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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, Senior
Planner, & 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 ViceChairperson, 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.

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 the
concomitant

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 system
capable 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.

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 study
techniques 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

STUDY TEAM

Vinoba Sunder Singh


R. Krishnamurthy
N. Seshadri
Lila P.C

DR. S. P. Palaniswamy

Vittal Puvvada
Jeena Pradeep
M Bhoominathan
Saswati Ghosh Belliappa
Dr. Udayakumar
V.N.K.Satyasai Tata
K. Sankar
A. Sudheer
Ganesh Raja
G.S Ramanujam
Janaki Sarma
D. Manjula
S.Suma
S.Saraswathy
Swetha Reddy
V.Suneer
Nrupesh

LIST OF ABBREVIATIONS
ADB

Asian Development Bank

ATC

Area Traffic Control

AVI

Average Income

BMC

Brihath Mumbai Municipal Corporation

BPR
BRT

Bureau of Public Roads

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 Authority

CMRL

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 Centre

DoH

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 Road

GoI

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

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 Transport

IRC

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 Vehicle

MEPZ

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 Plan

MUDP

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

PMTA

Pune Metropolitan Transport Authority

POP

Population

Pphpd

passengers per hour per direction

PPP

Public-private partnership

PWD

Public Works Department

RoB

Road Over Bridge

RoW

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 Plan

SPM

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 Network

TMC

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

Chennai Comprehensive Transportation Study

Final Report-Executive Version

TABLE OF CONTENTS
I.

Introduction .................................................................................................. 1

II.

Approach ...................................................................................................... 8

III.

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 ....................................................................................... 73

XIII. 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 .......................................................................... 128
XXIII. Investment Requirements ............................................................................... 129
XXIV. Institutional Arrangements .............................................................................. 134
XXV. Conclusions ................................................................................................ 137

Chennai Comprehensive Transportation Study

Final Report-Executive Version

SL.NO

LIST OF FIGURES

PAGE NO

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

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

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

Vehicle ownership ................................................................................. 4

Percapita trip rate ................................................................................ 5

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

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

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

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 .............................................. 15

15

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 .......................................................................................... 29

25

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 ................................................. 49

35

Grid Arrangements of Transport Corridors ................................................... 49

36

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

37

Suggested Public Transport Corridors - 2021 ................................................ 59

38

Suggested Public Transport Corridors - 2026 ................................................ 60

39

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

40

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

41

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

ii

Chennai Comprehensive Transportation Study

Final Report-Executive Version

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 ................................................................ 80

47

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

iii

Chennai Comprehensive Transportation Study

Final Report-Executive Version

SL.NO

LIST OF TABLES

PAGE NO

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

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

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

Intersections with Peak Hour PCU above10000 .............................................. 24

Purpose wise average trip length (in Kms) ................................................... 26

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

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

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

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 ................................................................. 39

15

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 ......................................................... 71

25

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 ..................................................................107

35

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

iv

Chennai Comprehensive Transportation Study

Final Report-Executive Version

I. Introduction
1. Chennai Metropolis is the fourth largest in the country, encompassing an area of 1189 square
kilometres and having an estimated population of over 82.6 lakhs as of the year 2008. As part
of the planned development, the MATSU (Madras Area Transportation Study Unit) of the
Directorate of Town and Country Planning, at the instance of the Government of Tamil Nadu,
had undertaken a Comprehensive Traffic and Transportation Study (CTTS) in the year 1970 to
meet the transportation needs of the metropolitan city, applying the technique of transport
planning with forecast and direction of growth stipulated over a twenty year period,
predicting the urban form, travel desires and transportation facilities for the horizon years
1981 and 1991, that formed an integral part of the First Master Plan.
2. The second CTTS was undertaken by Chennai Metropolitan Development Authority (CMDA)
during the year 1992-95 part-funded by World Bank under TNUDP I and part funded by the
Government of India,

and the Study identified investments to be made in the road and

transport sector with the horizon year as 2011.


3. Consequent to global liberalization, the scale of developments and vehicular growth had
increased tremendously in the country and reflected in this metropolis as well. Given the high
population disposition in the Master Plan having an increased urban sprawl and land use
defined for the future, speculated growth in motorized personal modes, great expectations
and targets in industrial and Information Technology Enabled Services (ITES) expansion for the
future, it is fair, proper and reasonable to anticipate the concomitant transport problems such
as congestion, pollution and environmental hazards. To solve the traffic and transportation
issues in a long range and effective manner, the problem faced was sought to be evaluated
comprehensively on the basis of detailed traffic and transportation study to develop practical
and flexible plans for meeting the future traffic and transportation needs.
4. The CMDA initiated the third comprehensive study viz. Chennai Comprehensive Transportation
Study (CCTS) in the year 2008 designed to provide the broad parameters for the long term
development of transport infrastructure with emphasis on expansion of public transport
services and for setting traffic management objectives for the next two decades with the
horizon year as 2026. The project has been funded as a sub-component under the World Bank
assisted Tamil Nadu Urban Development Project-III (TNUDP-III). This study has far-reaching
consequences for our future mobility as well as contributing to economic prosperity and
environmental sustainability.
5. It is pertinent to mention the fact that all the three comprehensive studies for the metropolis
have the same area and retain the basic traffic analysis zones (TAZs) that are units of analysis
to estimate existing and future travel demand and while maintaining the integrity of the zones
of 1970, they have been only further sub divided in successive studies to minimize excessive

Chennai Comprehensive Transportation Study

Final Report-Executive Version

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 to

increased 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.

Chennai Comprehensive Transportation Study

Final Report-Executive Version

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.
Population Growth in CMA
140

125.82

Persons in Lakhs

120
100

82.6

80
58.18

60
40

35.04

70.41

46.01

20
0
1971

1981

1991

2001

2008

2026

Figure: Population Growth in CMA

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.

Figure: Growth trend in Vehicle Population

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.

Chennai Comprehensive Transportation Study

Final Report-Executive Version

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.
NSK Salai near Kodambakkam Rly Stn
Nelson Manickam Road near Nungambakkam
Anna Nagar 3rd Avenue near K3 P.Stn
Periyar EVR Salai near Aminjikarai Mrkt
Anna Salai near Chindadripet Rly Stn
Kamaraj Salai at Napier Bridge
Anna Salai near Saidapet
Durgabhai Deshmukh Road near Sathya Studio
Year 2008

Year 1993

5000

10000

Growth in peakhour Traffic (pcus)

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

15000

Chennai Comprehensive Transportation Study

Final Report-Executive Version

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.
1.8
1.6
1.4

PCTR

1.2
1
0.8
0.6
0.4
0.2
0
1971

1984

1992-95

2008

Year

Figure: Percapita trip rate

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.

Figure: Trend in road accidents

Chennai Comprehensive Transportation Study

Final Report-Executive Version

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.
Decline in Bicycle Share
25

Share(%)

20

20%

14.2%

15
11%
10

6%
5
0
1970

1984

Year

1992-95

2008

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
g/m3

Permissible
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.

Chennai Comprehensive Transportation Study

Final Report-Executive Version

Anna Nagar 2nd Avenue


General Patters Road
Sardar Patel Road
N.S.C. Bose Road
G.N Chetty Street
South Usman Road
0
Year 2008

0.5

Year 2003

1.5

2.5

Parking index

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:
Population

2008

2026

CITY

4746766

5855332

CMA

3520165

6726333

TOTAL

8266930

12,582,137

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

Chennai Comprehensive Transportation Study

Final Report-Executive Version

planned mass transit systems, a disproportionately high share of trips will be carried by
personalized modes of transport creating chaotic situation and causing over-strain on the
existing infrastructure. To improve the situation, there is a dire need to come up with a
comprehensive transportation management plan.

II.

Approach
27. Comprehensive travel information in Chennai was last collected in 1993 and hence a major
portion of the task at hand was to collect and build a huge database. A sophisticated transport
model was calibrated and validated thoroughly to help in understanding future travel pattern
demands and mode share, in order to assist selecting the most effective transport strategy
option. Based on the evaluation, a set of short, medium and long term options have been
framed; a rough cost and the total investment needs have been established. An investment
programme has been laid out based on an understanding of current level of spending by
agencies, private financing and other sources of funds. An institutional setup has also been
suggested.

III.

Metropolitan Characteristics

Profile of Chennai Metropolitan Area


28. The study takes into account the interaction of the outlying towns too. The CMA area is shown
in the Figure.

Chennai Comprehensive Transportation Study

Final Report-Executive Version

Figure: Chennai Metropolitan Area

Overview of Urban Transport Systems


Road Network
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), PallavaramThorapakkam Road, Chennai Bye-pass Road etc.

Chennai Comprehensive Transportation Study

Final Report-Executive Version

Figure: Road network

Rail Network
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 a
length of about 20 km.

10

Chennai Comprehensive Transportation Study

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Figure: Existing Rail Network

The Chennai Beach Tambaram rail line is constrained by the presence of a number of road / rail level
crossings. Both the Chennai Beach Tambaram and the Chennai Central Gummidipoondi rail
corridors witness overcrowding of trains during peak hours.

Bus Transport
31. The MTC operates approximately 640 routes with a fleet of about 3300 buses. The fleet
strength is depicted in the Figure. During peak hours, the buses operate with more than 100
passengers per bus indicating substantial overcrowding. The MTC covers most of the CMA and
even covers up to 50 km beyond the city.

Figure: Fleet Strength of MTC

11

Chennai Comprehensive Transportation Study

Final Report-Executive Version

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.

Figure: Buses per lakh population

Goods Transport
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 to
data 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

Screen line volume count

24 hours

43

Road network inventory

12 hours

1206 km in CMA

Speed and delay survey

12 hours

84 Corridors in
CMA

Pedestrian crossing count

12 hours

47

12

Chennai Comprehensive Transportation Study

Final Report-Executive Version


5

Inner and CBD cordon survey

24 hours

15 & 11

Turning volume count

12 hours

49

Outer cordon survey

24 hours

15

Informal activity survey

12 hours

4 areas

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

13

Survey at Rail station

12 hours

46

14

Truck operator survey

8 hours

15

Road side interviews at cordons

24 hours

41

16

Household interview survey

NA

37730 HH in CMA

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.

13

Chennai Comprehensive Transportation Study

Final Report-Executive Version

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; Used
in 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.

14

Chennai Comprehensive Transportation Study

Final Report-Executive Version

Inner and Outer Cordon

Outside City

Figure: Screen line survey locations


CBD Cordon

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.

15

Chennai Comprehensive Transportation Study

Final Report-Executive Version

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.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22

Location
Durgabhai Deshmukh Road
near Sathya Studio
Gandhi Mandapam Road near
Adyar Villa
Anna Salai at Saidapet
Maraimalai Adigal Bridge
Alandur Bridge near Guindy
Industrial Estate
Jawaharlal Nehru Road
Crossing Adyar River near
Ekkattuthangal
Kamaraj Salai at Napier
Bridge
Anna Salai near Chindadripet
Railway Station
Arunachala Street at St
Andrews Bridge
Adithanar Road at Harris
Bridge
Binny Road near Quaid -eMillath College
Pantheon Road near CoOptex
Mc Nichols Road crossing
Cooum River
Harrington Road crossing
Cooum River
Periyar EVR Salai near
Aminjikarai Market
Anna Nagar 3rd Avenue near
K3 Police Station
Bridge crossing Cooum River
near Anna Adarsh College
Jawaharlal Nehru Road near
Koyambedu
Rajaji Salai near Royapuram
Railway Station
Mannarswamy Koil Street
near Chetty Thottam
Monegar Choultry Road
behind Stanley Medical
college
Thiruvottriyur High Road
near Washermanpet Railway
Station
Kathivakkam High Road near
Harinarayanapuram Post
ofiice

Peak hour
PCU

Daily
PCU

Peak Hour Factor (Peak


PCU/Daily PCU) (%)

11061

139633

7.9

7039

86659

8.1

13640

186419

7.3

1096

14281

7.7

7429

116161

6.4

8548

96375

8.9

8048

99413

8.1

2,773

39264

7.0

7635

83149

9.2

8051

99735

8.1

10070

109720

9.2

10750

146440

7.3

2893

35287

8.2

5656

82388

6.9

5927

79498

7.5

2423

27789

8.7

7841

107604

7.3

2050

25202

8.1

5351

73632

7.3

1,644

20917

7.9

5356

65335

8.2

2,610

30440

8.6

16

Chennai Comprehensive Transportation Study

Final Report-Executive Version

No.
23
24
25
26
27
29
30
31
32

Location
Erukkanchery High Road
near Venkateshapuram
Perambur Barracks Road
near Vyasarpadi Jeeva
Railway Station
Perambur High road near
Perambur Railway Station
Perambur Loco Works 1 near
Jawahar Nagar
Perambur Loco Works II near
Jawahar Nagar
TVS junction on Jawaharlal
Nehru road
CTH Road near Agathiar
Nagar
Nelson Manickam Road near
Nungambakkam Railway
Station
NSK Salai near
Kodambakkam Railway
Station

Peak hour
PCU

Daily
PCU

Peak Hour Factor (Peak


PCU/Daily PCU) (%)

4438

62126

7.1

5,072

64683

7.8

4516

66751

6.8

2337

26529

8.8

2041

29052

7.0

4276

56846

7.5

7294

111236

6.6

9294

118442

7.8

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

5211

54965

9.5

5131

80279

6.4

339

4293

7.9

1572

19087

8.2

1692

20670

8.2

2169

26095

8.3

2336

29243

8.0

1206

15406

7.8

37
38
39
40
41
42
43
44

Saidapet Market Road


subway
Mount Poonamallee Road
near MIOT Hospital
Causeway at Cowl Bazaar
Road
Bridge at Pammal Kunrathur
Road
Golden George Rathnam
Salai near Nerkundram
Causeway near MGR
Engineering College
Bridge at Vanagaram Ambattur Road
Thiruverkadu Causeway

Bridge at Avadi2,551
38719
6.6
Poonamallee Road
Note: - Surveys not conducted at location No. 28 and 33 due to ROB construction
45

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.

17

Chennai Comprehensive Transportation Study

Final Report-Executive Version

Single lane
6%

Six Lane
divided
5%

Four Lane
divided
20%
Four Lane
Un-divided
6%

Two Lane
63%

Figure: Road Classifications 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.

