TRANSPORTATION

INFRASTRUCTURE
MODULE 1
Classification of Indian Roads
• Road Network in the Country: India has about 66.71
lakh km of road network, which is the second largest in
the world.

• The length of various categories of roads is as under:

• National Highways: 1,46,145 km

• State Highways: 1,79,535 km
• Other Roads: 63,45,403 km
• National Highways play a very important role in the
economic and social development of the country by
enabling efficient movement of freight and passengers
and improving access to markets. MoRTH and its
implementing agencies have undertaken multiple
initiatives in last 9 years to augment the capacity of the
National Highway infrastructure in India.
• National Highway Network
• National Highway (NH) network
increased by ~60% from 91,287 km
in 2014 to 1,46,145 km in year 2023
The length of National Highways (year-wise) is tabulated below:

Sr. No. Year Length (in km)

1 2013-14 91,287
2 2014-15 97,830
3 2015-16 1,01,010
4 2016-17 1,14,158
5 2017-18 1,26,500
6 2018-19 1,32,500
7 2019-20 1,32,995
8 2020-21 1,38,376
9 2021-22 1,41,345
10 2022-23 1,45,240
11 2023-24(up to Nov 2023) 1,46, 145
The pace of National Highways (NH) construction has increased consistently between 2014-15 and
2023-24 due to the systematic push through corridor-based National Highway development
approach.
Sl. Year Constr Constructi
no uction on (in km /
(in km) day
1 2014-15 4,410 12.1
2 2015-16 6,061 16.6
3 2016-17 8,231 22.6
4 2017-18 9,829 26.9
5 2018-19 10,855 29.7
6 2019-20 10,237 28.1
7 2020-21 13,327 36.5
8 2021-22 10,457 28.6
9 2022-23 10,331 28.3
10 2023- 5,248 -
24(upto Nov
2023)
Classification of road transport
Classification of Roads by Nagpur Road Plan

• Different Road categories according to this classification are discussed below :

• National Highways (NH) :
• The main highways running through the length and breadth of India, joining major parts, capital
of states, large industrial and tourist centers, foreign highways including roads required for
strategic movements for the defence of India etc. are known as National Highways (NHs).
• All the national highways are assigned with the respective numbers.
• For example:
• Amritsar- Ambala- Delhi Road- NH1
• Delhi- Agra- Kanpur- Culcutta Road – NH2
• Agra- Mumbai Road- NH3
• Modural and Rameswaram- NH49
• The responsibility of construction and maintenance of these roads lies with the central
government. Central Government holds the responsibility of construction and maintenance of
these roads.
• State Highways (SH) :
• The highways linking up with the national highways of adjacent states, district headquarters and important cities with
the states are known as State Highways (SHs).
• The geometric design specifications and design speed for NH and SH are same. These highways serve as arterial routes
of traffic from district road within the state.
• The responsibility of construction and maintenance of these roads lies with state government. However, the central
government gives grant for development.
• Major District Roads (MDR) :
• The important roads within a district serving areas of production and markets and connecting these places with each
other or with the main highways are known as Major District Roads (MDRs).
• The responsibility of construction and maintenance of these roads lies with District Authorities. However, the state
government gives grant for development of these roads.
• Other District Roads (ODR) :
• The roads serving rural areas of production and providing them with outlet to market centers, tahsil headquarters,
block development headquarters, railway stations etc. are known as Other District Roads (ODRs). This have lower
design specification than MDR.
• Village Roads (VR) :
• The roads connecting villages or group of villages with each other or with the nearest road of higher category are
known as village roads.
• These roads are very important from the rural area development point of view. They are generally un-metalled with
single lane width of stabilized soil or gravel. The responsibility of construction and maintenance of these roads lies with
the local district authorities.
Classification of Road System by Third Road
Development Plan (1981-2001)
• According to the third road development plan, the roads in the country are classified
into three classes, for the purpose of transport planning, functional identification and
assigning priorities on a road network :
• Primary System.
• Secondary System.
• Tertiary System.
• 1. Primary System :
• Express Ways
• National Highways (NH)
• (a) Express Ways :
• Express ways are a separate class of highways with superior facilities and design
standard and are meant as through routes having very high volume of traffic. These
highways should permit only fast moving vehicles.
• Express way may be owned by central government or a state government depending
on whether the route is a national highway or state highway.
• 2. Secondary System :
• The secondary system consists of two categories of
roads
• State Highways (SH)
• Major District Roads (MDR)
• 3. Tertiary System :
• The tertiary system are rural roads and these consists
of two categories of roads :
• Other District Roads (ODR)
• Village Roads (VR)
 Classification of Urban Roads :

