International Journal of Civil Engineering and Technology (IJCIET)
Volume 10, Issue 04, April 2019, pp. 239-249, Article ID: IJCIET_10_04_026
Available online at http://www.iaeme.com/ijciet/issues.asp?JType=IJCIET&VType=10&IType=04
ISSN Print: 0976-6308 and ISSN Online: 0976-6316
© IAEME Publication
Scopus Indexed
VEHICLES FLOW MANAGEMENT ALONG
INNER RING ROAD IN CHENNAI CITY
Sampathkumar V*
Professor, Department of Civil Engineering, Sathyabama Institute of Science and
Technology, Deemed to be University, Chennai 600119, Tamilnadu, India
M.M. Vijayalakshmi
Professor, Department of Civil Engineering, Sathyabama Institute of Science and
Technology, Deemed to be University, Chennai 600119, India,
ABSTRACT
25.2 km long inner ring road (IRR) or State highway 2 is a six lane road and it is a
major transportation corridor encircling the city of Chennai. It is emerging as a major
industrial conurbation having many industrial estates, factories, workshops and
Information technology parks. Along IRR from north to south five major intersections
is there between Annanagar to Vadapalani. In this study three among five such as
intersection near Annanagar, Koyambedu and near Chennai metropolitan development
authority colony with a total length of 3.7km are studied. Near Koyambedu has been
identified as the deadliest stretch of Chennai. Out of the 1,000 life loss due to road
accidents in the city 300 were reported in this 3.7km in the past 18 months. Moreover
it struggles with more volume of vehicles than its capacity which leads delay, queuing
of vehicles and affect journey time. It needs an immediate attention where
transportation system management is suggested to manage the vehicles flow.
Keywords: Traffic flow, Inner ring road, intersection improvement, volume to
capacity, transportation system management.
Cite this Article: Sampathkumar V and M.M. Vijayalakshmi, Vehicles Flow
Management along Inner Ring Road in Chennai City, International Journal of Civil
Engineering and Technology, 10(04), 2019,pp. 239-249
http://www.iaeme.com/IJCIET/issues.asp?JType=IJCIET&VType=10&IType=04
1. INTRODUCTION
The transport demand in most of the Indian cities has increased with its population as a result
of both natural birth rates and migration from rural areas and smaller towns. Indian urban
population was doubled between 1981 and 2014 from 160 million to 352 million. The urban
population had gone up from 17% in 1951 to 34% in 2014 and it is expected to increase up to
39% in the year 2021[1]. Road system is the major part to build the economy of the country.
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Sampathkumar V and M.M. Vijayalakshmi
Economic development of the country depends on the infrastructure and the transportation
system. India had the road network of 5.20 lakhs running kilometer (km) in 2015 and is the
second largest network in the world. Increases in commercial and industrial activities have
increases in household income and lead more number of own vehicle. Traffic congestion is
experienced because the supply of urban transport networks could no longer meet the demand.
Congestion and delay in both passenger and commercial traffic are widespread in Indian cities
and indicate the seriousness of their transport problems [2]. Although India has a lower vehicle
ownership rate compared to the developed countries, they suffer from worse congestion than
cities in industrialized countries. In Kolkata, the average speed during peak hours in central
business district area goes down to 7kmph. This indicates waste of time, energy loss and high
level of pollution which result a serious decline in productivity and efficiency of the city [3].
Tamilnadu (TN) is located in southern part of India, has 2.0 lakhs km of road in which 14500
km are National and State highways. There are 25 National highways (NH) in TN out of which