Grade separated
1.7%

Grade Separation
Under
Construction
1.0%

Rotary
12.6%

Signals
30.7%
Un Controlled
54.1%

Figure: Type of Junctions in CMA

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.

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Chennai Comprehensive Transportation Study

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Figure: Average Journey speed on selected Corridors


Table: Comparison of Peak Hour Journey speed
Sl NO

Road Name

kmph
1992-1993

2008

Dr Muthulakshmi Road

39

20

Periyar EVR Salai

32

25

Jawaharlal Nehru Road

43

27

Sardar Patel Road

49

24

Durgabai Deshmukh Road

25

Santhome High Road

33

28

Kamaraj Salai

46

34

Rajaji Salai

29

24

Anna Salai

43

28

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Chennai Comprehensive Transportation Study

Final Report-Executive Version

Sl NO

Road Name

kmph
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

15

21

Arcot Road

32

20

22

TTK Road

44

22

23

NSC Bose Road

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

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.
Sl.
No.
1
2
3
4
5
6

Table: Summary of Pedestrian crossing Counts


Peak Pedestrian Count
Location Name
in Numbers/ Hour
3299
Aminjikarai Market Junction
2183
Anna Nagar 2nd Avenue
3280
Anna Salai near SIET College
Arcot Road near Meenakshi College
2434
Arcot Road near Vadapalani Bus stand
3674
4369
Arcot Road Vs Jawaharlal Nehru Road

20

Total Count
(12 Hrs)
18966
15372
22241
18038
16543
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Chennai Comprehensive Transportation Study

Final Report-Executive Version


Sl.
No.
7
8
9
10
11

Location Name

Peak Pedestrian Count


in Numbers/ Hour
10037
913
2547
4686
2040

Total Count
(12 Hrs)
75665
6975
21943
37224
16939

1233

7849

13

Broadway
Light House
Doveton
Egmore Railway Station
In front of Parambur Bus Stand
Jawaharlal Nehru Road in front of central
Mofussil Bus Terminus
Kamaraj Salai near Queen Marys College

1058

4272

14

Kathipara Junction

2731

24992

15

Koyambedu Junction
Lattice Bridge Road near Thiruvanmiyur
Bus Stand Junction
Luz Intersection
Periyar EVR Salai Vs Mint Street
Periyar EVR Salai Vs New Avadi Road
Periyar EVR Salai Vs Taylors Road
Periyar EVR Salai Vs E.V.K.Sampath Road
In front of Raja Annamalai Mandram
Rattan Bazaar - Evening Bazaar Road
Intersection
Royapettah High Road Vs
Dr.Radhakrishnan Salai
Sardar Patel Road Vs Velachery Main Road
Sterling Road Vs College Road
T.T.K. Road Vs Cathedral Road
Tollgate near Thiruvottriyur
South Usman Road Vs Duraiswamy Road
South Usman Road In front of T. Nagar
Bus Stand
Taramani Velachery Road Vs Velachery
Main Road
Taramani Velachery Road Vs Velachery
Byepass Road
Thiruvottriyur High Road near Wimco
Nagar Railway Station
Poonamallee Trunk Road Vs Avadi Road
Junction
Arcot Road at Porur Junction
CTH Road in front of Ambattur Estate Bus
Stand
CTH Road in front of Ambattur Bus Stand
CTH Road near Avadi Bus Stand
GST Road near Pallavaram Bus stand
GST Road near Tambaram Bus Stand
GST Road near Chromepet Bus stand
Kathivakkam High Road near Ennore
Railway Station

1652

13645

8631

47957

3777
6733
1110
1566
899
2055

26401
55782
9071
10475
7402
21025

13888

128008

1281

9396

900
1031
569
3215
9346

6860
7242
4852
24890
63007

11518

83074

3660

24803

5834

39027

1362

10839

699

3897

5622

34770

3388

21227

3634
5613
3875
4179
4781

18876
41122
33008
34486
31328

870

6499

1254

7016

12

16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43

Mount Poonamallee Road in front of


Iyyapanthangal Bus Stand

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Chennai Comprehensive Transportation Study

Final Report-Executive Version


Sl.
No.
44
45
46
47

Location Name

Peak Pedestrian Count


in Numbers/ Hour

Total Count
(12 Hrs)

4264

33298

1103

7182

880

7097

2337

16139

Mount Poonamallee Road Vs Mangadu


Road Junction
Poonamallee High Road near
Maduravoyal Market
Poonamallee High Road Vs Thiruverkadu
Road Junction
Thiruvottriyur Bus Stand Junction

Sizeable increase in traffic ranging from 7% to 19% is observed at Inner Cordon locations in
comparison to the previous study (1993 CTTS study) with negative growth in the category
of slow moving vehicles at several locations. Proportion of slow moving vehicles in the
traffic stream is more at CBD Cordon as compared to Inner Cordon locations.

49 intersections in CMA were surveyed (refer figure given below). Grade-separated


facilities are needed at 28 of the 49 intersections surveyed based on traffic warrants in
the current year itself while other locations meet the warrants over the next few years.
The locations warrant grade separators are presented in Table.

22

Chennai Comprehensive Transportation Study

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Figure: Turning volume count survey locations

23

Chennai Comprehensive Transportation Study

Final Report-Executive Version


Table: Intersections with Peak Hour PCU above10000
Sl
No

Location
No.

Peak Hour Volume

Location

Vehicles

PCU

Anna Salai Vs Peters Road

18144

18649

Sterling Road Vs College Road

17033

17086

Anna Salai Vs Arunachalam Street

11034

13544

Anna Salai Vs Cenetoph Road

14512

14816

Periyar EVR Salai Vs Mint Street

9494

11077

Periyar EVR Salai Vs New Avadi Road

11268

11785

13

Periyar EVR Salai Vs Muthuswamy Bridge

11057

10214

15

Anna Salai Vs Binny Road

18730

19903

16

Periyar EVR Salai Vs E.V.K. Sampath Road

9130

10170

10

19

Kamaraj Salai Vs Bharathi Salai

13603

10650

11

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

26

Periyar EVR Salai Vs Guruswamy Bridge Vs


Vasu 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 3rd Avenue 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

39

Anna Salai Vs Venkatnarayana Road Vs


Chamiers Road

20592

21985

22

40

Anna Salai Vs CIT Nagar I & III Main Road

13492

16276

23

41

16827

17703

24

42

21661

32976

25

43

Anna salai Vs Bharathidasan Salai

15630

16002

26

44

13255

12015

27

48

Anna Salai Vs General Patters Road


Avadi Poonamallee Road Vs Chennai
Tiruvallur High Road

6273

11057

28

49

GST Road Vs Pammal Main Road

13824

21768

Anna Salai Vs Thyagaraya Road Vs Eldams


Road
Anna Nagar II Avenue Vs Jawaharlal Nehru
Road

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Chennai Comprehensive Transportation Study

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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).
Social
8%

Education
16%

Work/Business
76%

Figure: Trip Purpose

Notrequired
7%

Noidea
9%

Desirable
20%

VeryEssential
64%

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.

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Chennai Comprehensive Transportation Study

Final Report-Executive Version

Purpose of
trips

Table: Purpose wise average trip length (in Kms)


Auto
Shared
Taxi
Maxi cab
Rickshaw
Auto

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 199295 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)
CMA
Travel Mode
City (%)
Excluding
CMA (%)
City (%)
Bus
27
25
26
Train
Car/Taxi
Fast two wheelers
Auto rickshaw

4
7
26
6

7
5
24
2

5
6
25
4

Bicycle

Walk

26

30

28

100

100

100

Total

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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

1970

1984

1992-95

Bus

42

46

38.6

Train

12

4.1

Car/Taxi

1.5

Fast two wheelers

Auto rickshaw

2.2

Bicycle

20

11

14.2

Cycle rickshaw & others

2.9

Walk

21

27

29.5

100

100

100

Total

Percentage of trips by mode

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 Purpose

Average Trip Length


Km (2008)

Average Trip Length


Km (1992-95)

Home based work

7.85

7.0

Home based education

5.55

3.5

Home based others

5.1

4.9

Employer Business

7.25

6.8

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 Mode

Walk
Bicycle
IPT (Taxi/Auto
rickshaw/shared Auto
/ Maxi cab)
Two Wheeler
Car/Van /Jeep
Private Bus
Public Bus
Train

IV.

Average Trip Length Km (2008)


City

CMA Excluding
City

CMA

Average Trip
Length Km
(1992-95)

1.43
4.83

1.66
4.53

1.55
4.68

1.1
2.8

8.51

7.08

7.80

12.2

10.27
13.8
14.5
9.28
13.83

10.48
14.4
9.5
10.7
10.98

10.38
14.10
12.00
9.99
12.41

6.3
8.0
18.5
14.4
11.1

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 planning
needs 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: Zone map

Figure: Highway Network


Figure: Transit Network

44. Household and roadside passenger interview data were used to develop the observed modewise trip matrices. The external trips for the car, two wheeler, auto, public transport and
commercial 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

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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 the
assigned 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 supplying
observed 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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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

Table: Trip End Models


Off Peak Hour
Business Trips
Other Trips

Y= 0.0393 EMP + 324.38

Y= 0.043 EMP + 269.66

Y= 0.363 NOV +81.11

Y= 0.0028 POP + 0.445 EMPI + 4.65

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= ri Gi sj Aj 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= Km e-cijm Cijm
Where

K= Constant Factor

C=Generalized Cost
= Calibration Constant Exponential function
=Calibration Constant- Power function
Double Constraints are imposed by ensuring that

Tij = G i
Jm

And

Tij = Ai
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.

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Base Year Highway


Network

Base year
Transit Network

Base year Planning


Variables

Trip end model


Highway Skims
Synthetic peak
hour trip ends

Generalized Cost
CAR, TW, AUTO

External Passenger
Trips

PCU (Mode--wise)
OD Matrices

PT Skims

Combined trip
distribution and
mode choice model

Generalized Cost
Transit

Preload Commercial
Vehicle and NMT
flow

Synthetic Mode wise


OD Matrices

Highway
Assignment

No
Skims

Transit
Assignment

Convergence
Criteria

PT Passenger
OD Matrix

No

Skims

Yes

Compare with comparable observed


Sector level
trip
matrices

Trip cost
distribution

Modal Split

Satisfactory

Unsatisfactory

Highway flow

Revise matrix area


definition and
repeat calibration
cycle
Calculate K factors
as necessary

Figure: Forecast Model

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Validation Traffic Flow


50. Synthetic matrices for morning peak hour are assigned and checked across the screen line,
inner cordon and outer cordon with the observed volume counts. It was observed that the
values are well within the confidence range.
Comparisons of observed and synthetic Trip length distribution are presented in Figure.

Figure: Trip length distribution - Observed and Synthetic Comparison

Land Use Growth and Future Demographics


51. Over the next 15 years, the CMA population is expected to grow by one and half times from
the current levels. The proposed land use in respect of the city that is to hold a population of
about 59 lakhs is indicated. The proposed land use of the city and outside city area for 2026
as per the Second Master Plan of CMA is presented in the figures given below.

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Figure: Proposed Landuse 2026- Chennai City

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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 Input
2008
2026
Variables
Population
CITY

47,46,766

58,55,332

CMA
TOTAL
Employment
CITY
CMA
TOTAL

35,20,165
82,66,930

67,26,333
1,25,82,137

22,08,586
10,90,767
32,99,553

35,20,481
24,97,798
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
HIGHWAY
Lanes
Characteristics

From

To

Length of the
Corridor(km)

Outer Ring Road

6L-2W-D

Vandalur

Minjur

62

Freight Elevated
Corridor

4L-2W-D

Chennai Port

Maduravoyal

18

NH Bypass

4L-2W-D

Maduravoyal

Red Hills

13

Name

Note: L-Lane, D-Divided


Table: Committed Schemes - Public Transport
PUBLIC TRANSPORT
Name

From

To

Length of the
Corridor(km)

Lines

MRTS

Velacheri

Near St.Thomas Mount

METRO-Corridor 1

Washermanpet

Chennai Airport

23.085

METRO-Corridor 2

Chennai Central

St.Thomas Mount

21.961

AUGMENTATION OF
SUB-URBAN RAIL

Chennai Central

Avadi

19.5

4 to 6

Chennai Central

Attipattu

21.6

2 to 4

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.

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Table: Trips assigned in horizon years
Year

PCTR
(All Vehicles)

PCTR
(Motorized)

Trips assigned
(Motorised)

2008
2016
2026

1.6
1.69
2.14

1.06
1.12
1.41

7,63,091
11,12,494
17,09,938

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%.

Figure: Mode share

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 Travel
59. 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 Characteristics
Average Trip length km
Modal split ( %)
Passenger/Vehicle
Kilometer in lakhs*
Passenger/Vehicle hours
in lakhs*

2008

2016

2026

PV

PT

IPT

PV

PT

IPT

PV

PT

IPT

10.7

11.71

8.6

10.31

13.53

7.97

10.38

13.37

11.37

48

42

10

48

41

11

43

44

13

22

37.4

3.6

30.4

61.5

5.1

40.4

99.4

13.3

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.

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Table: Travel Characteristics
Occupancy

Voc in Rs. /Km


for Base Year

Average Trip
Length (Km)

Two wheeler

1.5

1.4

10.37

Auto rickshaw

2.6

Fare

7.8

Car

2.3

4.07

14.17

65 (only Buses)

Fare

11.71

Modes

Public Transport

Table: Travel Characteristics Value of Time

Travel Characteristics -Value of Time in Rs/min


Mode
2009
Two wheeler
0.53
Car
1.08
Auto
0.35
Work
Taxi
0.42
Bus
0.32
Train\MRTS\Metro
0.5
Two wheeler
1.06
Car
2.16
Auto
0.7
Business
Taxi
0.84
Bus
0.64
Train\MRTS\Metro
0.995
Two wheeler
0.26
Car
0.54
Auto
0.18
Education
Taxi
0.21
Bus
0.16
Train\MRTS\Metro
0.25
Two wheeler
0.26
Car
0.54
Auto
0.18
Others
Taxi
0.21
Bus
0.16
Train\MRTS\Metro
0.25

40

2026
0.76
1.54
0.5
0.6
0.46
0.71
1.51
3.09
1
1.2
0.91
1.42
0.37
0.77
0.26
0.3
0.23
0.36
0.37
0.77
0.26
0.3
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

Average Journey
speed

Base year

Do Minimum

2008

2016

2026

25

26

19

Emission Levels
62. The emission levels with committed network scheme is presented in the Table.
Table: Emission levels with Do minimum scenario

Scenarios
Do Minimum*

Co
NA

2008
HC
PM
NA
NA

Nox
NA

Co
49

2016
HC PM
14
1

Nox
34

Co
79

2026
HC PM
21
2

Nox
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.