 The road system within urban areas are classified as urban roads. The urban authorities are responsible to take care of
these roads.
 Generally the urban roads other than the express ways are classified as :
• Arterial Roads.
• Sub- Arterial Roads.
• Collector Streets.
• Local Streets.
• Arterial Roads :
The streets primarily for through traffic on a continuous route, but with high level of traffic mobility are known as arterial
roads.
• Sub- Arterial Roads :
The streets primarily for through traffic on a continuous route but have a lower level of traffic mobility than the arterials are
known as sub-arterial roads.
• Collector Street :
The streets which provides access to arterial streets and they collect and distribute traffic from and to local streets is known
as collector streets.
• Local Street :
The streets which provides access to abutting streets are known as local streets.
GOLDEN QUADRILATERAL AND NORTH SOUTH &
EAST-WEST ECONOMIC CORRIDOR

• The Golden Quadrilateral is a national highway network connecting several major

industrial, agricultural and cultural centres of India.
• It forms a quadrilateral with all the four major metro cities of India forming the
vertices, viz., Delhi (north), Kolkata (east), Mumbai (west) and Chennai (south).
• Other major cities connected by this network include Ahmedabad, Bengaluru,
Balasore, Bhadrak, Bhubaneswar, Cuttack, Berhampur, Durgapur, Faridabad,
Guntur, Gurugram, Jaipur, Kanpur, Pune, Kolhapur, Surat, Vijayawada, Eluru,
Ajmer, Visakhapatnam, Bodhgaya, Varanasi, Prayagraj, Agra, Mathura, Dhanbad,
Gandhinagar, Udaipur, and Vadodara
• The main objective of these super highways is to reduce the travel time between
the major cities of India, running roughly along the perimeter of the country.
 INTRODUCTION TO DRRP AND PMGSY
• India has about 5.89 lakh villages of various population sizes, inhabitant by about 75 percent of its
populations, scattered all over its 3.29 million square kilometer area.
• But, absence of a well knit road network has caused lack of basic facilities such as education,
medical assistance, banking, recreational, employment potentiality, inward transport of agriculture
inputs and consumer goods, outward transportation of agriculture and forestry products, live
stocks and their products in and/or around most of the villages, thereby dragging a large section of
country's rural population including tribal below the property line and keeping them away from
the main stream of national development.
• A result of this large population from rural areas moved towards towns and cities, increasing
socio-stresses and law and order problems in the urban areas.
• In order to prevent this situation the Government of India has embarked on several Rural
Development and Poverty Alleviation programs in the rural areas of the country.
• However, for achieving their objectives, village roads are a must, because they are the only
economical transport means to the villages situated in far remote areas and difficult terrains. Rural
roads provide basic inputs for all-round socio-economic development of the rural areas.
• The construction of roads brings various socio-economic benefits to the rural areas and result in
forming a strong backbone for the agro-based economy. The importance of the rural roads has
been emphasized in various plan documents also.
Pradhan Mantri Gram Sadak Yojana (PMGSY)
• On the 15th August 2000, the Prime Minister announced a Centrally Sponsored Scheme called the
Pradhan Mantri Gram Sadak Yojana with the objective of connecting, within next three years, every
village that has a population of more than 1000 through good All-weather roads and every village of
more than 500 persons similarly connected by the year 2007. The Scheme was launched on 25th
December 2000.
Objectives of PMGSY
• The objective of the Government is to provide Road Connectivity, through good All-weather roads, to
all Rural Habitations with a population of more than 500 persons by the year 2007 (end of Tenth Plan
period).
• In the process, all unconnected Habitations having a population of more than 1000 persons would be
covered in the next three years.
• Accordingly, for the year 2000-2001, the Programme would cover Habitations having a population of
more than 1000 persons.

