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1. HISTORY OF ROAD
DEVELOPMENT IN INDIA-
AND RELATED ISSUES
A Presentation by :
Rajib Chattaraj
Superintending Engineer,
NH circle, PWD, West Bengal
1st. September,2016 , R.A.S.T.A, Kolkata

2. The Early History of roads around the world
•The origin of roads dates back to the period before the
advent of recorded history. As civilization advanced, the
growth of agriculture took place and human settlements
began to form. From one settlement to another, tracks
were formed. These tracks might have been the skeletal
framework of modern highways.
•The invention of wheel in early Mesopotamian Civilization
–Ubaidian culture(approx 3500 – 5000 B.C.) was a
revolution in their transport system. Man soon learned the
art of joining two wheels to get the advantage of an axle
and thereby built two-wheeled and four-wheeled carts
and chariots. The art of road building soon began with the
need to provide a hard durable surface to withstand the
abrading effects of the wheels.

3. The mention of road buildings in Early Civilizations.
• Indus – Valley Civilization (2600 – 2800 B.C.)
flourished with well planned towns having an
elaborate street and drainage system. The
streets were laid out in regular order in
straight lines (modern grid pattern). The
biggest street in Mohenjo Daro was half a
mile long and about thirty feet wide. It is
likely that the wheeled carts were in
existence then.
• The Roman Civilization (8th Century B.C.) was
well known for good road system it built.
About 1,00,000 km. road network served
military and administrative purposes of the
Roman Empire extended over vast regions.
Rome was the focal point from where 29
major roads radiated in all directions. This is
the basis of the famous saying : “All roads
lead to Rome.” The top layers of the
pavement consisted of flat stones. Lime
mortar was used to cement the stones.
Bridges were built across the rivers with
stone blocks. With the decline of the Roman
Empire, the road building received a set back
in Europe.

4. The mention of road buildings in Early Civilizations.
• The art of building long and
durable bridges was
speciality of Roman
civilization.
• During Egyptian Civilization
(3000 B.C.), the
construction of Pyramids
was facilitated because of a
good road for transporting
huge stone blocks.

5. The Roads in India during later part of Ancient History.
• The Mauryan Emperors (321 to 185 B.C.)
built very good roads. Chandragupta
Maurya constructed around 2400 km. long
road across the sub-continent connecting
Pataliputra (Modern Patna) to Takshashila
(Now in Pakistan). It touched cities like
Varanasi, Kausambhi, Mathura,
Indraprastha (Modern Delhi) and
Kurukshetra. This road is more or less of
the same alignment of the present NH-2 –
the G. T. Road.
• Kautilya, the great administrator of that
time and the author of Arthasastra, laid
down the standard widths of various
classes of roads.
• Magesthenes, a Greek Ambassador visited
India during the period, mentioned that
Mauryan rulers were great road builders.
Special care was taken to repair the roads,
trees were planted along the roads to give
shades, wells were dug and rest houses
were provided for the comfort of the
travelers. At large river crossing, ferry
services were provided by the state.

6. The Roads in India during later part of Ancient History
• In Gupta period (270 A.D. to 467 A.D.)
which was considered to be the golden
era of Indian History, roads received a
great impetus.
• Fahien, a Chinese pilgrim who visited India
in 405 A.D. (Gupta Period), traveled widely
on India’s roads and has left impressive
accounts of the roads system. He was
particularly impressed by the security and
comforts provided to the travelers.
• Another Chinese traveler, Hiuen-Tsang,
visited India in the first part of Seventh
Century A.D. during the reign of
Harshavardhana (606 A.D. – 647 A.D.). He
mentioned about the good maintenance
that the roads received because the king
personally traveled on the roads on a wide
scale.

