DIGITALIZATION OF ROADS DIRECTORY IN THE COUNTRY

Final Report

NTRC-333 December, 2020

Digitalization of Roads Directory in the Country

Final Report

Submitted To:

National Transport Research Centre

Submitted By:

The Urban Unit

Final report Page No 3

Table of Contents

Section 1 ................................................................................................................................................. 6

Introduction ........................................................................................................................................... 7

Project Area ................................................................................................................................ 7

Section 2 ................................................................................................................................................. 8

Scope of the Project .............................................................................................................................. 9

TOR’s .......................................................................................................................................... 9

Aim and Objectives ..................................................................................................................... 9

Section 3 ............................................................................................................................................... 11

Project Methodology ........................................................................................................................... 12

Phase I: ...................................................................................................................................... 12

Phase II...................................................................................................................................... 13

Phase III: ................................................................................................................................... 15

Phase IV: ................................................................................................................................... 17

Phase V: .................................................................................................................................... 18

Phase VI: ................................................................................................................................... 23

Phase VII ................................................................................................................................... 25

Section 4 ............................................................................................................................................... 26

Road Classification ............................................................................................................................. 27

Rational for Universal Road Classification in Pakistan ............................................................ 27

Road Classification Systems around the World ........................................................................ 27

Existing Road Classification in Pakistan .................................................................................. 32

Comparison ............................................................................................................................... 40

Factors for Functional Classification ........................................................................................ 47

Proposed Road Classification for Pakistan ............................................................................... 48

SOP’s for Classification of Digitized Roads ............................................................................. 50

Section 5 ............................................................................................................................................... 53

Road Numbering ................................................................................................................................. 54

USA........................................................................................................................................... 54

United Kingdom ........................................................................................................................ 56

India .......................................................................................................................................... 57

Malaysia .................................................................................................................................... 57

Proposed Road Numbering ....................................................................................................... 58

Section 6 ............................................................................................................................................... 60


Results and Analysis ........................................................................................................................... 61

District Profile ........................................................................................................................... 61

Results ....................................................................................................................................... 61

Comparison of Road Network .................................................................................................. 66

Section 7 ............................................................................................................................................... 93

Data Collection and Field Verification .............................................................................................. 94

Data Collection ......................................................................................................................... 94

Field Verification ...................................................................................................................... 98

Pictorial Evidence of Survey: ................................................................................................. 103

Survey Points across the Country ........................................................................................... 104

Secondary Data Collection...................................................................................................... 110

References .......................................................................................................................................... 115


Acronyms

AJK Azad Jammu & Kashmir

C&W Communication and Works

DBMS Database Management System

FHWA Federal Highway Administration

FATA Federally Administered Tribal Areas

GB Gilgit Baltistan

GIS Geographic Information System

KPK Khyber Pakhtunkhwa

NHA National Highway Authority

NTRC National Transport Research Centre

PGDM Punjab Geometric Design Manual

PGDRP Pakistan Geo Directory Road Portal

TPU Transport Planning Unit

UC Union Council

UK United Kingdom

USA United States of America

WGS World Geodetic Survey

Section 1 Introduction


Section 1

Introduction



Section 1

Introduction In 1974, a technical section naming National Transport Research Centre (NTRC) was established within

Planning and Development Division. It was aimed that the said section will provide much needed

Research and Development (R&D) support for planning and appraisal of transport sector projects /plans

in a coordinated and cost-effective manner. Later, NTRC was transferred to the Ministry of

Communications in November 1992. The centre serves as a Research and Development Wing of the

Communication Division and is mandated to undertake research studies in the field of Transport

Planning and Engineering so that transport projects and plans are based on planning assumptions

determined specifically for Pakistani conditions. Another aim for the establishment of the centre is to

collect and provide countrywide transport information especially in the highly fragmented sub sectors

of Roads and Road Transport.

Importantly, to date, there does not exist any robust digital database of the country road network wherein

information pertaining to various types of roads owned by spatially distinct i.e., national, provincial and

local entities is available. Correspondingly, NTRC has initiated a project titled “Digitalization of Roads

Directory in the Country”. The purpose of project is to develop a digital database of all the roads of the

Pakistan crucial for road infrastructure asset management and spatial/ regional transport related

planning. It was envisioned that the data collected through this project will not only help to collect

information of distinct road infrastructure owned by all national, provincial and local entities but serve

as a base layer for future planning. Information pertaining to alignment, length, width, were collected

and attributed to the existing National Highway Network, Provincial Highway Network, District Roads,

Feeder Roads, Municipal Roads, and Urban Roads etc.

Project Area

Project area includes all Pakistan including Punjab, Sindh, Baluchistan, Khyber Pakhtunkhwa, Gilgit

Baltistan, Azad Jammu & Kashmir, Federally Administered Tribal Areas.



Section 2

Scope of the Project

Section 1 Scope of the Project


Section 2

Scope of the Project

TOR’s

i. To develop GIS based digitized data base of road network all over Pakistan (including four

provinces, GB, AJ&K, FATA regions) using Satellite Imagery from Open Source (minimum

Scale of 1: 2,000). Road means a public path used by motorized vehicular traffic. The Bidder

must ensure provision of any licenses (if required) for the imagery in the name of NTRC.

ii. To propose a Classification System for the roads all over Pakistan after review of the global

best practices and prevailing classifications followed by National Highway Authority,

Provincial Communication and Works Department, Provincial Highways Authorities/

Departments, Local Government Departments and Development Authorities.

iii. To develop a GIS based Connected Transport Network of all road infrastructure including roads

and bridges all over Pakistan with attributes such as origin, destination, length, width, type of

road, type of construction material, directional flow, number of lanes. The network shall be in

form of a connected link and node system classified as per requirements mentioned at Serial

No (b) above. The GIS based Connected Network shall be complete in all aspects and ready to

be used for transport modelling.

iv. To develop a complete road infrastructure directory for all the roads including National

Highways, Provincial Highways, District Roads, Feeder Roads, Irrigation Roads, Municipal /

Rural Roads, Urban Roads, and bridges with unique numbers / code assigned to each road /

link. The directory shall include all attributes mentioned above at Serial No (c).

v. To verify the road infrastructure and allied attributes all over the country through field

verification. The sample size for each class of road in each of the province shall be 10% of the

Total Road length.

vi. To find out the number and length of each road under the administrative control of each public

body / road agency / department (road assets owner).

vii. To work out the tentative number of roads with the length and width in a district excluding

National Highways and Provincial Highways.

viii. In addition to required human resource, number of digitizers and surveyors along to be engaged

with their qualification shall also be mentioned in the proposal.

ix. Any other activity related with the assignment as per Client direction.

Aim and Objectives

Transferring the TORs, following objectives had been drafted for the project as desired by the NTRC;

Development of geo-database and road directory through digitization of roads spatially located

across Pakistan

Verification of digitized roads sample (10%) data across Pakistan

Integration of road features/ attributes with road spatial location

Classification of roads spatially located across Pakistan

The Urban Unit considering the TORs and identifying the objectives of the Project believes collecting

data without any query and statistical presentation is of no use; consequently, the urban unit had defined

two additional objectives of the project and furnished an android based app and a web portal/ dash board



free of cost to NTRC for query/ analysis purposes and its future upgradation of the road network

database. Further, Urban Unit provided training to the NTRC staff for their capacity development; thus,

strengthening NTRC regarding data collection, management and analysis. Additional Objectives

include;

Accomplish Android based field survey

Development of Web Portal

Capacity development of NTRC Staff for App and Web Portal Future Usage



Section 3

Project Methodology and Digitization

Section 3 Project Methodology


Section 3

Project Methodology The methodology consisted of Seven (07) phases. The description of these phases is given in the

subsequent sections. Importantly, the work was completed accordingly. Phases include;

Phase I: Classification of Roads for Standardization of Road Assets and Assigning Unique

Numbers (ID) / Code assigned to each road / link

Phase II: Base Data Development through Digitization of Road Network @ 1:2000

Phase III: Collection of Secondary Information from relevant authorities through Android Based

evidence and Integration within Base Data

Phase IV: Quality Assurance and Integrated Node Link Network Development

Phase V: Development of Web Portal/ Dash Board for Visualization, Query, Analysis and Field

Survey Facilitation

Phase VI: Android Based Field Survey for Verification of Roads and Capacity Building of NTRC

staff to use Web Portal and Android App

Phase VII: Development of District wise Roads Records

Phase I:

Classification of Roads for Standardization of Road Assets and Assigning Unique Numbers / Code

Assigned to Each Road / Link

In Phase 1, two (2) sub-tasks were completed which included;

Classification of Roads

Presently, multiple types of road classification system are being followed by various national, provincial

and local entities/ organizations. Notably, variation not only exists with respect to organizations but

also regarding design and function too.

Review of prevailing classifications followed by relevant national and provincial authorities i.e.,

National Highway Authority, Provincial Communication and Works Departments, Provincial

Highways Authorities/ Departments, Local Government Departments and Development Authorities

was carried out. After review and study of global best practices, the existing roads were classified into

hierarchal system of roads. The classification will allow standardization of the variant nomenclature of

the roads adopted by relevant authorities as per will; thus, allowing all relevant authorities both at

national and provincial level to adopt same terminology and hierarchal system of roads. This also helped

in assigning unique codes to the roads desired by the NTRC. After classification, the whole network

was further classified as low and high type road.

Assigning Unique Numbers (ID) / Code

Each road was given a unique ID/ Code as per its attributes. The unique ID/ Code system followed a

hierarchy system wherein both alphabets and numbers were used. The ID/ Code assigned is not complex

and is easy to remember. Assignment of Unique ID/ Code helped for both asset management and



standardization of road classes. The unique road ID’s were used for the development of geo-database

and road directory. Coding of roads is explained in depth later in this report.

Phase II

Base Data Development through Digitization of Road Network @ 1:2000

In Phase 2, openly available high-resolution satellite imagery i.e. Google Earth, Google Earth Engine

etc. was used for the digitization with high accuracy and quality assurance. All roads including

Motorways, National Highways, Highways, Primary Roads, Secondary Roads and Local Roads were

digitised all over Pakistan (including four provinces, GB, AJ&K and Islamabad regions). Digitization

scale was 1:2000. The projection system was Geographic with Spheroid and Datum as World Geodetic

Survey (WGS) 84.

Figure 3.1. High resolution satellite image (left) and digitized single carriageway sample slice (right)

Figure 3.2. High resolution satellite image (left) and digitized dual carriageway sample slice (right)



Figure 3.3: Sample of a map with roads classification

The prepared road network was stored in manageable form within a spatial database along with all the

desired attributes.

Standard Road Symbology

A set of standard symbols and colour scheme was used for the

development of road network. The same symbology was used for

generation of all types of maps, web-based systems and android

applications. The implemented symbology is given below, which is

prominent and distinguishable on satellite imagery as well as on other

types of base layers.

Attributes

The attribute information related to road segments was linked with the spatial data. Following attributes

were entered in the shape file of Motorways, National Highways and Highways. For this purpose,

information used for each road by the relevant entity/ organization was used to translate textual location

information into spatial tables and vector data.

Province

Division

District

Road ID

Name

No. of Lanes

Carriageway

Road Class

Road Type

Traffic Flow

Flow Direction

Length

Width

Road Material

Ownership

Owner Code

Owner Class

Road Start

Road End

Section ID

Section Start

Section End

In case of primary and secondary roads where information regarding start and end of the roads/ section

was not available, nearby highways or settlements were used to define start and end-point. Likewise,

Figure 3.4: Proposed Road

Symbology



local roads providing settlements to settlements connectivity were digitised only. The streets within

rural settlements of Pakistan were not digitized.

Digitization vs Road Material

Each type of metalled road either Asphalt or Concrete Road found at national, provincial and district

level had its own due to high reflection in imagery. In provinces where roads were clearly recognisable

having strong spectral signature due to material type were digitized as per their alignment; however, in

areas where roads were made of gravel/ shingles, best possible alignment as Illuminated by the imagery

were digitized.

Figure 3.5: High resolution satellite image of Asphalt road (left) Concrete road (middle) and Shingle road

(right)

Phase III:

Collection of Secondary Information from Relevant Authorities and Integration within Base Data

The attribute information mentioned above in section 3.2.2 was collected from the imagery. Any

missing information was collected from the relevant national and provincial departments including but

not limited to NHA, C&W departments, Local Government and Irrigation Departments, etc. and was

linked with road spatial location data in GIS environment.

Notably, Data collection was done by a team of field operators who visited each department after the

dissemination of an official letter to all the relevant departments of Pakistan by the NTRC in

coordination with the Urban Unit. Field operator used a dedicated mobile application to mark the details

of the visit. This app helped in maintaining the record of all the visits and type/ details of data collected.

In total, three visits were made to each department to gather the data. In case of non-availability of data

from the department after two visits; the third i.e., last visit was made together with the NTRC staff.

Screenshots of app used for data collection purposes is given below.



Figure 3.6: Screenshot of Android App for Visit Report



Phase IV:

Quality Assurance and Integrated Node Link Network Development

After the development of base data and integration of secondary information with base data, digitized

roads were checked for Quality Assurance purposes. All type of topological errors such as connectivity,

road nodes, missing lines, duplicate lines, mismatching of nodes, badly shaped lines, missing knots at

intersection, too many vertices in line, switchbacks and topological errors as overshoot, knots, loops,

undershoot and dangle, etc. were checked and corrected in GIS environment. Topology correction tools

were used to check the digitized network.

Following quality checks were applied at different stages of digitization and quality assurance process

to illuminate the spatial miscalculations as well as the human errors:

a) The line must not have overshoots or undershoot gaps

b) Must not have sliver polygon.

c) Attribute data is entered correctly

d) No Road must have zero length

e) Line Must be Single Part

f) Line Must Not Self-Overlap

g) Line Must Not Self-Intersect

Figure 3.7: Sample of topological errors (left) and after cleaning sample slice (right)

Figure 3.8: Sample slice of topological errors (must not self-intersect)

After removal of topological errors, an integrated node link network was developed that could be used

for transport modelling and assets management purposes.

Under shoot

Over shoot

After Correction



Phase V:

Development of Web Portal/ Dash Board for Visualization, Query, Analysis and Field Survey

Facilitation

A web portal called “Pakistan Geo Directory Road Portal” was developed for visualization, query,

analysis and field survey facilitation. Pakistan Geo Directory Road Portal (PGDRP) is a web-based

system for visualizing and analysing roads data across the country. In this system, the data was

displayed in map component, graphs component and in form of tables. The system also featured a search

option where roads could easily be searched by as per attribute list mentioned i.e., as name, code, type,

length, width etc. All the roads data could be filtered through a filter panel and result displayed map,

charts and the table. The desired result displayed on the map are also printable.