12 NH runs within TN.
Chennai is the fourth largest metropolitan city of India and the capital of TN, located on
the Coromandel Coast of the Bay of Bengal. Chennai metropolis with latitude between
12˚50ʾ49ʾʾ and 13˚17ʾ24ʾʾ and longitude between 79˚9ʾ53ʾʾ and 80˚20ʾ12ʾʾ also the gateway
of South East Asia, needs to wrestle against the traffic congestion. Chennai covers an area of
426sq.km and recorded a population of 46.81 lakhs in 2011. The Chennai metropolitan area
which extends over an area of 1189 sq.km recorded the population of 86.96 lakhs in 2011 and
the density was 11,000 per sq.km. The population of Chennai is 7.5 million, with a population
density of about 6500 per sq.km. This rapid increase in population leads to traffic congestion
and imbalanced supply and demand of transport facilities. The growth trend of motor vehicles
in the Chennai city indicates the continuous urbanization in the years to come. Factors
contributing to travel demand are the increase in trip length due to an increase in the physical
expansion of the city. Travel demand is increasing at the rate of 2.2% in Kolkata, 4.6% in
Mumbai, 9.5% in Delhi and 6.9% in Chennai every year. In Chennai the personalized vehicles
account for 31%. Chennai city has a road length of 2780 km. It has four radial NH, one leads
to Kolkata (NH5), second leads to Bangalore (NH4), third lead to Trichy (NH45) and forth to
Thiruvallur (NH205) and had three circumferential roads such as inner ring road (IRR),
intermediate ring road and outer ring road. Many of the Chennai roads carry traffic volume
more than its capacity. The inevitable result is delay, congestion, road accidents and poor
quality of riding surface, inadequate pedestrian facilities and lighting and lack of intersection
facilities.
In Chennai, the number of two wheelers experienced a remarkable increase from 87000
in1984 to 20,39,000 in 2008. Two wheelers constitute 77% of registered motor vehicles (it is
80% in Hyderabad, 75% in Bangalore, 64% in Delhi, 45% in Kolkata and 42% in Mumbai).
With the present level of congestion, intersections are critical which are used by all the road
users such as commercial, light vehicles and pedestrians. It is the place of challenge to safety
with numerous conflict opportunities. Traffic system management (TSM) can be introduced to
upkeep the flow which is very effective in tackling the urban traffic congestion. TSM is a short
term measure to make the most productive and cost–efficiency use of existing transportation
facilities but to alter the pattern of traffic flow, so that the conflict between vehicles and
pedestrians are reduced. Well known TSM measures are restrictions on turning movements,
one–way streets, tidal flow operations, exclusive bus-lanes and closing the side streets etc. [4].
TSM also embraces travel demand management (TDM). TDM techniques are aimed to reduce
the traffic flow during the peak hours. This system proves to enhance the traffic operations and
safety of road users. The review of literature narrates the increased importance of urban traffic
flow, intersection improvement and convenience of pedestrian, real-time control strategies,
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Vehicles Flow Management along Inner Ring Road in Chennai City
Figure 1 Inner ring road (or) Jawaharlal Nehru salai (or) State Highway 2
Application of TSM, TDM and ITS concepts which are advocated by [5], [6], [7], [8], [9]
and [10].
2. STUDY AREA
The IRR also known as Jawaharlal Nehru Salai or 100 Feet road or State Highway 2 (SH2) is
a major transportation corridor encircling the city of Chennai. It was developed by the Chennai
Metropolitan Development Authority (CMDA). It is a six lane road and 25.2 km long with
three distinct arms such as northern arm, central arm and southern arm. The northern arm of
IRR starts from SH104 near Manali to Padi Junction. It also connects NH5 at Madhavaram. The
central arm extends from NH205 Padi junction to Kathipara junction at NH45. The northern and
central arms together form the SH2. The southern arm of IRR extends from NH45 at officers
training academy at Kathipara junction to Taramani link road at IT corridor and it is shown in
Figure 1. IRR is emerging as a major industrial conurbation having many industrial estates,
factories, workshops and many IT parks, other offices were mush-roomed in recent years. It
falls under sub-arterial classification but functionally it is similar and complete with arterial
roads [11]. Both public transport and personalized vehicles are plying heavily on the road. It is
highly congested with its vehicles and the present condition is shown in Figures 2. The peak
volume was7000 PCE in 1999 and increasing day by day [2]. IRR has much major and minor
intersection.