• Where a State has no uncovered Habitation of this population size, smaller Habitations may also be
covered, subject to the minimum population size being 500.
• In case of hilly/desert tracts, this may not be less than 250.
• PMGSY in Assam
• Assam State which is consisting of 23 Districts and a population of 266,38,407 , 88% of which is inhabitant over
approximately 25000 villages spread over an area of 78438 Sq. kms is one of the most disadvantaged States in terms of
infrastructure development in the country.
• Almost 20% of its geographical area is hilly, it gets very heavy rain fall and recurring floods cause extensive damage to the
road infrastructure.
• Agriculture is the main livelihood of the majority of the population of the State where almost 75% of the total work force is
taking agro-based activities for livelihood.
• Other than agriculture, a very small percentage of the work force is engaged in livestock, forestry and fishery etc. while few
more are engaged in mining and manufacturing processes.
• Rural roads network has been in a very bad shape in the State.
• Poor kutcha roads or even no roads to a large number of habitations have restricted communities from participating in the
benefits of development and have caused acute socio-economic isolation.
• A programme like PMGSY was an urgent need of the rural people of the State. Under the programme 1574.97 kms of roads
have been approved, which covers 2589 habitations and for which Rs 304.92 Crore has been released.
• The State Rural development department is the nodal department for the programme and the State PWD is the executing
agency.
 HIGHWAY ALLIGNMENT AND ENGINEERING SURVEY
Engineering surveys are used to locate the highway
alignment once the area has been surveyed. Before a
highway alignment is finalized in a new highway project,
engineering surveys are to be carried out. These engineering
surveys may be completed in the following four stages:
• a) Map Study
• b) Reconnaissance Survey
• c) Preliminary Surveys
• d) Final Location and Detailed Surveys
• Map Study
• It is possible to suggest the likely routes of the roads if the topographic map of the area is
available. In India, topographic maps are available from the Survey of India, with 15 or 30-
metre contour intervals. The main features like rivers, hills, valleys, etc., are also shown on
these maps.
• The probable alignment can be located on the map from the following details available on the
map.
• Alignment avoiding valleys, ponds, or lakes
• When the road has to cross a row of hills or mountains, possibility of crossing through a
mountain pass.
• Approximate location of bridge site for crossing rivers, avoiding bends of the river, if any
• When a road is to be connected between two stations, one at the top and the other on the foot of
the hill, then alternate routes can be suggested keeping in view the design or ruling gradient and
the maximum permissible gradient.
• Thus, from the map study, alternate routes can be suggested. It may also be possible from a map
study to drop a certain route in view of any unavoidable obstructions or undesirable ground, and
a map study gives rough guidance of the routes to be further surveyed in the field.
• Reconnaissance Survey
• The second stage of engineering surveys for highway alignment is the reconnaissance survey. During the
reconnaissance, the engineer visits the site and examines the general characteristics of the area before deciding
the most feasible routes for detailed studies. A field survey party may inspect a fairly broad stretch of land
along the proposed alternative routes of the map in the field. The reconnaissance party uses very simple
survey instruments to collect additional details rapidly but not accurately. All relevant details which are not
available on the map are collected and noted down. Some of the details to be collected during reconnaissance
are given below
1. Valleys, ponds, lakes, marshy land, ridge, hills, permanent structures, and other obstructions along the route
which are not available on the map.
2. Approximate values of gradient, length of gradients, and radius of curves of alternate alignments.
3. Number and type of cross drainage structures, maximum flood level, and natural groundwater level along the
probable routes.
4. Soil type along the routes from field identification tests and observation of geological features.
5. Sources of construction materials, water, and location of quarrying of stones.
6. When the road passes through hilly or mountainous terrain, additional data regarding the geological
formation, type of rocks, the dip of strata, seepage flow, etc., may be observed so as to decide the stable and
unstable sides of the hill for highway alignment A rapid reconnaissance of the area, especially when it is vast,