Figure 3.9: Screenshot of Pakistan geo Road Directory Portal

Importantly, the system has the following features:

Total Road Length

Total length of all roads is displayed in the PGDRP web-based system. PGDRP follows the hierarchy

system of classification and displays length of various roads according to the specific class. For

example, if Punjab province is selected then total length of opted class of road is displayed only for

Punjab. Likewise, if province of KPK is selected then only KPK roads length is displayed within

PGDRP.



Figure 3.10: Screenshot of length pane to view the road length of selected region

Road Class

Roads are classified into six major classification such as Motorway, Expressway, Highway, Primary

Road, Secondary Road and Local Road. Each class is displayed in percentage of total length in the form

of pie chart within PGDRP.

Figure 3.11: Chart showing classification of roads

Provincial Distribution

Roads length as per overall provincial distribution is also available in the PGDRP web-system. PGDRP

clearly depicts the percentage of total length in each province in the form of pie chart.

Figure 3.12: Chart showing share of roads by province

Provincial and Road Class distribution

PGDRP has the ability to display the total length of various classes of road that are available in each of

the province.



Figure 3.13: Chart showing share of roads by province and road classification

Carriage way

Total road length of carriage way is also displayed. Further, PGDRP analysis tool is also able to

bifurcate and display entire road network into single and/ or dual carriage way. Each bifurcated type

can also be further categorized with respect to number of lanes i.e., single lane, dual lane, triple lane

and others.

Figure 3.14: Road Length by carriageway and number of lanes

Road Material

PGDRP is able to present road network data as per road material i.e., asphalt, concrete and/ or shingle

(dirt).

Figure 3.15: Road Length by road surface type

Traffic Flow

Total road length is also displayed as per traffic flow i.e., one way and/ or two way.

Figure 3.16: Road Length by directional flow



Department Wise

PGDRP system is able to display total length of the roads owned by an organization/ entity such as

NHA, C&W, Irrigation, Development authority, Metropolitan Corporation, Municipal Corporation and

local government.

Figure 3.17: Road Length by Organization

Filter Panel

In PGDRP system, filter panel plays an important role. It allows the user to define multi criterion to

perform analysis and visualize the data. In this panel the filter for province, division, district, tehsil,

roads and road sections is given. The filter panel allows navigation through various spatial level

mentioned above and visualize results in form of maps and graphs.

Figure 3.18: Filter Panel for Navigation

Map Panel

In the map component, administrative boundary layer and roads layers are displayed on printable map.

Choropleth maps are shown to distinguish between each of the road classification.



Figure 3.19: Map panel with different level of details

Road Data Grid

PGDRP also displays attribute information for a single road both in printable map and table format.

Query for a single road can be made both through map panel and by using filter panel. Detail of each

road such as Road Cass, Road Type, Number of Lanes, Directional flow, Ownership, Province etc., is

available.

Figure 3.20: Road data table of selected road



Phase VI:

Android Based Field Survey for Verification of Roads and Capacity Building of NTRC Staff to

Use Web Portal and Android App

Field Verification

An Android Based Field Survey (province / region wise) was carried out, of 10% length of each class,

to verify and validate attribute information of roads. The survey application not only ensured

transparency regarding actual field verification but also helped surveyors to take a picture of the road

and note its attributes for cross-verification with secondary information available within PGDRP.



Figure 3.21: Screenshot of android application for field verification survey

Notably, GIS based cache map was used in Android devices to identify the area. Pictures were captured

along with latitude and longitude of each area. Data was integrated within GIS based dashboard i.e.,

PGDRP and stored in PostgreSQL database. Database management system i.e., PostgreSQL database

within PGDRP helped to use, programme, develop, visualize and analyse data on the dashboard. Major

Key features of PostgreSQL database within PGDRP are:

Identification of Road

Type and Classification of Roads

Storing of electronic data into Database

Store data in offline mode

Geo-tag photos

ESRI ArcGIS cached maps

The collected data from field survey was closely monitored and verified in GIS environment. In case of

any shortcomings, the data was improved and refined accordingly.

Capacity Building

Relevant staff of NTRC was given training on the usage of Android App and Dashboard. Furthermore,

the relevant NTRC staff was trained for editing of the data base and attributes record. A user training

manual was developed for the dashboard and data usage.



Phase VII

District Wise Roads Records Development

District wise data was developed encompassing information of various types of roads. Map of each

district of Pakistan was developed and provided. A sample map was shared with the NTRC for approval

and all maps were prepared as per the agreed format.

Figure 3.22: Sample Map of District Faisalabad Road Network



Section 4

Road Classification

Section 4 Road Classification


Section 4

Road Classification Classification of roads into different categories based on functionality, attributes and administration

was a pre-requisite for ensuring efficient planning, execution, maintenance, and management of road

infrastructure projects. Administrative classification i.e., bifurcation of the road network into national,

provincial and local road networks is usually done to represent the administrative levels of government

responsible for construction, maintenance and financing of the roadway i.e., the custodian of the

infrastructure.

Likewise, functional classification is done with respect to the type of service being provided by the

various segments the system. Functional classification is primarily carried out for legal planning and

enforcement whereas administrative classification is carried out for institutional purposes.

Rational for Universal Road Classification in Pakistan

Presently, multiple road classification systems are being followed by various national, provincial and

local public organizations. Consequently, there is a confusion not only among the organizations but also

within the planning standards and manuals followed by development agencies. Evidence include Ring

Road Vs Motorway, farm to market vs district or Khadim e Punjab Rural roads, etc. This confusion is

resulting in wastage of resources i.e., same type of road when constructed at provincial level has

different construction specification then to one constructed at national level. This needs to be

eliminated.

Road Classification Systems around the World

To get a global and regional view of road classification around the world and in the region, road

classification of four countries is briefly mentioned below. For global perspective, road classification

of USA and UK is briefed whereas India and Sri Lanka is taken for regional context.

United States of America

A. Arterials

Arterial are the roads that provide the fastest method of travel and typically have low accessibility

compared to non-arterials. They are typically designed for long-distance and are not as common as the

other two functional classes of roads.

Interstates

Interstates are the highest classification of Arterials and were designed and constructed with mobility

and long-distance travel in mind.

Other Freeways and Expressways

Roadways in this functional classification category look very similar to Interstates. In this classification,

directional travel lanes are usually separated by some type of physical barrier, and their access and

egress points are limited to on- and off-ramp locations or a very limited number of at-grade

intersections. Like Interstates, these roadways are designed and constructed to maximize mobility

function, and adjoining land uses are not directly served by them.



Other Principal Arterials

These roadways serve major centres of metropolitan areas, provide a high degree of mobility and can

also provide mobility through rural areas. Unlike their access-controlled counterparts, abutting land

uses can be served directly. Forms of access for Other Principal Arterial roadways include driveways

to specific parcels and at-grade intersections with other roadways.

Minor Arterials

Minor Arterials provide service for trips of moderate length, serve geographic areas that are smaller

than their higher Arterial counterparts and offer connectivity to the higher Arterial system. In an urban

context, they interconnect and augment the higher Arterial system, provide intra-community continuity

and may carry local bus routes. Table 4.1 depicts various characteristics of each type of Arterial roads

in USA.

Table 4.1: Typical Characteristics of Arterial in USA

Parameters Interstate Other Freeways

& Expressway

Other Principal

Arterial Minor Arterial

Lanes 12 feet 11 - 12 feet 11 - 12 feet 10 feet - 12 feet

Inside Shoulder

Width 4 feet - 12 feet 0 feet - 6 feet 0 feet 0 feet

Outside Shoulder

Width 10 feet - 12 feet 8 feet - 12 feet 8 feet - 12 feet 4 feet - 8 feet

AADT (Rural) 12,000 - 34,000 4,000 - 18,5002 2,000 - 8,5002 1,500 - 6,000

AADT (Urban) 35,000 - 129,000 13,000 - 55,0002 7,000 – 27,0002 3,000 - 14,000

Divided/

Undivided Divided

Undivided/

Divided

Undivided/

Divided Undivided

Access Fully Controlled Partially/ Fully

Controlled

Partially/

Uncontrolled Uncontrolled

B. Non-Arterials

Collectors

Collectors serve a critical role in the roadway network by gathering traffic from Local Roads and

funnelling them to the Arterial network. Currently, all Collectors, regardless of whether they are within

a rural area or an urban area, may be sub-stratified into major and minor categories. The determination

of whether a given Collector is a Major or a Minor Collector is frequently one of the biggest challenges

in functionally classifying a roadway network.

Generally, Major Collector routes are longer in length; have lower connecting driveway densities; have

higher speed limits; are spaced at greater intervals; have higher annual average traffic volumes; and

may have more travel lanes than their Minor Collector counterparts.

Local Roads

Locally classified roads account for the largest percentage of all roadways in terms of mileage. They

are not intended for use in long distance travel, except at the origin or destination end of the trip, due to

their provision of direct access to abutting land. Bus routes generally do not run on Local Roads. They

are often designed to discourage through traffic. As public roads, they should be accessible for public



use throughout the year. Table 4.2 below shows various characteristics of each type of Non-Arterial

roads.

Table 4.2: Typical Characteristics of Non-Arterial in USA

Parameters Collectors

Local Major Collectors Minor Collectors

Lanes 10 feet - 12 feet 10 - 11 feet 8 feet - 10 feet

Inside Shoulder Width 0 feet 0 feet 0 feet

Outside Shoulder Width 1 feet - 6 feet 1 feet - 4 feet 0 feet - 2 feet

AADT (Rural) 300 - 2,600 150 - 1,110 15 - 400

AADT (Urban) 1,100 - 6,3002 80 - 700

Divided/Undivided Undivided Undivided Undivided

Access Uncontrolled Uncontrolled Uncontrolled

United Kingdom

All United Kingdom (UK) roads (excluding motorways) fall into following four categories:

A. Special Roads (Motorways)

Special road is defined as a road on which certain types of traffic is prohibited, under the Highways Act

1980. All motorways are Special Roads, together with some high-grade dual carriageways.

B. “A” Roads

Major roads intended to provide large-scale transport links within or between areas are termed as A

Roads. An A road will generally be among the widest, most direct roads in an area, and will be of the

greatest significance to through traffic.

C. “B” Roads

B Roads intended to connect different areas, and to feed traffic between A roads and smaller roads

within the network. Notably, B roads have greater significance for connecting traffic including through

traffic but fall below A roads within UK hierarchal system of road classification.

D. Classified unnumbered “C” Roads

Smaller roads intended to make connection between unclassified roads and A or B roads are termed as

Classified Unnumbered C roads. These roads usually link a housing estate or a village with the rest of

the road network. Like ‘minor roads’ on an Ordnance Survey map; Classified Unnumbered roads have

lower significance within UK hierarchal system of road classification but are prime importance with

respect to local connectivity. Unofficially these roads are known as C roads.

E. Unclassified “U”

Local roads are intended for local traffic. The vast majority (60%) of roads in the UK fall within this

category. An Unclassified road will generally have very low significance to traffic as it provides house

to C category road accessibility.



The afore-mentioned roads in particularly A and B roads are numbered to aid road users when

navigating the network i.e., A11 or A14, etc.

India

A. National Highways

National Highways constitute the primary system of road transportation in India. These are the main

highways running through length and breadth of the country connecting capitals of states, major ports,

rail junctions, industrial and tourist centres and link up with border roads and highways of neighbouring

countries. Ministry of Road Transport and Highways, Government of India, is responsible for the

development and maintenance of National Highways in India.

B. State Highways

State Highways together constitute the secondary system of road transportation in the country. These

roads are administered and financed by State Governments through the State Public Works Departments

(PWDs). The State Highways links National Highways with district headquarters of State, important

cities/ towns, tourist centres and regional ports.

C. District Roads

District Roads comprising of Major District Roads (MDRs), Other District Roads (ODRs) provide

connection between district and taluk headquarters with the State highways and National Highways.

These roads running within districts contribute significantly to the economy and country’s industrial

development connecting areas of production with markets and enabling movements of raw materials

and products. As per the Indian road classification system, the MDRs must have a minimum width of

15 meters with traffic density of between 5000 to 10,000 Passenger Car Units (PCUs).

D. Rural Roads

Rural Roads providing vital connections among villages and regional markets serve as a key component

of rural development as these ensure access to economic and social services, thereby generating

increased agricultural productivity, non-agriculture employment as well as non-agricultural

productivity.

E. Urban Roads

Urban Roads consist of Municipal Roads under Urban Development Departments of States and urban

towns; roads in Railway Zones; Military Engineering Services (MES) roads and Major and Minor Port

Roads.

F. Project Roads

Project Roads largely include roads built/coming under the purview of Central and State Government

agencies and departments. These include roads of Forest Departments; Irrigation Departments;

Electricity Departments; roads in coal fields and coal mines of Coal India Ltd. Roads under the plant

areas of Steel Authority of India Limited (SAIL), National Mineral Development Corporation (NMDC);

Sugarcane Departments of States/UT and Border Roads Organization (BRO) fall under this category.



Sri Lanka

A. Expressways

Expressways are the highest-class roads in Sri Lanka, connecting major cities and ports of country.

These roads are controlled by Ministry of Highways and Road Development Authority of Sri Lanka.

B. National Roads

National roads are second class roads in Sri Lanka and are further categorizes into two main categories

“A” and “B”. “A” class roads are those connecting major cities and “B” class roads are those connecting

major urban areas. National roads are also controlled by Ministry of Highways and Road Development

Authority of Sri Lanka.

C. Provincial Roads

Provincial roads are at third level in hierarchy of road classification in Sri Lanka. These roads are

serving as feeder routes to national highways and expressways i.e. collecting traffic from first and

second level roads of the cities. Provincial roads are also being controlled by Ministry of Provincial

Councils and Local Government.

D. Local Authority Roads

Local authority roads are the local roads of an area. These roads are not meant for long distance

traveling, except at the end and start of the traveling, due to their provision of direct access to abutting

land. They are often designed for low speed movements and accessible to public throughout the year.

E. Other Roads

There are some other roads in Sri Lanka which are not classified under any category of the roads. Such

roads are treated under the class of Other Roads. These roads are constructed for some specific purpose

and not open for public use such as road to access forests and irrigation roads being used only for

irrigation purposes. This class of roads are being controlled either by Ministry of Rural Development

(MORD), Private Company, or Agriculture Cooperative. Table 4.3 depicts Road Classification

Parameters adopted in Sri Lanka.