7. Roads in India during Medieval History (Muslim Rule)
• The travel accounts of Al Beruni and Ibn
Battuta in eleventh and fourteenth centuries
respectively, have left flattering accounts of
roads during those period.
• According to their narration it is known that
the important roads were provided with tree
plantation on both sides, rest houses, postal
stations and deep wells for water supply.
• History of roads in India would be
imcomplete if the great deed of Sher Shah
Suri, the Pashtun monarch, who in a short
tenure during 16th century, built Grant Trunk
Road, is not mentioned. The road was
originally built from Agra (the capital city of
Sher Shah Suri) to Sasaram (his home town).
He named this road as Sarak-e-Azam where
he introduced “Kos Minaras” the equivalent
of modern milestone.
• After the brief reign of Sher Shah, the
Mughal Emperors extended this road
westward to Kabul and eastward to the port
city Chittagong.

8. Roads in India during Early Modern History (British Period)
• The period covering decline of the
Mughals and the beginning of the
British rule was a period of neglect of
road system in India.
• Only William Bentinck and Lord
Dalhousie took some steps to improve
the roads.
• Lord Dalhousie organized to form the
provincial P.W.D. in place of Military
Board in 1885 for maintenance and
construction of road. Specifications
were framed for construction of road.
• These efforts had resulted in the
establishment of a good system of trunk
roads in the country by the end of the
nineteenth century.
• Development of road received a real
set-back after the introduction of
railways in the mid of nineteenth
century.

9. Roads in India during Early Modern History (British Period)
• The need of administration and
military was well adequately
served by railways. The
improvement of roads was
confined only to the feeder roads
leading to railway yards / depot.
• The primitive road transport
means were limited to horse carts
and bullock carts only. Whereas
the “iron horse” (railway engine)
was a quick means of transport.
• The time lag between the advent
of the railways and the
appearance of motorized vehicles
in India was nearly half a century.
This period can be considered to
be the darkest period in the
history of roads in India.

10. Post 1st World War Period
• After 1st World War (1914-1919)
there was a rapid growth in motor
transport.
• The pneumatic tyred vehicles caused
rapid deterioration of Indian roads
which were already in sad state of
neglect due to lack of Government
interest and inadequate finance at
the command of the local bodies.
• Need for better road was felt and
expressed in the council of States. In
November’1927, following a debate
on this subject in the Council, Govt.
of India appointed a committee
called Road Development Committee
consisting of members from both the
houses of the Central Legislature with
Mr. M. R. Jayakar as Chairman.

11. Post 1st World War Period :-
• The committee, known popularly as Jayakar Committee was required to :-
 Examine the desirability of developing the road system in India and the means by which such
development could be achieved.
 Examine the distribution of functions of central and provincial governments by formation of
Central Road Board or otherwise.
Amongst the findings of Jayakar Committee the important points were :
• The road development in India was beyond the financial capacity of the local Governments.
As it was a matter of national interest, it was proper to charge on Central Revenues.
• Since additional demands and requirements were created by growth of motor transport, the
committee suggested imposition of additional taxation on motor transport such as –
– A duty on motor spirit.
– Vehicle taxation.
– License fees for vehicles plying for hire.
• The additional funds from motor spirit duty were to go to the Central Revenue as Road
Development Fund.
• However, the committee did not consider it necessary to create a Central Road Board but
recommended the appointment of a road engineer attached to the development dealing
with roads.

12. The Indian Roads Congress.
• One of the recommendations of
Jayakar Committee was holding of
periodic Road Conference to discuss
inter alia questions relating to road
construction and development. The
first such conference was held in
1930. These conferences created
great interest and paved the way for
establishment of Indian Roads
Congress in 1934.
• The inaugural meeting of Indian Roads
Congress was held in New Delhi in
December, 1934. The meeting was
attended by 73 engineers from all
parts of India.

13. The Indian Roads Congress.
• IRC was registered as a society in 1937
under the Societies Registration Act of
1860.
• The principal objectives of IRC are –
• to promote and encourage the
science and practice of road building
and maintenance.
• to publish standard specifications
regarding road and bridge works.
• to hold periodic meetings to discuss
technical questions regarding roads and
bridges.
• to suggest improved methods of
administrations, planning, design,
construction, operation, use and
maintenance of roads.

