Crossroad rehabilitation as a high

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International Journal of Civil Engineering and Technology (IJCIET)
Volume 8, Issue 5, May 2017, pp. 1239–1247, Article ID: IJCIET_08_05_130
Available online at http://www.iaeme.com/IJCIET/issues.asp?JType=IJCIET&VType=8&IType=5
ISSN Print: 0976-6308 and ISSN Online: 0976-6316
© IAEME Publication Scopus Indexed
CROSSROAD REHABILITATION AS A HIGH
LEVEL DIVIDER - CASE STUDY IN CHENNAI
Dasarathy A. K
Professor, Department of Civil Engineering, Veltech Multitech Dr. Rangarajan
Dr. Sakunthala Engineering College, Avadi, Chennai, India
Karthikeyan S
Assistant Professor, Department of Civil Engineering, Veltech Multitech Dr. Rangarajan
R. Nandhakumar
Assistant Professor, Department of Civil Engineering, Veltech Multitech Dr. Rangarajan
T. S. Thandavamoorthy
Professor, Adiparasakthi Engineering College, Melmaruvathur, Tamilnadu, India
(Past Vice-President, ICI)
ABSTRACT
City areas have been experiencing phenomenal augmentation of automobiles all
the way through expedient mode of trek. Though the intensification of the city is hasty,
both in population and extent, the road association and other transportation amenities
have not followed the tempo with the increasing hassle. The flare-up of private vehicle
tenure especially two wheelers and four wheelers sundry with ample volume of
prompt moving vehicle like lorry in the passage stream results in chaotic stipulation.
While long term trial like vehicle defiant, endorsement of public convey, etc., may
relieve the road congestion to a superior extent, the abrupt measures like segregating
and diverting the traffic is of vital significance. At this stage, area traffic managing
comes in versatile to alleviate the clogging and to perk up the traffic flow. In the
present study an endeavor has been made to devise area traffic management
strategies for Thiruvanmiyur – L B Road, Chennai fork. Traffic studies were carried
out to indentify the problems. Instantly traffic is very high compared to other whirling
whereabouts in all the arms. Speed diminution is substantial in all the directions. This
was noted and recommended to the authorities to construct an underpass tunnel along
the fork to ease the traffic congestion.
Key words: traffic study, box pushing, grade separator, speed delay, volume study

Dasarathy A. K, Karthikeyan S, R. Nandhakumar and T. S. Thandavamoorthy
Cite this Article: Dasarathy A. K, Karthikeyan S, R. Nandhakumar and
T. S. Thandavamoorthy. Crossroad Rehabilitation as a High Level Divider - Case
Study in Chennai. International Journal of Civil Engineering and Technology, 8(5),
2017, pp. 1239–1247.
http://www.iaeme.com/IJCIET/issues.asp?JType=IJCIET&VType=8&IType=5
1. INTRODUCTION
Chennai is one of the foremost metropolitan cities in India and has an inhabitants of over 5.9
million occupying over an area of 172 sq.km. Due to the explosion in the number of vehicles
on the road there has been an exceptional intensification in the volume of traffic on all the
metropolitan roads. As the stipulation of supplementary amenities and improvements to the
existing roads are not keeping track with the augment in traffic, there has been an
amplification in traffic congestion and accidents. The tribulations are further besmirched by
disruptive deeds of road users and accelerated maturity of industrial and viable tricks. The
vehicular traffic and human mobility have grown phenomenally. These changes have placed
heavy saddle on the existing transport system. Constraints on widening and increasing the
length of road network have resulted in heavy traffic congestion.
Thiruvanmiyur is one of the focal arterial roads of Chennai City concerning Chennai
Business District (CBD) with south Eastern suburbs of the city chiefly ECR (East Coast
Road), It forms a link to National Highway 45. Thiruvanmiyur is craggy with institutional
complexes and commercial centers for most of its span. In addition to mobility of vehicles,
admittance to assets is also very much rage along this road. Traffic flow has improved
significantly in Thiruvanmiyur over the last decade.
Thus this paper is aimed at studying Area Traffic Management option to relieve
congestion along Thiruvanmiyur LB road Fork.
2. NEED FOR THE STUDY
 The majority of the forks in metropolitan area have reached dissemination flow.
 All the controlled forks are installed with traffic signals of sort having a utmost hitch of 120
sec. The fixed time signal is no longer efficient and manually controlled during peak hours.
The manual power further increases the delay a far 180 secs. More than 15% of slow moving
vehicle mix auxiliary worsened effective utilization of the green time. This results in long
queues of traffic as served by the green time causing congestion.
 Arising out of the various transportation studies made in the past, several upgrading measures
have been formulated for the Chennai Metropolitan Area (CMA) of which firm projects are
under implementation, like jerky of extensive markets, shifting of bus terminal, edifice of
mini flyovers.
 While Traffic Management is indispensable at the junctions, area traffic studies are
indispensable requirement to ease the congestion. The present study is of the 2nd
avenue road
in Thiruvanmiyur mainly the Thiruvanmiyur LB Road Fork
3. GRADE SEPARATED FORKS
Grade-separated forks refer to the diverse means of drastically escalating the competence or
resolving physical constraints by grade-separating the through activities on two intersecting
roadways and interconnecting the two with ramps or roadways that form one or more forks.
The augment in traffic on arterials in metropolitan areas has, in many cases, dictated the
need to develop and implement solutions with higher capacity than can be provided by at-
grade forks. Also, there are some situations where competence does not control but physical