Table 4.3: Road Classification Parameters adopted in Sri Lanka

Type Class Description Administration Max Speed

Expressways E Connecting Major

Cities, Ports

Ministry of Highways and

Road Development RDA

80/100/120

Kph

National Roads

A

AA Connecting Major

Cities

Ministry of Highways and

Road Development RDA

20-25-30-

35 mph 32-

40-48-65

kph

AB

AC

B Connecting Major

Urban Areas



Provincial

Roads

C Major Feeder

Routes Ministry of Provincial

Councils and Local

Government - PRDA D Minor Feeder

Routes

Local Authority

Roads E Local Roads

Other Roads Not

Classified

Plantation, Forest,

Irrigation Roads

Ministry of Rural

Development (MORD),

Private Company,

Agriculture Cooperative

Set by

Administrati

on

Existing Road Classification in Pakistan

Presently, there does not exist any indigenous road classification system in Pakistan. Most of the road

development authorities in the country follow their own road classification system developed as per

their need over the time. A brief introduction of these systems is as follows;

Federal Roads

Federal roads are controlled by the Government of Pakistan and maintained by the National Highway

Authority (NHA). They are divided into 3 classes:

Motorways

Expressways

National Highways

o Strategic Highways



Figure 4.1: Map of Federal Roads

A. Motorways

Motorways of Pakistan are a network of multiple-lane, high-speed, limited-access or controlled-access

highways, which are owned, maintained and operated federally by Pakistan's National Highway

Authority (NHA). The total length of Pakistan's motorways is 1973 kms as of March 18, 2020. Around

1763 km of motorways are currently under planning/ construction in the different parts of the country.

Most of these motorway projects were completed by 2022. All Motorways in Pakistan are pre-fixed

with the letter 'M' (for "Motorway") followed by the unique numerical designation of the specific

Motorway (with a hyphen in the middle), e.g. "M-2". Table 4.4 below depicts details of various

motorways in Pakistan.

Table 4.4: Motorways in Pakistan

Name Course Length Lanes Completion

Year Status Remarks

M-1 Peshawar–

Islamabad 155 km 6 2007 Operational

M-2 Islamabad –

Lahore 367 km 6 1997 Operational

M-3

Lahore –

Abdul

Hakeem

230 km 6 2018 Under

Construction

Construction began

in December 2015.

M-4

Pindi

Bhattian –

Multan

309 km 4 2018

Sections 1, 2, 5

Operational

Sections 3, 4

Construction began

in 2009.



Under

Construction

M-5 Multan –

Sukkur 387 km 6 2019

Under

Construction

Construction began

in May 2016.

M-6 Sukkur –

Hyderabad 296 km 6 2020 Proposed

Construction to begin

in 2017.

M-7 Dadu – Hub 270 km 4 TBA Proposed Proposed

M-8 Ratodero –

Gwadar 892 km 2 2017

Partially

Operational

Under

Construction

Partially operational.

M-9 Hyderabad –

Karachi 136 km 6 2017

Partially

Operational

Under

Construction

Section-1 of 75KM

Operational.

Construction began

in March 2015.

M-10

Karachi

Northern

Bypass

57 km 2 2007 Operational

Operational since

2007. Proposed 4

lane upgrade.

M-11 Sialkot –

Lahore 89 km 6 2018 Proposed

Land acquisition

underway

M-14 Hakla – Dera

Ismail Khan 280 km 4 2019

Under

Construction

Construction began

in May 2016

B. Expressways

Expressways are also a network of multiple-lane, high-speed toll highways in Pakistan, which are

owned, and maintained by the NHA. Expressways are usually upgraded versions of National

highways but differ from Motorways because of less access restrictions. The total length of expressways

in Pakistan's is 260 kms (as of February 4, 2017). All Expressways in Pakistan are pre-fixed with the

letter 'E' (for "Expressway") followed by the unique numerical designation of the specific Expressway

(with a hyphen in the middle), e.g. "E-1". Table 4.5 below depicts details of various expressways in

Pakistan.

Table 4.5: Expressways in Pakistan

Name Course Length Lane Completion

Year Status

Peshawar Northern Bypass 32 km 4 2013 Operational

E-1 Peshawar – Torkham 65 km 4 2023 Proposed

E-3 Kot Sarwar – Hafizabad –

Wazirabad 100 km 4 2020 Proposed

E-4 Faisalabad – Khanewal 103 km 4 2020 Proposed

E-5 Khanewal – Lodhran 103 km 4 2020 Proposed



E-6 Sukkur – Jacobabad 69 km 4 2020 Proposed

E-6B Ratodero – Sehwan 200 km 4 2020 Proposed

. E-35 Hazara 110 km 4 2017 Under

Construction

E-75 Islamabad – Muzzafarabad 130 km 4 2017 Partially

Operational

E-90 Besham – Khwazakhela 66 km 4 Proposed

Lahore – Nankana Sahib 66 km 4 Proposed

C. National Highways

National Highways of Pakistan consists of all public highways maintained by NHA. The total length of

nation highways in Pakistan is over 9500 kms. The highways transverse across the country provide

access to major population centres. All National Highways in Pakistan are pre-fixed with the letter 'N'

(for "national") followed by the unique numerical designation of the specific highway (with a hyphen

in the middle), e.g. "N-5". Each numerical designation is separated by five numerals, i.e. N-5, N-10, N-

15, etc. National Highways are distinct from 'Strategic Highways', which begin with the prefix 'S' and

are controlled and operated by the Ministry of Defence. Table 4.6 and 4.7 below depicts details of

various national and strategic highways in Pakistan respectively.

Table 4.6: National Highways in Pakistan

Name Course Length Lane Completion Year Status

N-5 Karachi – Torkham 1819 km 4 1952 Operational

N-10 Karachi – Gwadar 653 km 2 2003 Operational

N-15 Mansehra – Chilas 240 km 2 - Operational

N-25 Karachi – Chaman 813 km 2 - Operational

N-30 Basima – Khuzdar 110 km 2 - Operational

N-35 Hasan Abdal – Khunjerab Pass 806 km 4 1979 Operational

N-40 Quetta – Taftan 610 km 2 - Operational

N-45 Nowshera – Chitral 309 km 2 - Operational

N-50 Kuchlak – Dera Ismail Khan 531 km 2 - Operational

N-55 Kotri – Peshawar 1264 km 4 - Operational

N-65 Sibi – Sukkur 385 km 2 - Operational

N-70 Qila Saifullah – Multan 447 km 2 - Operational

https://en.wikipedia.org/wiki/Karachi

https://en.wikipedia.org/wiki/Gwadar

https://en.wikipedia.org/wiki/Mansehra

https://en.wikipedia.org/wiki/Chilas

https://en.wikipedia.org/wiki/Karachi

https://en.wikipedia.org/wiki/Chaman

https://en.wikipedia.org/wiki/Khuzdar



N-75 Islamabad – Kohala 138 km 4 - Operational

N-80 Islamabad – Kohat 146 km 2 - Operational

N-85 Hushab – Surab 487 km 2 - Operational

N-90 Khwazakhela – Besham 64 km 2 - Operational

N-95 Chakdara – Kalam 135 km 2 - Operational

N-105 Larkana – Lakhi 61 km 2 - Operational

N-110 Gharo – Keti Bunder 90 km 2 - Operational

N-120 Hyderabad – Khokhrapar 220 km 2 - Operational

N-125 Taxila – Haripur 44 km 2 - Operational

N-155 Larkana - Mohenjo Daro 28 km 2 - Operational

N-255 Larkana - Nasirabad 34 km 2 - Operational

N-305 Sakrand - Nawabshah 35 km 2 - Operational

N-455 Larkana - Shahdadkot 50 km 2 - Operational

N-655 Ratodero – Naudero 18 km 2 - Operational

Table 4.7: Strategic Highways in Pakistan

Name Course Length Lane Completion Year Status

S-1 Gilgit – Skardu 167 km 2 1982 Operational

S-2 Kohala - Muzaffarabad 40 km 2 2016 Operational

S-3 Muzaffarabad - Chakothi 55 km 2 2010 Operational

Provincial Roads

Provincial and territorial roads are controlled by the respective provincial and territorial governments

and maintained by respective provincial Highway Authority. Unfortunately, each province uses its own

road classification system. Generally, this classification is based on type of road material used and

ownership of the road and does not refer to any global functional classification system. Table 4.8 enlists

the classification of roads adopted by each province.



Table 4.8: Road Classification in Provinces of Pakistan (Bureau of Statistics)

Punjab KPK Sindh Baluchistan AJ&K GB

Provincial

Highways

R&B Sector

Farm to Market

Roads

Sugar Cess

Roads

District Council

Roads

Provincial

Highways

High Type

Low Type

High Type

Low Type

High Type

Low Type

Public Works

Dept.

Double Lane

Roads

Major Roads

Link Roads

Local

Government

Black Top

Roads

Shingle

Roads

Municipal Roads

Municipal roads are controlled by the respective District Governments or City Governments.

Punjab Geometric Design Manual

Punjab Geometric Design Manual (PGDM) developed by the Urban Unit broadly classifies roads into

two major categories based on the location of the road i.e., Urban Roads and Rural Roads as listed in

Table 4.9 and Table 4.10 respectively.



D. Urban Road

Table 4.9: Urban Road Classification in Punjab Geometric Design Manual

Sr

# Classification

Geometric

Parameters Description

1

Principal Urban

Roads

(Expressway, Ring

Roads)

Dual Carriageway

Controlled Access

Free Flow

100 - 130 KPH

Synonymous with freeways, the expressways

are limited access, high speed, and divided

highways with no at grade intersections. They

are highest category of urban roads with full

access control needed to prioritize the mobility

of through traffic over access. They connect

multiple primary roads spanning across or

around the cities (ring roads), district/CBD.

They provide a rapid and safe means of

transportation between the urban and sub urban

roadway network at high speeds; and on high

quality pavements, at sections, alignments.

2

Primary Urban

Roads

(Major Collectors,

Major/Minor

Arterials)

Dual Carriageway

Limited Access

Free Unimpeded

Flow

60 - 100 KPH

Divided roads with moderate or high capacity

that falls immediately below expressways. They

provide mobility while service to the abutting

land is subordinate function. Major arterial

tends to serve major centres of activity while

carrying high traffic volumes or longest trip

lengths and joining multiple urban and sub

urban major zones across a district. They are

noted for their lack of residential entrances and

they are designed to carry traffic between

housing colonies.

3

Secondary Urban

Roads

(Minor Collector,

Collector/Distribut

er)

Single/Dual

Carriageway

Partial Access

Free Unimpeded

Flow with Occasional

Delays

50 - 60 KPH

Minor collector road is a low or moderate

capacity road which is below a highway r

arterial road. Collector road tend to lead traffic

from local roads or section of housing to activity

areas with in communities, arterial roads or

direct to express ways. Collector roads can have

many different characteristics ranging from

wide boulevard to a residential street.

4

Local Urban

Roads

(Street, Gali)

Single Carriageway

Full Access

Interrupted Flow

20 - 50 KPH

Undivided road that primarily permit direct land

access to the residential communities and

connection to the higher order streets, with

lowest level mobility. Local access roads are

designed at the low design speeds with the

intend to keep the housing societies/colonies

safe activities.



E. Rural Road

Table 4.10: Urban Road Classification in Punjab Geometric Design Manual

Sr

# Classification

Geometric


1

Principal Rural

Roads

(Motorways,

National

Highways)

Dual Carriageway

Controlled Access

Free Flow

100 - 130 KPH

A motorway/National Highway is designed and

built solely for motorized traffic. They are long

distance, high speed, uninterrupted (signal free)

roads providing inter-provincial mobility across a

country; and connecting important cities, ports,

and international borders. Motorways serves as a

rapid and safe means of transportation and usually

full access-controlled alignments.

2

Primary Rural

Roads

(Major Collectors,

Major/Minor

Arterials)

Dual Carriageway

Limited Access

Free Unimpeded Flow

80 - 100 KPH

They are roads linking the small cities and towns

with metropolitan cities via Motorways and

National Highways. They constitute a coherent

network supporting medium and long-distance

traffic across the province at high design speeds.

3

Secondary Rural

Roads (Farm to

Market Roads,

Collector/

Distributer)

Single/Dual

Carriageway

Partial Access

50 - 80 KPH

Minor collectors (Farm to market roads): low

capacity, low speed routes that connects various

agricultural farm to mandis, with in tehsil, via

minor arterial/major collectors.

4 Local Rural Roads

Single Carriageway

Full Access

Interrupted Flow

30 - 50 KPH

Undivided, low width, dirt, brick, semi-paved and

paved roads sometimes located along the banks of

the irrigation canals connecting villages and farms

to the rural minor collectors and minor arterials.

Transport Planning Unit (Transport Department, Punjab)

Transport Planning Unit at Transport Department made an effort to classify roads while developing

Transport Master Plan for cities of Punjab. The classification proposed by the TPU was in in line with

American Road Classification System.

Table 4.11 depicts the classification developed by TPU.



Table 4.11: Road Classification Developed by TPU

Sr.

# Classification

Geometric


1

Motorways/

Expressways

(Freeways)

Dual Carriageway

Access Controlled

100 - 120 KPH

2 or more lanes per

direction

Provides largely uninterrupted travel, often using

partial or full access control, and are designed for

high speeds.

2 Primary Roads

(Arterials)

Dual/Single

Carriageway

60 - 100 KPH

2 or 3 Lanes Per

direction

Provides the highest level of service at the greatest

speed for the longest uninterrupted distance, with

some degree of access control.

3 Secondary Roads

(Collectors)

Dual/Single

Carriageway

40 - 60 KPH

1 or 2 Lanes Per

direction

Provides a less highly developed level of service

at a lower speed for shorter distances by collecting

traffic from Local Roads and connecting them

with Primary Roads.

4 Tertiary Road

(Local Roads)

Single Carriageway

Max. 40 KPH

Max. 2 Lanes

Roads have the lowest speed limit, and carry low

volumes of traffic and connecting with Secondary

or Primary Roads. In some areas, these roads may

be unpaved.

The above-mentioned classification systems cannot be directly applied as they are too vague and non-

representative of prevailing conditions of road network in Pakistan. Hence, a classification system needs

to be defined that is precise, clear and suits the conditions of Pakistan; i.e., fulfilling the requirements

of all national, provincial and local public organizations.

Comparison

Table 4.12 below draw a comparison of both global and regional examples with prevailing classification

in Pakistan.