14. Post Second World War Scenario
• The second world war saw a rapid growth in road traffic which caused serious deterioration in the
condition of roads. The situation compelled the govt. to convene a conference of Chief Engineers of
provinces at Nagpur in 1943. The result of conference is famous as “Nagpur Plan”.
• Some of the salient recommendations of Nagpur Plan are :-
– The roads should be divided into four classes :
– National Highways, which would traverse provinces or states and be of national importance for
strategic, administrative and other purposes.
– Provincial and State Highways, which would be the other main roads of a Province or State
– .District Roads, which would take traffic from the main roads to the interior of the districts. According
to their importance, some of these should be considered as Major District Roads (MDR) and the
remaining as Other District Roads (ODR).
– Village Roads, which would link the villages to the road system.
• There should be balance of development of all classes, one class should not progress at the expense of
other classes.
• The National and State Highways and Major District Roads should mostly be provided with a hard, durable
pavement crust.
• The Other District Roads and Village Roads should be provided with a properly engineered earth surface,
but improvements such as gravelling, soil stabilization, macadam or track ways could be considered where
necessary.
• Formula had been suggested to determine the length of different categories of roads and as per that
formula, a 20 years time-span (1943-1963) was set to achieve the targeted length.

15. Early Post Independence Development
• The Nagpur Plan provided a
rational basis for road
development in India to
upgrade the war-damaged
road system.
• After independence the
Central Government had
taken over the complete
financial responsibility for the
development and
maintenance of the National
Highways.
• The targets of Nagpur Plan
were mostly achieved by
1960 through the first and
second five year plan (1951-
56) and (1956-61).
Sl.
No.
Category Road
length(Km)
1(a) NH 26,715
(b) National
Trails
6,680
2 SH 86,825
3 MDR 80,145
4 ODR 1,33,580
5 VR 1,98,755

16. Early Post Independence Development
• The salient land marks in these
periods were :-
– Central Road Research Institute
(CRRI) was started in 1950 in
New Delhi. This institute is
considered as one of the
National Laboratories of the
Council of Scientific and
Industrial Research in India.
• Nation Highway Act was enabled in
1956, according to which
– The National Highways vest in Union.
– The Central Govt. may by
notification, declare any highway to
be NH.
• A major amendment of this act was
done in 1995 to enable privately
financed Toll Roads to be built and
operated.
–

17. Road Development Plan (1961-81) : Bombay Plan or
Chief Engineer’s Plan
• In 1959, a twenty years plan
(1961-81) was drafted in the
meeting of Chief Engineers which
is popularly known as Bombay
Plan or Chief Engineer’s plan. The
board objectives of the plan were
– Provision of good
communication in the rural areas
is essential to check increasing
urbanisation.
– Strategic needs in economic,
industrial and agricultural sides
are to be duly taken care off.
– Targets of every category of
roads were set based on some
rational formula, which was
10,57,000 km. in total involving
Rs.5,200 crores.
Category Road
length(Km)
Cost(Rs.Cr
ores)
NH 51,500 980
SH 1,12,650 1,580
MDR 2,41,400 1,360
ODR 2,89,680 650
VR 3,62,100 630
Total 10,57,330 5200

18. Road Development Plan (1981 – 2001) :
Lucknow Plan
Category of Roads Lucknow Plan
Targets
(1981 – 2001)
Achievements after
2000
NH 66,000 57,700
SH 1,45,000 1,24,300
MDR 3,00,000
29,94,000
ODR + VRs 21,89,000
TOTAL 27,00,000 31,76,000
* All data in kilometers.

19. Mid of Post Independence Period
• In the decades of 1980’s and 1990’s, some important steps
were taken in Road Sector.
• International lending agencies like the World Bank, the Asian
Development Bank, OECF (Now JBIC) stepped in to provide
loan assistance for road projects.
• Engagement of consultants for project preparation and
construction supervision.
• Packaging of large size road projects.
• State-of-art road construction technology and equipments.

20. National Highway Authority of India
– The most remarkable development in the road
sector after independence is formation of NHAI.
– NHAI was constituted by an act of Parliament in
1988.
– The authority was operational since February’
1995.
– NHAI has implemented National Highway
Development Project (NHDP) since 1998, dividing
in several phases.