and the terrain is difficult, and it may be done by aerial survey. From the details collected during the survey,
the alignment proposed may be altered or even changes completed.
• Preliminary Survey
• The main objectives of the preliminary survey are:
• To survey the various alternate alignment proposed after the reconnaissance and to
collect all the necessary physical information and details of topography, drainage,
etc.
• To compare the different proposals in view of the requirements of a good alignment.
• To estimate the quantity of earthwork materials and other construction aspects and
to work out the cost of alternate proposals.
• The preliminary survey may be carried out by of following methods
1.Conventional approach, in which a survey party carries out surveys using the
required field equipment, taking measurements, collecting topographical and other
data, and carrying out a soil survey
2.Rapid approach, by aerial survey taking the required aerial photographs and by
photogrammetric methods and photo-interpretation techniques for obtaining the
necessary topographic and other maps, including details of soil and geology.
3.Modern techniques by use of Global Positioning System (GPS)
The procedure of conventional methods of the preliminary survey is given in the following
steps:
• Primary Traverse
• Topographical Features
• Levelling Work
• Drainage Studies and Hydrological Data
• Soil Survey
• Material Survey
• Traffic Studies Primary Traverse
Primary Traverse
• The first step in the preliminary survey is to establish the primary traverse, following the
alignment recommended in the reconnaissance. For alternate alignments, either secondary
traverses or independent primary traverses may be necessary. As these traverses are open
traverses and adjustment of errors is not possible later, the angles should be very accurately
measured using a precision theodolite.
Topographic Features
• After establishing the center lines of the preliminary survey, the topographical features are recorded.
All geographical and other man-made features along the traverse and for a certain width on either side
are surveyed and plotted. The survey party generally decides the width to be surveyed, but the
absolute minimum width is the land width of the proposed alignment.
Levelling work
• Levelling work is also carried out side by side to give the center line profiles and typical cross
sections. Permanent and temporary benchmarks should be first established at appropriate locations,
and the levels should be connected to the GTS datum. The levelling work in the preliminary survey is
kept to a minimum just sufficient to obtain the approximate earthwork in the alternate alignments. To
draw the contours of the strip of land to be surveyed, cross-section levels should be taken at suitable
intervals, generally 100 to 200 m in plain terrain, up to 50 m in rolling terrain and up to 30 m in hilly
terrain.
Drainage Studies and Hydrological Data
• Drainage investigations and hydrological data are collected so as to estimate the type, number and
approximate size of cross-drainage structures. Also, the vertical alignment of the highway, particularly
the grade line, is decided based on the hydrological and drainage data, such as HFL (Highest Flood
Level), ponded water level, depth of water table, amount of surface runoff, etc.
Soil Survey
• Soil survey is an essential part of the preliminary survey as the suitability of the proposed
location is to be finally decided based on the soil survey data.
• The soil survey conducted at this stage also helps in working out details of earthwork,
slopes, suitability of materials, subsoil and surface drainage requirements and pavement type
and approximate thickness requirements.
• All these details are required to make a comparative study of alternate proposals. A detailed
soil survey is not necessary.
• Post-hole augers or any other suitable types of hand augers may be used depending on the
soil type to collect the soil sample up to a depth of 1 to 3 metres below the likely finished
road level or the existing ground level, whichever is lower.
• When the road is expected to be constructed over an embankment, the depth of exploration
should extend up to twice the height of the embankment from the ground level.
• During soil exploration, if the groundwater table is struck, the depth from the ground surface
is also noted. The types of soils encountered along the route up to the depth under
consideration are marked on the soil profile either symbolically or by suitable color coding.
Material Survey
• The survey for naturally occurring materials like stone aggregates, soft aggregates,
etc., and identification of suitable quarries should be made. Also, the availability of