Table 4.12: Comparison of Global and Regional Road Classes with Pakistan

Proposed

Road Class

Global Regional Existing

Pakistan US UK Sri Lanka India

Motorways Arterials –

Interstates

Special

Roads Expressways

National

Highways Motorways

Expressway

Arterials - Other

Freeways &

Expressways

Special

Roads Expressways

National

Highways Expressway

Highways

1.Other Principal

Arterials

2.Minor Arterials

“A” Roads

National/

Provincial

Roads

National

Highways/

State

Highways

National

Highway,

Provincial

Highway

Primary

Roads Major Collectors “B” Roads

Local

Authority

Roads

District/

Rural

Roads

Trunk Roads

Secondary

Roads Minor Collectors

Classified

unnumber

ed “C”

Local

Authority

Roads

District/

Rural

Roads

Sugar cess Roads,

Farm to Market

Roads, District

Road

Local Roads Local Roads Unclassifi

ed “U” Other Roads

Urban

Roads

District Council

Roads, Streets,

Gali's

Table 4.13 below draw a comparison of definition used for various categories of roads by both global

and regional systems.

Table 4.13: Comparison of Road Class Definitions used globally

Road

Class USA UK Sri Lanka India

Motor-

way

Interstates are the

highest

classification of

Arterials and were

designed and

constructed with

mobility and long-

distance travel in

mind.

A road on

which certain

types of traffic

are prohibited,

under the

Highways Act

1980. All

motorways are

Special Roads,

together with

some high-

grade dual

carriageways.

Expressways are the

highest-class roads

in Sri Lanka,

connecting major

cities and ports of

country. These roads

are controlled by

Ministry of

Highways and Road

Development

Authority of Sri

Lanka.

These are the main

highways running

through length and

breadth of the country

connecting capitals of

States and UTs, major

ports, rail junctions,

industrial and tourist

centres and link up

with border roads and

highways of

neighbouring

countries. Ministry of

Road Transport &

Highways,

Government of India,

is responsible for the

development and

maintenance of NHs in

India.

Express-

way

In this classification

have directional

travel lanes are

usually separated by

some type of

physical barrier, and

their access and

egress points are

limited to on- and

off-ramp locations

or a very limited

number of at-grade

intersections. Like

Interstates, these

roadways are

designed and

constructed to

maximize their

mobility function,

and abutting land

uses are not directly

served by them.

A road on

which certain

types of traffic

are prohibited,

under the

Highways Act

1980. All

motorways are

Special Roads,

together with

some high-

grade dual

carriageways.

Expressways are the

highest-class roads

in Sri Lanka,

connecting major

cities and ports of

country. These roads

are controlled by

Ministry of

Highways and Road

Development

Authority of Sri

Lanka.

These are the main

highways running

through length and






centres and link up


highways of

neighbouring


Road Transport &

Highways,



development and


India.


Final Report Page No 43

Road


Highway

These roadways

serve major centres

of metropolitan

areas, provide a high

degree of mobility

and can also provide

mobility through

rural areas. Unlike

their access-

controlled

counterparts,

abutting land uses

can be served

directly. Forms of

access for Other

Principal Arterial

roadways include

driveways to

specific parcels and

at-grade

intersections with

other roadways.

Major roads

intended to

provide large-

scale transport

links within or

between areas.

An A road will

generally be

among the

widest, most

direct roads in

an area, and

will be of the

greatest

significance to

through traffic

National roads are

second class roads in

Sri Lanka and are

further categorizes

into two main

categories A and B.

A class roads are

those connecting

major cities and B

class roads are those

connecting major

urban areas.

National roads are

also controlled by

Ministry of

Highways and Road

Development

Authority of Sri

Lanka. Provincial

roads are at third

level in hierarchy of

road classification in

Sri Lanka. These

roads are serving as

feeder routes to

national highways

and expressways.

They are actually

feeding traffic to

first and second

level roads o city.

Provincial roads are

being controlled by

Ministry of

Provincial Councils

and Local

Government.

These are the main

highways running

through length and






centres and link up


highways of

neighbouring


Road Transport &

Highways,



development and


India. State Highways

together with major

district roads constitute

the secondary system

of road transportation

in the country. These

roads are administered

and financed by State

Governments. Through

the State Public Works

Departments

(PWDs)..The State

Highways provide

links with NHs, district

headquarters of State,

important towns,

tourist centres and

minor ports.



Road


Primary

Roads

Minor Arterials

provide service for

trips of moderate

length, serve

geographic areas

that are smaller than

their higher Arterial

counterparts and

offer connectivity to

the higher Arterial

system. In an urban

context, they

interconnect and

augment the higher

Arterial system,

provide intra-

community

continuity and may

carry local bus

routes.

Roads intended

to connect

different areas,

and to feed

traffic between

A roads and

smaller roads

on the network.

A B road will

still be of

significance to

traffic

(including

through

traffic), but less

so than an A

road

Local authority

roads are the local

roads of an area.

These roads are not

meant for long

distance traveling,

except at the end and

start of the traveling,

due to their

provision of direct

access to abutting

land. They are often

designed for low

speed movements.

These roads should

be accessible to

public throughout

the year.

District Roads

comprising of Major

District Roads

(MDRs), Other District

Roads (ODRs) provide

connection between

district and taluk

headquarters with the

State highways and

National Highways.

These roads which run

within districts

contribute significantly

to the economy and

country’s industrial

development

connecting areas of

production with

markets and enabling

movements of raw

materials and products.

As per the

classification of roads

broadly the MDRs are

to have a minimum

width of 15 meters with

traffic density of less

than 10,000 PCUs but

more than 5000 PCUs.

Rural Roads

connectivity is a key

component of rural

development, since it

promotes access to

economic and social

services, thereby

generating increased

agricultural

productivity, non-

agriculture

employment as well as

non-agricultural

productivity, which in

turn expands rural

growth opportunities

and real income

through which poverty

can be reduced.



Road


Seconda

ry Roads

Collectors serve a

critical role in the

roadway network by

gathering traffic

from Local Roads

and funnelling them

to the Arterial

network. Generally,

Major Collector

routes are longer in

length; have lower

connecting driveway

densities; have

higher speed limits;

are spaced at greater

intervals; have

higher annual

average traffic

volumes; and may

have more travel

lanes than their

Minor Collector

counterparts.

Smaller roads

intended to

connect

unclassified

roads with A

and B roads,

and often

linking a

housing estate

or a village to

the rest of the

network.

Similar to

‘minor roads’

on an Ordnance

Survey map

and sometimes

known

unofficially as

C roads. A

Classified

Unnumbered

road will be of

lower

significance

and be of

primarily local

importance, but

will perform a

more important

function than

an unclassified

road

Local authority

roads are the local

roads of an area.

These roads are not

meant for long

distance traveling,

except at the end and

start of the traveling,

due to their

provision of direct

access to abutting

land. They are often

designed for low

speed movements.

These roads should

be accessible to

public throughout

the year.

District Roads

comprising of Major

District Roads

(MDRs), Other District

Roads (ODRs) provide

connection between

district and taluk

headquarters with the

State highways and

National Highways.

These roads which run

within districts

contribute significantly

to the economy and

country’s industrial

development

connecting areas of

production with

markets and enabling

movements of raw

materials and products.

As per the

classification of roads

broadly the MDRs are

to have a minimum

width of 15 meters with

traffic density of less

than 10,000 PCUs but

more than 5000 PCUs.

Rural Roads

connectivity is a key

component of rural

development, since it

promotes access to

economic and social

services, thereby

generating increased

agricultural

productivity, non-

agriculture

employment as well as

non-agricultural

productivity, which in

turn expands rural

growth opportunities

and real income

through which poverty

can be reduced.



Road


Local

Roads

Locally classified

roads account for the

largest percentage of

all roadways in

terms of mileage.

They are not

intended for use in

long distance travel,

except at the origin

or destination end of

the trip, due to their

provision of direct

access to abutting

land. Bus routes

generally do not run

on Local Roads.

They are often

designed to

discourage through

traffic. As public

roads, they should

be accessible for

public use

throughout the year.

Local roads

intended for

local traffic.

The vast

majority (60%)

of roads in the

UK fall within

this category.

An

Unclassified

road will

generally have

very low

significance to

traffic, and be

of only very

local

importance.

There are some

roads in country not

classified under any

of the road class,

such roads are

treated under the

class of Other

Roads. These roads

are the roads

constructed for some

particular purpose

and not open for

public use such as

road to access

forests and irrigation

roads being used for

irrigation purposes

only. This class of

roads is being

controlled by

Ministry of Rural

Development

(MORD), Private

Company, and

Agriculture

Cooperative.

Urban Roads consist of

Municipal Roads under

Urban Development

Departments of States

and UTs; roads in

Railway Zones; MES

roads constructed by

Military Engineering

Services (MES) and

Major and Minor Port

Roads.

Factors for Functional Classification

Area Classification

Pakistan has a diverse demographic ranging from densely populated metropolitan cities to scarcely

populated remote villages. Urban and rural areas have fundamentally different characteristics regarding

density and types of land use, density of street and highway networks, nature of travel patterns, and the

way in which these elements are related. Consequently, areas in Pakistan are classified in three

categories based on the administrative boundaries established by Local Government Acts. They are:

a) Metropolitan Area

b) Urban Area

c) Rural Area

Access

Two major considerations in classifying highway and street network functionality are access and

mobility. The conflict between serving mobility and providing access to a dispersed pattern of trip ends

leads to differences and gradations in the various functional types. Regulated limitation of access is

needed on highways to enhance their primary function of mobility. In contrast, the primary function of

local roads is to provide access which hinders mobility. The extent and degree of access control is thus

a significant factor in defining the functional category of a street or highway. Access is a fixed need for

every area served by the highway system. Mobility is provided at varying levels of service. Mobility

can incorporate several qualitative elements, such as riding comfort and absence of speed changes, but

the most basic factor is operating speed or trip travel time.

Roadway mobility function: Provides few opportunities for entry and exit and therefore low

travel friction from vehicle access/egress

Roadway accessibility function: Provides many opportunities for entry and exit, which creates

potentially higher friction from vehicle access/egress

Figure 4.2: Relationship of Functionally Classified Systems in Serving Traffic Mobility and Land Access



Proposed Road Classification for Pakistan

For Pakistan, roads are classified into six distinct categories according to the function they serve and

attributes they possess. A brief outline of each road class is given as following.

A. Motorways

Motorways are the high-speed roads that provide largely uninterrupted travel with controlled access,

dual carriageway and designed for high speeds typically ranging 100 – 120 KPH with restrictions on

certain vehicle types. Examples include M1, M2 etc.

B. Expressways

Expressways are multiple-lane, high-speed toll highways that are upgraded versions of National

highways but differ from Motorways by having less access restrictions.

C. Highways

Highways provide largely uninterrupted travel between cities and districts with full access and are

designed for high speeds ranging from 70 – 100 KPH. Highways can either be single or dual

carriageway. Examples include the N5, N70 and provincial highways of Punjab.

D. Primary Roads

Primary roads provide the highest level of service at moderate speeds of 60 – 70 KPH with some degree

of access control and having a dual carriageway for the longest uninterrupted distance collecting traffic

form Motorways/Highways and distributing to the Secondary Roads.

E. Secondary Roads

Provides a less developed level of service at low speed for shorter distances by collecting traffic from

Local Roads and connecting them with Primary Roads and vice versa. Speed ranges from 40 – 60 KPH

and roads can be either single or dual carriageway.

F. Local Roads

Roads have the lowest speed limit and carry low volumes of traffic and connecting with secondary or

primary roads. Typically, these roads are single carriageways with speeds not exceeding more than 40

KPH and in some areas, these roads may be unpaved. Examples include farm to market roads, streets,

galis.



Table 4.14: Classification of roads based on its functionality along with its attributes

Sr.

No. Classification

Spatial

Level Sub Class Carriageway Access Speed Travel Lane Examples

1 Motorways Regional Dual Fully

Controlled

100 - 120

KPH

2 or More Per

Direction

M1, M2, M3 (NHA),

Ring Road Lahore

2 Expressways Regional Ring Roads Dual Partial

Controlled

80 – 110

KPH

2 or More Per

Direction

E35, E75 (NHA),

Ring Road Lahore,

Karachi

3 Highways Regional

1. Provincial

Highways,

2. National

Highways

Single/Dual Fully

Access

70 - 100

KPH

Up to 2 Per

Direction

N5, Jhang-

Faisalabad Road,

Lahore Sargodha

Road

4 Primary Roads

Urban

Major Collectors

Major Arterials

Minor Arterials

Single/Dual Partial

Controlled

60 - 70

KPH

Up to 3 Per

Direction

Jail Road Lahore,

Canal Road

Faisalabad

5 Secondary Roads

Regional/

Urban/

Rural

Minor Collectors Single/Dual Fully

Access

40 - 60

KPH

1 or 2 Per

Direction

Davis Road Lahore,

Rural Paved Roads

connecting villages

to Primary Roads

6 Local Roads Urban/

Rural

Farm to Market

Roads

Streets

Galis

Single Fully

Access

Max. 40

KPH

Max. 2 lane

both

Directions

KPRRP/Village

Roads, Urban streets

etc.



SOP’s for Classification of Digitized Roads

Based on the afore-mentioned proposed classification, following defined SOP’s were employed for

classifying the exiting road network of Pakistan.

Table 4.15: SOP’s for classifying road network

Road Class Metropolitan Area Urban Area Rural Area

Motorways

Typically, it does not exist

within metropolitan

boundary

Typically, it does not

exist within Urban

boundary

Roads that are multiple

carriageways, fully

controlled, having at least

two lanes per direction

and connecting multiple

cities (at least two major

cities) and classified by

NHA as Motorways

Expressway

Dual carriageway and

controlled roads such as ring

road/bypass classified as

Express way by NHA

Dual carriageway and

controlled roads such as

ring road/bypass

classified as Express

way by NHA

Roads that are dual

carriageway, controlled,

having at least two lanes

per direction and

connecting multiple cities

and classified by NHA as

Expressway

Highways

Typically, it does not exist

metropolitan boundary

except ring road/bypass if it

is connecting highways.

Typically, it does not

exist urban boundary

except ring road/bypass

if it is connecting

highways.

Roads that are either

single or dual

carriageway, fully

accessed and connecting

multiple cities (at least

two major cities)

Primary

Roads

Roads that are dual

carriageway, partially

controlled (with service

roads) and having at least

two lanes per direction.

Roads that are dual

carriageway and having

at least two lanes per

direction

Roads that are dual

carriageway and having at

least two lanes per

direction and not fulfilling

requirement of highways

Secondary

Roads

Roads that are dual

carriageway and fully

accessed.

