2.3. Highway planning in India

Excavations in the sites of Indus valley, Mohenjo-dero and Harappan civilizations revealed the existence of planned roads in India as old as 2500-3500BC. The Mauryan kings also built very good roads. Ancient books like Arthashastra written by Kautilya, a great administrator of the Mauryan times, contained rules for regulating traffic, depths of roads for various purposes, and punishments for obstructing traffic. During the time of the Mughal period, roads in India were greatly improved. Roads linking North-West and the Eastern areas through Gangetic plains were built during this time. After the fall of the Mughals and at the beginning of British rule, many existing roads were improved. The construction of the Grand-Trunk road connecting North and South is a major contribution of the British. However, the focus was later shifted to railways, except for feeder roads to important stations.

This chunk highlights the historical significance of road planning in India. The origins of planned roads can be traced back to ancient civilizations such as those in the Indus Valley. Historical documents like the Arthashastra show that road planning included aspects like traffic regulation and road design standards. The Mughal period is noted for improved road networks, and the British era saw significant contributions, including the Grand-Trunk road. However, there was a shift in focus towards rail infrastructure, which affected road development.

Think of India’s road planning like the foundation of a building. Just as a strong foundation is critical for a sturdy building, well-planned roads were essential for the growth of trade, movement, and communication in ancient India. Just like the foundation evolves and strengthens over time, Indian roads have developed from ancient paths to modern highways.

The first World War period and that immediately following it found a rapid growth in motor transport. So, the need for better roads became a necessity. For that, the Government of India appointed a committee called Road Development Committee with Mr. M.R. Jayakar as the chairman. This committee came to be known as Jayakar Committee. In 1927, the Jayakar committee for Indian road development was appointed. The major recommendations and the resulting implementations were: The committee found that the road development of the country has become beyond the capacity of local governments and suggested that the Central government should take the proper charge considering it as a matter of national interest. They gave more stress on long term planning programme, for a period of 20 years (hence called twenty year plan) that is to formulate plans and implement those plans within the next 20 years.

This chunk discusses significant modern developments in highway planning, particularly the impact of World War I on motor transport demand. Recognizing the needs for better infrastructure, the Indian government established the Jayakar Committee to oversee road development. The committee advocated for central government involvement in highway planning, emphasizing long-term strategies for planning and executing road construction projects over 20 years. This was a revolutionary shift towards structured and organized planning for national road networks.

Consider the Jayakar Committee’s approach to road development similar to a city planner designing a new neighborhood. Just as a planner must consider traffic flow, accessibility, and future growth while designing, the committee aimed to create a roadmap for India's infrastructure that would serve its increasing population and changing transport needs.

The second World War saw a rapid growth in road traffic and this led to the deterioration in the condition of roads. To discuss about improving the condition of roads, the government convened a conference of chief engineers of provinces at Nagpur in 1943. The result of the conference is famous as the Nagpur plan. A twenty year development programme for the period (1943-1963) was finalized. It was the first attempt to prepare a coordinated road development programme in a planned manner. The roads were divided into four classes: National highways, State highways, District roads, and Village roads with detailed classifications that aimed to ensure better connectivity and systematic development.

The Nagpur Road Congress in 1943 addressed the urgent need for improved road conditions following the increase in traffic during World War II. The conference established the Nagpur Plan, which marked the first coordinated effort to develop a comprehensive road system over the subsequent 20 years. Roads were classified into four main categories—National, State, District, and Village highways—which facilitated better organization and management of road infrastructure, ensuring that road development was aligned with national priorities.

Imagine trying to organize a community event without proper teams or designated roles. The Nagpur Plan was like assigning different teams to different tasks ensuring that every area of the community was connected and engaged, making it easier for everyone to access services and participate actively.

The length of roads envisaged under the Nagpur plan was achieved by the end of it, but the road system was deficient in many respects. The changed economic, industrial and agricultural conditions in the country warranted a review of the Nagpur plan. Accordingly, a 20-year plan was drafted by the Roads wing of Government of India, which is popularly known as the Bombay plan. The highlights of the plan were: It was the second 20-year road plan (1961-1981). The total road length targeted to construct was about 10 lakhs. Rural roads were given specific attention. Scientific methods of construction were proposed for the rural roads.

Post-Nagpur, the Bombay Road Congress emerged to address deficiencies in the established road system due to evolving national conditions. This resulted in a comprehensive 20-year plan targeting the construction of approximately one million kilometers of roads, with particular emphasis on the development of rural infrastructures using scientific construction methods. This transition reflects an adaptive planning approach to ensure road development meets the growing needs of society.

Consider a company that initially builds a product based on old feedback but realizes it's inadequate as customer needs change. Just like that company, the Bombay plan aimed to modernize India's roads to not only meet existing demands but also address future growth with more comprehensive, science-based methods.

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