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Road Development in India

TRANSPORTATION
ENGINEERING
Institute of Infrastructure, Technology
Research and Management (IITRAM)

Ancient Development
History of road construction

Aryan period
Mauryan period:
Emperor Ashoka
Mughal period
Roads during the British rule
Appointment of Jayakar committee (1927)
Creation of central road fund (1929)
Indian roads congress (1934)
Central road research institute (1950)

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Role of Road Transportation

Jayakar Committee Recommendations

Social: Formation of settlements, Size and pattern of

settlements, Growth of urban centres
Economical: The place, time, quality and utility of
goods, Changes in location of activities
Political: Administration of an area, Political choices
in transport
Environmental: Safety, Air Pollution, Noise pollution
Energy Consumption
Other Impacts: Land consumption, Parking,
Aesthetics, Social life Affected

Road development should be considered as a

national interest
Central road fund: Extra tax on petrol to develop
road development fund
Semi-official technical body to pool technical
knowledge from various parts of the country and
act as advisory body (IRC)
Research organization to carry out research and
development work and consultancy work.(CRRI)

Central Road Fund

Indian Road Network

1st March 1929

Extra levy of 2.64 paisa per liter (2anna /gal)
20% retained as central reserve for administration and research of road
and bridge
80% to be allotted to state govts based on petrol consumption.
Presently Rs. 2 per litre is collected as cess on Petrol and High speed
Diesel oil(HSD).
Allocation:
Rs 0.5/lit for development and maintenance of NH
Rs 1.50: (i) 50% from HSD for rural road
(ii) 50% from HSD and entire of Petrol as:
(a)57.5% for Dev and Maintenance of NH
(b) 12.5% for Road over and Under bridges and
Unmanned railway crossing.
(c)30% for Dev and maintenance of State roads

Indian road network of 33 lakh Km.is second largest in the

world and consists of :
Length(In Km)Expressways:2000
National Highways: 79,243
State Highways :1,31,899
Major District Roads :4,67,763
Rural and Other Roads :26,50,000
Total Length :33 Lakhs Kms
(Approx)Modal Shift: About 65% of freight and 80% passenger
traffic is carried by the roads.
National Highways constitute only about 1.7% of the road
network but carry about 40% of the total road traffic.
Number of vehicles has been growing at an average pace of
10.16% per annum over the last five years

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Geometric Design of Roads

Deals with visible dimensions of a roadway and is dictated by:

Mumbai-Pune Expressway

Horizontal and vertical alignments (incl. Curves)

Sight distances
Cross-section components (Longitudinal, Lateral)
Intersection treatment
Control of access
Requirements of traffic

Topography Affects Geometric Design

Mumbai-Pune Old status

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Kathipara Interchange, Chennai

Elements involved in Geometric Design of

Highways
Cross sectional elements
Width of pavement, formation and land, the
surface characteristics and cross slope of
pavement

Sight distance considerations

Horizontal curves, vertical curves, intersections
governs the safety of highways

Horizontal alignment details

Change in road direction, type of horizontal
curve, superelevation, extra pavement width,
transition curves
Geometric Design of Highways

Design speed
Important for economic operation and safety
Considerable variation in speed depending on drivers and
kind of vehicle.
Value selected should accommodate nearly all demands
and should not fail under severe or extreme cases
Design speed is determined for design and correlation of
physical features of highway that influence vehicle
operation
Maximum safe speed that can be maintained when
conditions are so favorable that design features of
highway govern.
Design speed must be correlated with terrain conditions
and highway class.

Suggested design speeds in kmph for rural

highways
Plain
R

NH and SH
MDR
ODR
VR

Rolling Mountainous
R

100 80 80
80 65 65
65 50 50
50 40 40

65
50
40
35

50 40
40 30
30 25
25 20

Steep
R

40 30
30 20
25 20
25 20

R: Ruling
M: Minimum

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Suggested design speeds in kmph for urban

streets in India

Overall width between Control Lines

Overall width between Building Lines
Set
Back

Arterial. 80
Sub-arterial 60
Collector street . 50
Local street 30

Road land width

Set
Back

Road way
Carriageway

Formation width in
cutting

Stopping sight distance

Sight Distance Elements
Stopping sight distance
Overtaking sight distance

Highway with adequate sight ahead of a travelling vehicle

results in safe operation.
Distance along road surface at which a driver has visibility of
objects, stationary or moving, at a specified height above
carriage way is known as sight distance.
Stopping sight distance is the distance required by a driver
of a vehicle travelling at a given speed to bring her/his
vehicle to stop after an object on the roadway become
visible.
Stopping sight distance is made up of two components:
distance travelled during perception and brake reaction time
Distance travelled during the time brakes are under
application till the vehicle stops.

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Stopping sight distance

STOPPING SIGHT DISTANCE

Lag Distance

Distance Travelled during

Reaction Time

Braking Distance

Distance Travelled after

application of brakes

Perception and brake reaction time depend upon factors

such as: age, sex, alertness, visibility etc.
IRC suggests 2.5sec a reasonable value for perception
and brake reaction time.
Thus distance travelled during perception and brake
reaction time is:
d1 = v t
= 0.278 V t
d1 = distance travelled in m
v = speed in m/sec
V = speed in kmph
t = perception and reaction time = 2.5 sec

Stopping sight distance

Braking distance is the distance required for a moving
vehicle to stop after application of brakes:
d2 = V2 / 254f
d2 = braking distance in metres
V = speed in kmph
f = coefficient of longitudinal friction between tyre and the
pavement (assumed to vary between 0.40 at 20kmph and
0.35 at 100kmph)

Stopping sight distance = d1 + d2

= Vt + V2 / 254f
VEGETATION BLOCKING THE SIGHT ON A HORIZONTAL CURVE

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PROVISION OF SUPER ELEVATION

Road Edge

Road

Edge

NORMAL ROAD SECTION ON A STRAIGHT

ROAD
Inner
Edge

Outer
Edge

SIGHT DISTANCES AT VERTICAL CURVES ARE

AFFECTED BY GRADIENT. FLATTER SLOPES
PROVIDE HIGHER VISIBILITY

Analysis of Superelevation..

Actual super elevation, E = e B

Typical calculations

Maximum super-elevation values:

IRC recommends for hilly areas: 0.07 for snow-bound
areas, 0.10 for areas not affected by snow

Minimum Radius of Curve ,R = V2/127( e + f )

If V= 50 KMPH, e = 0.07, f = 0.15

All other cases, a value of 0.07 is considered maximum

R = 89 m, say 90 m

Minimum radii of curves:

V2/ 127R = e + f
R = V2/ 127 (e + f)
Knowing e and f, it is possible to calculate the minimum
radius

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Transportation Engineering
Text books:
1. Khanna S.K., Justo C.E.G., Highway Engineering, Nem Chand & Bros., Roorkee, 2001
2. Kadiyali L.R., Principles & Practice of Highway Engineering, Khanna Publishers,2003

Web sites:

www.nhai.org
www.morth.gov. in
www.irc.in
www.moud.gov.in