In dense areas, roads that are

single carriageway having

greater road width than local

roads and connecting under

laying area with primary or

secondary road.

Single carriageway

roads having road width

greater than local roads

and connecting under

laying area with

primary or secondary

road.

Single carriageway roads

having road width greater

than local roads.

Connecting under laying

area with expressways,

highways or secondary

road. Connecting more

than two populated areas

(Villages).



Local Roads

Roads that are single

carriageway with width no

more than 6 meters.

All service roads along

primary roads, highways,

and expressways


carriageway with width

no more than 6 meters.

All service roads along

highways and

expressways


carriageway with width no

more than 4 meters

All service roads





Section 5

Road Numbering

Section 5 Road Numbering


Section 5

Road Numbering A road code or a number is an identifying unique alpha-numeric code assigned to a roadway to

distinguish it from other roads. The selected road can also indicate its functional and administrative

classification, geographical location (in zonal numbering systems) and/or orientation i.e. north-south

and east-west. The allocated road code/numbers can be used administrative purposes by the departments

or for the informative purpose by indicating it on roadside signage as well as in maps. Internationally,

many countries have adopted a systematic road numbering system with some notable systems briefly

explained below.

USA

There are two national-level road numbering systems, the older United States Numbered Highway

System laid out in 1920s, and the newer Interstate Highway System started in the 1950s. Additionally,

every state in the U.S. maintains its own set of numbered state highways. Some states have other

systems as well, either a system of numbered county highways or secondary state highways.

Interstate Highways:

The Interstate Highway System, indicated by a red and blue shield with white

numbers, is a system of entirely freeways. The numbers are based on a grid,

with east–west routes bearing even numbers and north–south routes bearing

odd numbers. Numbers increase towards the Northeast e.g. I-5 is on the West

coast, I-95 on the East coast. Auxiliary interstates connect to the primary ones

and have 3 digits: 290 connects to 90. In general, Three-digit Interstates are,

generally, either beltways or spurs of their parent Interstates. The first digit of

the three digits usually determines whether a route is a bypass, spur, or beltway. The last two digits are

derived from the main Interstate Highway. For example, Interstate I-510 is a spur into the city of New

Orleans, Louisiana, and is connected to Interstate I-10).

US Highways/ US Routes:

The two-digit U.S. Routes follow a simple grid, in which odd-numbered routes

run generally north-south and even-numbered routes run generally east-west.

Routes proceed from low even numbers in the north to high even numbers in

the south, and from low odd numbers in the east to high odd numbers in the

west. Three-digit numbers are assigned to spurs of one or two-digit routes. The

first digit indicates the spur and the last two digits are derived from main

highway.



Special Routes:

A special route of the United States Numbered Highway System is a route that

branches off a U.S. Highway in order to divert traffic from the main highway.

Special routes are distinguished from main routes by, in most cases, the addition

of an auxiliary plate that describes what type of route it is, while the main

highway carries no such sign. In some locations, a single letter is placed after

the route number to denote the special route type in lieu of the auxiliary plate.

Among members of the road geek community, these routes are often called

auxiliary or bannered U.S. Highways.

Types of special Routes:

There are four main types of special routes — alternate, business, bypass, and temporary; though other

route types exist.

Alternate routes exist where an additional road is needed to meet traffic demands. They are to

be of equal character and quality compared to the main road.

Business routes carry traffic through the central business district of a community while the

main highway goes around the community.

Bypasses serve the opposite purpose of business routes. Truck routes are a subset of bypasses.

Temporary routes complete a gap between two segments of main highway that exists because

the main highway has not been fully constructed.

Table 5.1: Road numbering for US highway and special routes

Roads Highway Numbering

US Highways/Route US nn

Special Routes

Alt. US nn

Bus. US nn

Byp. US nn

Scenic US nn

Spur US nn

Temp. US nn

Truck US nn

State Highways

Every state has a state highway system with varying standards, capacity, and

quality. Some state highways become so heavily travelled they are built to

Interstate Highway standards. Many state highway markers are designed to

suggest the geographic shape of the state or some other state symbol such as its

flag. Most of the others are generically rectangular or some other neutral shape.

However, the default design for state highway markers is the circular highway

shield, which is how state highways are designated on most maps.



County Highways

The lowest administrative level in some states is the county highway. As the

name suggests, this type of road is maintained by a county. County roads vary

widely from well-travelled multilane highways to dirt roads into remote parts

of the county. There numbering system vary from state to state and county to

county.

United Kingdom

In UK, roads are given a single letter representing the road classification and a subsequent number of 1

to 4 digits. Numbers are based on a zoning system in which UK is divided into specific zones. Whole

UK is divided into nine zones that are

i. Zone 1: North of the Thames, east of the A1 covering Greater London, Essex, Cambridgeshire,

East Anglia, Lincolnshire, parts of Yorkshire, Cleveland, Tyne and Wear, Northumberland,

parts of the Scottish Borders, East Lothian and on up to Edinburgh

ii. Zone 2: South of the Thames, east of the A3 covering part of Surrey, Sussex and Kent

iii. Zone 3: North/West of the A3, south of the A4 covering part of Surrey, Hampshire (excluding

Portsmouth), the Isle of Wight and South West England

iv. Zone 4: North of the A4, south/west of the A5 covering the south and West Midlands,

Oxfordshire, Bristol, Gloucestershire, Buckinghamshire and south, west and Mid Wales.

v. Zone 5: North/East of the A5, west of the A6, south of the Solway Firth/Eden Estuary covering

North Wales, North Midlands, western Leicestershire, Cheshire, Cumbria and western

Lancashire. In Central London, the A40 (Holborn Viaduct, Holborn, High Holborn and Oxford

Street) provides a border between the 4 and 5 zones east of Marble Arch. The original A5 (now

renumbered A5183) also provides such a border, and north of St Albans the original A6 (now

renumbered A1081) provides an Eastern border.

vi. Zone 6: East of the A6 and A7, west of the A1 covering eastern Lancashire, North East England,

Yorkshire, Nottinghamshire, eastern Leicestershire and Rutland, and the Scottish Borders and

Lothians. Between St Albans and Luton, the original A6 (now renumbered A1081) provides

the Western border of the 6-zone.

vii. Zone 7: North of the Solway Firth/Eden Estuary, west of the A7, south of the A8 covering

Dumfries and Galloway, Ayrshire and Central Scotland

viii. Zone 8: North of the A8, west of the A9 covering Highland and the Western Isles

ix. Zone 9: North of the A8, east of the A9 covering North East Scotland, Orkney and Shetland

As per adopted numbering system in UK, the first digit in the number of any road should be the number

of the furthest-anticlockwise zone entered by that road. For example, the A38 road, being a trunk road

running from Bodmin to Mansfield starts in Zone 3, and is therefore numbered with an A3x number,

though it passes through Zones 4 and 5 and end in Zone 6.

Motorways

The motorways are marked by M and then followed by number based on the principle zone boundary,

for example M1. Two-digit numbers are used for spurs of motorways connecting another A category

Road or a motorway.



A-Class Roads

These roads may have one, two, three or four digits designation. These roads are marked with letter A

and followed by the zone number and the next digit locates them radially clockwise from the single

digit route. Single digit numbers reflect the traditionally most important radial routes. Starting with the

A1 which heads due north, numbers were allocated sequentially in a clockwise direction.

Further are two-digit codes which are routes that may be slightly less important, but may still be

classified as trunk routes, although many of these routes have lost a lot of their significance due to

motorway bypasses, or the upgrading of other A-roads. These routes are as far as possible follow the

general principle that their number locates them radially clockwise from the associated single digit

route. The system continues to three and four-digit numbers which further split and criss-cross the

radials. Lower numbers originate closer to London than higher numbered ones.

B-Class roads

B roads are numbered collector routes, which have lower traffic densities than the main trunk roads, or

A roads. This classification has nothing to do with the width or quality of the physical road, and B roads

can range from dual carriageways to single track roads with passing places. B roads follow the same

numbering scheme as A roads, but almost always have 3- and 4-digit designations. Many 3-digit B

roads outside the London area are former A roads which have been downgraded owing to new road

construction; others may link smaller settlements to A roads.

Other Roads

Other Roads designated as C, D and U (Unclassified) roads, are although numbered but it is done purely

for the benefit of the local authorities who are responsible for maintaining them, and the numbering is

arbitrary and does not, or should not, appear on any public signage. These other classified roads,

however, are taken into account when planning officers deal with certain planning applications,

including the creation of a new vehicular access onto a highway. The broad classification of C, D and

U roads is Unclassified.

India

In India, all north-south oriented highways have even numbers increasing from the east to the west and

all east-west oriented highways have odd numbers increasing from the north to the south. All major

Highways are single digit or double digit in number where as Three-digit numbered highways are

secondary routes or branches of a main highway. The secondary route number is prefixed to the number

of the main highway. For example, 144, 244, 344 etc. are the branches of the main NH44. Suffixes A,

B, C, D etc. are added to the three-digit sub highways to indicate very small spin-offs or stretches of

sub-highways

Malaysia

All expressways (classified as an expressway by the Malaysian government) has a route number

beginning with 'E', followed by a number. (e.g. E1 North–South Expressway Northern Route). Whereas

all federal roads can have any route number except those stated below. Industrial roads have a four-

digit route number beginning with '3'. Roads build by the Federal Land Development Authority has a

four-digit route number starting with '1' or '2'. Institutional facilities roads follow the normal numbering



of federal roads. All state roads begin with a letter other than 'E', followed by a number where each state

has a specific code usually the first later but there are exceptions. Local or city roads are not numbered.

Proposed Road Numbering

Keeping in consideration road numbering systems used around the world and prevailing conditions in

Pakistan, a tailor-made numbering system is proposed that incorporates existing road numbering used

by various agencies and proposed a new system for the roads without any codes. As explained in this

report earlier, Motorways, Expressways and National Highways already have a road number that is

widely used for planning purposes and for information to the public/ commuters. However, provincial

highways of all the provinces are missing a logical numbering system. For this purpose, a tailor-made

incremental directional system is proposed based on the review of system used globally in USA,

Germany and many other countries. Importantly, the numbering system is following the natural terrain

and geography of Pakistan that run from North to South and East to West. The system for each type of

road is explained below;

Motorways, Expressways and National Highways

All Motorways, Expressways and National Highways follow the existing system adopted by NHA. The

NHA system is an incremental sequential system.

Provincial Highways

Likewise, a Provincial Highway within each province followed the incremental directional system

running North to South and East to West. All Provincial Highways running North to South were given

odd number whereas those running East to West were given even number. Consequently, a highway

running from North to South and located in east of the province has the lowest number whereas a

highway running in same direction but located in West side of province has greater number.

In summary, following rules were used for road numbering of provincial highways, primary roads and

secondary roads.

Roads with odd numbers run north-south.

Roads with even numbers run east-west.

For north-south roads, the lowest numbers shall be in the East.

For east-west roads, the lowest numbers shall be in the North.

Each code to be used will have a combination of alphabets and.

For provincial highways, proposed code shall be combination of alpha-numeric. The first part

of code shall be alphabets i.e., name of the province whereas the second part shall be three-digit

numbers as per its running direction and location discussed above.

For primary roads, proposed code shall be combination of alpha-numeric. The first part of code

shall be alphabets i.e., name of the district in which the road is located whereas the second part

shall be three-digit numbers as per its running direction and location discussed above.

For secondary roads, proposed code shall be combination of alpha-numeric. The first part of

code shall be alphabets i.e., name of the district in which the road is located whereas the second

part shall be four-digit numbers as per its running direction and location discussed above.



For local roads, proposed code shall be combination of alpha-numeric. The first part of code

shall be alphabets i.e., name of the district in which the road is located whereas the second part

shall be five-digit numbers as per its running direction and location discussed above.

Table 5.2 below depicts the unique numbering system proposed for the project. Importantly, the data

base for the project to be prepared have both proposed unique numbering and the prevailing codes

defined by relevant organizations.

Table 5.2: Proposed Road Numbering System

Sr. # Road Class Prefix Number Number Example Purpose

1 Motorway M Single

Tier N/A M1, M2

Asset

Management /

Signage

2 Expressway E Two

Tier

Three Digits for

Intra-City

expressways

E1, E75,

E105

Asset

Management /

Signage

3 National

Highway N

Single

Tier N/A N5, N75

Asset

Management /

Signage

4 Provincial

Highway

Province

Code

Two

Tier

Three Digit Road

Number

S102, P109,

K230, B257

Asset

Management /

Signage

5 Primary

Roads

District

Code

Two

Tier

Three Digit Road

Number LHR 123

Asset

Management /

Signage

6 Secondary

Road

District

Code

Two

Tier

Four Digit Road

Number SKP3123

Asset

Management

7 Local Road District

Code

Two

Tier

Five Digit Road

Number SGD14561

Asset

Management



Section 6

Results and Analysis

Section 6 Results and Analysis


Section 6

Results and Analysis This section presents the results of the digitization process compiled in district profiles.

Moreover, comparison of existing road statistics and NTRC road directory of each province of

Pakistan is also being done and findings are given in this section. The provinces have been

analysed by comparing road lengths in each district.

District Profile

A district profile comprises of the highlights of the district area such as population, area, and total road

network. It also includes the regional connectivity of the area and the road classification with respect

to:

Number of lanes

Carriageway type

Traffic flow

Road material

Number of road infrastructure

The district profile are prepared for all the districts of Pakistan and arranged by Province. District

Profile and district maps are attached at Annex-A and Annex-B respectively.

Results

All roads of the country were digitized with high accuracy and quality assurance. . All roads

including Motorways, National Highways, Highways, Primary Roads, Secondary Roads and

Local Roads were digitised all over Pakistan (including four provinces, GB, AJ&K and

Islamabad regions). Results shows that Pakistan has a total road network of 493,088 km.

Following graphs shows total lengths of road network in each province in Pakistan including

AJ&K, Gilgit Baltistan and Islamabad.

Expressway Highways Local RoadMetroRoad

MotorwaysNationalHighways

PrimaryRoad

SecondaryRoad

Total 225 18577 373772 77 2337 9662 2318 86119

0

50000

100000

150000

200000

250000

300000

350000

400000

Len

gth

(km

)

Total Road Length in Pakistan



Azad Jammu AndKashmir

Balochistan Gilgit Baltistan ICT Khyber Pakhtunkhwa Punjab Sindh

Total 10634 45640 6429 5994 58129 276632 89631

0

50000

100000

150000

200000

250000

300000

Len

gth

(km

)

Total Road Length in Pakistan



Punjab

Punjab has a total road of 276,632 km. Following graph shows the road lengths (km) with respect to

the road classification.