From north to south five major intersections are there between Annanagar to Vadapalani in
which three are concentrated in this study such as Grand northern trunk road and 17th main
road (3 arm) intersection near Annanagar (13.091001, 80.198693), Mumbai highway and
Kaliamman koil street (3 arm) intersection near Koyambedu (13.072277, 80.202161) and
Mumbai highway and Ashok nagar main road (West), Vinayagapuram main road (East) (4
arm) intersection near
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Sampathkumar V and M.M. Vijayalakshmi
Figure 2 Jamming flow at Mumbai Highway or Jawaharlal Nehru Salai
CMDA colony and Vadapalani (13.063685, 80.211722). The locations of these three
intersections with a road length of 3.7km are shown in the Figure 3. The major locations in the
study stretch are Annanagar, Koyambedu and Vadapalani. Annanagar is a neighborhood of
Chennai, located in the north-west and forms a part of the Aminjikarai taluk and the Annanagar
zone. It is the prime residential area of Chennai. Here the roads are laid in grid pattern such as
2nd, 4th and 6th avenues run east-west and 1st, 3rd, 5th and 7th avenues run north-south. Annanagar
west bus depot is located on IRR. It is one of the largest bus terminuses in the city. Koyambedu
is another neighborhood which is created as a central business district where whole sale fruit
and vegetable market and a Mofussil bus terminus is located. Vadapalani is
another neighborhood with film studios and the Palani andavar temple. It is in the western part
of Chennai and has a bus terminus on Arcot road. It is one of the busiest areas and highly
populated. The intersections are determined with its characteristics. The function of
intersection is to guide vehicles to their respective directions with efficiency in operation,
safety, speed, optimum cost of operation and capacity. This study is to evaluate and improve
the performance of these three intersections.
Figure 3 Locations of three intersections along Grand Northern Trunk Road and Mumbai Highway
IRR near Koyambedu has been identified as the deadliest stretch of Chennai. The state
transport department states that out of the 1,000 life loss 300 were reported in this 3.7km in the
past 18 months. As a decongestion measure along Jawaharlal Nehru Road, Omni buses are
restricted in the 8.00 to 20.00 hours. Straight traffic towards south on IRR is restricted at
intersection near Annanagar. Towards south (Right turn) from Kaliamman koil street to IRR
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Vehicles Flow Management along Inner Ring Road in Chennai City
near Koyambedu is restricted. Right turn to Vinayagapuram main road and Ashok nagar main
road from IRR near CMDA Colony is also restricted. With the existing flow the study
intersections involve 1, 3 and 9 number of conflicts respectively.
3. DATA COLLECTION AND ANALYSIS
Road inventory survey, volume accumulation survey, vehicle parking survey and questionnaire
survey have been carried out and volume to capacity ratio is assessed. Width of road, median
and foot path are measured at study intersections. The volume survey is carried out manually
with hand tally on an ideal day between 8.00 and 20.00 hours. Type of vehicle and number of
occupants are accounted. Left, right turning and straight-ahead vehicles at the intersections are
accounted. Volume survey data is converted into single passenger car equivalence (PCE) unit
using conversion factor as per Indian road congress recommendation and two peaks are found
in the morning and evening hours which are shown in Figure 4. The peak of peak occurs
between 17.30 and 18.30 hours in all three study intersections. The volume compared with
capacity, have crossed one which shows an urgent need of remedial measures which is shown
in Table 1. The directional movements of vehicles at peak hour with existing measures are
shown in Figures 5-7. The modal split of vehicles plying at the intersections illustrate that two
wheelers contributes about 50% followed by cars, autos, minibus and minivans occupies 40%
and the buses and trucks occupies lesser than 10% of the volume of traffic.
Figure 4 Volume accumulation at three study intersections
Table 1 Ratio of traffic volume to capacity at study intersections
S.No
1
2
3
Location
Type of intersection
Volume (V)
in PCE
Capacity (C)
in PCE
V/C
Intersection
near Annanagar
Intersection
near
Koyambedu
Intersection
near CMDA
colony
6 lane and 2 lane
intersection
5794
4800
1.21
6 lane and 4 lane
intersection
8107
6000
1.35
6 lane and 2 lane
intersection
6733
4800
1.40
Source: For capacity, Table 21.18 Design capacities for Arterial streets and urban
highways, in the book “Traffic Engineering and transport planning” by L.R.Kadiyali page 533
[12].
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With 8107 PCE, huge volume and minimum lane discipline, mixed traffic flow, much
number of buses and absence of lane change zone near intersections, Koyambedu struggle a
lot. The road has adequate width but un-surfaced footpath. Banners and dust bins occupied the
foot path resulting in forcing the pedestrians to walk on the road surface. The study intersection
to MTC bus exit at Koyambedu is 353.5m. Here about 40 auto-rickshaws and about 50
personalized vehicles are parked on west side of road. This unauthorized on-street parking
affects the turning vehicles might lead to rear-end collisions. 58 PCE on-street parking spaces
may be accommodated with in this 203m length of road leaving 75m on either side.