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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.
Table: CCTS Goals

Category

Index

2008

Goal (2026)

Modal
Shares
(all trips)

Public Transport

27% (41%)

46% (70%)

IPT

7% (11%)

5% (8%)

Private Transport

32% (48%)

15 % (22%)

NMT
34%
Numbers in parenthesis indicate motorized vehicle percentage

34%

Benchmarks

Goal

Public Transit Share


Walkability (Footpath Length /Road
Length
Cyclability (Cycle path Length /Road
Length
Fatality Index (Fatalities/Lakh
Population)

46% (70%)*
70
10
Reduce by 50%

On Street Parking Index

0-5%

Non-Motorized Travel Index

35

Emissions(Tonnes/Day)

Reduce by 50%

Average Journey Speed

30

Numbers in parenthesis indicate motorized vehicle percentage

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.

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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 further
states 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
Moving people rather
than vehicles

Integrating land use


and urban
transportation

Priorities to nonmotorized transport


(NMT)

Optimizing the
existing road and
transport
infrastructure

Reorganize parking

Policy

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
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

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.

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)
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
Redefining the role
of Para-transit
Segregating freight
traffic & passenger
traffic

10

11

12

Deploying various
travel demand
management (TDM)
measures

Putting in place an
environmental
development
management
mechanism
Setting up a unified
institutional
framework
encompassing all
modes

Enforcement as a
potential tool for
development

Promoting other
transit options

Policy

Plan and develop mono-rail / LRT /ETB


Plan and develop SKYBUS

Leverage ITS and technology applications in ATC & information systems


Mandatory contractual language to retain road surface elevation on laying of
roads
Construct half-elevated and half-below-road pedestrian sub-way which allows
ease of crossing the road with the objective of improving the utility of
pedestrian subways
Dewater vehicular sub-ways promptly during monsoon
Construct foot-over bridges / pedestrian sub-way connecting shopping
complexes on either side in commercial centers
Develop any road from the edges so that the reserve land is naturally protected
as median
Develop new roads with ducts for services / utilities
Cement-concrete the existing road pavement particularly the road intersections
and
Acquire land around major transit nodes / intersections

13

Promoting innovative
technologies /
practices

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.
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
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-shopping and shopping through internet
Deploy congestion pricing, hefty parking fees, permit system to own private
vehicles, etc.
Enlarge vehicular population using pollution free fuels viz. LPG / CNG / battery
Strictly enforce the road users obtain EUC
Establish a GIS based air quality monitoring and information system
Major transport development measure to comply with environmental safeguards
Subject every major transport development measure to safety audit.
Set up UMTA within a specified timeframe with coordinating, planning and
advisory role initially but eventually graduating into a full-fledged regulatory
and tariff fixing authority for all urban transport modes in CMA
Take continued efforts to integrate bus and rail transport pending the formation
of UMTA
Mobilize additional resources for road development using levies.
PPP in development as well as operation of urban transport infrastructure
Establish a road traffic database by way of installing automatic traffic recorders
Effectively clear infrastructure assets from encroachments by constant
patrolling
Campaigns and special drives to educate the road users to adhere to traffic
discipline
Delink driver training and licensing from the vehicle registration and licensing
CV Driving Schools/Institutes to have modern facilities for better driver
evaluation

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70. Transport choices oriented strategy more specifically increasing the range of transport options
such as bus, BRT, suburban rail, metro rail, MRTS, Mono rail, bicycle, walking etc.

Road system focus transport strategy that increases the supply, capacity and management
of the road network

Demand management strategy that seeks to alter the transport demand and demand
characteristics through indirect intervention including control of land use.

The combination of the salient features of the above three categories to ensure mass
movement of people rather than vehicles

While the first two categories are supply oriented, the third category is demand oriented and the
fourth category is more public transit oriented.

Transport Strategies
71. Solutions for the complex transport issues of Chennai cannot be obtained by a single strategy.
The following strategies need to be implemented in tandem to meet the various goals set for
Chennai:

Land use and Transport strategy

Roadway network strategy

Public transit strategy

Non motorized transport strategy

Freight management strategy

Demand management strategy

Traffic management strategy

72. Each of the above strategies is equally important and the order of listing does not imply
priority. Each strategy includes sub strategies of importance. The projects that emerge out of
the strategies, when implemented, shall fulfill the goals and objectives of the CCTS. The
strategies are summarized.

Land use and Transport Strategy


73. The study area is focused on the Metropolitan Planning Area of Chennai that extends to an
area of 1189 sq. km. This includes the Chennai city corporation as well as the municipalities,
town Panchayats, and village Panchayats areas that extend outside the city corporation. In
addition to the corporation and non-corporation areas, CMA is considered in 3 discreet zones:
Zone1, Zone2 & Zone3 as shown in the Figure. These zones have various defining features
that distinguish from each other.
74. Each zone has its own challenges and priorities that the strategy must address.

Zone 1 is the inner CMA zone and is bounded by the Adyar River, the Suburban Railway
Line as well as the Cooum River. The zone consists of the areas of T-Nagar, George Town,
Anna Salai, Nungambakam, Triplicane, Mylapore, Alwarpet, Teynampet etc. It forms a
core area of of Chennai city.

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Zone 2 is the area extending from Zone 1 up to NH Bypass to the west, SholingallurMedavakkam Rd to the south and Manali High Road to the North. It is the home of the
majority of the CMA population and employment centres.

The zone 3 is the rest of the CMA that contains the outer periphery between the Bypass
and CMA boundary.

Zone 4 may be considered as the regional area outside and beyond CMA boundary whose
developments include the potential SEZs and the like that is likely to have influence on
the CMA activities.

Figure: CMA Zones

75. The CMDA has prepared the Second Master Plan for 2026 that presents the future land use
development pattern of the region. The future land use scenario has already been described
and is considered for the four zones.

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Constraints and Growth Directions


76. Chennai Metropolitan Area has been exhibiting semicircular growth towards North, South,
West, Northwest and Southwest. The high intensity of growth is observed towards south, west
and southwest directions. Moderate intensity of growth is noticed towards North and minimum
growth is observed towards northwest. Water bodies exist towards northwest direction, hence
in the Second Master Plan the area was identified as environmental sensitive area. The Second
Master Plan for CMA 2026 also emphasizes on restriction of developments towards this
direction. The population and employment growth directions are shown in the Figures.

Figure: CMA Population and Employment Density growth directions in 2026

The growth in population and jobs in the CMA areas is shown in the Figure.

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Figure: Growth of Population and Employment in CMA 2026

Land use and Transport Strategy


77. For a balanced, planned development, a multi-pronged approach is recommended for
adoption which includes the proposed areas for future developments as follows:

The IT and other related developments are proposed towards IT Express Way as an IT Zone
without reference to land use zoning.

The Second Master Plan 2026 emphasizes on growth and densification of the urban areas in
the south, southwest, west and the northern directions will continue. In addition, the
infilling areas between these corridors are proposed for developments by land use
regulations. In the Red hills catchments area, a wedge between the C.T.H. Road and GNT
Road in the west of Redhills Lake will continue to remain as area zoned for restricted
developments in order to protect the run-off and also keep the potable water sources free
from pollution.

TNHB has taken action to acquire chunks of lands along Outer Ring Road (ORR) to develop
satellite townships. As part of land use planning also, large areas to accommodate future
activities and population has been zoned along ORR. Special incentives for locating
employment generating activities along this corridor could be envisaged.

Chemical and other industries classified as hazardous are mainly located on the north
outside the city. Areas for development of such industries in future are also zoned around
the same in the proposed Master Plan 2026.

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As envisaged in the First Master Plan, development of Thiruvallur and Gummidipoondi as


Satellite Towns shall be encouraged. In addition, in the southern corridor along OMR and
the Western corridor along GWT, Satellite Towns are to be proposed and developed.

Road Network Strategy


78. An important component of the strategy is the transport network scenarios as land use, public
transport, and travel characteristics are all influenced by the network. Conventionally, city
road arterial and sub-arterial networks are developed as either radial or grid or combination
of both for efficient traffic movement. Further the highway and public transport networks
need not be on the same corridor and in case of rail-based public transport more often than
less; the networks are elevated and need not lie on the highway links. The urban strategy
considers the road and public transport network that is practical and achieves the objectives
of the strategy.
79. Several road and road sections also align north-south or east-west. Though the network of CMA
readily appears as radial, by suitably combining the north-south and east-west aligned section
a grid pattern is also possible for the CMA. It must however be noted that in both
arrangements certain road links are missing and therefore additional links or re-aligning
certain existing links are required. The radial and grid networks are shown in the Figures.
80. Both radial and grid networks have the committed schemes as it is being assumed that the
committed schemes would be implemented.

Figure: Radial Arrangements of Transport Corridors

Figure: Grid Arrangements of Transport Corridors

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Evaluation of Radial and Grid Network Patterns


81. The criteria used for short listing the two scenarios (radial and grid) include:

Modal split

Trip Length

Passenger Trips & Passenger Hours

Average Network Speed

Cost

Summary of Radial and Grid Network Evaluation


82. The ranking of network scenarios based on the different criteria as discussed provides the
basis for selecting the preferred network strategy. From transport perspective, the
differences between the two strategies (Radial and Grid) are not very significant. However,
the investment requirement for the radial system is lower.
83. Hence, the economic benefits in developing the radial system, in Consultants opinion, are
more

beneficial

and

consequentially,

the

long

term

strategy

based

on

the

radial/circumferential networks is adopted for detailing. The summary of evaluation is shown


in the Table.
Table: Summary of Evaluation (2026)

Criteria
PT Modal Share (all modes) -%
Avg. Passenger Lead -Km

Grid
38(58)
8.32

Radial
37(56)
7.52

Peak Hr. Passenger Trips- (Lakhs)

8.24

8.43

Avg. Speed- KMPH


Total System KM

21
502

25
436

55,000

45,900

Cost (Rs. In crores) per lakh Pass-KM

377

340

Reduction in Emissions-tonnes

0.50

0.62

Reduction in VOC-in lakh Rs.

79

105

Reduction in VOT-in lakh Rs.

48.3

62.3

Block Cost Rs. In Crores

Numbers in parenthesis indicate motorized vehicle percentage

Public Transport Strategy


84. One of the goals identified as part of the vision is to increase the public transport trips to 70%
from the existing 41% (both motorized only). For this purpose, we could consider
augmentation of Bus System, including Route Rationalization, before embarking on capital
intensive system. Bus systems only may not be able to meet the desired goal and on key
corridors (mobility corridors), a case exists for installing a higher order mass transit system
namely BRT / Monorail / LRT/ Metro.

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85. The Public Transport Improvement plan would focus the following three issues:

Bus augmentation

Higher order Mass Transit Systems

Intermodal Facilities

Bus Augmentation
86. It is important to utilize and upgrade the existing bus based public transport. This would mean
improvement of the bus fleet, both in quantity and in quality of the buses. As mentioned
earlier, approximately 3300 buses on 640 routes ply in the CMA and the mass transit share is
low at 41% (motorized trips). The problem lies partly in unregulated routes system. As part of
this strategy, MTC will be required to rationalize the bus route system, with adequate
frequencies in the required routes. The bus fleet system need to replace part of the existing
bus fleet with modern buses equipped with advanced technology, which is being done, along
with additional routes. The services offered should be through a variety of bus sizes suitable
for various segments and services with ITS applications.

Higher Order Mass Transit Systems


87. With the anticipated population of 12.6 million(including Chennai City and rest of CMA) by
2026, it is expected that the Passengers Per Hour Per Direction (PPHPD) in the transit
network, along some of the major corridors, would be in the rage of 20,000 to 30,000 PPHPD.
Bus augmentation will not be able to cater to the increased public transit load. Public
transport corridors on which a higher system BRT/LRT/Mono-Rail/MRTS or Metro can run need
to be identified. These corridors can be on existing transport network system either at grade
or grade separated, depending upon the right-of-way (RoW) availability.
88. The choice of the mass transit system can be strategically decided based on a set of
characteristics of the various mass transit options. However, the choice of the higher order
mass transit system is decided after careful analysis of some alternative options.
89. Keeping the committed schemes unaltered, the plan includes augmenting buses, as a first
step, significantly. When a corridor requires any other higher order system (like LRT/metro
etc.) in the future, till that time, it needs to be served by buses with various improvement
measures. At the desired time, the required transit system is directly to be introduced. That
means, there is no stage-development at the intermittent years through other types of
systems.

Intermodal Integration
90. Any public transit system is incomplete without intermodal integration.
integration involves:

Integrated Public Transit Network Planning

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Integrated Fare policy and ticketing

Intermodal Stations to minimize delay/transfers

Intelligent Transportation Systems (ITS)

Access to the public transit network that includes integration with auto-rickshaws, taxis,
and NMT modes like bicycles and cycle rickshaws

Park and ride Facilities along mobility corridors

Institutional integration

91. Some of the intersections of Mobility Corridors are to be planned as Intermodal Stations.

Public Transit Integration


92. The public transit systems in a city should complement each other as opposed to competing
with each other. Cities around the world having metro and other urban rail systems have
successfully integrated with the bus systems. Similarly for Chennai, the public transit systems
should be planned in such a way that there exists a seamless integration among various modes
physical and in terms of fare.

Pedestrian Integration
93. Pedestrian integration is necessary to ensure convenient and secure access for pedestrians.
Lack of pedestrian facilities at transit stations and corridors are resulting in hazardous
situations not only for the pedestrians, but also for the vehicles. Hence, in Chennai, when the
transit systems like Metros are planned, importance should be given to the pedestrians.

Bicycle Integration
94. Priority to non motorized vehicles like bicycles is important that is being strongly advocated in
the National Urban Transport Policy. Bicycle integration can be achieved by planning bicycle
parking facilities at the transit stations; introducing bicycle corridors; encouraging bicycle
renting etc; nevertheless, severe constraints on space at stations and on existing roads is seen
to be a major impediment.