Crossroad Rehabilitation as a High Level Divider - Case Study in Chennai
constraints may utter the configuration of a fork requiring a grade severance or other solution.
There are different types of grade separated fork. They are condensed, diamond, partial,
clover leaf and gyratory.
Conditions under which grade separated fork is required
 When the delay per vehicle approaching a fork is in excess of 60 sec.
 To augment the level of service.
 To perk up the safety of a fork which is at-grade.
 Where right angle collision is more.
4. OBJECTIVES
 To study the traffic pattern in the study area in general and at the critical forks in particular.
 To formulate short and long term strategies to improve traffic circulation with minimum cost
using TSM techniques.
 To diminish the fork delays and optimize turning movements at critical fork within the study
stretch.
5. INVENTORIES AND STUDY AREA DESCRIPTION
Thiruvanmiyur is one of the expensive residential localities in the metropolitan city of
Chennai. It is one of the fastest developing parts of the city. In addition to being a popular
residential area, Thiruvanmiyur has become a busy commercial and educational center, a mini
city within this large metropolitan area.
One of the main attractions in Thiruvanmiyur is the Marundeswarar temple. The
Thiruvanmiyur has been a major link to ECR and OMR to the rest of the city. Thiruvanmiyur,
primarily a residential locality has recently become commercialized hastily. In this locality
places like 1st Avenue, 2nd Avenue, and 3rd Avenue are heavily commercialized with many
major and international brands having their outlets here. More recently OMR has been
witnessing massive change in land use hastily trends indicate that there will be a full throttle
development in the above-said places.
The Thiruvanmiyur Links several important tourist places like Muttukadu, Marakkanam,
Pudupet, Kovalam, Mahaballiburam and Pondicherry.
Several industrial estates promoted by State Industries Corporation falls on this route.
ECR has also caters to many centres of recreation and entertainment like VGP and MGM
theme parks, Crocodile park, Kovalam resorts, Dolphin city. The Thiruvanmiyur serves the
extensive needs of both passenger and goods traffic, especially in the stretch of the study
area.
The locality does experience traffic delays owing to the narrow roads and traffic signals at
major forks. Driving through Thiruvanmiyur can be scenic with the clean roads and shady
avenue trees. Bounded by Kalakshetra colony and Tidel park , the locality is well connected
to the rest of the city. The Chennai Central is about 12 km from Thiruvanmiyur while the
airport is about 20 km to the south. Thiruvanmiyur is very close to the Chennai Mofussil Bus
Terminus (CMBT) thereby making it one of the most well connected places in the city.
The hierarchy of the roads in the study area and about the particular fork is shown in
Figure 1. Any traffic study requires the geometric of roads and street networks in the area
considered. The geometric details (i.e. carriage way, right of way, median and footpath) of
the roads in the Study area are collected through secondary source of information