Sindh

Sindh has a total road of 89,631 km. Following graph shows the road lengths (km) with respect to the

road classification.

Khyber Pakhtunkhwa


MotorwayNationalHighways

PrimaryRoad

SecondaryRoad

Total 96 10606 215103 46 1418 1736 1247 46379

0

50000

100000

150000

200000

250000

Len

gth

(km

)

Punjab

Expressway Highways Local Road Metro Road MotorwayNationalHighways

PrimaryRoad

SecondaryRoad

Total 20 2934 67592 13 436 1854 769 16013

0

10000

20000

30000

40000

50000

60000

70000

80000

Len

gth

(km

)

Sindh



Khyber Pakhtunkhwa (including districts previously administered under FATA) has a total road of

58,129 km. Following graph shows the road lengths (km) with respect to the road classification.

Balochistan

Balochistan has a total road of 45,640 km. Following graph shows the road lengths (km) with respect

to the road classification.

Gilgit Baltistan

Gilgit Baltistan has a total road of 6,429 km. Following graph shows the road lengths (km) with respect

to the road classification.

Expressway Highways Local Road MotorwayNationalHighways

PrimaryRoad

SecondaryRoad

Total 88 2333 40863 100 1814 112 12819

0

5000

10000

15000

20000

25000

30000

35000

40000

45000

Len

gth

(km

)

Khyber Pakhtunkhwa

Highways Local Road MotorwaysNationalHighways

Primary RoadSecondary

Road

Total 1481 34347 377 3517 72 5847

0

5000

10000

15000

20000

25000

30000

35000

40000

Len

gth

(km

)

Balochistan



Azad Jammu & Kashmir

Azad Jammu & Kashmir has a total road of 10,634 km. Following graph shows the road lengths (km)

with respect to the road classification.

Islamabad

Islamabad has a total road of 5,994 km. Following graph shows the road lengths (km) with respect to

the road classification.

Highways Local Road National Highways Secondary Road

Total 360 3481 631 1956

0

500

1000

1500

2000

2500

3000

3500

4000

Len

gth

(km

)Gilgit Baltistan

Expressway Highways Local Road Metro Road Motorway

Total 20 83 5378 18 6

0

1000

2000

3000

4000

5000

6000

Len

gth

(km

)

AJ&K



Comparison of Road Network

Comparison of existing road statistics gathered through published stats is done with the

digitised road directory of each province of Pakistan. The comparison has been shown in

graphical and chart form below

Punjab

Overall, it can be seen that the length of digitized road by NTRC is more than the existing road network

by C&W in all districts.


MotorwayNationalHighways

PrimaryRoad

SecondaryRoad

Total 20 83 5378 18 6 41 106 342

0

1000

2000

3000

4000

5000

6000

Len

gth

(km

)Islamabad



- 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000

Attock

Bahawalnagar

Bahawalpur

Bhakkar

Chakwal

Chiniot

Dera Ghazi Khan

Faisalabad

Gujranwala

Gujrat

Hafizabad

Jhang

Jhelum

Kasur

Khanewal

Khushab

Lahore

Layyah

Lodhran

Mandi Bahaudin

Mianwali

Multan

Muzaffargarh

Nankana Sahib

Narowal

Okara

Pakpattan

Rahim Yar Khan

Rajanpur

Rawalpindi

Sahiwal

Sargodha

Sheikhupura

Sialkot

Toba Tek Singh

Vehari

Dis

tric

tsPunjab

NTRC Published Data



2,408

4073

-

500

1,000

1,500

2,000

2,500

3,000

3,500

4,000

4,500

Published Data NTRC

Len

ght

(km

)Attock

3,762

11591

-

2,000

4,000

6,000

8,000

10,000

12,000

14,000

Published Data NTRC

Len

ght

(km

)

Bahawalnagar

3,226

9637

-

2,000

4,000

6,000

8,000

10,000

12,000

Published Data NTRC

Len

ght

(km

)

Bahawalpur

2,671

8534

-

1,000

2,000

3,000

4,000

5,000

6,000

7,000

8,000

9,000

Published Data NTRC

Len

ght

(km

)Bhakkar

2,519

4094

-

500

1,000

1,500

2,000

2,500

3,000

3,500

4,000

4,500

Published Data NTRC

Len

ght

(km

)

Chakwal

1,327

4835

-

1,000

2,000

3,000

4,000

5,000

6,000

Published Data NTRC

Len

ght

(km

)

Chiniot



2,121

6547

-

1,000

2,000

3,000

4,000

5,000

6,000

7,000

Published Data NTRC

Len

ght

(km

)Dera Ghazi Khan

2,457

17433

-

2,000

4,000

6,000

8,000

10,000

12,000

14,000

16,000

18,000

20,000

Published Data NTRC

Len

ght

(km

)

Faisalabad

2,869

8122

-

1,000

2,000

3,000

4,000

5,000

6,000

7,000

8,000

9,000

Published Data NTRC

Len

ght

(km

)

Gujranwala

3,532

6146

-

1,000

2,000

3,000

4,000

5,000

6,000

7,000

Published Data NTRC

Len

ght

(km

)Gujrat

1,689

4939

-

1,000

2,000

3,000

4,000

5,000

6,000

Published Data NTRC

Len

ght

(km

)

Hafizabad

2,158

6768

-

1,000

2,000

3,000

4,000

5,000

6,000

7,000

8,000

Published Data NTRC

Len

ght

(km

)

Jhang



1,411

1691

1,250

1,300

1,350

1,400

1,450

1,500

1,550

1,600

1,650

1,700

1,750

Published Data NTRC

Len

ght

(km

)Jhelum

2,893

8092

-

1,000

2,000

3,000

4,000

5,000

6,000

7,000

8,000

9,000

Published Data NTRC

Len

ght

(km

)

Kasur

2,750

8485

-

1,000

2,000

3,000

4,000

5,000

6,000

7,000

8,000

9,000

Published Data NTRC

Len

ght

(km

)

Khanewal

2,167

4954

-

1,000

2,000

3,000

4,000

5,000

6,000

Published Data NTRC

Len

ght

(km

)Khushab

1,310

14124

-

2,000

4,000

6,000

8,000

10,000

12,000

14,000

16,000

Published Data NTRC

Len

ght

(km

)

Lahore

2,668

9534

-

2,000

4,000

6,000

8,000

10,000

12,000

Published Data NTRC

Len

ght

(km

)

Layyah



1,061

5316

-

1,000

2,000

3,000

4,000

5,000

6,000

Published Data NTRC

Len

ght

(km

)Lodhran

2,134

5838

-

1,000

2,000

3,000

4,000

5,000

6,000

7,000

Published Data NTRC

Len

ght

(km

)

Mandi Bahaudin

2,048

4905

-

1,000

2,000

3,000

4,000

5,000

6,000

Published Data NTRC

Len

ght

(km

)

Mianwali

3,024

10605

-

2,000

4,000

6,000

8,000

10,000

12,000

Published Data NTRC

Len

ght

(km

)Multan

2,243

7968

-

1,000

2,000

3,000

4,000

5,000

6,000

7,000

8,000

9,000

Published Data NTRC

Len

ght

(km

)

Muzaffargarh

1,951

4089

-

500

1,000

1,500

2,000

2,500

3,000

3,500

4,000

4,500

Published Data NTRC

Len

ght

(km

)

Nankana Sahib



1,295

5467

-

1,000

2,000

3,000

4,000

5,000

6,000

Published Data NTRC

Len

ght

(km

)Narowal

2,584

7973

-

1,000

2,000

3,000

4,000

5,000

6,000

7,000

8,000

9,000

Published Data NTRC

Len

ght

(km

)

Okara

1,467

6444

-

1,000

2,000

3,000

4,000

5,000

6,000

7,000

Published Data NTRC

Len

ght

(km

)

Pakpattan

4,277

11369

-

2,000

4,000

6,000

8,000

10,000

12,000

Published Data NTRC

Len

ght

(km

)Rahim Yar Khan

1,419

6234

-

1,000

2,000

3,000

4,000

5,000

6,000

7,000

Published Data NTRC

Len

ght

(km

)

Rajanpur

3,645

10078

-

2,000

4,000

6,000

8,000

10,000

12,000

Published Data NTRC

Len

ght

(km

)

Rawalpindi



1,444

8317

-

1,000

2,000

3,000

4,000

5,000

6,000

7,000

8,000

9,000

Published Data NTRC

Len

ght

(km

)Sahiwal

5,742

10943

-

2,000

4,000

6,000

8,000

10,000

12,000

Published Data NTRC

Len

ght

(km

)

Sargodha

1,701

10452

-

2,000

4,000

6,000

8,000

10,000

12,000

Published Data NTRC

Len

ght

(km

)

Sheikhupura

1,918

6935

-

1,000

2,000

3,000

4,000

5,000

6,000

7,000

8,000

Published Data NTRC

Len

ght

(km

)Sialkot

2,107

6639

-

1,000

2,000

3,000

4,000

5,000

6,000

7,000

Published Data NTRC

Len

ght

(km

)

Toba Tek Singh

3,363

7459

-

1,000

2,000

3,000

4,000

5,000

6,000

7,000

8,000

Published Data NTRC

Len

ght

(km

)

Vehari



Sindh

Overall, it can be seen that the length of digitized road by NTRC is more than the Published road

network in all districts.

- 2,000 4,000 6,000 8,000 10,000

Badin

Dadu

Hyderabad

Jacobabad

Jamshoro

Kambar Shahdadkot

Kashmore

Khairpur

Larkana

Matiari

Mirpur Khas

Naushahro Feroze

Sanghar

Shaheed Benazirabad

Shikarpur

Sukkur

Tando Allahyar

Tando Muhammad Khan

Tharparkar

Thatta

Umer Kot

Dis

tric

ts

Sindh

NTRC Published Data



1,314

4652

-

500

1,000

1,500

2,000

2,500

3,000

3,500

4,000

4,500

5,000

Published Data NTRC

Len

ght

(km

)Badin

977

2240

-

500

1,000

1,500

2,000

2,500

Published Data NTRC

Len

ght

(km

)

Dadu

362

8029

-

1,000

2,000

3,000

4,000

5,000

6,000

7,000

8,000

9,000

Published Data NTRC

Len

ght

(km

)

Hyderabad

548

2489

-

500

1,000

1,500

2,000

2,500

3,000

Published Data NTRC

Len

ght

(km

)Jacobabad

467

2164

-

500

1,000

1,500

2,000

2,500

Published Data NTRC

Len

ght

(km

)

Jamshoro

687

3104

-

500

1,000

1,500

2,000

2,500

3,000

3,500

Published Data NTRC

Len

ght

(km

)

Kambar Shahdadkot



357

3205

-

500

1,000

1,500

2,000

2,500

3,000

3,500

Published Data NTRC

Len

ght

(km

)

Kashmore

2,717

4745

-

500

1,000

1,500

2,000

2,500

3,000

3,500

4,000

4,500

5,000

Published Data NTRC

Len

ght

(km

)

Khairpur

1,058

2973

-

500

1,000

1,500

2,000

2,500

3,000

3,500

Published Data NTRC

Len

ght

(km

)

Larkana

296

1573

-

200

400

600

800

1,000

1,200

1,400

1,600

1,800

Published Data NTRC

Len

ght

(km

)

Matiari

889

4164

-

500

1,000

1,500

2,000

2,500

3,000

3,500

4,000

4,500

Published Data NTRC

Len

ght

(km

)

Mirpur Khas

701

3642

-

500

1,000

1,500

2,000

2,500

3,000

3,500

4,000

Published Data NTRC

Len

ght

(km

)

Naushahro Feroze



1,566

5094

-

1,000

2,000

3,000

4,000

5,000

6,000

Published Data NTRC

Len

ght

(km

)

Sanghar

888

3958

-

500

1,000

1,500

2,000

2,500

3,000

3,500

4,000

4,500

Published Data NTRCLe

ngh

t (k

m)

Shaheed Benazirabad

634

2791

-

500

1,000

1,500

2,000

2,500

3,000

Published Data NTRC

Len

ght

(km

)

Shikarpur

773

2866

-

500

1,000

1,500

2,000

2,500

3,000

3,500

Published Data NTRC

Len

ght

(km

)

Sukkur

411

1796

-

200

400

600

800

1,000

1,200

1,400

1,600

1,800

2,000

Published Data NTRC

Len

ght

(km

)

Tando Allahyar

547

2061

-

500

1,000

1,500

2,000

2,500

Published Data NTRC

Len

ght

(km

)

Tando Muhammad Khan



Khyber Pakhtunkhwa



1,162

4651

-

500

1,000

1,500

2,000

2,500

3,000

3,500

4,000

4,500

5,000

Published Data NTRC

Len

ght

(km

)

Tharparkar

1,175

2861

-

500

1,000

1,500

2,000

2,500

3,000

3,500

Published Data NTRC

Len

ght

(km

)

Thatta

1,006

2827

-

500

1,000

1,500

2,000

2,500

3,000

Published Data NTRC

Len

ght

(km

)

Umer Kot



- 2,000 4,000 6,000

Abbottabad

Bannu

Batagram

Buner

Charsada

Chitral

Dera Ismail Khan

Hangu

Haripur

Karak

Kohat

Kohistan

Lakki Marwat

Lower Dir

Malakand PA

Mansehra

Mardan

Nowshera

Peshawar

Shangla

Swabi

Swat

Tank

Tor Ghar

Upper Dir

Dis

tric

tsKPK

NTRC Published Data



541

2601

-

500

1,000

1,500

2,000

2,500

3,000

Published Data NTRC

Len

ght

(km

)Abbottabad

795

1758

-

200

400

600

800

1,000

1,200

1,400

1,600

1,800

2,000

Published Data NTRC

Len

ght

(km

)

Bannu

622

895

-

100

200

300

400

500

600

700

800

900

1,000

Published Data NTRC

Len

ght

(km

)

Batagram

141

1473

-

200

400

600

800

1,000

1,200

1,400

1,600

Published Data NTRC

Len

ght

(km

)Buner

411

2573

-

500

1,000

1,500

2,000

2,500

3,000

Published Data NTRC

Len

ght

(km

)

Charsada

1,442

1162

-

200

400

600

800

1,000

1,200

1,400

1,600

Published Data NTRC

Len

ght

(km

)