manufactured materials like cement, lime, brick, etc., and their locations may be
ascertained.
Traffic Survey
• Traffic surveys conducted in the region form the basis for deciding the number of
traffic lanes and roadway width, pavement design, and economic analysis of the
highway project.
• Traffic volume counts of the classified vehicles are to be carried out on all the existing
roads in the region, preferably 24 hours per day for seven days.
• Origin and destination surveys are very useful for deciding the alignment of the roads.
• This study may be earned on a suitable sample of vehicle users or drivers.
• In addition, the required traffic data may also be collected so that the traffic forecast
can be made for 10 to 20-year periods.
Determination of Final Centre Line
• After completing the preliminary surveys and conducting the comparative studies of alternative
alignments, the final center line of the road is to be decided in the office before the final location survey.
• For this, the preliminary survey maps consisting of contour plans, longitudinal profiles, and cross sections
of the alternate alignments should be prepared and carefully studied to decide the best alignment
satisfying engineering aesthetic and economic requirements.
• After selecting the final alignment, the grade lines are drawn, and the geometric elements of the
horizontal and vertical alignments of the road are designed.
Rapid method using aerial survey and modern technique using GPS
• Aerial photographic surveys and photogrammetric methods are very much suited for preliminary surveys,
especially when the distance and area to be covered are vast. The survey may be divided into the
following steps:
1. The photographs are examined under stereoscopes and control points are selected to establish the
traverses of the alternate proposals. The control points are located on maps.
2. Using stereo-pair observations, the spot levels and, subsequently, contour details may be noted down on
the maps.
3. Photo-interpretation methods are used to assess the geological features, soil conditions, drainage
requirements, etc.
Final Location and Detailed Survey
• The alignment finalized at the design office after the preliminary survey is to be first located on the
field by establishing the center line. Next detailed survey should be carried out to collect the
information necessary for the preparation of plans and construction details for the highway project.
• Location
• The center line of the road finalized in the drawings is to be transferred to the ground
• during the location survey. This is done using a transit theodolite and by staking off the center line.
• The location of the center line should follow, as closely as practicable, the alignment finalized after the
preliminary surveys.
• Major and minor control points are established on the ground, and center pegs are driven, checking the
geometric design requirements.
• However, modifications in the final location may be made in the field if found essential.
• The center line stakes are driven at suitable intervals, say at 50-meter intervals in plain and rolling
terrains and at 20 metres in hilly terrain.
Detailed Survey
• Temporary benchmarks are fixed at intervals of about 250 m and at all drainage and underpass structures. Levels
along the final centre line should be taken at all staked points.
• Levelling work is of great importance as the vertical alignment, earthwork calculations, and drainage details are
to be worked out from the level notes.
• The cross-section levels are taken up to the desired width at intervals of 50 to 100 m in plain terrain, 50 to 75 m
in rolling terrain, 50 m in built-up areas, and 20 m in hilly terrain.
• The cross sections may be taken at closer intervals at horizontal curves and where there is an abrupt change in
cross slopes.
• All river crossings, valleys, etc., should be surveyed in detail up to considerable distances on either side.
• All topographical details are noted down and also plotted using conventional signs.
• Adequate hydrological details are also collected and recorded.
• A detailed soil survey is carried out to enable the drawing of the soil profile. The depth up to which soil sampling
is to be done maybe 1.5 to 3.0 m below the ground line or finished grade line of the road, whichever is lower.
However, in the case of high embankments, the depth should be up to twice the height of the finished
embankment.
• The spacing of auger borings very much depends upon the soil type and its variations.
• CBR value of soils along the alignment may be determined for designing the pavement.
• The data during the detailed survey should be elaborate and complete for preparing detailed plans, designs and
estimates of the project.
THANKYOU