CCTS Executive Summary

8/9/2019 CCTS Executive Summary

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ACKNOWLEDGEMENT

The consultants are grateful to Tmt. Susan Mathew, I.A.S., Addl. Chief Secretary to

Govt. & Vice-Chairperson, CMDA and Thiru Dayanand Kataria, I.A.S., Member -

Secretary, CMDA for the valuable support and encouragement extended to the Study.

Our thanks are also due to the former Vice-Chairman, Thiru T.R. Srinivasan, I.A.S.,

(Retd.) and former Member-Secretary Thiru Md. Nasimuddin, I.A.S. for having given an

opportunity to undertake the Chennai Comprehensive Transportation Study. The

consultants also thank Thiru.Vikram Kapur, I.A.S. for the guidance and encouragement

given in taking the Study forward.

We place our record of sincere gratitude to the Project Management Unit of TNUDP-III

in CMDA, comprising Thiru K. Kumar, Chief Planner, Thiru M. Sivashanmugam, SeniorPlanner, & Tmt. R. Meena, Assistant Planner for their unstinted and valuable

contribution throughout the assignment. We thank Thiru C. Palanivelu, Member-Chief

Planner for the guidance and support extended. The comments and suggestions of

the World Bank on the stage reports are duly acknowledged.

The consultants are thankful to the Steering Committee comprising the Secretaries to

Govt., and Heads of Departments concerned with urban transport, chaired by Vice-

Chairperson, CMDA and the Technical Committee chaired by the Chief Planner, CMDA

and represented by Department of Highways, Southern Railways, Metropolitan

Transport Corporation, Chennai Municipal Corporation, Chennai Port Trust, Chennai

Traffic Police, Chennai Sub-urban Police, Commissionerate of Municipal

Administration, IIT-Madras and the representatives of NGOs.

The consultants place on record the support and cooperation extended by the officers

and staff of CMDA and various project implementing organizations and the residents

of Chennai, without whom the study would not have been successful.


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PREFACE

The past two decades have seen a growth in population, increased urban

sprawl, vehicle ownership, traffic volume and economy far greater than what

was thought likely and it is fair, proper and reasonable to anticipate theconcomitant transport problems such as congestion, pollution and

environmental hazards. To solve the traffic and transportation issues, CMDA

initiated the third comprehensive study viz. Chennai Comprehensive

Transportation Study (CCTS) in the year 2007, designed to provide the broad

parameters for the long term development of transport infrastructure setting

objectives for the next two decades, with the horizon year as 2026, with a

Vision as spelt out in the Second Master Plan by the Chennai Metropolitan

Development Authority to make Chennai a prime metropolis which will be

more livable, economically vibrant and environmentally sustainable and with

better assets for the future generations.

It has been our privelege to serve the interests of Chennai metropolis in

meeting the travel demand envisaged in formulating this comprehensive

transportation plan. The process of replicating the real world transportation

system and forecasting the state of the system at some future time is the crux

of transport demand modeling adopted in the study. Earnest attempt has been

made in the formulation of proposals of the integrated transportation systemcapable of accommodating the projected travel demand by appropriate plans,

policies, programmes, priorities and phasing. The goals set, took the inputs of

the stakeholders in preparing the SMP that was in conformity with the

guidelines of NUTP and approved by the committees constituted for CCTS. The

mobility strategies developed have resulted in a number of transport proposals

that are categorized into short, medium and long-term measures. The study

has emphatically brought it to the fore that the long term goal of ensuring

mobility, lies in the development of appropriate modes of public transport

system and more particularly in the provision of high order mass transit

systems, to be in tune with the avowed policy of moving people rather than

vehicles.


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The study addresses challenges arising from shortcoming in the existing

transport networks as a result of limited investment over decades for want of

financial resources. We have identified financial mechanisms that accumulate

capital funding for deficit correction and expansion; including public private

participation (PPP) wherever suitable. We have incorporated the latest studytechniques and have put in our best efforts and in doing so, we believe that we

have brought out recommendations, the translation of which into reality will

set the pace for significant development of Chennai metropolis, contributing in

no small measure in making it a preferred destination for major investments.

For Wilbur Smith Associates Private Limited

P Hariharan

Chief Executive Officer


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Vinoba Sunder Singh

R. Krishnamurthy

N. Seshadri

Lila P.C

Vittal Puvvada

Jeena Pradeep

M Bhoominathan

Saswati Ghosh Belliappa

DR. S. P. Palaniswamy

S.Suma

S.Saraswathy

Swetha Reddy

V.Suneer

Nrupesh

Dr. Udayakumar

V.N.K.Satyasai Tata

K. Sankar

A. Sudheer

Ganesh Raja

G.S Ramanujam

Janaki Sarma

D. Manjula

STUDY TEAM


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LIST OF ABBREVIATIONS

ADB Asian Development Bank

ATC Area Traffic Control

AVI Average Income

BMC Brihath Mumbai Municipal Corporation

BPR Bureau of Public Roads

BRT

Bus Rapid Transit

BRTS Bus Rapid Transit System

CBD Central Business District

CCTS Chennai Comprehensive Transportation Study

CCTV Closed Circuit Television

CDP City Development Plan

CMA Chennai Metropolitan Area

CMBT Chennai Mufussil Bus Terminal

CMDA Chennai Metropolitan Development AuthorityCMRL Chennai Metro Rail Limited

Co Carbon Monoxide

CoC Corporation of Chennai

CRTM Consorcio Regional Transport Madrid

CTH Road Chennai Thiruvallur High Road

CTP Chennai Traffic Police

CTSS City Traffic Signal System

CTTS Comprehensive Traffic and Transportation Study

DCF Discounted Cash Flow

DIC District Industrial CentreDoH Department of Highways

EIRR Economic Internal Rate of Return

EMP Employment

EMPC Employment (Commercial + Industrial + Other)

EMPCI Employment (Commercial + Informal)

ENPV Economic Net Present Value

FDI Foreign Direct Investment

FVRD Fraser Valley Regional District

GHMC Greater Hyderabad Municipal Corporation

GNT Road Grand Northern Trunk RoadGoI Government of India

GoTN Government of Tamil Nadu

GR Government Resolution

GST Road Grand Southern Trunk Road

GVTA Greater Vancouver Transportation Authority

GWT Road Grand Western Trunk Road

HATS Hyderabad Area Transportation Study


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HCV Heavy Commercial Vehicle

HHI Household Interview

HMDA Hyderabad Metropolitan Development Authority

HO HO Hop On, Hop Off

HOV High Occupancy Vehicles

IPT Intermediate Public TransportIRC Indian Roads Congress

IRR Inner Ring Road

ITES Information Technology Enabled Services

ITS Intelligent Transportation Systems

JnNURM Jawaharlal Nehru National Urban Renewal Mission

KMPH Kilometers per Hour

LCV Light Commercial Vehicle

LRT Light Rail Transit

LTA Land Transport Authority

MAV Multi axle VehicleMEPZ Madras Export Processing Zone

MMRDA Mumbai Metropolitan Region Development Authority

MMTS Multi Modal Transport System

MoB Mobility Study

MPO Metropolitan Planning Organization

MRTS Mass Rapid Transit System

MSRDC Maharashtra State Road Development Corporation

MTA Metropolitan Transportation Authority

MTC Metropolitan Transport Corporation

MTP Metropolitan Transportation PlanMUDP Madras Urban Development Project

NPV Net Present Value

NH National Highways

NHAI National Highways Authority of India

NMT Non-motorized transport

NMV Non-Motorized Vehicle

NOV Number of Vehicles

NUTP National Urban Transport Policy

O & M Operation and Maintenance

ORR Outer Ring Road

PCE Passenger Car Equivalent

PCMC Pimpri Chinchwad Municipal Corporation

PCTR Per Capita Trip Rate

PCU Passenger Car Units

PHT Passenger Hours of Travel

PMC Pune Municipal Corporation

PMPML Pune Mahanagar Parivahan Mahamandal Ltd


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PMTA Pune Metropolitan Transport Authority