Integration with Intermediate Public Transport


95. Taxis and auto rickshaws are too often seen as competitors to public transport rather than as
complementary services that can effectively extend the coverage of the transit systems
service area. The taxi and auto stands are to be integrated with the public transit terminals.

Park and Ride Facilities


96. Park and ride facilities allow private vehicle users to access the transit system and provide
parking lots for vehicles. Park and ride facilities are appropriate in suburban locations where
space could be available, population densities may be insufficient to justify costly feeder
services and distances are too far to make walking and cycling viable. All the same, these are
to be provided at mass transit stations in the city as well, wherever possible.

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Non Motorized Transport Strategy


97. About 34% of trips in Chennai are made by non-motorized transport (NMT) but the conditions
of the facilities are inadequate. The NMT plan is to focus on the following:

Maintain path surfaces. Establish a system to quickly


identify and correct problems.

Establish connected walking networks and sky walks.

Provide adequate walkway widths. Prevent vendors,


pavement dwellers, vehicle parking and other uses
from blocking walkways.

Create bike lanes and bicycle boulevards (streets


where bicycles have priority and motorists must drive
at low speeds) where appropriate.

Correct roadway hazards to non-motorized transport.

Use street furniture and pedestrian friendly design features

Integrate cycling with transit.

Provide bicycle/rickshaw parking stands.

Address security concerns of pedestrians and cyclists.

Develop /encourage bike rentals/sharing.

Freight Management Strategy


98. Unregulated loading and unloading of freight traffic in the city area adds to the congestion on
the roadways. Freight transport management includes various strategies of increasing the
efficiency of freight and commercial transport.

Restricted delivery times in central business districts

(8 AM -8 PM prohibition)

Use of small and medium size vehicles with modern emission controls in the central city
areas.

Develop Freight Terminals/warehouses on the periphery of the city.

Demand Management Strategy


99. Even after considering higher order transport systems on the mobility corridors, anticipated
public transport share does not reach the set goal. To further increase public transport modal
shares, additional demand management interventions can be implemented. The most common
strategies widely used across the globe, and are potential candidates to be used in Chennai
are described briefly. They are:

Congestion Pricing

Parking Control

Fuel Cess

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Congestion Pricing
100. Congestion pricing refers to road pricing used as a mobility management strategy to reduce
traffic congestion. Congestion pricing requires time-variable tolls, with higher charges during
peak periods and lower or non-existent when roads are non-congested. Cordon pricing, area
wide licensing policy and parking charges are means by which congestion pricing can be
enforced.
Road pricing should be implemented in conjunction with improved transportation options, so
consumers have viable alternatives. Congestion pricing needs to be used strategically in the core
business areas in Chennai as proposed.

Parking Control
101. Demand Management through restricted parking supply or imposing restriction of vehicles in
core areas using methods such as odd or even number plate entries on certain days will
discourage use of private vehicles and increase public transit share. This is suggested in the
some areas in Chennai.

Fuel Cess
102. A cess on fuel across the CMA may be thought of to improve funding for highway and public
transport improvements.

Traffic Management Strategy


103. It is imperative that Traffic Engineering and Traffic Management be given high priority in
Chennai. Simple junction design and optimization itself can alleviate to a larger extent
difficult problems in the short run.
While we not only aim to achieve a more optimized network, traffic safety is significantly emphasized.
Also, the street looks organized and provides a much better ambience. Key traffic management
measures are:
Traffic engineering that includes junction improvements (geometrics and signage) and redesign

Traffic control devices

Area Traffic Control (ATC) and ITS

Black Spot identification and elimination Traffic (Oneway,parking management)

Encroachments/Hawker Management

Transport Proposals
104. All the transport plans mentioned above, when applied in tandem scientifically, will result in
a number of proposals or schemes. These schemes are essential for the efficient operation of
the transport system in the whole of CMA. The specific proposals emerging out of the overall
transport plan would result in a substantial investment program.

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105. The individual proposals are widely different from each other in terms of their sheer cost,
time at which to be taken up for implementation, construction time and finally the duration
up to which their usefulness will last. Accordingly, the transport proposals can be categorized
into short, medium and long-term measures. It is not the time taken for actually
implementing the proposals that differentiate the short, medium and long terms; rather, it is
the duration of time that these proposals are effective in fulfilling their purpose.
Accordingly, the proposals emerging out of the overall transport plan for CMA classified under short,
medium and long-term schemes are as below:

Long Term Proposals

Mass Transit Systems

MRTS

Metro

Mono Rail / LRT

Suburban Rail

BRT

Intermodal Stations

Truck Terminals

Intercity Bus Terminals

Elevated Roads

Freight Corridors

Missing Roadway Links

Major Road Widening

Medium term Proposals

Pedestrian Subways

Multi-level Parking Facilities

Grade Separators (Flyovers)

ROBs and RUBs

Traffic Management Centers

Skywalks

Short term Proposals

Pedestrian Facilities (footpaths)

Bicycle Network

Traffic Management

Parking Regulation

Signal Optimization

Junction Improvements

Road Markings and Signage

Corridor Improvement Schemes

One way Streets

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VI.Long Term Proposals


Public Transport Proposals
106. The radial system was seen to be the cost effective way to go forward and after a series of
meetings with stake holders and discussions with the Technical Committee, the conceptual
radial system has been adjusted with routing and corridor revisits to bring more rationality in
the Public Transport Plan.
107. Keeping the committed schemes unaltered, the plan includes augmenting buses (as a first
step) significantly, adding additional Metro corridors, Monorails/LRT and BRT corridors to be
developed with an aim to reach the 46% (70%-motorized) public transport share as envisaged.

Mass Transit Systems


108. The mass transit system selection is done based on capacity ranges (expressed as passengers
per hour per direction pphpd) for the selected system technology. When a corridor requires
any other higher order system (like LRT/metro etc.) in the future, till that time, it needs to
be served only by buses with various improvement measures. In this regard, Dense Bus
program is an initiative of introducing new buses on existing corridors. Augmentation of buses
will enable to run the buses at high frequencies to make the system more attractive in terms
of decreased travel time & cost. At the desired time, the required transit system is directly
to be introduced.
109. The suggested transit corridors for the CMA for the years 2016, 2021 and 2026; the passenger
riderships and the corresponding transit systems suggested are shown in the Table. The
suggested public transit corridors for the CMA for the years 2021 and 2026 are presented in
the Figures.
110. The overall Public Transport build out will also include:

Augmentation of Buses by around 8000 (2026)

Significant capacity augmentation of commuter lines

111. Besides, on the following five corridors, suburban trains are suggested for the year 2026:

From Thiruvanmiyur to Mamallapuram via Perungudi

( Length -42 km; pphpd 20000)

From Chengalpattu to Gummidipoondi via Thiruvallur (Length-93 km; pphpd 20000)

From Chengalpattu to Mamallapuram (Length27km; pphpd 20000)

4th line from Beach to Athipattu (Length-21.6 km; pphpd - 12000)

5th & 6th line from Central to Avadi (Length-19.5 km; pphpd- 17000)

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Sl.
No

From

Sriperum
badur

Madavara
m

Pallavara
m

Ambattur

ORR from
Vandalur

Pallavara
m

St.
Thomas
Mount

Adyar

Vandalur

10
11
12

Washer
menpet
NH
Bypass
from
Porur
Tiruman
galam

13

Tiruvan
miyur

14

Nandam
bakkam

Via
Poonamallee, Porur,
Arcot Road, T
Nagar, Teynampet,
Luz Church Road
GNT Road,
Madhavaram High
Road, Perambur, Mc
Nichols Road, Anna
Flyover, Luz
Kundrathur,
Poonamallee,
Ambattur, Ambattur
Estate
CTH Road, Ambattur
Industrial Estate,
Padi, New Avadi
Road
Kundrathur,
Nazarethpet,
Thandarai
Srinivasapuram,
Kilkattalai,Kovilamb
akkam
Ullagaram,
Nanganallur,
Kilkattalai
Saidapet,
Nandambakkam,
Mount Poonamallee
Road, Porur
Velachery Road,
Medavakkam
Thiruvottriyur High
Road

To

Length
(Km)

2016

2021

2026

System

PPHPD

System

PPHPD

System

PPHPD

Year of
Opening

Luz

42

**High
Dense Bus

3000

LRT/
Monorail

7000

LRT/
Monorail

12000

2021

Light
house

19

High Dense
Bus

6000

Metro

19000

Metro

29000

2021

Koyambed
u

27

LRT/
Monorail

5000

LRT/
Monorail

7500

LRT/
Monorail

12500

2014

Kilpauk

24

LRT/
Monorail

7000

LRT/
Monorail

8000

LRT/
Monorail

10000

2014

Pattabiram

30

BRT

2000

BRT

4000

BRT

8000

2016

Thorapakk
am

11

BRT

2000

BRT

4000

BRT

7000

2016

Medavakka
m

11

Elev. BRT

5000

Elev.
BRT

7500

Elev. BRT

12000

2016

NH bypass

16

Elev. BRT

4000

Elev.BRT

5000

Elev.BRT

6000

2014

20

BRT

2000

BRT

3000

BRT

4000

2016

Metro

12000

Metro

18000

Metro

30000

2016

Madhavara
m

18

BRT

6000

BRT

7000

LRT/
Monorail

10000

2026

Padi, Eveready,
Manali
Kandhanchavadi,
Thorapakkam,
Mettukuppam,

Wimco
Nagar

16

BRT

4000

BRT

5000

BRT

7000

2016

Kelambakk
am

23

BRT

2000

BRT

3000

BRT

5000

2016

Nesapakkam,
Virugambakkam

Koyembed
u

High Dense
Bus

2000

High
Dense
Bus

4000

High
Dense Bus

7000*

2016

Maduravoyal,
Ambattur, Pudur,
Puzhal

Thiruvanmi
yur
Wimco
Nagar

Note: pphpd denotes passengers per hour per direction


* In respect of the corridor from Nandambakkam trade center to Jawaharlal Nehru Road (IRR) via Kaliamman Koil
Road the PPHPD is estimated as 7000 for the year 2026. Lake View Road forming the section of the corridor
between Defence Colony and Nesapakkam, with intense development is narrow and is therefore contemplated for
widening from 2 lane to 4 lane. As such, though it would need BRTS, it is proposed as a corridor with good bus
frequency.
* As a measure of improving the share of public transport trips, some of the corridors with poor bus frequency,
or not having bus services in operation, while seen to have development potential are suggested for bus operation
with good bus frequency. Such corridors identified for public transport operation are termed High Dense Bus
System and indicated in green colour in Figures. Other corridors that already have good bus frequencies are
therefore not indicated therein.

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Figure: Suggested Public Transport Corridors - 2016

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Figure: Suggested Public Transport Corridors - 2021

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Figure: Suggested Public Transport Corridors - 2026

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Inter-modal Stations
112. One of the key elements that has been considered is intermodal integration. The plan
envisages several Intermodal stations:

Kilpauk

Anna Flyover

Tirumangalam

Porur

Saidapet

St. Thomas Mount

Tiruvanmiyur

Central

Light House

Kundrathur

Pallavaram

Madhavaram

Koyambedu

Figure: Intermodal Station at Saidapet

Conceptual sketches of the Intermodal stations at Saidapet and Porur are shown in the Figures
respectively. The understanding is that, at these locations, a BRT, a Metro, a LRT/Monorail and local
buses will meet and convenient transfers will be made. Providing retail and office spaces at these
locations not only will make them more attractive and convenient, it will also add to ridership which
in turn will increase Public Transport share.

Inter-city Bus Terminal


113. Four Inter-city bus terminals are proposed one each at the intersection of Outer Ring Road
and National Highways. They are at Vandalur, Varadharajapuram, Thirunindravur & Redhills.
The intercity bus terminals locations are shown in Figure.

Figure: Intermodal Station concept at Porur

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Figure: Locations of Intercity Bus Terminals

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VII.

Freight Transport Proposals

Freight corridors
114. The suggested improvements for Freight Transport include the following:

Designated freight movement corridors to commercial and freight nodes such as port by
provision of Freight Corridor as shown in the Committed Schemes viz Port-Maduravoyal
elevated tollway.

Freight movements along the East Coast Road may be diverted via Kelambakkam to reach
port through GST road and NH bypass

Orbital roads for long distance freight traffic.

Provision of truck terminals in the proximity of ORR and Radial Highways. The terminals
are to have adequate parking and other allied facilities. The terminals could also
preferably be integrated with warehousing and distribution centers.

The dry port and multimodal logistics hub proposed by Chennai port in 125 acres of land
to be allocated by SIPCOT at Meppadu near Sriperumbudur will contribute to
considerable freight movement on NH4.

The cargo volumes handled at Chennai port is 57.49 milliion tonnes per annum and during
the year 2025-26 the traffic forecast is 87.11 M.T out of which 7% only are to be handled
by rail mode and rest by road mode.

The roads proposed for seamless freight movement are given in the Table.
Table: Freight Corridors
1

NH Bypass

Suryanarayana Road

TPP Road

Manali Oil Refinery Road

Northern Segment of IRR

Chennai Port - Ennore Port Connectivity Road

Chennai Port - Maduravoyal elevated Corridor

ORR

Vandalur Kelambakkam Road

10

NH4 / NH205 upto NH Bypass

11

NH45 upto NH Bypass

12

NH5

The freight movement plan for the CMA area including the proposed freight corridors and the truck
terminals is shown in Figure. An elevated freight corridor is proposed along the banks of Cooum River
from Chennai Port to Koyambedu and on the central median therefrom along NH4 upto Maduravoyal.

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Figure: Freight Movement Plan

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Truck Terminals
115. Truck Terminals are proposed at the following ten locations:

VIII.

Vandalur

Varadharajapuram

Karunakarancheri

Nallur (Chekkadu)

Madhavaram

Manali

Koyembedu

Maduravoyal

Manjambakkam

Annambedu

Demand Management Proposals

116. Demand management, is recognized as an appropriate measure to discourage use of private


modes, yet is also very difficult to implement. We are of the opinion, however that an
increased parking charge in zone 1 with parking meters must be considered. Also a cess on
fuel as a demand management tool should be actively considered. The following demand
management measures are recommended as part of the demand management strategy. CMA
Zones are shown in the Figure.

