India to build access-controlled ring roads, bypasses to curb urban congestion

An access-controlled highway is a high-capacity road that vehicles can enter or leave only at planned interchanges or designated exits. It is designed for through traffic, including long-distance passenger and freight vehicles. An ordinary urban road usually has many direct entrances, side streets, intersections and roadside properties. That makes it more accessible locally but can slow traffic and create conflicts.

Under the policy, ring roads and bypasses for urban decongestion must have at least four lanes and controlled access. Interchanges to approved major roads would be at least 5 km apart. Other public roads would connect through slip roads, while service roads would carry local traffic beside the main carriageway.

The difference matters because the ministry wants to preserve highway speeds of 100-120 kmph. Controlling access can prevent ribbon development and frequent interruptions from turning a bypass into another congested city street. Local access would still be provided, but through planned facilities rather than uncontrolled roadside connections.

The planned programme is valued at ₹2 trillion and targets a 10,000-km network of ring roads and bypasses. Its purpose is to move through traffic around urban centres instead of allowing national highways to become crowded city roads. The programme would initially focus on cities with populations of 500,000 or more.

The first phase could cover about 400-500 cities and towns. Later, the government plans to expand coverage to places with populations of 100,000 or more. Smaller towns in northeastern and hilly states may also be considered individually. This gives the programme a broad national scope while allowing some flexibility for difficult locations.

The policy responds to a congestion assessment of 83 cities with populations above 500,000. It found that speeds on national highways fell by more than 10% in 80 cities while passing through urban areas. Bypasses and ring roads are already being addressed in 32 cities, leaving 48 for planned interventions.

Closed, distance-based tolling means a vehicle is charged according to how far it travels on the corridor. A driver would not simply pay one fixed amount for entering the ring road. Tolling facilities would track the relevant journey, supporting the principle that users pay for the portion of road they use.

For example, a vehicle travelling only between two nearby interchanges could pay less than a truck crossing most of the ring road. Smaller city exits might be exempt where traffic is light and tolling equipment would not justify its cost. These exemptions are intended to reduce inconvenience for local commuters while retaining controlled access.

The government is introducing the system because earlier bypasses and ring roads developed uncontrolled roadside activity. Buildings, housing and frequent access points eventually slowed traffic. Closed tolling is therefore part of a wider design: keep the corridors access-controlled, separate local movement from through traffic and protect highway speeds of 100-120 kmph.

Long-distance trucks, buses and other through vehicles lose time when they mix with local traffic. Urban roads bring frequent turns, intersections, roadside activity and short trips into the same space. Separating these movements can reduce interruptions and leave the main corridor available for faster, steadier travel.

A ring road could carry a freight vehicle around a city rather than through its crowded centre. Local vehicles would use city roads, slip roads or service roads. Planned interchanges would link the controlled corridor to national highways, state highways, city arterials and approved major district roads, with connections spaced at least 5 km apart.

The intended result is a high-capacity route that preserves speeds of 100-120 kmph and reduces pressure on highways passing through urban centres. The approach also protects the investment from becoming ineffective as settlements expand. Its success depends on proper interchange planning and preventing uncontrolled development along the corridor.

Earlier plans did not specifically require ring roads and bypasses to be access-controlled. Once a new route opened, commercial establishments, housing and other development appeared along it. This process, described as ribbon development, increased the number of people and vehicles using the corridor for local trips.

Frequent intersections and uncontrolled entrances then interrupted long-distance traffic. A bypass built to divert vehicles around a town could gradually attract roadside businesses and settlements. Each direct access point created more turning movements and conflict with vehicles travelling through. The route lost the smooth-flowing function for which it had been funded.

The ministry’s revised policy is intended to prevent that pattern. New urban decongestion projects must be fully access-controlled, have at least four lanes and use closed tolling. Service roads and planned interchanges should accommodate local movement while protecting the main carriageway from the same development pressures.

Access control works only when cities can reach the highway in planned ways. The policy requires interchanges with key roads to be spaced at least 5 km apart. These include national and state highways, city arterial roads and major district roads approved in the city master plan.

Other public roads would connect through slip roads rather than direct openings onto the highway. Service roads on the city-facing side would carry local vehicles without blocking the main carriageway. For example, a shop, neighbourhood or local trip could use the service road while a truck continues on the controlled route. These arrangements reduce turning conflicts and random entry points.

Experts also stress strict control over unplanned development and careful interchange planning. The corridor must avoid becoming lined with buildings and direct access points. The article notes that proper service roads, suitable connections and development controls will determine whether bypasses retain their intended purpose.

Transport planning focuses on roads, vehicles and movement. Urban planning focuses on where people live, work, produce goods and consume services. When these activities are spread or connected in ways that generate many local trips, congestion can remain even after through traffic is diverted to a bypass.

For example, a bypass may remove trucks passing through a city but do little if congestion mainly comes from movement between production and consumption centres inside the city. Those trips still use urban roads. A ring road cannot by itself solve every problem created by the location and growth of settlements, businesses and economic activity.

Devayan Dey of PwC India said city-specific transport planning should come before major investment. The wider policy still aims to support planned urban expansion, logistics and public transport connections. Its effectiveness will therefore depend on matching each corridor to local development patterns, rather than treating every city’s congestion in exactly the same way.