POP Population

Pphpd passengers per hour per direction

PPP Public-private partnership

PWD Public Works Department

RoB Road Over BridgeRoW Right-of-Way

RSI Road Side Interview

RuB Road Under Bridge

SCEN School Enrollment

SCR South Central Railway

SETC State Express Transport Corporation

SEZs Special Economic Zones

SIDCO Small Scale Industrial Development Corporation

SIPCOT State Industries Promotion Corporation of Tamil Nadu

SMP Second Master PlanSPM Suspended Particulate Matter

STIF Syndicat des Transports dIle-de-France

STP Strategic Transportation Plan

STPOP Student Population

STRR Satellite Town Ring Road

TAZ Traffic Analysis Zone

TDM Travel Demand Management

TFL Transport for London

TIP Transportation Improvement Program

TLRN Transport for London Road NetworkTMC Traffic Management Center

TNPCB Tamil Nadu Pollution Control Board

TPP Road Thiruvottriyur-Ponneri-Panchetti Road

ULBs Urban Local Bodies

UMTA Unified Metropolitan Transport Authority

UPWP Unified Planning Work Program

USA United States of America

VGF Viability Gap Fund

VHT Vehicle Hours of Travel

VOC Vehicle Operating Cost

VOT Value of Travel Time


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Final Report-Executive Version

Chennai Comprehensive Transportation Study

i

TABLE OF CONTENTS

I. Introduction .................................................................................................. 1

II. Approach ...................................................................................................... 8III. Metropolitan Characteristics ............................................................................... 8

IV. Travel Demand Forecast ................................................................................... 28

V. Transportation Strategies ................................................................................. 41

VI. Long Term Proposals ....................................................................................... 56

VII. Freight Transport Proposals ............................................................................... 63

VIII. Demand Management Proposals .......................................................................... 65

IX. Road Network Improvement Proposals .................................................................. 67

X. New Links .................................................................................................... 70

XI. Road widening ............................................................................................... 70

XII. Block Cost Estimates ....................................................................................... 73XIII. Medium Term Proposals ................................................................................... 76

XIV. Grade Separation at Intersections ....................................................................... 77

XV. Traffic Management Systems ............................................................................. 81

XVI. Block Cost Estimates ....................................................................................... 83

XVII. Short term proposals ....................................................................................... 95

XVIII. Provision of Cycle tracks .................................................................................. 98

XIX. Traffic Management ........................................................................................ 99

XX. Block cost estimates ..................................................................................... 106

XXI. Implementation Plan ..................................................................................... 106

XXII. Financial Investment Strategy .......................................................................... 128XXIII. Investment Requirements ............................................................................... 129

XXIV. Institutional Arrangements .............................................................................. 134

XXV. Conclusions ................................................................................................ 137


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SL.NO LIST OF FIGURES PAGE NO

1 Population Growth in CMA ....................................................................... 3

2 Growth trend in Vehicle Population ............................................................ 3

3 Growth in traffic volume on major roads over the years ................................... 4

4 Vehicle ownership ................................................................................. 45 Percapita trip rate ................................................................................ 5

6 Trend in road accidents .......................................................................... 5

7 Decline in Bicycle share .......................................................................... 6

8 Parking Index ...................................................................................... 7

9 Chennai Metropolitan Area ...................................................................... 9

10 Road network ..................................................................................... 10

11 Fleet Strength of MTC ........................................................................... 11

12 Buses per lakh population ....................................................................... 12

13 Screen line survey locations .................................................................... 15

14 Road side interview survey locations locations .............................................. 1515 Road Classifications in CMA ..................................................................... 18

16 Type of Junctions in CMA ....................................................................... 18

17 Average Journey speed on selected Corridors ............................................... 19

18 Turning volume count survey locations ....................................................... 23

19 Trip Purpose ....................................................................................... 25

20 Opinion on Necessity of Separate Cycle Track .............................................. 25

21 Trip Distribution by Travel Mode (2008) in CMA ............................................. 27

22 Highway Network ................................................................................. 29

23 Transit Network .................................................................................. 29

24 Zone map .......................................................................................... 2925 Forecast Model .................................................................................... 32

26 Trip length distribution - Observed and Synthetic Comparison ........................... 33

27 Proposed Landuse 2026- Chennai City ........................................................ 34

28 Areas outside city in CMA Proposed Landuse 2026 ........................................ 35

29 Network Do minimum (committed) .......................................................... 37

30 Mode share ........................................................................................ 39

31 CMA Zones ......................................................................................... 46

32 CMA Population and Employment Density growth directions in 2026 .................... 47

33 Growth of Population and Employment in CMA 2026 ....................................... 48

34 Radial Arrangements of Transport Corridors ................................................. 4935 Grid Arrangements of Transport Corridors ................................................... 49

36 Suggested Public Transport Corridors - 2016 ................................................ 58



39 Intermodal Station at Saidapet ................................................................ 61

40 Intermodal Station concept at Porur .......................................................... 61

41 Locations of Intercity Bus Terminals .......................................................... 62


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42 Freight Movement Plan .......................................................................... 64

43 CMA Zones ......................................................................................... 66

44 Suggested Roadway Improvement Plan for CMA ............................................. 68

45 Satellite Town Ring Road ....................................................................... 69

46 Around Central Railway Station ................................................................ 8047 Near Panagal Park ................................................................................ 80

48 Near Tambaram Railway Station ............................................................... 80

49 Near Parrys (NSC Bose Road) ................................................................... 81

50 Location of TMCs ................................................................................. 82

51 Proposed Bicycle Network for Anna Nagar ................................................... 98

52 Proposed Bicycle Network for KK Nagar ...................................................... 99

53 Roads suggested for Ban on On-street parking ............................................. 101

54 Mc Nichols Road and Harrington Road Junction ............................................ 104

55 One way scheme Egmore area ............................................................... 105


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SL.NO LIST OF TABLES PAGE NO

1 Peak Hour Traffic at Screen Line Locations .................................................. 16

2 Comparison of Peak Hour Journey speed ..................................................... 19

3 Summary of Pedestrian crossing Counts ...................................................... 20

4 Intersections with Peak Hour PCU above10000 .............................................. 245 Purpose wise average trip length (in Kms) ................................................... 26

6 Trip Distribution by Travel Mode (2008) ...................................................... 26

7 Comparison of trip distribution by travel mode (1970, 1984, and 1992/95) ............ 27

8 Trip Length by Trip Purpose .................................................................... 28

9 Average Trip Length by mode .................................................................. 28

10 Trip End Models ................................................................................... 31

11 Demographic Projections ....................................................................... 36

12 Committed Schemes - Highway ................................................................ 38

13 Committed Schemes - Public Transport ...................................................... 38

14 Trips assigned in horizon years ................................................................. 3915 Passenger Hours of Travel (PHT) and Vehicle Hours of travel (VHT) ..................... 39

16 Travel Characteristics ........................................................................... 40

17 Travel Characteristics Value of Time........................................................ 40

18 Average network speed for Do- minimum scenario ......................................... 41

19 Emission levels with Do minimum scenario .................................................. 41

20 Strategy Proposed by Second Master Plan for CMA ......................................... 43

21 Summary of Evaluation (2026) ................................................................. 50

22 Freight Corridors ................................................................................. 63

23 New Links .......................................................................................... 70

24 Summary of long term improvements ......................................................... 7125 Total Investment Program for Long Term Schemes - 2026 ................................ 73

26 Results of Economic Analysis ................................................................... 74

27 Results of Economic Analysis for all long term-term projects ............................ 74

28 Block cost for Medium-term Schemes ......................................................... 83

29 List of committed Flyovers ..................................................................... 83

30 List of committed ROBs/RUBs .................................................................. 84

31 List of roads proposed for footpaths/improvements ....................................... 96

32 List of junctions for signal timings proposed ............................................... 102

33 Block cost for Short-term Schemes ........................................................... 106

34 Phasing of total Investments .................................................................. 10735 Detailed Phasing of Investments .............................................................. 107

36 Existing Funding Pattern for transport investments and O&M in CMA .................. 128

37 Total Fund Requirement (Rs. In Crores) ..................................................... 129

38 Committed (Phase 1) Investments ............................................................ 130

39 Potential Investments through PPP (Rs. In Crores) ........................................ 131

40 Details of Estimated Fund Gap for the identified investment requirements(Rs.Crores)132

41 Estimated mobilization of Gap Fund during the period 2010-2026 ...................... 134


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intra zonal forecast, facilitating meaningful comparison of scenario and traffic parameters

over fifty years upto 2026.

6.

The increase in travel demand with population and vehicular growth, declining share of public

transport, with considerably enhanced reliance on the personal motor vehicle has led toincreased costs due to travel delays, loss of productivity, deteriorating air quality caused by

automobile exhausts and an increased incidence of road accidents.While these are the

problems of today, tomorrows picture is more worrying. Chennai Metropolitan Areas increase

in overall growth will require an adequate and efficient transport system to meet the

anticipated population by 2026. Existing transportation problems would get compounded and

become chaotic if not adequately addressed. From the future needs apart from mobility

corridors and transportation systems, intensive improvements are essential for correcting

deficiencies. In the light of these trends,the current study provides optimal solutions, focusing

on a larger comprehensive thought process and on policy issues on the need to move people

rather than vehicles.