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Figure: CMA Zones

Developing a parking policy that uses parking, more as a demand management tool than
addressing parking inadequacy. The policy must address the problem of parking
congestion in Chennai and at activity centers in particular.

Parking management in activity centers and especially in Zone 1

Fuel cess to improve funding for highway and public transport improvements

Demand Segmented Pricing mechanism and Operations in public transport.

Integrate off-street parking provision with transport terminals and stations.

Leverage technological solutions in parking provision

Work with community and businesses flexible working hours, vehicle reduction activities,
vehicle occupancy increasing activities, encouraging telecommuting as a policy etc. (Non
transport measures)

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It is estimated that the Demand Management proposals, if implemented, will increase the PT share by
an additional 6%.

IX.

Road Network Improvement Proposals


117. The suggested highway network capacity enhancement improvements are shown in Figure.
All National Highways are deemed as mobility corridors. The following are included in the
highway network improvements:

Designating NH45 and NH4 as Multi Lane Thoroughfares connecting the city area with
satellite centers.

All the committed highway network improvements such as Freight corridors, elevated
corridors and ORR.

Intersections between major arterials and multi modal corridors also recommended for
interchanges and the same are shown in the Figure.

Augmenting capacity of major arterial roads or multi modal corridors that need capacity
improvements

Development of arterial, sub-arterial and collector

road network for improved connectivity and mobility including critical missing links

NH4, NH45, NH205, NH5, ORR, Bypass & IRR shall be on priority to through movement

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Figure: Suggested Roadway Improvement Plan for CMA

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118. It is recommended that as the city grows over the years, NH Bypass would become an urban
arterial and once density increases on ORR, the by-passable traffic would have to be diverted
through the proposed Satellite Town Ring Road (STRR). Ring Roads could be built around the
towns

of

Mamallapuram,

Chenglepet,

Kancheepuram,

Arakonam,

Uthukottai

and

Gummidipoondi and the STRR could skirt these rings. The total length of STRR is about 190
km and needs to be taken up after 2026 (See Figure).

Figure: Satellite Town Ring Road

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X.

New Links
119. It is recommended to build several new links with six-lanes within the CMA. These links are
necessary to provide connection to important activity centers and also to connect to other
existing major roads.
120. The existing road network has a few segments broken, thereby causing the traffic to go
around. This results in increased travel time, trip length and additional user costs. It is
hence recommended to construct these segments of links in order to provide continuity in
the network.

Accordingly, the following

new links as listed in the Table have been

identified:
Table: New Links
ORR from NH 45 to TPP road (ongoing)
NH bypass From NH 4 to NH 5 (ongoing)
CMA Peripheral Ring Road sections (Kelambakkam to NH45 & Tiruvallur to Minjur)
Link between Vandalur-Wallajabad Road & Sriperumbudur-Kodambakkam Road
Link between NH Bypass & ORR & NH4 (Sunguvarchatram)
Ennore Port Connectivity Road
NH bypass (MEPZ) to ORR
Southern Segment link road ( near Tambaram Airforce Station)
Jawaharlal Nehru Road southern segment (IRR)
Thorapakkam ECR link
Velachery - Karapakkam
Medavakkam Kovoor

KannadasannagartoCPCL(Manaliroad)
PuzhaltoJawaharlalNehruRoadMadhavaramRedhillsroad
NesapakkamtoNandambakkam(Tradecentre)

XI. Road widening


121. The following major roads have been selected for widening schemes in order to increase the
roadway capacity:

NH45-NH4 via Oragadam : 25 km of roadway widening to 6- lanes

Sriperumbudur Tiruvallur (Singaperumal Koil Sriperumbudur Road) : 22 km of roadway


widening to 6- lanes

Redhills Tiruvallur: 33 km of roadway widening to 4-lanes

Kelambakkam Vandalur: 19 km of roadway widening to 6-lanes

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Notes:
It is to be noted that on corridors identified for the introduction of higher order mass transit
systems where widening programs are also recommended, the widening process should start
and be completed well before the work on the infrastructure for the transit systems begins.

While developing the road network systems, all the future roadway plans suggested in the
Master Plan are taken in to account.

122. The summary of long-term improvements is shown in the Table.


Table: Summary of long term improvements
No.

Schemes

MRTS

Metro

Details
From Velachery to St. Thomas Mount*
1. From Washermenpet to Airport*
2. From Chennai Central to Thirumangalam*
3. From Thirumangalam to Kathipara*
Washermenpet Wimco Nagar
GNT Road Madhavaram High Road-Perambur Mc Nichols Road- Anna
Flyover Luz - Lighthouse

Unit

Quantity

km

km

45

km

km

19

Sub Total

Mono
Rail/LRT

BRTS

Proposed
Suburban
Rail Links

73

Pallavaram Kundrathur - Poonamallee - Ambattur - Koyambedu

km

27

Avadi CTH Road-Ambattur I.E - Padi New Avadi Road Kilpauk


NH Bypass from Porur- Maduravoyal- Ambattur Pudur Puzhal Madhavaram
Sriperumbudur on NH4 - Poonamallee - Porur Arcot Road-T NagarTeynampet- Luz Church Road-Luz
Sub Total
Outer Ring Road (Vandalur)-Kundrathur Nazarethpet Thandarai Pattabiram
Medavakkam Kilkattalai Nanganallur Ullagaram - St.Thomas
Mount (El.BRT)
Northern Section of Jawaharlal Nehru Road ( Thirumangalam - PadiEveready-Manali-Wimco Nagar)
Tiruvanmiyur- Kandhanchavadi-Thoraakkam-MettukuppamKelambakkam (IT-Corridor)
Thorapakkam Kovilambakkam-Kilkattalai-Srinivasapuram-Pallavaram

km

24

km

18

km

42
111

km

30

km

11

km

16

km

23

km

11

Vandalur-Tambaram-Velachery Road-Medavakkam-Thiruvanmiyur

km

20

Adyar-Saidapet-Nandambakkam-Porur (Elevated)

km

16

km

18

NH Bypass from Porur Maduravoyal Ambattur Pudur Puzhal Madhavaram


Sub Total
1. 4th line from Beach to Athipattu* 2. 5th & 6th line from Central to
Avadi*
Chengalpattu-Tiruvallur
Thiruvanmiyur - Perungudi-Mamallapuram
Thiruvallur - Gummudipoondi

km

42

km
km
km

47
42
46

Chengalpattu-Mamallapuram

km

27

145

Sub Total
6

204

Bus Augmentation

Nos.

71

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No.

Schemes

Details

Unit

Quantity

Nos.

13

ORR from NH 45 to TPP road*

km

62

NH bypass From NH 4 to NH 5*

km

13

km

56

km

10

Link between NH Bypass & ORR & NH4 (Sunguvarchatram)

km

23

Ennore Port Connectivity Road

km

23

NH bypass (MEPZ) to ORR

km

Southern Segment ORR ( near Tambaram Airforce Station)

km

10

Jawaharlal Nehru Road southern segment*

km

Thorapakkam ECR line

km

Velachery - Karapakkam

km

Intermodal Stations

CMA Peripheral Ring Road sections


(Kelambakkam to NH45 & Thiruvallur to Minjur)
Link between Vandalur-Wallajabad Road & SriperumbudurKodambakkam (Road)

Major New
Links
(6 lanes)

Sub Total

Missing
Links (4
lanes)

211

Kannadasan nagar to CPCL (Manali Rd)

km

Puzhal to Jawaharlal Nehru Road - Madhavaram Red hills road

km

Medavakkam Kovoor

km

15

Nesapakkam to Nandambakkam (Trade centre)

km

Sub Total

10

Major Road
Widening

24

NH45-NH4 via Oragadam (6 lane)

km

25

Sriperumbudur-Tiruvallur (6 lane) (Singaperumal Koil Sriperumbudur


Rd)

km

22

Redhills-Tiruvallur (4 lane)

km

33

Kelambakkam-Vandalur (6 lane)

km

Sub Total

11

Elevated
Roads

19
99

Along Adyar River

km

11

Along Medavakkam High Road

km

Pallavaram Tirusulam along NH45

km

Nandambakkam-NH Bypass (along Mount. Poonamallee Road)

km

NH Bypass Poonamallee Bypass along NH4

km

Manali Oil Refinery Road Central-Light House along Buckingham


canal

km

16

Light House Kottivakkam (Santhome Bypass Elevated Corridor)

km

Sub Total

59

12

Elevated freight corridor from Chennai port to Maduravoyal*

km

18

13

Truck terminals

Nos.

10

14

Intercity bus terminals at intersections of ORR and NHs

Nos.

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XII.

Block Cost Estimates

123. The costs for investments by 2026 are given in the Table.
Table: Total Investment Program for Long Term Schemes - 2026

Unit

Assumed Unit
Rate (Rs. In
crores)

Quantity

Amount
(Rs. In crores)

Bus Augmentation

Nos.

0.23

8000

1840

Bus Replacement

Nos.

0.23

12100

2783

BRTS

Km

15

118

1770

BRTS - Elevated

km

110

27

2970

LRT/Mono Rail

Km

150

111

16650

Metro

Km

450

28

12600

Suburban Train

Km

20

162

3240

Item

Highway Network Augmentation

5755

Committed schemes

19868

Intermodal Stations

Nos.

25

13

325

Truck terminals

No.

10

10

100

Intercity bus terminals

No.

200

800

Total (Rs. In crores)

68710

Economic Analysis
124. The objective of economic analysis is to identify and quantify the benefits and costs
associated with the projects evolved under long term strategy in order to assess the
economic viability in terms of its likely investment return potential.

Approach
125. The economic appraisal for various projects has been carried out within the broad framework
of Social Cost Benefit Analysis Technique. It is based on the incremental costs and benefits
and involves comparison of project costs and benefits in economic terms under the with
and without project scenarios. In the analysis, the cost and benefit streams arising under
the above project scenarios have been estimated in terms of market prices and economic
values have been computed by converting the former using appropriate factors. The annual
streams of project costs and benefit have been compared over the entire analysis period to
estimate the net cost/ benefit and to calculate the economic viability of the project in
terms of EIRR.
126. The analysis period of the project is taken as 30 years from the year of commissioning of
each project.

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Cost components considered include:

Capital cost (block cost) and

Operation and Maintenance cost

127. All the financial costs pertaining to construction and maintenance were converted into
economic costs by using the conversion factor of 0.85.
128. The proposed projects will yield tangible and non-tangible benefits due to equivalent
reduction in road traffic and certain socio-economic benefits.

Implementation of these

projects will result in significant benefits due to reduction in fuel consumption (Vehicle
Operating Cost) of vehicles and travel time of passengers. Non- tangible benefits such as
reduction in accidents, pollution and road maintenance costs are not included in the analysis.
Various inputs and results of economic analysis for each category of project are presented in the
Table below. O & M/Annum (% of capital cost): 3%

Economic Analysis Results


Table: Results of Economic Analysis
Capital
Economic
ENPV(Rs. in
Cost in
Cost in
EIRR
crores @ 12%
crores
crores
discount rate)
5755
4892
14.7%
870
4740
4029
19.7%
1942
16650
14153
17.5%
3502
12600
10710
15.8%
1174

Project
Highway
BRT
LRT / Monorail
Metro

Result of overall economic analysis is presented in the Table.


Table: Results of Economic Analysis for all long term-term projects
Results

Value

EIRR

17.3%

ENPV (Rs. in crores @ 12% discount rate)

8900

129. A number of long-term proposals have also emerged through other sources like the Second
Master Plan (SMP) and the Mobility study (MoB). The Consultants of the current study (CCTS)
have reviewed in detail, the list of schemes identified in both SMP and MoB studies. Besides,
the recommendations of the core committee created at the instance of the Deputy Chief
Minister also duly considered.
130. Most of the critical schemes listed in the SMP/MoB studies have been recommended in the
current CCTS, as they are deemed relevent duly considering the modeled traffic flows
obtained on the network. These schemes have gone through the detailed modeling process
before being justified as schemes to be taken up for implementation.
additional schemes is shown below.

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Shelf of additional schemes included Long Term


S. No.

Broad Cost
(Rs. In Crores)

Project

DEVELOPMENT OF ROAD NETWORK

A1

Elevated highways

Along Nungambakkam High Road, Valluvar Kottam High Road,


Mc. Nichols Road, College Road and Haddows Rd
Sub Total(A1)

A2
1
2

300
300.00

Development of Freight Corridors


Road connecting Ennore Port (northern gate) and TPP Road @
Vallur
Road connecting Ennore port (northern gate) and NH5 @
Thatchur
Sub Total(A2)

142.98
100.68
243.66

A3

New Links

New Link Road connecting Greenways Road to Northern end of


Thiru-vi-ka Bridge at Durga bai Deshmukh Road inside Music
College

Link road between Madhaya Kailash and Muthuramlinga


Thevar Salai along West Canal Bank Road (1.8 km) (elevated)

40

Link from Kotturpuram Gandhi Mandapam Road and West


Canal Bank Road (utilising the approach road to Birla
Planetarium and existing road behind CLRI) (1.16 km)

25

Link road along Ponni Amman Koil Street connecting Gandhi


Mandapam Road and West Canal Bank Road (1 km)

30

Link road between New Avadi Road and Medavakkam Tank


Road

Link Road between Rajiv Gandhi Salai (OMR) and East Coast
Road at Palavakkam

30

Ambattur Estate to ORR (via Paruthipattu) (15km)

150

Bypass roads to Thirumazhisai & Thiruvalluvar Towns (12km)

180

Mudichur to Darkas Loop Road (via) TNHP Colony (3.2 km)

10

Velachery - Kelambakkam Link Road (8.6) (4 lane)

86

11

Tambaram Sanatorium to ORR (5.5km) (4 lane)

55

12

Providing an east-west link connecting the RoB near


Ambattur Rly.and IRR near Villivakkam station, north of the
Central-Arakkonam Rail line

150

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13

Link connecting Sadayankuppam Road to Ennore Expressway

75

14

An approach road on Alamathi Road to Red Hills Tiruvallur


main road (via) Avadi Alamathi (Four lane) 14km

100

15

Link connecting Vanagaram Ambattur Road and Porur


through Chettiaragaram (NH 4 M.P. Road via Chettiaragaram

25

16

Link connecting Ambattur-Red Hills Road and IRR by widening


and strengthening the Water Canal Road from
Madanamkuppam

25

17

Link Road between Thiru-vi-ka Bridge and Kotturpuram Bridge


along Southern Bank of Adyar River and extending upto
Maraimalai Adigal Bridge (4.4 km)

50

18

Link connecting Medavakkam to Kovoor

20

19

Link from MBI Road to Rajiv Gandhi Salai thru Jaladampattae

60

Sub Total(A3)

1114.0

XIII. Medium Term Proposals


Off-street Parking Facilities
131. Locations proposed for constructing multi level parking lot in Chennai are:

At the existing T. Nagar Bus Terminal on South Usman Road.

