilitates travel from one place to any
other place in the area in the minimum possible
time, compared to any other pattern. This, in fact, is
known as a ‘minimum travel pattern’ and was used
in certain cities to great advantage.
PLANNING
SURVEYS
For assessing the road length requirements, following studies are made:

1. Economic Studies 2. Financial Studies

Details of the existing facilities, their utility,
distribution of the existing population in the area,
population growth trends, existing products in the
agricultural and industrial sectors, future trends of
development in these sectors, existing communication
and education facilities, and the per capita income are
to be collected.
source of income; Various financial aspects
such as the sources of funding, estimated
revenue from taxes on vehicles, toll tax, and
indirect benefits of raising the living
standards of the people due to the proposed
road network are considered.

3. Traffic or Road Use Studies 4. Engineering Studies

Details of the existing road facilities, traffic These include study of the topography, soil, road
volume in vehicles per day, traffic flow
life and special problems, if any, relating to
patterns, classes of traffic such as passenger
construction, drainage and maintenance.
cars, busses and trucks, loads carried, average
speeds, anticipated future trends of traffic
growth, and other traffic-related studies are to
be conducted.
These studies also help in fixing priorities of various routes or sectors
based on their utility per unit leangth. Based on the priorities and the
maximum utility per unit length, the entire development plan for the
design period will be phased in 5-year intervals, depending upon the
availability of financial resources. This is known s phasing of the
Master Plan for road development.
PLANNING SURVEYS Saturation system for calculating optimum road length

In this the option road length us calculated for area, based

on the concept of obtaining maximum utility per unit length of road.
Hence, this system is called saturation systems of maximum utility
system.

Factors for obtaining the utility per length of road are:

1. Population served by the road

2. Productivity served by the road network

a). Agricultural product

b). Industrials products

Example:

Population Utility Unit

Less than 500 0.10

501-1,000 0.25

1,001-2,000 0.50

2,001-5,000 1.00

5,001-10,000 1.50

10,000 and above 2.50

The total utility units for all the villages served by a proposed road
may be called, based on this. Similarly the utility unit for 1000 tons of
agricultural products may be tken as 1.0, and that for 100 tons of
industrial product as 10.0.

The total utility units may be got by summing up the values from both
these criteriaa and divided by the length of the roads, to obtain the
total utility per unit length.
HIGHWAY
ALIGNMENT
SURVEYS
 HIGHWAY ALIGNMENT
The laying out of the centre line of a proposed highway on
the ground is called it's "alignment". A new road should be
aligned carefully since any change in alignment may not be
possible or may be expensive at a later stage, owing to
increased land acquisition costs and roadside structures
constructed after the road has taken shapes.
Requirements of an Ideal Alignment:

1. Directness: 2. Ease of Construction, 3. Safety:

Maintenance and Operation: ● Safety for the road-users
The aligned route between end
● should be the primary
points should be as direct as
The alignment should be such consideration; the stability of
possible and result in the
that it is easy to construct, natural slopes and man-made
minimum possible length under
maintain and operate the slopes for embankments and
the circumstances
highway. The curves and cuttings should be ensured to
gradients should be easy. prevent possible accidents.
Requirements of an Ideal Alignment:
4. Economy:
● The overall cost of
construction and maintenance
of the road, as also the
operation
● ●
cost of the vehicles should be
as low as possible.
5. Special
Considerations:
● Depending upon the purpose of
the highway and the
characteristics of the terrain,
special considerations may be
needed as in the case of hill roads
or ghat roads.
HORIZONTAL
AND VERTICAL
ALIGNMENT
HORIZONTAL
ALIGNMENTS
This is the alignment of the roadway in the horizontal plane; although it is ideal
to have a straight route between end points, it is practically impossible owing
to several constraints. A change in direction necessitates the use of horizontal
curves for smooth flow of traffic.

VERTICAL
ALIGNMENTS
Although it is ideal to have a roadway at the same elevation throughout, this is
almost impractical and gradients or slopes along the length become mandatory.
A change in gradient calls for curves in the vertical plane; vertical curves
should be designed and constructed for smooth flow of traffic based on several
criteria.
HORIZONTAL AND
VERTICAL ALIGNMENTS
ENGINEERING
SURVEYS
 SURVEYS
ENGINEERING
The stages of engineering surveys are:
1. Map Study. Topographic maps are available with 15 to 30 meters contour intervals.
Valleys, ponds or lakes etc. can be avoided and approximate position of bridges etc. can be
planned.
2. Preliminary Survey. This is carried out to collect all the physical information which are
necessary in connection with the proposed highway alignment.
This works consist of:
a. Primary transverse
b. Topographical features
c. Leveling work
d. Drainage studies & hydrological data
e. Soil survey
f. Determinations of final centre line
g. Traffic Survey
3. Final location and detailed survey. The center line of road finalized is
translated on the ground during location survey. Detailed survey is done to fix temporary
bench mark and leveling work is used for drainage and earthwork calculations.
THANK YOU!
Members:
Arante, Tania Cate
Gadong, Pauline Faye
Gentizon, Michael
Jabonete, Jomari
Lacrite, Adrian John
Malcredo, Renaizel