7.

The CCTS, apart from formulating a transport improvement roadmap for Chennai for the

future, includes an identified transport investment program containing short, medium and

long term projects.

Study Objectives

8.

The broad objectives are given hereunder:

Suggest policies, long-term strategies and programmes for the improvement of urban

transport in Chennai for the horizon year 2026

Develop an Urban Transport Planning Model using the state-of-the-art modeling technique

appropriate to the conditions and planning needs of the study area

Identify for all modes, a phased programme of appropriate investments and policy

proposals up to 2026 through scientific analysis; and also integrate various modes of mass

transit systems

Identify a medium-term investment programme by prioritizing the identified investment

proposals

Suggest financing mechanisms which may include levy of dedicated taxes

Suggest policies for Unified Metropolitan Transport Authority (UMTA) for Chennai to

facilitate proper institutional mechanism

Help strengthen the transport planning skills and transfer data/tools/knowledge obtained

through the study to CMDA and other agencies.


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Figure: Population Growth in CMA

Figure: Growth trend in Vehicle Population

Urban Transport Issues

9. It is envisaged that by the year 2026, the population within the Chennai Metropolitan Area

(CMA) will be approximately 12.6 million. This would translate into an estimated 17.3 million

daily vehicle-trips in the year 2026, which will be about two times the present vehicle-trips.

Population Growth in the CMA is presented in the Figure.

10.Motor vehicle population has increased at a phenomenal rate during the last few decades.

Total vehicle population has increased to 28.14 lakhs (2009). Growth trend in vehicle

population is presented in the Figure.

11.Personalized vehicles (two wheelers and cars) account for close to 31% of the total trips.

Vehicle growth trends reveal that the fleet of buses has seen a very marginal increase over

the years, while two wheelers experienced a remarkable increase from 4 lakhs (1991) to 21.6

lakhs (2009).

12.

A comparison of household vehicle ownership between 1992 and 2008 is presented in the

Figure.

35.0446.01

58.1870.41

82.6

125.82

0

20

40

60

80

100

120

140

1971 1981 1991 2001 2008 2026

PersonsinL

akhs

Population Growth in CMA


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Figure: Vehicle ownership

13.

Most of the prominent radial arterial roads leading to the City are severely congested. Traffic

volumes at inner cordon have averaged 7000 PCU during the peak hour and increased

significantly over the decade.

14.Arterial roads leading to the Central Business District(CBD) carry heavy traffic and are

congested. Level of congestion on arterials and other major roads has increased eight-fold

over the period 1984 to 2008. The average volume carried on predominant roads exceed

capacity as may be seen from the Figure.

Figure: Growth in traffic volume on major roads over the years

0 5000 10000 15000

Durgabhai Deshmukh Road near Sathya Studio

Anna Salai near Saidapet

Kamaraj Salai at Napier Bridge

Anna Salai near Chindadripet Rly Stn

Periyar EVR Salai near Aminjikarai Mrkt

Anna Nagar 3rd Avenue ne ar K3 P.Stn

Nelson Manickam Road near Nungambakkam

NSK Salai near Kodambakkam Rly Stn

Growth in peakhour Traffic (pcus)

Year 2008 Year 1993


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Figure: Percapita trip rate

Figure: Trend in road accidents

15.

Phenomenal growth of vehicles coupled with minimal increase in road space, has led to a low

speed of 10 kmph in the CBD and 18 kmph in other major roads.

16.

The per capita trip rate for the CMA has increased from 1.28 in 1992 to 1.6 over the last 17

years as depicted in the Figure increasing the total travel demand to 1.3 crore trips from 74.5

lakh trips. The per capita motorized trip rate increased to 1.06 in the same time period is

presented in the Figure.

17.

The average household income has increased to Rs. 8700 per year from Rs. 1350/yr (1992).

18.

Average vehicles per household have increased to 1.26 from 0.25 indicating significant

motorization levels.

19.Average journey distance in the CMA is currently about 9.6 km increasing from 7.8 km in

earlier CTTS indicating urban sprawl and expansion.

20.

Accident data reveals that on an average 625 persons die on City roads annually. Fatality rate

works out to 35/10,000 vehicles. Other sources of data indicate that 42% of road accidents

involve pedestrians and 10% cyclists. Trend in road accidents over the years is presented in

the Figure.

0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

1.8

1971 1984 1992-95 2008

PCTR

Year


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21.Walking and cycling account to approximately 34% of the total trips currently. Yet, the

infrastructure to these modes such as footpaths and cycle lanes is low to nonexistent. As a

result, there is a continuous decline in the number of person trips using bicycles from 1970 to

2008.

Survey findings indicate that the number of person trips using cycles has drastically come down to

6% for the year 2008, from a healthy 20% in 1970 as shown in the Figure. Road inventory reveal

that the facilities provided for cyclists and pedestrians are grossly inadequate for the safe

movement of these two groups.

Figure: Decline in Bicycle share

22.Pollution due to vehicular emission adversely impacts the environment. Periodical monitoring

conducted by Pollution Control Board reveal that the level of pollution by Carbon Monoxide

(CO) and that of Suspended Particulate Matter (SPM) have increased beyond the permissible

limits.

Pollutant Load Permissible

g/m3

level g/m3

Carbon Monoxide (Co) 908 to 4198 2000

Suspended particulate 264 to 451 200

Matter (SPM)

23.

Acute shortage of parking supply is witnessed in commercial areas of Anna Salai, Periyar EVR

Salai, T. Nagar, Purasawalkam, George Town, Nungambakkam, Adyar and Mylapore. The

haphazard parking has led to loss in the road capacity that ranges between 15% to 65%. The

parking Index which is the ratio of peak parking demand to the supply at important locations

in Chennai is shown in the Figure.

20%

11%

14.2%

6%

0

5

10

15

20

25

1970 1984 1992-95 2008

Share(%)

Year

Decline in Bicycle Share


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Figure: Parking Index

24.Chennai, in recent years, is seeing expansion of the city due to many upcoming projects

initiated to promote growth of IT and ITES. The future growth of the city, while being fuelled

by the IT and ITES industries, will be channeled along certain developments in the city. These

include a second container terminal in Chennai Port to be comissioned in 2011, the Special

Economic Zone (SEZ) planned to enhance the economic opportunities of the Ennore Port, the

expansion of the existing airport to make it world class, the proposed new Greenfield airport

at Sriperumbudur, increased concentration of industries on IT Corridor (Rajiv Gandhi Salai

from Madhya Kailash junction to Siruseri), a Telecom Corridor of over 210 acre industrial site

in Sriperumbudur attracting huge investments and development of Special Economic Zones

(SEZ) attracting Foreign Direct Investment (FDI). In addition, a number of multi-national car

companies have set up their companies in the vicinity of the CMA and are on an expansion

spree. The proposed developments will give impetus to growth and development of CMA in

south and south-westerly direction. CMAs increase in overall growth will require an adequate

and efficient transport system to meet the increase in job potential and population increase

anticipated by the year 2026.

25.

The Chennai Metropolis is expected to become one of the Mega Cities in the world with more

than 10 million population, in the next 10 years. The Chennai City Corporation with 176 sq.km

area will accommodate about 59 lakh population while the rest of the Metropolitan Area with

an extent of 1013 sq.km will accommodate about 67 lakh population by 2026 as indicated

hereunder:

26.

In spite of having committed schemes (from Second Master Plan) like MRTS, Metro rail,

Suburban rail, Bypass road, Outer Ring Road, Elevated freight corridor etc., Chennai is

expected to face severe traffic congestion in the coming years. The rapid economic growth

will result in significant increase in traffic management problems. In the absence of properly

0 0.5 1 1.5 2 2.5

South Usman Road

G.N Chetty Street

N.S.C. Bose Road

Sardar Patel Road

General Patters Road

Anna Nagar 2nd Avenue

Parking indexYear 2008 Year 2003

Population 2008 2026

CITY 4746766 5855332

CMA 3520165 6726333

TOTAL 8266930 12,582,137


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Figure: Chennai Metropolitan Area

Overview of Urban Transport Systems

Road Networ k

29.The city has a radial- circumferential arrangement of road network. The radial pattern road

network converges at George Town which is the CBD of the CMA. The road network is

primarily based on four National Highways, leading to Kolkota (NH5), Bangalore (NH4), Trichy

(NH45) and Thiruvallur (NH 205) as shown in the Figure. Other radial roads include Kamarajar

Salai, East Coast Road, Rajiv Gandhi Salai (OMR), NSK Salai (Arcot Road) and Thiruvottiyur

High Road. Orbital road network includes Jawaharlal Nehru Road (IRR), Pallavaram-

Thorapakkam Road, Chennai Bye-pass Road etc.