Multi-storied Parking Facility at the areas of MTC & SETC bus terminals at Broadway.

At the MTC bus depot (East) on 3rd Avenue. In order to meet the future parking demand,
a multi- storied parking lot is proposed at the MTC bus depot located on 3rd Avenue.

Multi-storeyed Parking Lot at the


Garbage

Truck

Parking

Site

on

Some typical multi-level parking facilities

Nungambakkam High road.

Multi-storeyed Parking Lot at the MTC Bus


Terminal on Velachery road. The present bus
terminal area and the open land (private
property) close to the terminal, which is now
used for cycle and two wheeler parking, can be
converted into a multi level parking lot.

Multi-Storeyed Parking lot at Wallace Garden.


A Multilevel Parking lot is proposed by Chennai
Corporation on Wallace Garden First Street off
Greams Road near Apollo Hospitals.

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XIV. Grade Separation at Intersections


132. Many intersections cannot be managed by merely improving the geometrics and rationalizing
signals and hence requires a higher order treatment like subways or flyovers, for better
management of traffic.
133. In addition to those intersections identified through surveys, grade separators are proposed
on major intersections on the proposed mobility corridors as part of long-term transport
strategy.
134. The provision of committed Metro Rail / new elevated infrastructure contemplated is to be
duly considered including combining flyovers as the situations warrant.
Grade separated facilities are proposed at the following locations:

Sterling Road Vs College Road

Combined Flyover on sections of Periyar EVR Salai between Sydenhams Road Junction to
Pulla Avenue.

Royapettah High Road Vs R.K.Mutt Road Vs Luz Church Road

Taramani Velachery Road Vs Velachery Main Road

Taramani Velachery Road Vs Velachery Bye-pass Road

Poonamallee High Road Vs Thiruverkadu Causeway

Poonamallee High Road Vs Vanagaram Ambattur Road

GST Road Vs Pallavaram Thorapakkam Road

NSK Salai Vs Thirumalaipillai Road Vs Valluvar Kottam High Road

Jawaharlal Nehru Road Vs Kaliamman Koil Street

Jawaharlal Nehru Road Vs Redhills Road

Pantheon Road Vs Marshalls Road Vs Dr. Nair Road

Walaja Road Vs Qaid-e-Milleth Road

Medavakkam Tank Road Vs Purasavakkam High Road

Konnur High Road Vs Medavakkam Tank Road

Venkatanarayana Road Vs Burkit Road

Kathivakkam High Road Vs Thondiarpet Road

Thiruvottiyur High Road Vs Kathivakkam High Road

Manali High Road vs Ennore High Road

Sardar Patel Road Vs Velachery Road

Velachery Road Vs Medavakkam Main Road

Avadi Poonamallee Road Vs Poonamallee Trunk Road

CTH Road Vs Redhills Road

Kaliyamman Kovil Street and MGR Salai (Arcot Road)

Vandalur Kelambakkam Road and NH-45

Ennore Expressway and Manali Oil Refinery Road

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Jawaharlal Nehru Road and TPP Road

Vandalur Walajabad Road and Mudichur Road

Chennai Bypass and Kundrathur Road

Redhills-Thiruvallur Road and NH-5

Pammal Main Road Vs GST Road

Anna Salai Vs Sardar Patel Road

Vehicular Underpass @ Anna Salai Vs Alandur/MKN Road

Pedestrian Subways
135. While the need for a safe pedestrian crossing facility is established, the layout of pedestrian
crossing facility needs to be suitably conceived and designed considering the alignment of
Metro rail on Anna Salai, Jawaharlal Nehru Road and on Periyar EVR Salai together with
possible station integration. Yet another factor to be considered is the grade separated
facilities for vehicular traffic proposed at intersections on the arterials that would impact the
design of pedestrian grade separated facilities depending on the nature of traffic control
consequent to construction of flyovers or interchanges.
136. Following locations are recommended for constructing pedestrian subways in CMA:

Aminjikarai Market junction

Anna Salai near SIET college

Near Meenakshi College on Kodambakkam High road

Near Vadapalani Bus Terminus on Arcot road

On Jawaharlal Nehru road near the junction with Arcot road

At the intersection of NSC Bose Road with Prakasam Road

Egmore Railway Station Southern Side

Near Queen Marys College, on Kamarajar Salai

Thiruvanmiyur bus stand junction

Mint Junction

Near Taylors Road Junction

At Raja Annamalai Mandram

Rattan Bazaar Road- Evening Bazaar junction

Toll Gate near Royapuram

Usman Road - Dorai Swami Road junction

Near MTC Bus terminus at T. Nagar

Velachery road- Taramani road junction

Mount Poonamalle Road - Mangadu Road Junction

CTH Road near Avadi Bus Stand

CTH Road in front of Ambattur Bus Stand

GST road near Chrompet bus stand

Near Thiruvotriyur bus stand

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Luz Junction

137. It is to be noted that some of the locations given in this list find place in the earlier CTTS
study of 1993. These include the ones that are not implemented till now. Analyses of these
locations did mandate the grade separation.
138. On metro corridors, where the pedestrian underpasses are also proposed, the underpasses
need to be integrated with the proposed metro stations.
139. In addition to the list of pedestrian subways suggested above, the Consultants by observation
and experience also recommended a number of other locations where subways are needed in
the future. The additional locations would include:

MEPZ

Guindy MKN Road

Poonamallee High Road Nerkundram

Koyambedu Periyar Salai Bus Stop

Valachery Road (Tambaram East Railway Station)

Sardar Patel Road (Guindy Engineering College / Gandhi Mandapam)

Sardar Patel Road LB Road

South Usman Road (Ranganathan Street)

Theagaraya Road (Pondy Bazaar)

Taluk Office Road Anna Salai

College Road (Bus Stop)

Nathamuni Junction (New Avadi Road)

Purasavakkam High Road (Gangadeswaran Kovil Street)

Pantheon Road and Adithanar Salai Junction

Wallajah Road and Bells Road Junction

Minjur Railway Station

GNT Road (Moolakadai junction)

Padi intersection

Konnur High Road and Medavakkam Tank Road (Ayanavaram)

Uthamar Gandhi Salai MGR Salai

GST Road near Chromepet Bus Stand

Skywalks
140. Skywalks are proposed to remove the pedestrian vehicle conflict especially in the crowded
areas such as Railway Stations, Bus Terminals, Shopping centres etc. Skywalks are proposed
at the following locations (refer figures given below).

Around Central & Egmore Railway Station

Near Panagal Park

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Near Tambaram Railway Station

CMBT & CCBT @ Koyembedu

Parrys

Figure: Around Central Railway Station

Figure: Near Panagal Park


Figure: Near Tambaram Railway Station

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Figure: Near Parrys (NSC Bose Road)

RoBs/RuBs
141. As part of medium-term traffic management schemes, following level crossings were
recommended to construct RoB/RuB in the future.

Construction of R.O.B. in lieu of L.C.4 (Near Tiruvotriyur Railway Station)

Construction of RUB near Wimco Nagar Railway Station, LC6

LC 3 at Tondiarpet

LC 32, 33 between Tambaram and Vandalur (already in DPR stage)

Tirisulam (LC 22)

LC 8 between Ambattur and Avadi (Near Avadi Rly stn)

LC 3 between Pattabiram & Pattabiram Siding

L.C.6 near Ambattur Road (Ambattur Yard Station Line)

L.C.7 between Ambattur and Avadi (Annanur Rly Station) (approved)

Construction of RUB near Korattur

XV. Traffic Management Systems


142. Traffic management systems are very effective in tackling the urban traffic chaos especially
when backed up by a traffic management center. The role of Intelligent Transport Systems is
to ensure smooth vehicular flow by technology support.
143. These systems are proving to be very effective in enhancing the traffic operations in addition
to increasing the safety of road users in cities in developing countries.
144. The role of the traffic management center is to ensure smooth vehicular flow by technology
support. The Traffic or Transportation Management Center (TMC) is the hub of a
transportation management system, where information about the transportation network is
collected and combined with other operational and control data to manage the
transportation network and to produce traveler information. TMCs can help in reducing

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incident response times, lower incident rates (mainly secondary incidents), disseminate
traveler information and hence reduce congestion and enhance safety.
145. Field components include: Management; Closed circuit Television surveillance (CCTV); Area
Traffic Control Systems, Variable Message Signs; City Traffic Signal System, Intelligent
Transportation Systems (ITS) Programs; Enforcement Center, Interceptor control, wireless
and telephone center, data center and web server and Emergency Management Operations
for Evacuation and Disasters.
146. Initially, 4 areas have been identified for implementing area traffic control through traffic
management center (shown in Figure). The areas are:

T Nagar

Egmore

Purasavakkam

Mylapore

Figure: Location of TMCs

The operations of traffic management center could be gradually expanded to other areas also as and
when funds could be mobilized.

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XVI. Block Cost Estimates


Cost for Medium-term Schemes
147. The estimated cost for medium-term schemes is presented in the Table.
Table: Block cost for Medium-term Schemes
(Rupees in Crores)
Medium term

Quantity

Items

Total

Off-street parking lots

95

Flyovers

33

1080

Subways

44

196

RoBs/RuBs

12

304

TMC

300

Committed Flyovers

665

Committed ROBs/RUBs

11

209

Skywalks

153

Total

3002

List of Committed Flyovers


148. List of committed flyovers are presented below.
Table: List of committed Flyovers

Committed Flyovers

Rs. In crores

LB Road and Thiruvanmiyur Road

30

Arcot Road and Jawaharlal Nehru Road


Combined Flyover on Anna Salai combining Blackers Road
Junction, Dams Road Vs Thiru-Vi-Ka Road Junction and
Binny Road Vs Pattulous Road Junction.
Combined Flyover on Anna Salai combining Eldams Road
Vs Thyagaraya Road Intersection, Cenetoph Road
Junction, Venkatnarayana Road Vs Chamiers Road and
CIT 1st Main Road Junction
NM Road and Anna Nagar III Avenue Road on Periyar Salai

30

4
5

130

170
85

T.T.K. Road Vs St. Marys Road Vs Chamiers Road Vs


Adayar Boat Club Road

75

Mint Intersection

30

Prakasam Road Vs Old jail Road Vs Monekar Choultry


Road Vs Ibrahim Sehib road

75

10

Thirumangalam junction

40
Total

665

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List of Committed ROBs/RUBs


149. The Consultants of the current study (CCTS) have reviewed in detail, the list of schemes
identified in both SMP, MoB studies and the recommendations of the core committee created
at the instance of the Deputy Chief Minister are duly covered.
The infrastructure schemes are listed below.
Table: List of committed ROBs/RUBs

Committed ROB/RUBs

Rs. In crores

ROB on Kathivakkam Cochrane Basin Road

19.81

RUB at Monegar Choultry Road

19.7

RUB at Villivakkam LC2

37.92

ROB at Rangarajapuram LC

21.87

Limited RUB @ LC 26 near Vaishnav College @ Chromepet

RUB in lieu of LC 16 near St. Thomas Mount Railway


Station (Karunigar Street)

RUB in lieu of LC19 near Meenambakkam

10

ROB @ LC 24

14

16

10

ROB @ LC 29
ROB @ LC 30

38.5

11

ROB @ LC 34

18
Total

209

Shelf of additional schemes included Medium Term


A1

Major Flyovers

Moolakadai Jn.

25.00

Strip Flyover on IRR @ MBI Road & IRR jn.


At the junction of Mount Poonamallee road and Poonamallee
Kundrathur road at Poonamallee town

12.00

On Ambedkar College Road @ Ganesapuram

12.00

At Madya Kailash Junction

150

At the junction of New Avadi Road x Kilpauk Garden Road

15

At Sothupakkam Road x Chennai bypass

30

At NH4 x Thirumazhisai Road

30

At Vadakarai Madhavaram Road x Naravarikuppam Town


Panchayat limits.

30

10

Anna Nagar Roundana

30

11

Kamarajar Salai with Walajah Road

12

84

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Sub Total(A1)
A2

406

RoBs / RuBs

ROB in lieu of L.C.No. 40 (On Madambakkam, Adhanur and


Padappai road)

35.00

ROB in lieu of L.C.No. 47 between Guduvanchery and


Singaperumalkoil

55.00

ROB in lieu of L.C.No. 16 on MKT Road @ Minjur Station.

15.00

4
5

Widening of RoB to dual 4 lane width in Km. 12/2-13/2 of


Inner Ring Road
ROB in lieu of L.C.No. 5 between Villivakkam and Ambattur
Railway Stations

15.00
29.65

RoB in lieu of existing Vyasarpadi underpass in GNT Road

85

Pattabiram Military siding (1042 1043) (located in NH 205


under the control of NHAI)

15

RUB in lieu of L.C. No. 9 (Near Hindu College Railway Station)

15

ROB in lieu of L.C.No. 36 (Near Urappakkam)

30

10

A new RoB between Wimco Nagar and Ennore railway stations

25

11

Villivakkam - Ambattur (11/31A - 12/1)

15

12

Avadi - Pattabiram East (23/12-14)

15

13

Tambaram - Perungalathur (32/8-9)

15

14

Vehicular Subway at Bojaraja Nagar

1.00

15

ROB in lieu of LC14 near Sevvapet Railway Station

21.8

Sub Total(A2)
A3

387.45

Widening of Cross Drainage Works


Widening of major bridges across rivers

Additional 2 lanes to the Bridge on Sardar Patel Road across B


Canal

1.00

Construction of bridge across Cooum river connecting NH-4


with Nolambur

5.00

Construction of High Level Bridge at Km. 0/2 of Sri Devi


Karumari Amman Koil Street.