21. National Highways Development Project at a
glance
NHDP Phase Particulars Length Indicative Cost ₹ ( in cr)
NHDP-I & II
Balance work of GQ and
EW-NS corridors
13,000 km (8,100 mi) 42,000
NHDP-III 4-laning 10,000 km (6,200 mi) 55,000
NHDP-IV 2-laning 20,000 km (12,000 mi) 25,000
NHDP-V
6-laning of selected
stretches
5,000 km (3,100 mi) 17,500
NHDP-VI
Development of
expressways
1,000 km (620 mi) 15,000
NHDP-VII
Ring Roads, Bypasses,
Grade Separators, Service
Roads etc.
700 km (430 mi) 15,000
Total 45,000 km (28,000 mi)
1,69,500 (Revised to
2,20,000)
Note: 1 crore= 10 million

22. Golden Quadrilateral
No. Segment
Length
Completed
(km)
Total
Length
(km)
Percent
Completed
(%)
As of (date)
1.
Delhi-
Kolkata
1,453 km
(903 mi)
1,453 km
(903 mi)
100
August 31,
2011
2.
Chennai-
Mumbai
1,290 km
(800 mi)
1,290 km
(800 mi)
100
August 31,
2011
3.
Kolkata-
Chennai
1,679 km
(1,043 mi)
1,684 km
(1,046 mi)
99.70 May 31, 2012
4.
Mumbai-
Delhi
1,419 km
(882 mi)
1,419 km
(882 mi)
100
August 31,
2011
Total
5,841 km
(3,629 mi)
5,846 km
(3,633 mi)
99.91 May 31, 2012

23. North–South and East–West Corridor
Segment
Total
Length
Length
Comple
ted
Under
Imple
mentat
ion
Length
to be
Award
ed
Percen
t
Compl
eted(%
)
As of
(date)
North–
South &
East–
West
Corridor
7,300 k
m
(4,500
mi)
6,025 k
m
(3,744
mi)
685 km
(426 mi
)
420 km
(260 mi
)
84
May
31,
2012

24. Some pictures of modern road project

25. Bridge over river Yamuna at Allahabad

26. Another beautiful bridge- Bandra-Worli Sea link

27. The status of NHDP as on Dec’15
Source: Pre-budget Economic Survey 2016, accessed on August,2016

28. The man with visionary who was instrumental
behind building world class road in India
• As the head of state, if the name of
Sher Shah Suri is taken as the first
man behind the development of
highways, Sri Atal Bihari Bajpayee
would definitely come next who had
foreseen the need of world class road
and implemented that within his
tenure as the prime minister of India
from 1998 to 2004. Before him ,the
development of highways was not
tangible. He not only gave impetus to
NH works but also masterminded to
develop nationwide plan to bridge
the gap in connecting the villages
with main roads by all weather roads
which was left by 46% till 2000. The
programme is Pradhan Mantri Gram
Sadak Yojana –PMGSY.

29. Pradhan Mantri Gram Sadak Yojana
• PMGSY begun from
25th.December ,2000.
• The target for this project—
-- Connectivity for villages with
population more than 1000 –by
2003
-- for villages with population
more than 500– by 2007
-- for villages with population
upto 500 – by 2010
• Though there may be some
delay in achieving the target,
this project had a deep impact
on serving the rural population
of India and in turn contributing
to upliftment of the economy
of the country.

30. Pictures of some PMGSY Roads

31. Year wise target and achievement of PMGSY
Source: E-
briefing
book-
PMGSY

32. Top countries according to total length of road network
Source
:Wikip
edia,
access
ed on
26th
August
,2016

33. State wise National Highways In India

34. State wise National Highways In India
Source: Website of MoRTH accessed on August’2016

35. Road length by categories
Sources: Basic road statistics of India, MoRTH,
August,2012

36. Statewise vehicle population in India

37. Total vehicle population in India

38. Composition of vehicle Population (% of total)

39. Share of different modes of transport in GDP

40. Compound annual growth rates(in%) in Vehicles and Road length
Sources: Basic road statistics of India, MoRTH, August,2012