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Figure: Road network

Rail Net wor k

30.

The commuter rail system in the CMA operated by the Southern Railways consists of four BG

lines:

Chennai Beach Tambaram line running south-west

Chennai Central Tiruvellore line running east-west

Chennai Central Gummidipoondi line running north-south

Mass Rapid Transit System (MRTS) operates on Chennai Beach - Velachery section for alength of about 20 km.


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Figure: Buses per lakh population

Currently, buses cater to approximately 26% of the total travel demand. The base fare for the bus

transport is Rs. 2.00 for 2 km distance, the lowest in the country. Trend in buses per lakh population

is presented in the Figure.

Goods Tr anspor t

32.

The number of goods vehicles in Chennai has increased and its movement, particularly the

heavy vehicles and trucks are restricted on the city roads. An elevated freight corridor to the

port is being built along the banks of river Cooum and along the NH4 to provide seamless

access to the port. The CMDA has taken steps to shift some of the wholesale markets and

create truck terminals on the periphery of the City.

Data Collection

33.

The study includes all basic data collection and analysis procedures proven desirable in similar

studies conducted in several other metros in the country and abroad. A comprehensive

primary data collection was undertaken as part of the study on several aspects in addition todata from secondary sources. Standard procedures were used to verify the completeness and

reliability of the processed data obtained through various surveys.

34.

As many as sixeteen different types of surveys pertaining to the network, users and operator

were carried out. The various surveys conducted, the time period, duration and the number

of locations are given in the Table. The detailed methodology and analysis of primary surveys

and the survey locations for different surveys are presented in the Field Survey Report. All

surveys were conducted betwee January 2008 and October 2008 is presented in the Table.

Table: Survey Particulars

Sl. No Surveys Duration Locations

1 Screen line volume count 24 hours 43

2 Road network inventory 12 hours 1206 km in CMA

3 Speed and delay survey 12 hours84 Corridors in

CMA

4 Pedestrian crossing count 12 hours 47


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35.

The study area has been subdivided into 290 zones for the purpose of traffic analysis. They

comprise:

City area(155 zones)

Area within CMA limit excluding city area (120 zones)

Rest of Tamilnadu and India (15 zones)

36.The following surveys contributed as critical input for the travel demand model in terms of

network attributes, mode-wise matrices, trip rate etc.:

Road network inventory- the characteristics of the road network like number of lanes;divided or undivided; one way or two way; free flow speed; capacity etc. in the study area

were established and the same were used to build network in the model.

Screen line volume count- estimated the classified vehicular volume crossing the screen

lines. The data was used to validate the model

Turning Volume count- classified turning volume at intersections were estimated. The

data was used to validate the model and to evaluate the need for any facility like grade

separation.

Road side interview survey- extracted the travel pattern across the cordons ie the

interaction between city to the CMA and the CMA to outside CMA. Used to build the base

year modewise matrices. Household interview survey (HHI)-The data from HHI (2% sample)is the key input in the

travel demand modeling; Gathered the basic facts relating to the socio-economic

characteristics of the population and trip movements of the residents; Used to build

modewise trip matrices.

IPT survey- to have the travel pattern of intermediate public transport modes.

5 Inner and CBD cordon survey 24 hours 15 & 11

6 Turning volume count 12 hours 49

7 Outer cordon survey 24 hours 15

8 Informal activity survey 12 hours 4 areas

9 Parking survey 12 hours 16 Locations

10 Cyclists opinion survey 8 hours 14

11 IPT survey 12 hours 32

12 Truck terminal survey 12 hours 3

13 Survey at Rail station 12 hours 46

14 Truck operator survey 8 hours 3

15 Road side interviews at cordons 24 hours 41

16 Household interview survey NA 37730 HH in CMA


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Survey of Large Traffic Generators: assembled the travel characteristics of rail

passengers as well as travel characteristics of the feeder systems and have been used in

validating the bus & rail system in the travel demand model.

Speed and delay survey- established the speed flow relationship, which has been

converted to Bureau of Public Roads (BPR) functions for different category of roads; Usedin traffic assignment and in development of speed flow curves.

Saturation flow survey-Passenger car units (PCU) for different modes were established

for the study area, which are used for converting vehicles into equivalent PCU.

37. In addition to the above mentioned surveys, the following surveys were also carried out to

understand in Chennai, aspects like the safety of pedestrians, cycling, parking demand, goods

management etc.

Pedestrian count:conducted to evaluate the need for various facilities such as pedestrian

subway, foot over bridge, zebra crossings etc. on priority basis in the short and medium

time frame for safe pedestrian movement Cyclist Survey:Purpose of this survey is to assimilate the travel characteristics of cyclists

as well as their issues related to the travel i.e., safety and comfort.

Parking survey: carried out to understand the demand- supply gap and to suggest

measures to handle the present growth.

Goods focal Point survey/Truck operator survey: This survey focused on the trip

characteristics of goods vehicles like origin/destination, frequency of shipment, average

lead, annual kilometerage, type of goods transported, etc. This survey also covered the

routes of goods movement within the CMA and its impact on the general traffic stream

along with the loading and unloading characteristics at the terminal point.

38.

The locations of screen line survey and those of road side Interviews are shown in the Figures.


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Figure: Screen line survey locations

Figure: Road side interview survey locations locations

Salient features Traffic and Travel pattern

39.

After conducting the detailed survey analysis, several parameters defining the traffic and

travel pattern of the CMA for the base year were established.

40.

A comparison with the earlier 1993 CTTS on various parameters was very interesting. These

results advocate the policy makers to take immediate action in many concerns like network

improvement, parking supply etc. Important observations from the survey analyses are

presented in this section.

Inner and Outer Cordon

CBD Cordon

Outside City


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16

The peak hour traffic at screen line locations varied from 6.4% to 9.5% with a high share of

motorized two wheelers. Details are given in Table. Average annual growth of traffic

during 1993-2008 is in the range of 6% to 17% is presented in the Table.

Table: Peak Hour Traffic at Screen Line Locations

No. LocationPeak hour

PCUDailyPCU

Peak Hour Factor (PeakPCU/Daily PCU) (%)

1Durgabhai Deshmukh Roadnear Sathya Studio

11061 139633 7.9

2Gandhi Mandapam Road nearAdyar Villa

7039 86659 8.1

3Anna Salai at SaidapetMaraimalai Adigal Bridge

13640 186419 7.3

4Alandur Bridge near GuindyIndustrial Estate

1096 14281 7.7

5Jawaharlal Nehru RoadCrossing Adyar River nearEkkattuthangal

7429 116161 6.4

6Kamaraj Salai at NapierBridge

8548 96375 8.9

7Anna Salai near ChindadripetRailway Station

8048 99413 8.1

8Arunachala Street at StAndrews Bridge

2,773 39264 7.0

9Adithanar Road at HarrisBridge

7635 83149 9.2

10Binny Road near Quaid -e-Millath College

8051 99735 8.1

11Pantheon Road near Co-Optex

10070 109720 9.2

12Mc Nichols Road crossing

Cooum River10750 146440 7.3

13Harrington Road crossingCooum River

2893 35287 8.2

14Periyar EVR Salai nearAminjikarai Market

5656 82388 6.9

15Anna Nagar 3rd Avenue nearK3 Police Station

5927 79498 7.5

16Bridge crossing Cooum Rivernear Anna Adarsh College

2423 27789 8.7

17Jawaharlal Nehru Road nearKoyambedu

7841 107604 7.3

18Rajaji Salai near RoyapuramRailway Station

2050 25202 8.1

19Mannarswamy Koil Street

near Chetty Thottam

5351 73632 7.3

20Monegar Choultry Roadbehind Stanley Medicalcollege

1,644 20917 7.9

21Thiruvottriyur High Roadnear Washermanpet RailwayStation

5356 65335 8.2

22Kathivakkam High Road nearHarinarayanapuram Postofiice

2,610 30440 8.6


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No. Location

Peak hourPCU

DailyPCU

Peak Hour Factor (PeakPCU/Daily PCU) (%)