5.00

Construction of High Level Bridge at Km. 14/8 of VanagaramAmbattur Road

3.00

Construction of Bridge at Km. 10/2 of Korattur-ThinnanurPeriyapalayam road

2.00

Construction of a bridge at Km. 20/6 & 8 of ChennaiKodambakkam - Sriperumbudur Road

5.00

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7

Construction of bridge at Km. 13/6, 15/8 7 other narrow CD


works (11/4-20/0) of Mount - Poonamallee - Avadi road.

4.00

Construction of a bridge across Adyar river near


Nandampakkam

5.00

Construction of a bridge across Cooum river @ km 0/4-0/6 of


M.P.Road and Paruthipattu

10

Widening Basin Bridge on GNT Road

20

11

Widening the Bridges at Km. 13/9,15/10

12

Construction of a bridge across Aranaiyar river

20

13

Tiruvallur -Uthukotai road(Tirumazhisai-Satyavedu Road)

20

14

Construction of bridges across Cooum River from NH-4


(Koyambedu to Thiruverkadu (4 Nos.))

20

15

Additional two lanes to Thiru-Vi-Ka Bridge across Adyar river

16

Construction of new bridge across Cooum river at Mogappair

17

Construction of new bridge across Ennore creek

20

18

Construction of new bridge across Cooum river connecting Rail


Nagar and NH4

20

19

Widening of Bridge at Aminjikarai across Cooum

Of Inner Ring Road

(Outside CMA)
1

Construction of High Level Bridge at Km.62/2 of Singaperumal


Koil - Sriperumbudur - Thiruvallur - Redhills Rd.

1.00

Construction of Bridge at Km.44/2 of Thirumazhisai Sathyavedu Road.

3.00

Construction of Bridge at Km. 0/6 of Korattur-ThinnanurPeriyapalayam road to Pakkam road

1.00

Construction of Bridge at Km. 4/6 of Melanur-Meyyur road

18.00

Construction of a Bridge at Km. 4/10 of Palur - Singaperumal


Koil Road

2.50

Construction of a bridge at Km. 4/6 of NH4 to Irungattukottai


to CKS road (via) Katrambakkam

1.00

Reconstruction of bridge at Km. 15/8 of Tambaram-MudichurSriperumpudur Road

1.00

Corporation of Chennai

Widening of bridge on Wallaja road across the B.canal

1.20

Widening of bridge on Swami Sivananda Salai across B.canal

0.85

Widening the Anderson bridge across Cooum

2.00

Widening of bridge across Otteri Nullah between Aspirin


Garden I Street and Kilpauk Garden II Street

0.65

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5

Widening of bridge at Sastri Nagar junction of E.H.Road

0.18

Widening of culvert at Paper Mills Road

0.24

Widening of culvert on Thirumangalam Road across Otteri


Nullah

0.09

Widening of bridge across Virugambakkam Canal at Kaliamman


Koil Street

0.12

Widening of culvert at Spurtank Road near Sree Mithai

0.07

Construction / reconstruction of Cross Drainage Works


Corporation of Chennai
1

Bridge on Pari street across Virugambakkam Canal

1.42

Bridge connecting N Block main road and O Block across


Otteri Nullah

2.52

Bridge connecting Ezhil Nagar, M.G.R. Nagar and Sathya Nagar


across B-Canal

5.59

Bridge Connecting Krishnamurthy Nagar and Ramakrishna


Road in M.K.B.Nagar

3.97

Bridge Connecting Narasimha Nagar and M.S.Nagar across


Otteri Nullah

2.37

Bridge across Cooum river connecting Metha Nagar officers


colony 1st street Dn-73 to Venkatachalapathy street

3.37

Demolition and reconstruction of bridge at Indira Nagar and


Rajiv Gandhi Nagar

2.00

Bridge at Kannagi street across Virugambakkam Canal

0.14

Bridge Level Raising at Kalasathamman Koil street junction of


Tondiarpet High Road, Chinnandimadam

0.20

10

Bridge connecting Mathiazhagan Street and Nehru Nagar


across Rajbhavan canal

0.12

Department of Highways
(Inside CMA)
1

Construction of additional high level bridge at Km. 3/4 of


Mount - Poonamallee - Avadi road.

1.00

Construction of additional two lane high level bridge at


Km.15/8 of Mount - Poonamallee - Avadi road.

5.00

Construction of submergible bridge at Km. 16/6 of TambaramMudichur-Sriperumpudur Road

2.00

Construction of submergible bridge at Km. 13/8 of TambaramMudichur-Sriperumpudur Road

2.00

Construction of submergible bridge at Km. 27/6 of ChennaiKodambakkam-Sriperumpudur Road

3.00

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6

Construction of High Level Bridge at Km. 14/4-14/8 of


Karanodai - Minjur Road Road

11.00

(Outside CMA)
1

Construction of additional two lane High Level Bridge at


Km.62/2 of Singaperumal Koil - Sriperumbudur - Thiruvallur Redhills Road.
Sub Total(A3)

5.00
258.60

A4

Widening, Strengthening and Resurfacing of arterial, sub- arterial and


Collector Roads

A4 I

Widening Single lane to two lane


Within CMA

Widening and Strengthening


a) Kundrathur joining T.T. Road(Km. 0/0-4/2)
b)Thiruneermalai Tirumudivakkam road, Km. 26/4-29/4
c)Pazhanthandalam road 0/0-2/8 (two lane)

18.00

Widening and Strengthening K.S. Road to Kolapakkam road,


Km. 0/0-1/6 (two lane)

4.00

Widening and Strengthening of Mangadupattu Moulivakkam


road Km. 0/0-3/8 (two lane)

6.10

Widening and Strengthening Somangalam road


Km. 0/0-4/0 (two lane)

7.00

Widening and Strengthening of Ariyalur Vilangadu Pakkam


road, Km. 0/0-6/4 (two lane)

9.53

Widening and Strengthening of Minjur Kattur


Thirupalaivanam Road Km. 0/0-17/4 (two lane)

31.78

Widening and Strengthening Minjur Karanodai road (Km. 0/016/4) (two lane)

55.09

Widening and Strengthening of Madharvedu road,


Km. 0/0-1/6 (two lane)

3.35

Widening and Strengthening of Koladi road, km. 0/0-7/0 (two


lane)

19.00

10

Widening and Strengthening of Vadaperumbakkam


Chettimedu Nairu Road (Km. 6/2 19/0) (two lane)

21.50

11

Widening and Strengthening of


a) Melmanambedu Road (Km. 0/0-1/420)
b) Vellavedu Chithur Kadu Road (Km. 0/0-4/2)
c) Parivakkam - Pallikuppam road ( Km 0/0-2/8) (two lane)

16.00

12

Widening to Single lane to two lane and Strengthening of


T.P.P. road to Sadayankuppam Road Km 0/0-2/910

4.00

13

Widening to Single lane to two lane and Strengthening of


Ambathur-Madanakuppam-Mettupalayam Road to Puthagaram
road,Km 0/0-2/135

3.00

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14

Widening to Single lane to two lane and Strengthening of


A.V.P. road to Manali-Mathur road (via) Kosappur,Km0/0-3/4

5.00

15

Widening to Single lane to two lane and Strengthening of


Guruvoyal Road, Km0/0-4/0

4.00

16

Widening to Single lane to two lane and Strengthening of


Guruvoyal - Sothupakkam Road ,Km0/0-3/2

3.50

17

Widening Single lane to two lane and Strengthening of Putlur


road ,Km0/0-3/8

4.00

18

Widening Single lane to two lane and Strengthening of


Kommukambedu road,Km 0/0-3/6

3.50

19

Widening Single lane to two lane and Strengthening of


Poondi- Ramarajankandigai road,0/0-4/0

4.00

20

Widening Single lane to two lane and Strengthening of


Poondi- Ramarajankandigai road,4/0-8/4

5.00

21

Widening Single lane to two lane and Strengthening of


Poondi- A.K.M. road to Vellerithangal road,Km 0/0-3/1

3.00

22

Widening single lane to two lane and Strengthening of (a)


Chennai Mamallapuram road to Thalambur Harijan colony
0/0-2/0 and (b) Thalambur HC Road to Karanai HC road
2/0-3/050.

3.00

23

Widening and Strengthening of single lane to double lane to


M.P. road to Manapakkam km.0/0-2/5

3.00

24

Widening and Strengthening of single lane to double lane to


M.P. road to Manapakkam km.2/5-5/0

3.00

25

Widening single lane to two lane and Strengthening of GNT


road to T.P.P road,(via)Gangaiyadi kuppam, Agaram Colony
,Mettupalayam(including union road),Km0/0-10/6

11.00

26

Widening single lane to two lane and Strengthening of GNT


road to Neduvarampakam -Andarkuppam road ,Km 0/01/830,0/0-1/600

3.50

27

Widening single lane to two lane and Strengthening of C.P.


road to Andarkuppam road ,Km0/0-1/0

1.00

28

Widening single lane to two lane and Strengthening of GNT


road to New Erumaivettipalayam road,Km 0/0-7/2

7.50

29

Widening single lane to two lane and Strengthening of


Medavakkam Mambakkam Sembakkam road Km. 8/0-26/8.

20.50

30

Widening single lane to two lane and Strengthening of


Chinnapanicheri road Km. 0/0-1/4

1.50

31

Widening single lane to two lane and Strengthening of


Nandhambakkam road Km. 0/0-1/350

1.50

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32

Strengthening and Providing Hard shoulder to Vanagaram


Ambattur Road km 0/0-6/2

9.00

33

Resurfacing Thirumazhisai-Sathyavedu road Km. 20/0-22/0


including improvements to Service Road under R.O.B. in
Tiruvallur

4.00

34

Improving Bus Route Roads in City (200 km)

200

35
36
37

Widening single lane to two lane and strengthening of


Ambattur-Madanakuppam-Mettupalayam-Oragadam Salai
km0/0-1/8
Widening and Strengthening Madambakkam to Kelambakkam
road (km 0/0 3/1) (2 lane)
Improving Roads In CMA (400 km)

4.00
1600

Sub Total(A4I)
A4II

1.00

2103.85

Widening 2- lane to 4- /6- lane

Ayanavaram Road and Raju (N) Street (connecting New Avadi


Road and Medavakkam Tank Road) (1.4 k.m.) (4 lane)

4.50

Dr. Radhakrishnan Salai (Service Road on both sides of flyovers


at TTK. Road junctions)

15.00

Choolaimedu High Road (4 lane)

10

Redhills Road from Srinivasa Nagar to CTH Road

15

Widening two lane to Four lane and Strengthening of G.N.T.


Road ,km 22/6-25/7(Old NH)

6.50

Widening two lane to Four lane and Strengthening of


Tiruvottiyur -Ponneri-Panchetty road,km13/5-27/8

41.00

Widening to two lane to Four lane of Korattur-ThinnanurPeriyapalayam road,Km 6/5-28/2

43.50

Widening Four lane to six laning of Mount-Poonamallee


road,Km 1/3-10/8

24.00

Widening two lane to Four lane of Poonamallee-Kuntrathur


road km 2/2-5/4

7.00

10

Widening and Strengthening of Marmalong Bridge - Irumbuliyur


Road km 8/2 - 12/4

43.00

11

Widening and Strengthening of Taramani link road km. 0/03/650 (six lane)

23.45

12

Widening Madipakkam to Velachery km. 0/0-3/1 (four lane)

15

13

Widening and Strengthening of Vanagaram-Ambattur road ,


km 0/0-6/2 (six lane)

100

14

Widening MBI road Km. 12/2-21/2 (Medavakkam to


Tambaram) (six lane)

35

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15

Widening ECR (from Thiruvanmiyur to Toll Plaza) Km. 11/831/0 (six lane)

100

16

Kodambakkam-Sriperumpudur road, km5/0-37/400 (four lane)

150

17

Widening Taramani Perungudi road Km. 0/0-2/010 (four lane)

18

Widening Tambaram - Somangalam road Km. 0/0-9/6


lane)

30

19

Widening GST road to Thiruneermalai ,4km (four lane)

15

20

Widening from Anna salai(Alandur) to Mount station


(MKN road 3 Km.( four lane)

20

21

Widening to dual four lane with service lanes of Inner Ring


Road km 13/2-16/2

15

22

CTH Road from Avadi to Thiruvallur as a 6-lane expressway

200

23

Approach road from Rajiv Gandhi Salai to Nookampalayam


Road from 10km to 30.5km

90

24

Navalur-Thalambur-Siruseri Medavakkam Road

200

25

Existing 50 approach road connecting the Global Hospitals to


the Medavakkam-Sholinganallur Road (Perumbakkam)

26

Widening Rajiv Gandhi Salai from Siruseri to Mamallapuram 30km (six lane)

500

27

ECR from Toll Plaza to Mamallapuram as 6-lane expressway20km

300

28

Pallavaram-Thoraipakkam road as 6-lane expressway

150

29

Nesapakkam Road

14

30

Improving Bus Route Roads (300 km)

300

31

Vadaperumbakkam Chettimedu Nayaru Road, km 0/0-24/0


(four lane)

150

32

The link road connecting Kaliamman koil street and NH4


through Nerkundram road to act as a parallel road to
Jawaharlal Nehru Salai (IRR) behind the KWMC (km 0/0-2/4)
(four lane)

47

33

Alandur Road (4 lane)

7.2

34

Velachery tank south bund Road (2km) (4 lane)

12

35

From Anna Salai (Alandur) to Station (3km)

18

36

Medavakkam Main Road (0.9km)

5.4

37

Velachery Road (3km)

38

Mudichur Road from G.S.T. Road to ORR (5.8km)

39

Choolaimedu High Road (four lane)

40

Thirunneermalai Road (1.5km)

(four

3
34.8
5
10.5

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41

Kishkinta Road (2.7km)

42

Agaram Road
Strengthening and improving the network of radial roads of
250km length (improved during 1998-2000)

43
44
45

1.69

Widening 4 lane to 6 lane of Mount-Poonamallee-Avadi Road,


km 6/8-10/8
Widening 2 lane to 4 lane of SSTR Road km 25/925-43
Sub Total(A4II)

A4III

15
1000
10
39
3838.54

(Outside CMA)
TWO LANE WIDENING

Widening single lane to two lane and Strengthening of


Melanur-Meyyur road,Km 0/0-17/4

28.50

Widening single lane to two lane and improvements to


Walajabad - Sunguvarchattiram - Keelachery Road Km.24/030/9.