41. Issues of concern relating to Highway Sector.
Highway Maintenance:-
• The basic cause of poor maintenance of the highways
is lack of funds.
• The allotted maintenance fund traditionally did not
exceed 60% of normal requirement.
Source: A report of working group on Roads, MoRTH

42. Highway Maintenance
• The traditional approach of funding
M & R activity under non-plan fund
should be discarded and M & R
activity should be taken up under
Annual Plan separately segregated
from construction.
• Apart from the adequate fund
requirements, the maintenance of
highways need sound strategies with
some software tool for fixing up of
priorities and to be done with
appropriate technique, machine and
material.
• Use of modern equipments for quick
repairing like milling machine, slurry
seal machines, combined bitumen
sprayer and chip spreader, cold / hot
recycling plants have to be
encouraged.

43. 2. Environmental & Social aspects:-
The adverse impact of highways
on the environment may be in
the following ways:-
•Effect on flora & fauna.
•Land consumption.
•Cutting of trees.
•Air pollution.
•Restrictions on ground water
recharging.
•Noise pollution.
•Ribbon development.
•Effect on wild life.

44. Environmental & Social aspects
•Presently for approval of highway projects,
environmental clearance, forest clearance, wild-life
clearance etc. are required to be taken.
But, there is no direct measure of Carbon – credit. It
should be started at least for the larger-sized projects.
•There should be specific policies for use of natural
resources.
•Policies to be taken encouraging recycling keeping in
mind about the limited reserve of natural resources and
higher rate of carbon emission for extracting those new
materials.
•Environment friendly construction material and
technology which is saving energy has to be encouraged
by framing suitable policy.
•Green Highways is a welcome step by MoRT&H.

45. Road Safety Issues
Road accident statistics
Sources: Wikipedia, List of countries by traffic-related death rate,2013

46. Source: Road safety in India-a status report, TRIPP

47. Steps to improve road safety
• Education.
• Enforcement.
• Engineering
(roads as
well as
vehicles)
• Emergency
care.

48. Identification & rectification of black
spots
• Top black spots identified by 16 states:-
• Andhra Pradesh, Bihar, Chattisgarh, Gujarat,
Hariyana, Himachal Pradesh, Jammu & Kashmir,
Karnataka, Kerala, Madhya Pradesh, Maharashtra,
Nagaland, Rajasthan, Tamil Nadu, Uttar Pradesh,
West Bengal.
• Out of these states, 13 States account for more
than 90% of the road accident fatalities.
• Under intervention directly from the apex court
of India, short term and long term measures are
being taken to rectify the black-sports.

49. Research and Development in Highway Sector
• Need for adoption and promotion of new
technologies and construction material: MoRTH has
issued one circular regarding this : All implementing
agencies should adopt this with true spirit.
• Need for University Industry interaction with the aim
of getting good result of R& D for the end users with
a proper mechanism of funding.
• All the implementing agencies like NHAI, NHIDCL,
State PWDs, BRO, should be tied up with academic
and research institution with proper infrastructure to
deliver the need based outcomes.
• The gap between academic and highway
professionals should be bridged – should have an
attitude to compensate each other – mindset should
be changed both ways.

50. Capacity building of Implementing organizations
and human resource development
• Ministry of Road Transport & Highways, Govt. of India is
constitutionally responsible for road development and framing
policies regarding that and through the main bodies like
NHAI,State PWDs,NHIDCL,BRO etc. execution part is done.
• The formulation of policies and planning, decision support system
requires an adequate and upto date database which is lacking.
• Proper and continuous training in technical, administrative and
motivational fields to develop the human resource of the country
who have potentials is a very important side which is a long way
to be achieved.
• Capacity augmentation for domestic construction industry and
Consultancy Organization is also an area to be stressed upon.

51. Enforcement of proper Highway Administration
It is desirable to have
dedicated administration
for Highways which can
act with proper
enforcement against
issues like Overloading,
Encroachment, blocking
of highway drainage,
utility cuts and overhead
utilities, unplanned
ribbon development etc. ,
the common causes for
early damages of
important public asset
spread through out the
country--- highway.

52. Thank
you .