Figure 1 Google map of study area and particular fork
Problems Faced in the Study Area
Thiruvanmiyur was designed in the 1980s, as a primarily residential locality. But as the time
pass by, this area witnessed a large scale developments and has recently become
commercialized rapidly. Placed like 1st Avenue, 2nd Avenue, and 3rd Avenue are heavily
commercialized with many major and international brands having their outlets here, the main
portion of Thiruvanmiyur Fork where the major diversion of roads takes place. This area is a
junction of four roads; LB Road, ECR, And OMR Link road .the major problem faced by this
area is the clogging of traffic due to extended traffic signal time during the peak hours,
thereby increasing the delays and journey time.
Survey Analysis and Findings
This project’s focus is on the traffic problem along Thiruvanmiyur L B Road Fork. due to
time and resourse constraint, only the main fork, i.e., the Thiruvanmiyur L B Road Fork is
only considered for analysis purposes.
6. FORK VOLUME STUDIES
Traffic volume study is a dynamic study, which establishes fluctuation in flow and the
distribution of traffic in a road. the objective of the study is to assess the hourly variation of
traffic heterogeneity of the traffic flow, and relationship with the traffic speed and
volume/capacity ratio .in Chennai the sturdy increase in number of two wheelers, cars and
other vehicles over a period advocated for formulation of traffic management strategies to
handle the volume of heavy traffic on the road. The traffic flow measured were expressed in
PCU (Passenger car unit) is shown in Figure 2.
Figure 2 Showing the peak hour flow in PCU
0
5000
10000
15000
20000
4.00
TO
5.00
4.15
TO
5.15
4.30
TO
5.30
4.45
TO
5.45
5.00
TO
6.00
5.15
TO
6.15
5.30
TO
6.30
5.45
TO
6.45
6.00
TO
7.00
FLOW IN PCU
FLOW IN PCU

Speed and Delay Study
The speed and delay study was conducted using the floating car method to identify the
journey speed, running speed, and delay occurred during peak and off peak hour. Table 1
indicates the journey speed, running speed, and delay in the Thiruvanmiyur L B Road Fork,
.the study stretch is 2.1 km long.
Table 1 Indicates the journey speed, running speed, (km/h)
Duration Origin Destination Journey
Speed
Running
Speed
Peak Hour Adyar OMR 16.5 18.1
Tjiruvanmiyur Tidel park side 17.8 19.5
OMR Adyar 18.3 20.1
Tidel Park side Thiruvanmiyur 16.4 18.3
Non Peak
Hour
Adyar OMR 23.5 26.3
Tjiruvanmiyur Tidel park side 26.4 29.1
OMR Adyar 29.4 30.1
Tidel Park side Thiruvanmiyur 25.1 27.4
7. VOLUME/CAPACITY ANALYSIS
In Indian conditions, because of the heterogeneity of traffic, there is always a snail pace
movement of the traffic flow. Thiruvanmiyur L B Road Fork is also experiencing a V/C ratio
more than 1.the V/C ratio of Thiruvalluvar Salai shows that it is the worst pretentious. the
volume to capacity ratio when it is more than 1.0 indicates higher level of congestion and
speed limit would be less than 18 kmph. The mixing up of slow moving vehicles (20%) with
fast moving vehicles greatly hampered the speed of the fast moving vehicles thereby
increasing the delay from primary survey. The v/c ratio is shown in figure 3.
Figure 3 V/C Ratio of The Fork
Traffic Projection
The traffic projection is taken as per the growth of vehicles plying along these routes and the
same is represented in the table below. The future traffic projections up to 2024 are provided
here. For the projected traffic, if the present level of capacity offered by the existing road
network were not amplified, the V/C ratio would be an alarming value. The current V/C
values evidently indicates that unless new alternatives are provided, the delay and congestion
will increase.