Chitral



1,158

4326

-

500

1,000

1,500

2,000

2,500

3,000

3,500

4,000

4,500

5,000

Published Data NTRC

Len

ght

(km

)

Dera Ismail Khan

419

966

-

200

400

600

800

1,000

1,200

Published Data NTRC

Len

ght

(km

)

Hangu

386

2287

-

500

1,000

1,500

2,000

2,500

Published Data NTRC

Len

ght

(km

)

Haripur

337

1010

-

200

400

600

800

1,000

1,200

Published Data NTRC

Len

ght

(km

)

Karak

516

2128

-

500

1,000

1,500

2,000

2,500

Published Data NTRC

Len

ght

(km

)

Kohat

418

543

-

100

200

300

400

500

600

Published Data NTRC

Len

ght

(km

)

Kohistan



492

1779

-

200

400

600

800

1,000

1,200

1,400

1,600

1,800

2,000

Published Data NTRC

Len

ght

(km

)

Lakki Marwat

743

2521

-

500

1,000

1,500

2,000

2,500

3,000

Published Data NTRCLe

ngh

t (k

m)

Lower Dir

501

891

-

100

200

300

400

500

600

700

800

900

1,000

Published Data NTRC

Len

ght

(km

)

Malakand PA

915

1774

-

200

400

600

800

1,000

1,200

1,400

1,600

1,800

2,000

Published Data NTRC

Len

ght

(km

)

Mansehra

781

2274

-

500

1,000

1,500

2,000

2,500

Published Data NTRC

Len

ght

(km

)

Mardan

521

4312

-

500

1,000

1,500

2,000

2,500

3,000

3,500

4,000

4,500

5,000

Published Data NTRC

Len

ght

(km

)

Nowshera



421

4000

-

500

1,000

1,500

2,000

2,500

3,000

3,500

4,000

4,500

Published Data NTRC

Len

ght

(km

)

Peshawar

284

531

-

100

200

300

400

500

600

Published Data NTRC

Len

ght

(km

)

Shangla

626

2610

-

500

1,000

1,500

2,000

2,500

3,000

Published Data NTRC

Len

ght

(km

)

Swabi

999

968

950

955

960

965

970

975

980

985

990

995

1,000

1,005

Published Data NTRC

Len

ght

(km

)

Swat

305

637

-

100

200

300

400

500

600

700

Published Data NTRC

Len

ght

(km

)

Tank

235

343

-

50

100

150

200

250

300

350

400

Published Data NTRC

Len

ght

(km

)

Tor Ghar



741

774

720

730

740

750

760

770

780

Published Data NTRC

Len

ght

(km

)

Upper Dir



Balochistan

Overall, it can be seen that the length of digitized roads by NTRC is more than the existing road network


- 500 1,000 1,500 2,000 2,500 3,000 3,500

Awaran

Barkhan

Chagai

Dera Bugti

Gwadar

Jaffarabad

Jhal Magsi

Kachhi

Kalat

Kharan

Khuzdar

Kohlu

Lasbela

Loralai

Mastung

Musakhel

Nasirabad

Panjgur

Pishin

Quetta

Sibi

Sohbatpur

Zhob

Ziarat

Dis

tric

ts

Balochistan

NTRC Published Data



1,806

1148

-

200

400

600

800

1,000

1,200

1,400

1,600

1,800

2,000

Published Data NTRC

Len

ght

(km

)Awaran

766

1156

-

200

400

600

800

1,000

1,200

1,400

Published Data NTRC

Len

ght

(km

)

Barkhan

2,163

1863

1,700

1,750

1,800

1,850

1,900

1,950

2,000

2,050

2,100

2,150

2,200

Published Data NTRC

Len

ght

(km

)

Chagai

1,091

1340

-

200

400

600

800

1,000

1,200

1,400

1,600

Published Data NTRC

Len

ght

(km

)Dera Bugti

1,325

1825

-

200

400

600

800

1,000

1,200

1,400

1,600

1,800

2,000

Published Data NTRC

Len

ght

(km

)

Gwadar

1,808

1932

1,740

1,760

1,780

1,800

1,820

1,840

1,860

1,880

1,900

1,920

1,940

1,960

Published Data NTRC

Len

ght

(km

)

Jaffarabad



1,094

630

-

200

400

600

800

1,000

1,200

Published Data NTRC

Len

ght

(km

)Jhal Magsi

1,211

936

-

200

400

600

800

1,000

1,200

1,400

Published Data NTRC

Len

ght

(km

)

Kachhi

2,212

1783

-

500

1,000

1,500

2,000

2,500

Published Data NTRC

Len

ght

(km

)

Kalat

2,395

942

-

500

1,000

1,500

2,000

2,500

3,000

Published Data NTRC

Len

ght

(km

)Kharan

2,867

2355

-

500

1,000

1,500

2,000

2,500

3,000

3,500

Published Data NTRC

Len

ght

(km

)

Khuzdar

1,350

905

-

200

400

600

800

1,000

1,200

1,400

1,600

Published Data NTRC

Len

ght

(km

)

Kohlu



2,509

1745

-

500

1,000

1,500

2,000

2,500

3,000

Published Data NTRC

Len

ght

(km

)Lasbela

1,326

1862

-

200

400

600

800

1,000

1,200

1,400

1,600

1,800

2,000

Published Data NTRC

Len

ght

(km

)

Loralai

1,440

1739

-

200

400

600

800

1,000

1,200

1,400

1,600

1,800

2,000

Published Data NTRC

Len

ght

(km

)

Mastung

490

568

440

460

480

500

520

540

560

580

Published Data NTRC

Len

ght

(km

)Musakhel

1,201

1624

-

200

400

600

800

1,000

1,200

1,400

1,600

1,800

Published Data NTRC

Len

ght

(km

)

Nasirabad1,886

850

-

200

400

600

800

1,000

1,200

1,400

1,600

1,800

2,000

Published Data NTRC

Len

ght

(km

)

Panjgur



1,940

3065

-

500

1,000

1,500

2,000

2,500

3,000

3,500

Published Data NTRC

Len

ght

(km

)Pishin

1,958

2363

-

500

1,000

1,500

2,000

2,500

Published Data NTRC

Len

ght

(km

)

Quetta

977

749

-

200

400

600

800

1,000

1,200

Published Data NTRC

Len

ght

(km

)

Sibi

18

892

-

100

200

300

400

500

600

700

800

900

1,000

Published Data NTRC

Len

ght

(km

)Sohbatpur

1,505

1533

1,490

1,495

1,500

1,505

1,510

1,515

1,520

1,525

1,530

1,535

1,540

Published Data NTRC

Len

ght

(km

)

Zhob

827

824

822

823

824

825

826

827

828

Published Data NTRC

Len

ght

(km

)

Ziarat



Azad Jammu and Kashmir



- 500 1,000 1,500 2,000 2,500 3,000

Bagh

Bhimber

Hathian Bala

Haveli

Kotli

Mirpur

Muzaffarabad

Neelum

Poonch

Sudhnoti

Dis

tric

tsAJ&K

NTRC Published Data

1,064

1176

1,000

1,020

1,040

1,060

1,080

1,100

1,120

1,140

1,160

1,180

1,200

Published Data NTRC

Len

ght

(km

)

Bagh

743

1181

-

200

400

600

800

1,000

1,200

1,400

Published Data NTRC

Len

ght

(km

)

Bhimber



251

0

50

100

150

200

250

300

Published Data NTRC

Len

ght

(km

)Hathian Bala

384

368

355

360

365

370

375

380

385

390

Published Data NTRC

Len

ght

(km

)

Haveli

1,756

2691

-

500

1,000

1,500

2,000

2,500

3,000

Published Data NTRC

Len

ght

(km

)

Kotli

1,153

1278

1,080

1,100

1,120

1,140

1,160

1,180

1,200

1,220

1,240

1,260

1,280

1,300

Published Data NTRC

Len

ght

(km

)Mirpur

1,419

1074

-

200

400

600

800

1,000

1,200

1,400

1,600

Published Data NTRC

Len

ght

(km

)

Muzaffarabad

189

391

-

50

100

150

200

250

300

350

400

450

Published Data NTRC

Len

ght

(km

)

Neelum



Gilgit Baltistan

Following graph shows the digitized roads in each district in Gilgit Baltistan.

1,250

1427

1,150

1,200

1,250

1,300

1,350

1,400

1,450

Published Data NTRC

Len

ght

(km

)Poonch

774

798

760

765

770

775

780

785

790

795

800

Published Data NTRC

Len

ght

(km

)

Sudhnoti

0 200 400 600 800 1000 1200 1400

Astore

Diamer

Ganche

Ghizer

Gilgit

Hunza

Kharmang

Nagar

Shigar

Skardu

Lengths (km)

Dis

tric

ts

Gilgit Baltistan



Section 7

Data Collection and Field

Verification

Section 7 Data Collection and Field Verification


Section 7

Data Collection and Field Verification

Data Collection

For the purpose of data collection, an android mobile application was developed to collect data of all

distinct road infrastructure owned by all national, provincial and local entities. The purpose of this

application was to visit these governing bodies and to meet the members of these departments to

facilitate the data collection process. The record of departments is built-in in the application and the

location of surveyor is marked using GPS. The surveyor uses the application to take a picture of the

department, the designated person, and enters information regarding the survey such as:

Province

Department name

Name of meeting person

Visit number

Visit date

Visit detail

Response of data collection

Comments

An instruction manual of this application is attached on Annexure-C.

Figure 7.1: User interface of data collection application



Main Attributes

The attributes used in this application are entirely based on the response of the meeting person. The

attributes incorporated in the application are:

Province

Department name

Name of meeting person

Visit number

Visit date

Visit detail

Response of data collection

Comments

A. Province

In this section, there is a built-in list of provinces of Pakistan and the surveyor selects one in which

they are going to conduct survey.

Figure 7.2: Province drop down menu

B. Department name

This section allows the surveyor to select one of the built-in departments of selected province for the

purpose of data collection.



Figure 7.3: Department drop down menu

C. Name and Designation of Meeting Person

This section allows the surveyor to manually enter the name of the focal person. Up to 4 names

can be entered. It also allows to enter the designation of the person.

Figure 7.4: meeting person information

D. Visit Number and Date

This section allows the surveyors to enter the number of times they have visited, and the date of visit of

a particular department.



Figure 7.5: Visit number and date

E. Visit Detail and Response

In this section, the surveyors can enter the details of the visit such as the reason of visit, or the type of

data required.

In the response section, if the surveyor selects “yes” then the surveyor automatically moves to the

comments. But if they select “No” then a new tab of “reason” is displayed in which the surveyor has to

give reasons of not acquiring the data.

Figure 7.6: Visit detail and response by meeting person

F. Comments:

This is the last tab of the application in which after acquiring the data, the surveyor comments on the

collected data such as type of data, data acquired whether in soft or hard form, useful data or not?

After giving the comments, the response is saved and recorded.



Figure 7.7: Comment section

Field Verification

For the purpose of field verification, an Android mobile application was developed, the purpose of

which was to verify and validate attribute information of roads. The survey application intended to carry

out field verification by ensuring transparency, and also allowed the surveyors to take a picture of the

road and note its attributes for cross-verification with secondary information available within PGDRP.

The sample size of the data was 10% of total road length in each province. The application incorporated

GPS location of the user to identify the road during the survey

The application provides a user friendly interface with easy instructions given on the main menu. The

user can select the following before starting the survey.

Province

Division

District

Road Class

Road Name

Point

An instruction manual of this application is attached on Annexure-D.



Figure 7.8: Main menu of field verification application

Main Attributes

Attributes are the primary characteristics of a road which help in distinguishing it from other road types.

They are usually visible from the road surface and can help in the classification of the road. The

attributes were included in the verification app:

Road material

Road class

Road width

Type of carriageway

Number of lanes

Type of directional flow

Owner of road

Custodian verification

A. Road Material

Road material is the type of material which has been used to construct the pavement. The application

included:

Asphalt

Concrete

Shingle

Brick

Other

B. Road Class

It depicts the classification of road based on its accessibility and mobility. The application included:

Local road

Primary road

Secondary road



Highway

National highway

C. Road Width

It is the width of the carriageway in a road excluding the shoulders (if any). It is usually measured using

fibre glass tape. The application had an option to manually enter the measured road width.

D. Type of Carriageway

This is the dedicated path for travelling of vehicles. It is usually single or dual. Single means an absence

of median and dual means presence of median. The application included both single and dual

carriageway as an option.

E. Number of lanes

It is the number of lanes present on the carriageway of the road. The width of a lane usually ranges from

3.3m to 3.65m. They are indicated by marking white strips at regular intervals on the road surface (if

more than one). The application had the option of indicating lanes on road whether it is single or dual

or so on.

F. Directional Flow:

It is the directional flow of traffic on a road whether it is one way or two way. The application included

both of these option.

G. Owner and custodian of road:

This depicted the regulatory body which operated the road which was surveyed. The application

included NHA and C&W as an option.

Figure 7.9: Main attributes of the verification app



Web Portal:

A Survey monitoring dashboard called “NTRC data verification” was developed for visualization,

query, and analysis and field survey facilitation. It is a web-based system for visualizing and analysing

roads data across the country. In this system, the data is displayed in graphs component. The system

also features a search option where roads could easily be searched by as per attribute list mentioned i.e.,

as name, code, type, length, width etc. All the roads data can be filtered through a filter panel and result

displayed map, charts and the table. The desired result which are displayed on the map are also printable.

Figure 7.10: NTRC data verification web portal

Components of Web Portal

The web portal can be explained by briefly describing each component of the portal. The portal consists

of the following components:

Top panel

Filter panel

Map panel

Attribute panel

Graphs and charts

A. Top Panel

The top panel consists of the NTRC Data verification logo followed by a red strip which shows the total

number of verified and unverified survey points. Beneath this strip, the panel shows the information

about any selected area from the filter panel. It gives information about the total number of points in

the selected region, the total verified points, and the remaining points to be verified.

Figure 7.11: Top panel of web portal



B. Filter Panel

This panel allows the user to enter data for filtering the survey points based on province, division,

district, road classification and type.

Figure 7.12: Filter panel of web portal

C. Map Panel

This panel allows the user to see visually see the filtered points from the filter panel. It contains a map

of Pakistan on which all the survey points are marked.

Figure 7.13: Map panel of web portal



D. Attribute Panel

This panel displays the information about the selected point such as province, district, road ID,

road class, images of the road and also the surveyor name.

Figure 7.14: Attribute panel of web portal

E. Graph and Charts

This section shows the progress of each province and the different road types.