23Erukkanchery High Roadnear Venkateshapuram

4438 62126 7.1

24

Perambur Barracks Road

near Vyasarpadi JeevaRailway Station

5,072 64683 7.8

25Perambur High road nearPerambur Railway Station

4516 66751 6.8

26Perambur Loco Works 1 nearJawahar Nagar

2337 26529 8.8

27Perambur Loco Works II nearJawahar Nagar

2041 29052 7.0

29TVS junction on JawaharlalNehru road

4276 56846 7.5

30CTH Road near AgathiarNagar

7294 111236 6.6

31Nelson Manickam Road nearNungambakkam Railway

Station

9294 118442 7.8

32NSK Salai nearKodambakkam RailwayStation

7970 105447 7.6

34 Duraiswamy Road subway 7091 89997 7.9

35 Madley Road Subway 5268 61611 8.5

36 Aranganathan Road Subway 5083 63154 8.0

37Saidapet Market Roadsubway

5211 54965 9.5

38Mount Poonamallee Roadnear MIOT Hospital

5131 80279 6.4

39

Causeway at Cowl Bazaar

Road 339 4293 7.9

40Bridge at Pammal KunrathurRoad

1572 19087 8.2

41Golden George RathnamSalai near Nerkundram

1692 20670 8.2

42Causeway near MGREngineering College

2169 26095 8.3

43Bridge at Vanagaram -Ambattur Road

2336 29243 8.0

44 Thiruverkadu Causeway 1206 15406 7.8

45Bridge at Avadi-Poonamallee Road

2,551 38719 6.6

Note: - Surveys not conducted at location No. 28 and 33 due to ROB construction

The data obtained from road inventory survey for each link was appended to the

corresponding link in the private vehicle network file and used as the basis for selecting

an appropriate speed flow curve for the network development. The road inventory data

has highlighted the deficiencies on the road network in terms of road width, as only 31%

of roads have widths of four lanes and above. The type of roads are presented in the

figure.


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Figure: Road Classifications in CMA

Figure: Type of Junctions in CMA

Junctions in the study area are grouped based on the kind of traffic management available

at the junction. Accordingly this has been divided into five categories such as Signalized,

Un-controlled, Rotary, Grade separated and grade separation under construction. Majority

of these junctions were observed as un-controlled in the study area. Observations for type

of junctions are presented in the figure.

The abstract on analysis of speed and delay data reveals that delays are mostly at

intersections and that speeds on all roads have reduced over the years due to the increase

in vehicular traffic. Significant drop in speeds have been witnessed from the 1993

observation on Sardar Patel Road, Dr.Muthulakshmi Road (LB Road) and Jawaharlal Nehru

Road (IRR) with average journey speeds for roads with more commercial activity and those

that have sparse commercial being 16kmph and 25kmph respectively. Average journey

speed on selected corridors is presented in the Figure. The Comparison of journey speed is

given in the Table.

Six Lane

divided5%

Four Lane

divided20%

Four LaneUn-divided

6%

Two Lane

63%

Single lane

6%

Rotary12.6%

Signals30.7%

Un Controlled54.1%

Grade separated1.7%

Grade SeparationUnder

Construction1.0%


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Figure: Average Journey speed on selected Corridors

Table: Comparison of Peak Hour Journey speed

Sl NO Road Namekmph

1992-1993 2008

1 Dr Muthulakshmi Road 39 20

2 Periyar EVR Salai 32 25

3 Jawaharlal Nehru Road 43 274 Sardar Patel Road 49 24

5 Durgabai Deshmukh Road 9 25

6 Santhome High Road 33 28

7 Kamaraj Salai 46 34

8 Rajaji Salai 29 24

9 Anna Salai 43 28


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Sl NO Road Namekmph

1992-1993 2008

10 Radhakrishnan Salai 40 26

11 Walaja Road 46 31

12 RK Mutt Road 27 17

13 Greenways Road 36 35

14 Gandhi Mandapam Road 45 30

15 Burkit Road 26 14

16 Venkata Narayana Road 25 13

17 GN Chetty Road 31 21

18 MGR Salai 25 15

19 VOC Road 24 21

20 Old Jail Road 9 15

21 Arcot Road 32 20

22 TTK Road 44 22

23 NSC Bose Road 4 9

24 Binny Road 23 19

25 Pantheon Road 10 17

26 Cathedral Road 25 25

27 Thyagaraya Road 33 20

28 Greams Road 28 13

29 Tiruvottriyur High Road 19 19

30 Mannarsamy Koil Street 17 22

31 North Usman Road 32 18

32 Chamiers Road 26 7

33 Dr Nair Road 23 19

34 Mc Nichols Road 34 18

Pedestrians crossing the roads were found to be heavy in the CBD area - numbers ranging

from 4,200 to 120,000 in study locations within the city while the numbers were about

3800 to 41,100 outside the city area during the 12 hour period surveyed. Details are given

in Table.

Table: Summary of Pedestrian crossing Counts

Sl.No.

Location Name Peak Pedestrian Countin Numbers/ Hour

Total Count(12 Hrs)

1 Aminjikarai Market Junction 3299 18966

2 Anna Nagar 2nd Avenue 2183 15372

3 Anna Salai near SIET College 3280 22241

4 Arcot Road near Meenakshi College 2434 18038

5 Arcot Road near Vadapalani Bus stand 3674 16543

6 Arcot Road Vs Jawaharlal Nehru Road 4369 31982


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Sl.No.

Location NamePeak Pedestrian Count

in Numbers/ HourTotal Count

(12 Hrs)

7 Broadway 10037 75665

8 Light House 913 6975

9 Doveton 2547 21943

10 Egmore Railway Station 4686 3722411 In front of Parambur Bus Stand 2040 16939

12Jawaharlal Nehru Road in front of centralMofussil Bus Terminus

1233 7849

13 Kamaraj Salai near Queen Marys College 1058 4272

14 Kathipara Junction 2731 24992

15 Koyambedu Junction 1652 13645

16Lattice Bridge Road near ThiruvanmiyurBus Stand Junction

8631 47957

17 Luz Intersection 3777 26401

18 Periyar EVR Salai Vs Mint Street 6733 55782

19 Periyar EVR Salai Vs New Avadi Road 1110 9071

20 Periyar EVR Salai Vs Taylors Road 1566 1047521 Periyar EVR Salai Vs E.V.K.Sampath Road 899 7402

22 In front of Raja Annamalai Mandram 2055 21025

23Rattan Bazaar - Evening Bazaar RoadIntersection

13888 128008

24Royapettah High Road VsDr.Radhakrishnan Salai

1281 9396

25 Sardar Patel Road Vs Velachery Main Road 900 6860

26 Sterling Road Vs College Road 1031 7242

27 T.T.K. Road Vs Cathedral Road 569 4852

28 Tollgate near Thiruvottriyur 3215 24890

29 South Usman Road Vs Duraiswamy Road 9346 63007

30 South Usman Road In front of T. NagarBus Stand 11518 83074

31Taramani Velachery Road Vs VelacheryMain Road

3660 24803

32Taramani Velachery Road Vs VelacheryByepass Road

5834 39027

33Thiruvottriyur High Road near WimcoNagar Railway Station

1362 10839

34Poonamallee Trunk Road Vs Avadi RoadJunction

699 3897

35 Arcot Road at Porur Junction 5622 34770

36CTH Road in front of Ambattur Estate BusStand

3388 21227

37 CTH Road in front of Ambattur Bus Stand 3634 18876

38 CTH Road near Avadi Bus Stand 5613 4112239 GST Road near Pallavaram Bus stand 3875 33008

40 GST Road near Tambaram Bus Stand 4179 34486

41 GST Road near Chromepet Bus stand 4781 31328

42Kathivakkam High Road near EnnoreRailway Station

870 6499

43Mount Poonamallee Road in front ofIyyapanthangal Bus Stand

1254 7016


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Figure: Turning volume count survey locations


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Table: Intersections with Peak Hour PCU above10000

SlNo

LocationNo.