Unauthorized entry of trucks to wholesale fruit and vegetable market create congestion in the
day time. Every day, thousands of vehicles from Padi, Ambattur, Red hills, Korattur, Kolathur,
Thirumullavoyal and Mogappair use the street lanes in Annanagar to reach the central parts of
the city. During rush hour, motorists skip the routine routes and using the small lanes in the
neighborhood.
Figure 5 Peak traffic flow (17.30-18.30 hours) in PCE at Grand northern trunk road and 17th main
road Intersection near Annanagar
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Figure 6 Peak traffic flow (17.30-18.30 hours) in PCE at Mumbai highway and Kaliamman koil street
intersection near Koyambedu
Figure 7 Peak traffic flow (17.30-18.30 hours) in PCE at Mumbai highway and Vinayagapuram main
road, Ashok nagar main road intersection near CMDA Colony
4. CONCLUSION AND RECOMMENDATIONS
Recommendations are offered on how to reduce the traffic congestion at the study intersections
during peak hour (17.30-18.30). TSM measures are advocated to improve the flow at the
intersections. The State Government of Tamilnadu, initiated to establish a bus terminus on the
site spread over 88.52 acres at Urapakkam which is in the southern outskirts of Chennai. This
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Sampathkumar V and M.M. Vijayalakshmi
terminus will replace the existing bus terminus at Koyambedu which may be highly useful to
decongest the study area. This initiation leads to suggest a short-term measure rather than a
long-term remedial measure such as bridge or underpass proposal at intersections.
 As a long term measure, like a bus terminus proposal at Urapakkam in the southern
outskirts of Chennai, two more bus terminus with wholesale market facility has to
be planned in the outskirts along the western (NH4) and northern (NH5) corridor
which will stop the entry of vehicles to Chennai city.
 At Koyambedu the foot path should be restored for the betterment of pedestrian
utility.
 Banners to be avoided on the foot path at Koyambedu. Chennai High court is also
gave directions regarding placing of banners.
 58 PCE on-street car parking may be provided with in 203m length of road between
intersection and MTC bus exit.
 During peak hour, traffic is chaotic on 17th main road by vehicles from J.N. main
road. In contrast, 15th main road, which is parallel to 17th main road, is with a few
motorists. By avoiding right turn movement form 17th main road to Grand northern
trunk road near Annanagar may be shifted to the next intersection (G type) and the
flow can be made as straight at required location which is shown in Figure 8. It will
reduce a volume of 1340 PCE per hour and V/C drags lesser than one (5794 – 1340
= 4454), (4454/4800 = 0.93).
 By avoiding right turn movement form Mumbai highway and Kaliamman koil street
intersection near Koyambedu may be converted as left and enters as a left (T type)
after three right turns in low volume roads as shown in Figure 9. It will reduce a
volume of 1228 PCE per hour and v/c comes closer to one (8107 – 1228 = 6879),
(6879/6000 = 1.14).
 By avoiding right turn movements form Mumbai Highway and Vinayagapuram
road intersection near CMDA Colony and it may be converted as right in the early
minor intersection and enters as a right turn (T type) after a short distance on the
same road by travel along low volume roads as shown in Figure 10. It will reduce a
volume of 1310 PCE (1034 + 276 = 1310) per hour and v/c comes closer to one
(6733 – 1310 = 5423), (5423/4800 = 1.10).
 Thus the suggested TSM proposals at study intersections will bring down V/C ratio
close to one. The suggested turning restrictions will reduce the number of conflicts
to 0, 2 and 3 from the early conflicts of 1, 3 and 9 respectively at the study
intersections.
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Vehicles Flow Management along Inner Ring Road in Chennai City
Figure 8 Flow improvement at 17th main road and Grand northern trunk road intersection near
Annanagar
Figure 9 Flow improvement at Mumbai Highway and Kaliamman koil street intersection near
Koyambedu
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Sampathkumar V and M.M. Vijayalakshmi
Figure 10 Flow improvement at Mumbai Highway and Vinayagapuram road intersection near CMDA
Colony
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