Pedestrian Traffic Analysis
Pedestrian movement is an important aspect of traffic. In urban areas a significant proportion
of trips up to 1-2 km in length is performed on foot. Hence pedestrian movement survey is
used for planning pedestrian facilities such as sidewalks, cross walks, sub-ways, and over
bridge and pedestrian signal. Pedestrian survey was carried out at the Thiruvanmiyur L B
Road Fork to know the pedestrian volume. Pedestrian count was made for a dutation of about
12 hours starting from 8.00Am to 8.00PM. The no of pedestrians crossing the junction is
given in Table 3.
Table 3 Pedestrian Traffic Analysis
TIME From
Thiruvanmiyur
towards Tidel
park side
From Tidel park
side towards
Thiruvanmiyur
From LB
road
towards
SRP tools
side
From SRP
tools side
towards LB
road
Maximum
crossing in each
direction
1455 352 433 1032
8. FINDINGS
The major findings of studies are summarized below.
 The traffic flow pattern evidently indicates that Thiruvanmiyur L B Road Fork handles huge
volume of traffic in the morning and evening peak periods.
 The fork flow analysis shows that the total vehicles in the peak hour, more than 15,000
vehicles utilizes the junction.
 The traffic study shows that the fork is having volume more than 15,000 pcu per hour.
 The straight traffic in the junction is the highest, calling for urgent action to reduce the delay
arising out of semi automatic signal system and police operated system at the junction.
 The turning movements in all directions are equally predominant.
 This adds to the traffic snarls and thereby creates delay due to straight traffic.
 The present system of semi-automatic signal induces a minimum delay of 3.5 minutes and it is
more than 4 minutes some times, when the volume of traffic along north south direction is
more.
 The share of buses is around 5% of the total traffic happening at the junction.
 The share of two wheelers is almost half of the vehicles flowing in any particular arm
followed by cars and three wheelers. Since 80% to 90% of the vehicles are fast moving
vehicles, vehicular delay at the junction need to be reduced significantly in order to ensure
smooth flow of traffic.
 At the current level of traffic movements, the junction should be taken for immediate
geometric improvements and also redesigning of the traffic signals.
 While the traffic has amplified manifold over the years, the road width has not undergone
corresponding increase, to cope with the traffic.
 The volume capacity ratio for the present as well as for the future evidently represents that
unless a strong alternative is not made possible at the junction, the delay and congestion will
increase because even the improved signal system will become dysfunctional.

9. SUGGESTIONS
Suggestions have been made under this heading in terms of traffic management and TSM
strategies for the problems identified.
Short Term Proposal
Figure 4 show the direction of movements after proposing the traffic signal and phase
diagram of the anticipated signal and also show the cycle time and green time at the fork.re-
designing of the signal, to accommodate more green time, for all the arms in all the
directions, and by eliminating the present semi automatic signal.
Figure 4 Short term measure features
Long Term Proposal
Two proposals are drawn to consider the local needs and traffic needs
Proposal 1 ----- Edifice of Road over bridge
Proposal 2 ----- Edifice of Road Under bridge (Box pushing technique)
Of the above proposal -2 is taken as the long term proposal and the analysis is carried by
considering all aspects of traffic study.
Edifice of Road Under bridge (Box Ushing technique)
Considering the congested area of Thiruvanmiyur L B Road Fork and the densely
deployed buildings along the stretch, the traditional open cut method has been barred at the
early date of the feasibility study of the alternative to bring down the traffic clogging at
Thiruvanmiyur L B Road Fork. The steel pipe screen-box culvert jacking technique can be
creatively adopted to solve the perplexing situation, achieving a remarkable cost-
effectiveness at the meantime.
A comprehensive study was carried out in conjunction with the design and edifice of the
project. The study includes theoretical analysis, laboratory testing and site monitoring. As a
result, developments have been made in the understanding of the deeds and ground response,
which will guide to the actual edifice works.
In the coming future, many cities in India need to build shallow crossing tunnel under
large cross section in urban areas. Currently, undercutting edifice method is widely used to
prevent environment from degradation and avoid the impact on the daily life of the residents.
As an indispensable part of significantly reducing the traffic congestion in the
Thiruvanmiyur L B Road Fork, an underground tunnel should be constructed. This is a two-
way 4 lane road tunnel, each 12 m wide, 7.85 m high and 32 m long, where each box has
been segmented into 3 parts for the convenience of jacking process. The edifice comprises
mainly the reinforced concrete box which are casted within the jacking shaft. After detailed