LocationPeak Hour Volume

Vehicles PCU

1 1 Anna Salai Vs Peters Road 18144 18649

2 4 Sterling Road Vs College Road 17033 17086

3 5 Anna Salai Vs Arunachalam Street 11034 13544

4 6 Anna Salai Vs Cenetoph Road 14512 14816

5 7 Periyar EVR Salai Vs Mint Street 9494 11077

6 9 Periyar EVR Salai Vs New Avadi Road 11268 11785

7 13 Periyar EVR Salai Vs Muthuswamy Bridge 11057 10214

8 15 Anna Salai Vs Binny Road 18730 19903

9 16 Periyar EVR Salai Vs E.V.K. Sampath Road 9130 10170

10 19 Kamaraj Salai Vs Bharathi Salai 13603 1065011 20 Periyar EVR Salai Vs Raja Muthiah Road 11487 10330

12 21 Arcot Road Vs Jawaharlal Nehru Road 13826 16283

13 23 Village Road Vs Nungambakkam High Road 12727 13707

14 26Periyar EVR Salai Vs Guruswamy Bridge VsVasu Street

14517 16038

15 29 Periyar EVR Salai Vs Dr. Nair Road 18100 17866

16 30 Sardar Patel Road Vs Rajiv Gandhi Road 14550 14389

17 31 Lattice Bridge Road Vs Thiruvanmiyur Road 8010 11138

18 35 Anna Nagar 3rdAvenue Vs New Avadi Road 15517 13835

19 37 Periyar EVR Salai Vs Nelson Manickam Road 13238 12216

20 38 Anna Salai Vs Walajah Road 13956 13169

21 39Anna Salai Vs Venkatnarayana Road VsChamiers Road

20592 21985

22 40 Anna Salai Vs CIT Nagar I & III Main Road 13492 16276

23 41Anna Salai Vs Thyagaraya Road Vs EldamsRoad

16827 17703

24 42Anna Nagar II Avenue Vs Jawaharlal NehruRoad

21661 32976

25 43 Anna salai Vs Bharathidasan Salai 15630 16002

26 44 Anna Salai Vs General Patters Road 13255 12015

27 48Avadi Poonamallee Road Vs ChennaiTiruvallur High Road

6273 11057

28 49 GST Road Vs Pammal Main Road 13824 21768


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Passenger traffic at Outer Cordon locations has increased over the period and perhaps the

commercial vehicle prohibitions within and the urban sprawl beyond contribute to this

trend.

Commensurate with the traffic composition, the number of two wheelers parked on-street

is the highest followed by cars with average duration of parking being just over an hour.Cycles are observed to be parked in larger numbers at railway stations and in the vicinity

of bus terminals, their numbers being constrained for want of space and commercial

vehicles were observed to be parked on TPP road and Manali Oil Refinery Road. Off-street

multi- level parking lots are yet to get implemented despite earlier studies recommending

the same.

Cyclist opinion survey revealed that amongst users, 76% travel for work while 16% travel

for educational purpose with about 60% travelling daily. The results are presented in

Figure. While 64% of the interviewed opine that a cycle track is very essential from safety

considerations, the cycle tracks that existed earlier have since been removed to facilitate

carriageway widening (refer Figure given below).

Figure: Trip Purpose

Figure: Opinion on Necessity of Separate Cycle Track

The average trip length of Intermediate public transport (IPT) mode that includes auto

rickshaw and maxi-cab has increased three fold over the years, while there is an increased

occupancy in either mode. The purpose wise trip length of IPT modes is presented in the

Table.

Work/Business

76%

Education

16%

Social

8%

Very

Essential

64%

Desirable

20%

Not

required

7%

Noidea

9%


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Table: Purpose wise average trip length (in Kms)

Purpose oftrips

AutoRickshaw

SharedAuto

Taxi Maxi cab

Work 6.79 11.98 13.54 15.68

Business 6.70 13.00 8.89 0.00

Social 7.18 12.12 10.75 0.00

Education 6.33 0.00 0.00 0.00

others 7.83 13.25 8.96 7.00

Majority of the work trips are having trip length ranging from 6.8 to 15.7 Km.

Analysis of household survey data has revealed significant increase in household income,

per capita trip rate, share of trips performed by motorized two wheelers & cars, trip

lengths by various modes while there has been a sizeable reduction in the percentage

share of trips by public transport mode.

A lower household size (4.09) is observed in the current study, when compared with 1992-95 CTTS (4.51).

Average Household income estimated in the present study for CMA is Rs.8700.

When comparing the household income level and trip generation, it is found that higher

income households are making more trips than lower income group.

Number of trips made by various age groups were compared and found that maximum trip

makers are between 25 40 years in 2008 (35%) whereas in 1992-95 study, maximum trip

makers were between 5-17 years age.(35%).

A higher per capita trip rate with 1.60 is observed in 2008 compared to 1.44 in 2005, 1.28

in 1992-95, 1.14 in 1984 and 0.86 in 1971 study. The observed trip rate in 2008 is higher

than the predicted trip rate (1.50) for 2011 from 1992 95 study. The mode share observed in the present study is presented in the figure and in the table

given below.

Table: Trip Distribution by Travel Mode (2008)

Travel Mode City (%)CMA

ExcludingCity (%)

CMA (%)

Bus 27 25 26

Train 4 7 5

Car/Taxi 7 5 6

Fast two wheelers 26 24 25

Auto rickshaw 6 2 4Bicycle 5 7 6

Walk 26 30 28

Total 100 100 100


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Figure: Trip Distribution by Travel Mode (2008) in CMA

Trips by Non-motorized transport decreased from 41% in 1970 study, 40% in 1984 study,

and 46.6% in (1992-95) to 34% (2008) as presented in the Table .

Significant increase in the percentage of trips by two wheeler is observed (25% in 2008)

when compared with previous studies (2% in 1970, 3% in 1984, 7% in 1992-95) as presented

in the Table.

Significant decrease in the percentage of trips by public transport (bus+train) is observed

in HHI (31% in 2008) when compared with previous studies (54% in 1970, 55% in 1984,

42.7% in 1992-95) as may be seen from the Table.

Table: Comparison of trip distribution by travel mode (1970, 1984, and 1992/95)

Sl. No. Mode

Percentage of trips by mode

1970 1984 1992-95

1 Bus 42 46 38.6

2 Train 12 9 4.1

3 Car/Taxi 3 2 1.5

4 Fast two wheelers 2 3 7

5 Auto rickshaw 0 0 2.2

6 Bicycle 20 11 14.2

7 Cycle rickshaw & others 0 2 2.9

8 Walk 21 27 29.5

Total 100 100 100

Trip lengths for all trip purposes are increased when compared to previous study (1992-95)as shown in the Table.


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Table: Trip Length by Trip Purpose

S. No Trip PurposeAverage Trip Length

Km (2008)Average Trip Length

Km (1992-95)

1 Home based work 7.85 7.0

2 Home based education 5.55 3.53 Home based others 5.1 4.9

4 Employer Business 7.25 6.8

5 Non Home based Others 8.05 5.4

It has been observed that there is considerable increase in trip lengths of personalized

modes while predominance of shared autos in several sectors has reduced the trip length

of IPT, as shown in the Table.

Table: Average Trip Length by mode

Travel ModeAverage Trip Length Km (2008) Average Trip

Length Km(1992-95)City

CMA ExcludingCity

CMA

Walk 1.43 1.66 1.55 1.1

Bicycle 4.83 4.53 4.68 2.8

IPT (Taxi/Autorickshaw/shared Auto/ Maxi cab)

8.51 7.08 7.80 12.2

Two Wheeler 10.27 10.48 10.38 6.3

Car/Van /Jeep 13.8 14.4 14.10 8.0

Private Bus 14.5 9.5 12.00 18.5

Public Bus 9.28 10.7 9.99 14.4Train 13.83 10.98 12.41 11.1

IV.

Travel Demand Forecast

Calibration of Transport Model

41.An urban transport model to replicate the Chennai Metroplitan Area transportation system

(roads, congestion delays, transit system, etc.) has been developed with a state-of-the-art

software and modelling technology.

Software

42.

The selection of software for the model development was carried out by realizing the planningneeds of the CMA and also by appreciating the capabilities of different software in the

market. Based on a comparitive study of various software, CUBE has been chosen as the

preferred software. CUBE is capable of the following:

43.The zone map, highway network and transit network is presented in the Figures.


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Figure: Highway NetworkFigure: Transit Network

44.Household and roadside passenger interview data were used to develop the observed mode-

wise trip matrices. The external trips for the car, two wheeler, auto, public transport andcommercial vehicles were constructed based on the O-D survey conducted at the outer

cordon.

The purpose wise matrices were developed for morning, evening and an off peak periods. From the

primary surveys it has been observed that the morning peak period extends from 8.00 A.M to 11.00

A.M. and the evening peak period extends from 5.00 P.M to 8.00 P.M. The intervening period is the off

Fi ure: Zone ma


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peak period. Trip Matrices were also developed for commercial vehicles LCVs, Trucks & Multi Axle

Trucks.

45.Observed travel demand for the morning, evening and off peak hour is estimated. The

observed highway and public transport matrices were assigned on the network and theassigned traffic volume has been compared with the observed traffic counts on screen lines

and at cordons for goods and passenger modes. Modelled journey time on major corridors has

been compared with the observed journey time estimated through speed and delay surveys by

moving car method. It showed that all the modeled journey times are within the confidence

range of +- 20%.

Calibration of Model parameters

46.