Figure 7.15: Progress graph of survey

Pictorial Evidence of Survey:

Surveyors took pictures during the survey in order to facilitate the documentation of the survey report.



Figure 7.16: Field verification survey photos

Survey Points across the Country

The total length of each road class was used to determine the sample size of points to be surveyed. A

10% sample size was used to determine the number of survey points. Each province had different

number of districts and number of points. The number of points were determined by calculating 10%

of road length of each province. Each point covered 2km of the road length.

KPK:

KPK had a total of 38 districts and 813 points to be surveyed including regions of FATA.



Table 7.1: KPK survey points

Sr No.

Districts

Points to be Verified - Road Class Wise Total

Expressways

Motorways

National Highwa

ys

Highways

Primary

Roads

Secondary Roads

Points to be

Surveyed

Khyber Pakhtun Kha

1 Bannu 0 0 1 4 0 19 24

2 Batagram 0 0 2 0 0 8 10

3 Buner 0 0 0 0 0 17 17

4 Charsada 0 1 0 6 1 27 35

5 Chitral 0 0 4 0 0 20 24

6 DI Khan 0 0 9 7 0 43 60

7 Hari Pur 2 0 5 0 0 38 45

8 Kohat 0 0 4 2 0 33 40

9 Lakki Marwat

0 0 4 4 0 16 23

10 Lower Dir 0 0 3 0 0 11 14

11 Malakand PA

0 0 2 0 0 18 21

12 Nowshehra 0 3 4 1 0 27 34

13 TourGarh 0 0 0 0 0 3 3

14 Hangu 0 0 0 4 0 15 19

15 Karak 0 0 3 0 0 23 26

16 Kohistan 0 0 5 0 0 16 21

17 Mansehra 0 0 12 0 0 37 50

18 Shangla 0 0 4 0 0 18 22

19 Swabi 0 1 0 2 2 26 31

20 Swat 0 0 7 0 0 27 34

21 Tank 0 0 0 1 0 11 13

22 Upper Dir 0 0 4 0 0 26 30

23 Mardan 0 0 2 0 2 41 45

24 Peshawar 2 1 3 1 1 40 48

25 Abbotabad 0 0 2 1 0 37 41

26 Bajour Agency

0 0 0 2 0 22 24

27 FR Lakki Marwat

0 0 0 0 0 0 0

28 FR Bannu 0 0 0 0 0 1 1

29 FR Peshawar

0 0 0 0 0 1 1

30 Khyber Agency

0 0 0 0 0 3 3



31 Kurrum Agency

0 0 0 0 0 8 8

32 Mohammand Agency

0 0 0 0 0 5 5

33 Orakzai Agency

0 0 0 0 0 4 4

34 South Waziristan

0 0 0 0 0 13 13

35 FR Kohat 0 0 1 0 0 2 3

36 FR Tank 0 0 0 0 0 6 6

37 FR DI Khan

0 0 3 0 0 0 3

38 North Waziristan

0 0 0 0 0 11 11

Punjab:

Punjab had a total of 36 districts and 3072 points to be surveyed.

Table 7.2: Punjab survey points

Sr No.

Districts


Expressways

Motorways

National

Highways

Highways

Primary

Roads

Secondary Roads

Points to be

Surveyed

Punjab

1 Attock 0 3 8 19 1 83 113

2 Chakwal 0 4 0 19 1 85 108

3 Jhelum 0 1 3 8 0 48 61

4 Rawalpindi 3 4 5 18 3 107 139

5 Bahawalpur 0 0 4 25 4 102 135

6 Bahawalnagar 0 0 0 25 1 109 134

7 Rahim Yar Khan

0 0 8 10 1 114 132

8 Gujranwala 0 0 4 12 2 56 74

9 Gujrat 0 0 3 4 1 55 63

10 Hafizabad 0 4 0 11 0 52 67

11 Mandi Bahauddin

0 0 0 10 0 46 56

12 Narowal 0 0 0 4 1 55 60

13 Sialkot 0 0 0 13 2 47 62

14 Khanewal 0 1 4 15 1 122 142

15 Multan 0 3 5 14 4 72 97

16 Lodhran 0 0 2 11 0 65 79

17 Vehari 0 0 0 19 1 61 81



18 Lahore 2 1 3 1 18 61 85

19 Kasur 0 0 3 5 2 72 81

20 Sheikhupura 0 5 1 15 1 39 62

21 Nankana Sahib

0 0 0 6 1 22 28

22 Sahiwal 0 0 5 7 2 42 55

23 Okara 0 0 2 8 2 66 79

24 Pakpatan 0 0 0 11 1 48 60

25 Sargodha 0 4 0 36 2 91 134

26 Bhakkar 0 0 0 20 0 57 78

27 Khushab 0 0 0 26 1 44 70

28 Mianwali 0 0 0 19 1 57 76

29 Faisalabad 0 4 0 35 8 95 141

30 Chiniot 0 0 0 16 1 37 53

31 T.T Singh 0 2 0 16 1 44 62

32 Jhang 0 0 0 25 0 60 85

33 DG Khan 0 0 15 0 1 57 73

34 Muzaffargarh 0 0 3 31 1 74 109

35 Rajanpur 0 0 10 3 0 51 64

36 Layyah 0 0 0 11 0 63 74

Sindh:

Sindh had a total of 29 districts and 1058 points to be surveyed.

Table 7.3: Sindh survey points

Sr No.

Districts


Expressways

Motorways

National Highwa

ys

Highways

Primary

Roads

Secondary Roads

Points to be

Surveyed

Sindh

1 Larkana 0 1 5 3 0 20 29

2 Matiari 0 0 3 3 0 4 11

3 Shahdadkot

0 3 4 6 0 27 40

4 Dadu 0 0 5 3 0 40 47

5 Sukkur 0 1 4 1 0 26 33

6 Malir 0 4 2 0 1 41 48

7 Hyderabad 0 0 2 3 3 15 24

8

Tando Muhammad Khan

0 0 0 5 0 16 21



9 Karachi Central

0 0 0 0 6 9 15

10 Kashmore 0 0 4 0 0 14 18

11 Khairpur 0 0 4 16 0 54 74

12 Sujawal 0 0 0 6 0 29 35

13 Tando Allahyar

0 0 2 6 0 7 15

14 Karachi West

0 2 1 0 8 19 29

15 Korungi 0 0 0 0 3 8 12

16 Karachi South

0 0 0 0 11 7 18

17 Thatta 0 2 11 3 0 41 56

18 Jamshoro 0 3 9 1 1 29 42

19 Nausharo Feroze

0 0 4 1 0 27 33

20 Sanghar 0 0 0 15 0 44 59

21

Shaheed Benazirabad

0 0 5 4 1 40 51

22 Jacobabad 0 0 2 0 0 20 22

23 Shikarpur 0 0 8 1 0 36 45

24 Badin 0 0 0 10 0 42 52

25 Mirpur Khas

0 0 2 11 0 31 43

26 Umer Kot 0 0 7 3 0 30 40

27 Tharparkar 0 0 0 15 0 62 77

28 Karachi East

0 1 0 0 11 11 23

29 Ghotki 0 0 0 0 0 0 46

Baluchistan:

Baluchistan had a total of 36 districts and 524 points to be surveyed.

Table 7.4: Baluchistan survey points

Sr No.

Districts


Expressways

Motorways

National Highwa

ys

Highways

Primary

Roads

Secondary Roads

Points to be

Surveyed

Baluchistan

1 Barkhan 0 0 2 0 0 3 5

2 Dera Bugti 0 0 0 1 0 8 9

3 Harnai 0 0 0 0 0 5 5

4 Kachhi 0 0 8 0 0 7 15



5 Killa Abdullah

0 0 4 0 0 12 16

6 Kohlu 0 0 0 0 0 8 8

7 Loralai 0 0 7 2 0 13 22

8 Mastung 0 0 8 3 0 10 21

9 Musa Khel 0 0 2 0 0 2 4

10 Nushki 0 0 6 0 0 0 6

11 Sherani 0 0 3 0 0 0 3

12 Sibbi 0 0 1 0 0 8 9

13 Zhob 0 0 3 4 0 3 10

14 Ziarat 0 0 0 9 0 6 15

15 Quetta 0 0 0 0 0 0 25

16 Pishin 0 0 0 0 0 0 26

17 Chagai 0 0 0 0 0 0 15

18 Killa Saifullah

0 0 0 0 0 0 24

19 NasirAbad 0 0 0 0 0 0 16

20 Jaffarabad 0 0 0 0 0 0 24

21 Jhal Magsi 0 0 0 0 0 0 15

22 Kalat 0 0 0 0 0 0 30

23 Khudzar 0 0 0 0 0 0 38

24 Lasbela 0 0 0 0 0 0 34

25 Kharan 0 0 0 0 0 0 16

26 Washuk 0 0 0 0 0 0 16

27 Awaran 0 0 0 0 0 0 25

28 Panjgur 0 0 0 0 0 0 26

29 Turbat 0 0 0 0 0 0 27

30 Gwadar 0 0 0 0 0 0 18

31 Sohbat Pur 0 0 0 0 0 0 0

Azad Jammu and Kashmir:

AJK had a total of 10 districts and 194 points to be surveyed.

Table 7.5: AJK survey points

Sr No.

Districts


Expressways

Motorways

National Highwa

ys

Highways

Primary

Roads

Secondary Roads

Points to be

Surveyed

Azaad Jammu Kashmir

1 Kotli 0 0 0 6 0 31 37

2 Poonch 0 0 0 2 0 31 33



3 Bagh 0 0 0 2 0 14 16

4 Bhimber 0 0 0 5 0 16 21

5 Hattian 0 0 0 0 0 6 6

6 Haveli 0 0 0 0 0 14 14

7 Mirpur 0 0 0 6 1 15 22

8 Muzafarabad

0 0 0 0 0 17 17

9 Neelum 0 0 0 0 0 12 12

10 Sudhnoti 0 0 0 0 0 16 16

Gilgit:

Gilgit had a total of 10 districts and 145 points to be surveyed are shown in

Table 7.6: Gilgit survey points

Sr No.

Districts


Expressways

Motorways

National Highway

s

Highways

Primary

Roads

Secondary Roads

Points to be

Surveyed

Gilgit Baltistan

1 Astore 0 0 0 0 0 13 13

2 Diamir 0 0 9 0 0 8 16

3 Nagar 0 0 3 0 0 8 11

4 Ganche 0 0 0 0 0 17 17

5 Ghizar 0 0 0 9 0 8 17

6 Gilgit 0 0 4 4 0 8 16

7 Hunza 0 0 8 0 0 3 12

8 Kharmang

0 0 0 0 0 9 9

9 Shigar 0 0 0 0 0 4 4

10 Skardu 0 0 0 9 0 23 31

Secondary Data Collection

Another component of field verification is the secondary data collection from various

departments i.e. such as Planning and Development Department, Communication & Works

Department, Irrigation Department and Local Government & Rural Development in each

province. Secondary data collection from government departments included the information

of types of roads, lengths of roads, widths of the roads etc. Total 29 departments were

identified and 25 departments were visited for secondary data collection.

Web Portal



A web portal called “NTRC: Data collection system” was developed for visualization,

query, analysis and field survey facilitation. It is a web-based system for visualizing and

analysing departmental data collection process across the country. In this system, the data is

displayed in map component, graphs component and in form of tables. The system also

features a search option where departments and visits could easily be searched by as per

attribute list mentioned i.e., as person name, visit date, visit number. All the departmental

data can be filtered through a filter panel and result displayed map, charts and the table. The

desired result which are displayed on the map are also printable. An instruction manual of

this portal is attached on Annexure-E

Figure 7.17: NTRC data collection web portal

Components of web portal

The web portal can be explained by briefly describing each component of the portal. The portal

consists of the following components:

Top panel

Filter panel

Map panel

Attribute panel

Graphs and charts

A. Top Panel

The top panel consists of the NTRC Data collection logo, beneath this is the panel which shows the

information about the total number of departments required to be visited and the total number of

departments which have been visited till date. It gives information about the total number of visits made

in the selected region, the data received from departments, and the non- visited departments.



Figure 7.18: Top panel of web portal

B. Filter Panel

This panel is used to filter the provincial department for data collection and the number of visits made.

Figure 7.19: Filter panel of web portal

C. Map Panel

After filtering the departmental visits, the filtered data is displayed on the map panel. The data is actually

shown on the map of Pakistan indicating as a proof that the visit was made at the location.



Figure 7.20: Map panel of web portal

D. Attributes Panel

The attribute panel shows the information about the visits made to the respective departments of each

province. The data which is entered in the mobile application during survey is recorded and shown in

this panel.

Figure 7.21: Attribute panel of web portal

E. Graphs and charts:

This section displays the overall progress of the data collection phase in the form of charts,

table and graph. The total number of visits made to departments, response of each department

and the remaining departments to be visited can be visually seen in this panel.



Figure 7.22: Graphical view

Figure 7.23: Line graph view

Figure 7.24: Tabular view


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geometric design of highways and streets. Washington D.C.: American Association of State

Highway and Transportation Officials.

2. Highway Functional Classification: Concepts, Criteria and Procedures, US Department of

Transportation, Federal Highway Administration

3. Guidance on Road Classification and the Primary Route Network, Department of Transport,

United Kingdom & Statistical Release, Department for Transport

4. Basic Road Statistics of India 2015-16, Government of India Ministry Of Road Transport And

Highways Transport Research Wing

5. Manual on Uniform Traffic Control Devices, Washington, DC: Federal Highway

Administration

6. Weingroff, Richard F. (November 18, 2015). "From Names to Numbers: The Origins of the

U.S. Numbered Highway System". Federal Highway Administration retrieved from

https://www.fhwa.dot.gov/infrastructure/numbers.cfm

7. Marshall, Chris. In Depth – Road Numbers – How it happened. CBRD. Retrieved from

http:/www.cbrd.co.uk/indepth/roadnumbers/ history.shtml

8. https://sites.google.com/site/roadnumberingsystems/home/countries/malaysia

9. Shah Alam Bandaraya Anggerik Part 2: Kenali sistem kod jalan perbandaran Shah Alam. Blog

Jalan Raya Malaysia. Retrieved 15 May 2016. http://blogjalanraya.blogspot.my/ 2013/02/shah-

alam-bandaraya-anggerik-part-2.html

10. Road numbering systems, https://sites.google.com/site/roadnumberingsystems/home/

countries/india

11. Vuchic, V. R. (2007). Urban transit systems and technology. Hoboken, N.J.: John Wiley & Son

Documents

DIGITALIZATION OF ROADS DIRECTORY IN THE COUNTRY