study and analysis, a decision was made to use a edifice approach of jacking the box culvert
into a steel pipe screen to ebb the fracas to the road surface and its surroundings, and to
shorten the edifice period and curtail project costs. The proposal is shown in figure 5
Salient Features
Size of each box- 12 × 7.85 m
Barrel length - 3 × 7 = 21.00 m
Thickness of top slab – 500 mm
Thickness of bottom slab – 500 mm
Thickness of side walls – 400 mm
Total time required for pushing of the segments – 3 months
Equipments Used
17 nos. Jacks of capacity 40, 90 and 100 tonnes
Pins: fabricated by ms plate of thickness 10 mm to 20 mm thick
Spacers M.S.plates 10 to 20 mm thick
Control unit Weigh batcher Mixer Vibrators
RSJ – ISMB 600 ICE slabs Pre-stressing wires
10. METHODOLOGY
Excavation, Casting of thrust bed, Fabrication of front and rear shield, Box casting, Execution
of drag sheet/epoxy coating, Pushing of first box segment, Shifting of succeeding box
segments, Pushing of succeeding box segment and Miscellaneous works.
Location
The will be constructed at Thiruvanmiyur L B road Fork, Chennai.
RUB Is constructed as deposit work for Municipal Corporation.
Due to the heavy traffic at Thiruvanmiyur L B road Fork it was not possible to obtain traffic
block for a long period.
So it has been decided to adopt the pushing technique.
For this a temporary speed restriction of 20 kmph was imposed.
Figure 5 Showing the diagrammatic representation of box pushing implementation.

11. SUMMARY AND CONSLUSION
The provision of grade-separated fork arises when a signalized fork reach their capacity
resulting in the amplified delay to traffic. While planning for grade-separated fork, it is
indispensable to check the economic viability of the project. In transport project, accuracy of
the estimates of the cost and benefits depend upon the optimal lifetime and proper forecasting
of future traffic that make use of the facility.
The present study deals with the provision of grade-separation at the Thiruvanmiyur LB
Road. The fork is analysed with the provision of providing A RUB by box pushing technique
and the proposals are arrived based on the benefits occurring to the traffic.
Taking into account the time delay, availability of resources and geometric of access to
roads, it is recommended to provide four-lane RUB along Thiruvalluvar Salai from
Thiruvanmiyur side to Tidel Park side. Hence, there will be an uninterrupted straight traffic
flow in L B Road on both ways. The rest of the traffic flow at the forks can be handled
smoothly by the stipulation of traffic signal system.
REFERENCES
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traffic volume count”, Transportation systems and policy studies, pp-185-253
[2] Guidelines for capacity of Urban Roads in Plain areas, Indian road Congress 106-
1990,New delhi
[3] Kadiyali LR, (1991), “Traffic engineering and transportation planning”,khanna
publishers, New delhi
[4] Raghavachari.S (1988),”Hydrabad area transportation study”, Hydrabad Urban authority,
Hydtrabad.
[5] Srinivasan NS (1995), “traffic management plan for central areas”, Highways Journal
,vol-38,pp-18-23
[6] Thirumoorthy AM (1997),”Flyover along valluvarkottam road-A feasibility study report”,
Anaanuniversity, Chennai.
[7] Samar Patni, V. S. Landge and Sanket Gupta, Motor Vehicle Traffic Congestion Costing
in Nagpur City, International Journal of Civil Engineering and Technology, 8(4), 2017,
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[8] Victor DJ,(1995),”traffic management scheme for connought place Delhi”, IRC
Journal,vol-52,no-3,pp238-253
[9] Yogesh Kumar, Bhanu Pratap Singh and Amit Ashish, Comparative Evaluation of
Roundabout Capacities Under Heterogeneous Traffic Conditions at Patel Chowk and
Race Cource in Delhi, India (A Case Study). International Journal of Civil Engineering
and Technology, 7(6), 2016, pp.335–347.

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