Calibration involves estimating the values of various constants and parameters for each of

these stages of the transport model structure. Estimating model coefficients and constants

was done by solving the model equation for the parameters of interest after supplyingobserved values of both the dependent and independent variables. The observed values of

variables are obtained from the surveys of actual travel patterns. Once satisfactory estimates

of the parameters for all models have been obtained, the models were checked to assure that

they adequately perform the functions for which they are intended. This has been done by

(process called validation) assigning the developed matrices on the network and checking the

assigned flows across the screen line/cordon against the observed count. Few other

parameters that were compared include trip length distribution, journey time, and mode

share. This process established the credibility of the model by demonstrating its ability to

replicate actual traffic patterns.

Trip End models

47.

Trip generation models were built to forecast the number of person trips that will begin from

or end in each travel analysis zone with in the region for a typical day of the target year.

Separate trip- generation and attraction models were developed for work, education, business

and other purposes.Multiple regression method has been adopted for developing trip end

equations. Trip end models are presented in Table.

Morning Peak Hour

Purpose Trip Production Equation Trip Attraction Equation

Work Trips Y = 0.170 AVI+ 0.018 POP

699 Y = 730 + 0.118 EMP

Education Trips Y = 39.23 + 0.078 STPOP Y = 160.93 + 0.009 SCEN

Business Trips Y = 15.43 + 0.143 EMPCI Y = 0.50 + 0.155 EMPCI

Other Trips Y = -6.30 + 0.15 NOV Y = 13.73 + 0.0004 POP +0.114 EMPCI

Evening Peak Hour


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Table: Trip End Models

Legend: AVI- Average Income POP- Population STPOP- Student Population EMPC- Employment(Commercial+ Industrial+Other) NOV- Number of Vehicles EMP- Total Employment * EMPCI- Employment(Commercial +Informal) SCEN- School Enrollment * POP-Population

Trip Distribution and Mode Choice

48.

The trip distribution and mode choice are combined to form a combined Trip Distribution and

Modal Split phase using a conventional doubly constrained gravity model of the form:

Tijm= riGisjAj Fijm

Where T= number of inter zonal trips between zone i & j and by mode m

G= Total generation trip ends by zone

A= Total attraction trip ends by zone

i=Generation Zone

j= Attraction Zone

r,s=Balancing factors (constants)

Fijm= Deterrence function for mode m

Fijm= Kme-cijmCijm

Where K= Constant Factor

C=Generalized Cost

= Calibration Constant Exponential function

=Calibration Constant- Power function

Double Constraints are imposed by ensuring that

iJm

ij GT = And iij AT =Im

Validation

49.

Synthetic trip ends were estimated using the calibrated trip end equations. Synthetic trip

matrices were developed by the calibrated distribution cum mode choice parameters. These

synthetic matrices were compared with the observed matrices. The process is detailed in

Figure.

Work Trips Y=0.0997 EMP + 0.0056 POP +108.97 Y= 0.0323 POP + 494.29

Other Trips Y=0.840 EMPCI +151.93 Y= 0.0046 POP + 0.724 EMPCI +99.31

Off Peak Hour

Business Trips Y= 0.0393 EMP + 324.38 Y= 0.043 EMP + 269.66

Other Trips Y= 0.363 NOV +81.11 Y= 0.0028 POP + 0.445 EMPI + 4.65


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Figure: Forecast Model

Base Year Highway

NetworkBase year Planning

Variables

Base year

Transit Network

Synthetic peak

hour trip ends

PCU (Mode-wise)OD Matrices

HighwayAssignment

TransitAssignment

ConvergenceCriteria

PT Passenger

OD Matrix

Generalized Cost

TransitCAR, TW, AUTO

PT Skims

Yes

No No

- HighwayAssignment

TransitAssignment

Generalized Cost

No No

Highway Skims

Combined trip

distribution and

mode choice model

Tri end model

Synthetic Mode wise

OD Matrices

External Passenger

Tri s

Preload Commercial

Vehicle and NMT

flow

Skims Skims

Compare with comparable observed

Modal SplitTrip costdistribution

Sector leveltrip

matrices

Satisfactory

Transit flowHighway flow

Unsatisfactory

Revise matrix area

definition and

repeat calibration

cycle

Calculate K factors

as necessary


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Figure: Proposed Landuse 2026- Chennai City


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35

Figure: Areas outside city in CMA Proposed Landuse 2026

Based on the population forecasts, past census trends and the potential new developments, horizon

year employment has been forecasted and the estimate of employment in CMA area by horizon year is

expected to be 60 lakhs. The zones have been retained for the horizon year. The demographic

projections made based on Second Master Plan (2026) are presented in the table.


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Table: Demographic Projections

Forecast InputVariables

2008 2026

Population

CITY 47,46,766 58,55,332

CMA 35,20,165 67,26,333

TOTAL 82,66,930 1,25,82,137

Employment

CITY 22,08,586 35,20,481

CMA 10,90,767 24,97,798

TOTAL 32,99,553 60,18,278

52.

The Second Master Plan has identified several transport infrastructural proposals as part of the

overall land use development strategy. A few transport proposals are either already in the

implementation stage or, have been identified as committed. For these proposals, investment

plan has been prepared and approved and the funding sources have been identified. Transport

network with these selected proposals are termed as committed network. The committed

proposals are presented in the Figure. Do minimum scenario represents the situation where

ONLY the aforementioned committed schemes are in place by the horizon year. The

committed schemes include both highway as well as public transport improvements.

The figure and Tables present the highway and public transport committed schemes recpectively.


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Figure: Network Do minimum (committed)


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Table: Committed Schemes - Highway

Note: L-Lane, D-Divided

Table: Committed Schemes - Public Transport

Travel Demand Forecast

53.

The base year model developed as part of the project has been used for the forecast year.

The population and employment levels for the horizon year as indicated before are distributed

to the TAZs in the study area. Both highway and public transport network are developed for

each scenario and forecasted trips and vehicles-hours are determined for different peak

periods.

Forecasts

Per Capita Trip Rate (PCTR)

54.The per capita trip rate (all modes) has been compiled from past studies and the observed trip

rate along with the projections has been illustrated. It has been observed that the PCTR has

been doubled during 1971-2008 period and expected to grow to 2.14 by the horizon year.

Travel Demand

55.

The growth in daily demand in the past three decades and in the planning period is estimated.

The demand has been increased more than four times 1971-2008 period and will be nearly

doubled by 2026. The trips assigned in horizon years are presented in the Table.

Trip Length

56.Mode-wise average trip length for car is 14.17 km and for motorized two wheeler is 10.37 km.

The average trip length has been steadily increasing over the years and by the horizon year

the average trip length is expected to increase by 1 km from the current levels scenario.

HIGHWAY

NameLanes

CharacteristicsFrom To

Length of theCorridor(km)

Outer Ring Road 6L-2W-D Vandalur Minjur 62Freight ElevatedCorridor

4L-2W-D Chennai Port Maduravoyal 18

NH Bypass 4L-2W-D Maduravoyal Red Hills 13

PUBLIC TRANSPORT

Name From ToLength of the

Corridor(km)Lines

MRTS Velacheri Near St.Thomas Mount 5 2

METRO-Corridor 1 Washermanpet Chennai Airport 23.085 2

METRO-Corridor 2 Chennai Central St.Thomas Mount 21.961 2

AUGMENTATION OFSUB-URBAN RAIL

Chennai Central Avadi 19.5 4 to 6

Chennai Central Attipattu 21.6 2 to 4


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Table: Trips assigned in horizon years

Modal Split

57.

Modal split is presented in the Figure. If the committed proposals are implemented then the

public transport modal split is expected to reach 44%.

Passenger/Vehicle Kilometer of Travel

58.

Kilometer of travel represents the extent and availability of transport network. Passenger

Kilometers of Travel & Vehicle Kilometers of travel are expected to be 37.4 lakhs and 25.6

lakhs by 2026.

Passenger/Vehicle Hours of Travel59.

Hours of travel represent the extent and presence of congestion of transport network.

Passenger Hours of Travel (PHT) and Vehicle Hours of travel (VHT) are presented in the Table.

Table: Passenger Hours of Travel (PHT) and Vehicle Hours of travel (VHT)

Travel Characteristics2008 2016 2026

PV PT IPT PV PT IPT PV PT IPT

Average Trip length km 10.7 11.71 8.6 10.31 13.53 7.97 10.38 13.37 11.37

Modal split ( %) 48 42 10 48 41 11 43 44 13

Passenger/VehicleKilometer in lakhs*

22 37.4 3.6 30.4 61.5 5.1 40.4 99.4 13.3

Passenger/Vehicle hoursin lakhs*

0.7 2.13 0.12 1.17 3.29 0.20 2.50 6.66 0.99

60.

For PV and IPT the numbers are in Vehicle km and Vehicles hours for PT the numbers are in

Passengers km and Passenger hours. Details are given in the Table.

YearPCTR

(All Vehicles)PCTR

(Motorized)Trips assigned

(Motorised)

2008 1.6 1.06 7,63,091

2016 1.69 1.12 11,12,4942026 2.14 1.41 17,09,938

Figure: Mode share


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Table: Travel Characteristics

Modes OccupancyVoc in Rs. /Kmfor Base Year

Average TripLength (Km)

Two wheeler 1.5 1.4 10.37

Auto rickshaw 2.6 Fare 7.8

Car 2.3 4.07 14.17

Public Transport 65 (only Buses) Fare 11.71

Table: Travel Characteristics Value of Time

Travel Characteristics-Value of Time in Rs/minMode 2009 2026

Work

Two wheeler 0.53 0.76

Car 1.08 1.54

Auto 0.35 0.5

Taxi 0.42 0.6Bus 0.32 0.46

Train\MRTS\Metro 0.5 0.71

Business


Car 2.16 3.09

Auto 0.7 1

Taxi 0.84 1.2

Bus 0.64 0.91


Education


Car 0.54 0.77

Auto 0.18 0.26

Taxi 0.21 0.3

Bus 0.16 0.23


Others


Car 0.54 0.77

Auto 0.18 0.26

Taxi 0.21 0.3

Bus 0.16 0.23



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Network Speed

61.

Commuters desire to travel is readily related to travel speeds on the network. Average

speeds for the two scenarios are prepared. The average network speed estimated is 19 kmph.

Average network speed for Do something scenario is presented in the Table.

Table: Average network speed for Do- minimum scenario

Emission Levels

62.The emission levels with committed network scheme is presented in the Table.

Table: Emission levels with Do minimum scenario

Scenarios

2008 2016 2026

Co HC PM Nox Co HC PM Nox Co HC PM Nox

Do Minimum* NA NA NA NA 49 14 1 34 79 21 2 47* Numbers are in Tonnes/day

V.Transportation Strategies

Vision and Goals

63.The Vision 2026 developed in the Second Master Plan by the Chennai Metropolitan

Development Authority (CMDA) is to make Chennai a prime metropolis which will be more

livable, economically vibrant and environmentally sustainable and with better assets for the

future generations

64.Considering the current trends and future challenges that Chennai is facing, a set of key

priorities or principles are devised that underpin the development of the transport strategy.

These key guiding principles/priorities are:

Provide transport choices for all

Reduce Congestion

Integrated Transport Planning

Efficient transport investment

65.

In accordance with these principles, appropriate strategies are developed which are

consistent with the National Urban Transport policy (NUTP), National Environmental Policy

and the citys Second Master Plan (SMP). The strategies seek to address the concerns of all

segments of commuting population. By emphasizing the pre-eminence of public transport and

non-motorized modes of travel; adopting various elements of Travel Demand Management and

integrating with the landuse development scenarios, the urban transport strategies seek to

achieve the vision set out for CMA.

Average Journeyspeed

Base year Do Minimum

2008 2016 2026

25 26 19


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Table: CCTS Goals

Numbers in parenthesis indicate motorized vehicle percentage

Numbers in parenthesis indicate motorized vehicle percentage

Goals

66.

The present situation in Chennai will only continue to worsen if nothing is done. Do minimum

(considering the committed schemes like Metro Rail, MRTS, commuter rail, Outer Ring Road,

elevated freight corridor, bypass) forecasts also show low network speeds in 2026 (inside core

area) - a really serious and unsustainable situation.

67.A set of performance indicators has been developed as goals to be achieved in 2026 for the

City. The Goals have been defined based on the vision and the objectives. The goals were set

in consultation with CMDA and the Stakeholders. The mobility strategies developed will aim at

attaining the goals. The goals or targets set for this study are shown in the Tables. It is to be

noted that the 2008 values given are from the model outputs.

Review of Transport Policies

68.

The existing national and international urban policy framework for urban areas is reviewed

prior to framing the strategies for Chennai. In the Indian context, the National Urban

Transport Policy and the Second Master Plan for CMA are noteworthy documents that deserve

careful review. The City Development Plan (CDP) for Chennai prepared under Jawaharlal

Nehru National Urban Renewal Mission (JnNURM) is also reviewed. In the International arena,

the framework of World Bank and the City of London have been chosen for review for their

significant contribution for evolving Transport Strategies.

Category Index 2008 Goal (2026)

ModalShares

(all trips)

Public Transport 27% (41%) 46% (70%)

IPT 7% (11%) 5% (8%)

Private Transport 32% (48%) 15 % (22%)

NMT 34% 34%

Benchmarks Goal

Public Transit Share 46% (70%)*

Walkability (Footpath Length /RoadLength

70

Cyclability (Cycle path Length /RoadLength 10

Fatality Index (Fatalities/LakhPopulation)

Reduce by 50%

On Street Parking Index 0-5%

Non-Motorized Travel Index 35

Emissions(Tonnes/Day) Reduce by 50%

Average Journey Speed 30


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Second Master Plan for CMA

69.

In Volume 1, Chapter 4 of the Second Master Plan document, CMDA has proposed detailed

strategies and related plans to address the projected traffic demand by the year 2026. The

plan then gives a list of medium term and long term schemes. The Second Master Plan furtherstates that A quick review of the shelf of projects, indicate that the targeted modal share of

70% by public transport is fairly realizable provided the metro rail network is implemented in

full and the road network capacity is augmented by development of elevated highways. The

strategy proposed in the Second Master Plan is summarized in the Table.

Table: Strategy Proposed by Second Master Plan for CMA

No. Strategy Policy

1

Moving people ratherthan vehicles

Augmenting the coverage and capacity of the rail and bus transits Removing bottlenecks in the rail transit and bus transit networks Priority for bus transit by reservation of lanes along major arterial roads

Differential pricing commensurate with the LOS for public transit. Running mini-buses for railway stations access

2

Integrating land useand urban

transportation

Developing a transport network based on CTS Restructuring the land use distribution around transit nodes Ascertaining the adequacy of the road and transport supply vis--vis, the land

use Reduce the gap in the supply of 2nd and 3rd order roads in the Outer-CMA

3Priorities to non-

motorized transport(NMT)

Footpaths in residential streets and on major roads with commercial activities Redeeming the existing footpaths from encroachments & obstructions Propose legal framework for evicting the encroachments on footpaths / roads Demarcating road space exclusively for movement by pedestrians and cyclists Providing safe passage of pedestrian / cyclists by sub-ways.

4

Optimizing theexisting road and

transportinfrastructure

Widening critical road links and intersections

Deploying Area Traffic Control (ATC) system Phased widening of roads to their prescribed street alignment width Articulating the road network by developing missing links Selected junction improvements for improving corridor throughput Introducing high occupancy vehicles (HOV) lanes along critical road corridors Upgrading high density corridors as multi-modal transit corridors Introducing additional sub-urban rail stations along existing rail corridors Quadrupling the existing sub-urban rail system Shifting the inter-regional terminals from city core to the city fringe Increasing the length of trains (6/9/12 coaches)

5Reorganize parking

Mandative off-street parking norms for various landuses Develop multi-level parking at major traffic generating locations Develop park-and-ride facility at all critical sub-urban / RTS / metro rail

stations

Develop park-and-ride facility at all critical bus terminals Enforce effectively accommodating visitors parking within flats

Restrict/ban on-street parking on critical commercial streets Introduce the concept of community parking Use the underneath space of flyovers for parking Ban transport vehicle operators if the operators do not have parking of their

own Parking pricing to reduce the use of private modes Construction of parking complexes on government agencies land Review the adequacy of parking standards periodically


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No. Strategy Policy

6

Redefining the roleof Para-transit

Encourage wider coverage and capacity by the Para-transit Provide parking for Para-transit at public transport terminals Regulate the operation of Para-transit by enforcing minimum safety norms.

Segregating freighttraffic & passenger

traffic

Plan and develop exclusive elevated corridors for freight traffic within the City

core Plan and develop orbital roads in the form of urban bypasses Enhance the connectivity of seaports with National Highways and Plan and develop outstation truck terminals and parking

8

Deploying varioustravel demand

management (TDM)measures

Stagger the school & office & market times zone- wise Encourage car-pooling and van-pooling

Encourage the coverage and fleet size of share autos and maxi-cabs Allocate HOV lanes along major arterial roads Encourage new industrial complexes to have residential quarters within their

premises Decentralize major activities to reduce traffic Encourage tele-shop

CCTS Executive Summary

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