5.00

Widening Single lane to two lane and Strengthening of of


Palur - Singaperumal Koil Road km 0/0-9/2

9.50

Widening Single lane to two lane and Strengthening of


Elichur-Palur Road km 0/0-8/6

9.50

Widening single lane to two lane and strengthening of


Thandalam - Perambakkam Road Km.10/0-12/0

3.00

Widening single lane to two lane of Mevalurkuppam Nayapakkam Road km 0/0-4/4

4.50

Widening single lane to two lane and Strengthening of


Chengalpattu Tiruporur road Km. 0/0-21/8.

22.00

Widening single lane to two lane and Strengthening


Singaperumal Koil to Reddikuppam Road Km. 0/0-13/2.

13.50

Widening single lane to two lane and Strengthening of


KayarambeduKalivanthapattu
km 1/100-8/450.

7.50

10

Widening single lane to two lane and Strengthening of


Mambakkam - Tiruporur Road Km. 14/4-20/0

6.00

11

Widening single lane to two lane and Strengthening of GST


road to Karuneelam (via) Malrosapuram road Km. 0/0-5/8.

6.00

12

Widening from single lane to two lane and strengthening of


Nemili - Mannur Road Km. 0/0-5/4

5.50

13

Widening single lane to two lane and Strengthening of EchurTiruporur road Km 0/0-10/0

10.00

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14

Widening single lane to two lane and Strengthening of


Manamathy-Mullipakkam Km 0/0-8/0

8.00

15

Widening single lane to two lane and Strengthening of


Guduvanchery-Kottamedu Km 5/4-17/5

13.00

16

Widening single lane to two lane and Strengthening of


Kottamedu-Manamathy Km 0/0-4/5

4.50

17

Widening Pallur-Sogandy road km. 0/0-23/8 (two lane)

25

18

Widening Vadakupattu-Guruvanmedu-Palur Singaperumal koil


road 0/0-7/8 (two lane)

10

19

Widening Umayal Paranchery-KanchivakkamSepapananchery0/0-9/2 (two lane)

10

Sub Total(A4III)
A4IV

201.00

MULTI LANE WIDENING(OUTSIDE CMA)


Department of Highways

Widening two lane to Four lane of WalajabadSunkuvarchatiram-Keelachery road km 3/0-18/4

Widening Kosathalaiyar Bridge-Puthur road -32.5km (four lane)

120

Widening Tirukalukundram-Mamallapuram Road-13.2km (four


lane)

50

Widening Walajabad-Sunguvarchathiram-Keelacherry Tiruvallur -43.km (four lane) 18/4-43/0

Sadras-Chengalpattu-Kanchipuram-Thiruvallur-Arakkonam road
,km 0/0-107/400 (four lane)

450

Linking NH-4 with Arakkonan Naval Air station through


Thandalam-Perambakkam road,Koovam-Thakkolam Arakkonam road(40 km)

200

Puduvoyal-Periyapalayam road ,km 0/0-13/8 (four lane)

50

Tiruvallur-Uthukottai road(Four lane)-23km (four lane)

100

Sub Total(A4IV)

1164.00

A5

Pedestrian Facilities

A5I

Subways

30.50

163.5

Department of Highways
Along Anna Salai

a) GP Road Junction

4.00

b) Todhunter Nagar

4.00

c) Saidapet Bazaar Road Junction

4.00

d) Little Mount A.G. Church

4.00

e) Kathipara junction (four legs)

20.00

f) Military Hospital

4.00

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g)TVS

2.15

h) Halda Junction

4.00

Along Periyar EVR Salai

a) Evening Bazar Road Junction

2.15

b) Egmore Railway Station Northern Side

4.50

c) Dasaprakash

4.00

d) Anna Arch

4.00

e) N.S.K. Nagar junction (Arumbakkam)

4.00

f) Vaishnava College

4.00

g) Additional Subway opposite to Central Railway Station

5.00

Along Jawaharlal Nehru Salai (IRR)

a) Mallady junction

4.00

b) Ekkattuthangal

4.00

c) 14th Avenue Junction (Kasi Theatre)

4.00

d) P.T. Rajan Salai

4.00

e) Periyar Padhai

4.00

f) Vinayagapuram Junction

4.00

g) C.M.B.T.

4.00

h) Kaliamman Koil Street junction

4.00

i) Thirumangalam (Anna Nagar 2nd Avenue)

4.00

j) Muggapair road junction

4.00

k) Thirumangalam Police Station Junction

4.00

l) MMDA Colony

4.00

m) CIPET

5.00

n) Ashok Pillar

4.00

o) Udhayam Theatre junction

4.00

Along other major Roads


4

a) Thiruvanmiyur ECR Marundeeswarar Koil Point

4.00

b) Kodambakkam Sriperumbudur road, at Valasaravakkam

4.00

c) Mount Poonamallee road at Ramachandra Medical College

4.00

d) GNT Road opposite to Puzhal Central Prison

4.00

Corporation of Chennai
5

Purasawalkam High road and Perambur Barracks Road

6.00

Along other major roads


6

a) Sardar Patel Road @ C.L.R.I.

12.00

b) Kamaraj Salai near Light House


c) Porur - M.P. Road junction

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d) Greenways Road @ Sathya Studio
e) Valasaravakkam - Arcot Road junction
f) Old Jail Road opposite to Stanley Hospital
Sub Total(A5 I)

169

A6

Miscellaneous Schemes

Improvements to existing subways/foot over bridges by


provision of escalators/ramps etc @ 30 locations @ 0.7 cr each

21.00

Pedestrain foot bridges across water courses ( 1000m @ 0.2 cr


/ metre)

20.00

Cycle tracks and foot ways along banks of water courses and
roads proposed for widening(60 km @ 0.3 cr/km)

18.00

Subway network at Central railway station(750m @0.13 cr)

97.50

Sub Total(A6)

156.5

XVII. Short term proposals


Introduction
150. Various short- term solutions envisaged include the following.

Pedestrian Facilities

Provision of Cycle tracks

Traffic Management
Parking Regulation
Signal Optimization
Junction Improvement
Road Markings and Signage
One-way Streets

Pedestrian Facilities
151. It is recommended either to construct new footpaths or upgrade the existing ones if they
have insufficient width. It is proposed to have 1.5m wide footpath on major roads in
residential areas and upto 3m wide footpath in commercial areas.
152. From the road inventory conducted, it has been found that most of the roads are in need of
proper footpaths.

Some of roads where footpaths are being recommended are listed in

Table.

95

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Table: List of roads proposed for footpaths/improvements

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XVIII. Provision of Cycle tracks


153. One of the major focus of National Urban Transport Policy (NUTP) is the recommendation of
separate lanes for bicycles. These are to be given priority in road widening and new roads
contemplated. On existing roads, as vehicular volume far exceeds the capacity, it has
limitations and repurcussions, all the same, it needs to be tackled and provided for with the
acceptance of the various sections of road users.
154. In Chennai, Anna Nagar and KK Nagar are the areas that houses number of educational
institutions including schools and colleges. Every day, thousands of students commute in
these areas generating large number of educational trips. A bicycle network is recommended
in both Anna Nagar (East & West Extensions) and KK Nagar as shown in the Figures.

Several

internal streets in the area have been considered for provision of cycle tracks.
155. Bicycle lanes, two-metre wide separated by the main carriageway by simple lane marking
studs are suggested. It is the responsibility of the concerned authorities to see that the
bicycle lanes are free from utility poles, trees etc. On some of the side streets, width of the
cycle tracks could be reduced to 1.5 meters. The cycle track could be made available for
general traffic after 5 PM.

Figure: Proposed Bicycle Network for Anna Nagar

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Figure: Proposed Bicycle Network for KK Nagar

XIX. Traffic Management


Parking Regulation
156. To minimize the adverse effects of parking, organizing on- street parking becomes
imperative. Moreover, on-street parking needs to be charged logically as a policy in
commercial areas because urban space is at a premium and this would be a source of revenue
generation towards better management. At the same time it would discourage the user from
using their personalized vehicles for their trivial trips. Sometimes due to the absence of
sufficient width, prohibiting on-street parking on some streets will go a long way in
enhancing the capacities of the roads and ushering in the strategy of Demand Management.
157. Recommendations include.

Designation of parking bays by proper marking

Provision of parking bays separately for cars and two wheelers

Parallel parking of cars could be prefered on the roads of four lane carriageway to
provide more area for traffic

Prohibiting parking close to intersections and bus stops

Auto rickshaw parking provision at designated locations

Ban parking on roads with intense commercial activities

Introduce Odd and Even Date parking on experimental basis

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Odd and Even Date parking


158.

Parking could be reorganized by allowing parking on one side of the road only with the sides
switched on odd and even dates to eliminate bias on business activity. Some of the roads
recommended for such type of parking management are listed:

Mint Street From NSC Bose Road to Old Jail Road

Luz Church Road Between TVK Road and Karpagam Road

Thyagaraya Road Between Thanikachalam Road and Venkatanarayana Road

Dr. Muthulakshmi Road From 1st Avenue to Thyagaraja Theater

Ban On- street Parking


159.

Some roads act as through corridors to traffic and some have very intense commercial activity
on them hence it is not desirable to interrupt this through flow by parking maneuvers.

160.

The following roads have been identified for complete or time bound prohibition of parking on
them.

Entire stretch of Periyar EVR Salai

Entire stretch of Jawaharlal Nehru Road

Entire stretch of Usman Road

NSK Salai ( Vadapalani Jn to Usman Road Jn)

Rajaji Salai (From Old Jail Road to High Court)

The roads proposed for banning parking are shown in the Figure.

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Figure: Roads suggested for Ban on On-street parking

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161.

Parking meters: Parking meters can be installed in some critical areas to encourage short-term
parkers along the busy corridors. Roads identified for installing parking meters are:

Thyagaraya road

Purasavakkam high road

2nd and 3rd Avenue road in Anna Nagar

Installation of parking meters has been recently introduced on a section of North Mada Street at
Mylapore.

Signal Optimization
162.

Signal optimization leads to increased efficiency at intersections thereby transferring the


benefits to the network.The existing signal timings were obtained at signalized intersections
and were analyzed using Webster signal design.

The saturation flow studies and PCUs

developed as part of the study has been adopted in estimating the cycle time. Even during the
course of the study, several changes in routing for managing traffic and new infrastructures
have come up and these would impinge on the recommended cycle time proposed.
Nevertheless, the list of junctions for which signal timings are proposed are listed in the Table.
Table: List of junctions for signal timings proposed
Location
No

Location Name

Anna Salai Vs Peters Road

Durugabai Deshmukh Road Vs


Greenway Road Vs R.K.Mutt Road

Current Cycle
Time

Recommended
Cycle Time

Signal not used


180

120

Besant Road Vs Peters Road Vs


Natesan Road

Signal not in
use

120

Sterling Road Vs College Road


Junction

308

120

Anna Salai Vs Arunachalam Street

140

120

Anna Salai Vs Bharathidasan Road

120

90

Periyar EVR Salai Vs Mint Street

139

90

Moolakadai Vs Madhavaram High


Road Vs GNT Road
Periyar EVR Salai Vs New Avadi
Road
Royapettah High Road Vs
R.K.Mutt Road Vs Luz Church
Road

To be
Signalized

120

165

90

180

120

8
9
10

Signal not Used /


Unsignalized

11

TTK Road Vs ST Mary's Road

140

90

12

Anna Salai Vs T.V.K. Road

145

180

13

Periyar EVR Salai Vs Pulla Avenue


Road

130

90

14

Anna Salai Vs Binny Road

288

120

102

Signal not used

Un signalized

Chennai Comprehensive Transportation Study

Final Report-Executive Version


Location
No

Location Name

Current Cycle
Time

Recommended
Cycle Time

15

Periyar EVR Salai Vs E.V.K.


Sampath Road

165

90

16

Dr. Radhakrishnan Salai Vs


Kamaraj Salai

100

90

17

Kamaraj Salai Vs Wallaja Road

75

90

18

Periyar EVR Salai Vs Raja


Muthaiah Road

100

90

160

120

110

120

19
20

Arcot Road Vs Jawaharlal Nehru


Road
Santhome Road Vs Fore Shore
Estate

21

Village Road Vs Nungambakkam


High Road

165

120

22

Eldams Road Vs TTK Road

110

120

80

90

240

120

To be
Signalized

120

155

120

183

90

140

120

210

120

23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40

Royapettah High Road Vs Dr.


Radhakrishnan Road
Periyar EVR Salai Vs Guruswamy
Bridge Vs Vasu Street
Rajaji Salai Vs Thambu Chetty
Street
Anna Nagar II Avenue Vs Anna
Nagar Main Road
Periyar EVR Salai Vs Dr. Nair Road
Sardar Patel Road Vs Rajiv Gandhi
Road Vs Canal Bank Road
Lattice Bridge Road Vs
Thiruvanmiyur Road
Taramani Velachery Road Vs
Velachery Main Road
Taramani Velachery Road Vs
Velachery Byepass Road
Thiruverkadu Causeway vs
Poonamalle High Road
Poonamalle High Road Vs
Vanagaram Ambattur Road
Avadi Poonamalle Road Vs
Chennai Tiruvallur
Anna Nagar II Avenue Vs
Jawaharlal Nehru Road

To be
Signalized
To be
Signalized
To be
Signalized
To be
Signalized
To be
Signalized

Unsignalized

90

Unsignalized

90

Unsignalized

90

Unsignalized

90

Unsignalized

180

GST Road vs Pammal Main Road

160

90

Anna Nagar IIIrd Avenue Road Vs


New Avadi Road
Periyar EVR Salai Vs Anna Nagar
Main Road
Periyar EVR Salai Vs Nelson
Manickam Road

To be
Signalized

90

238

90

343

90

158

90

103

Un signalized

90

190

Anna Salai Vs Walajah Road

Signal not Used /


Unsignalized

Unsignalized

Chennai Comprehensive Transportation Study

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Location
No

Location Name

Current Cycle
Time

Recommended
Cycle Time

41

Anna Salai Vs Venkatnarayana


Road Vs Chamiers Road

128

120

42

Anna Salai Vs South Usman Road

130

90

43

Anna Salai Vs Thyagaraya Road Vs


Eldams Road

313

120

Signal not Used /


Unsignalized

* Some of the signals are manually operated

Junction Improvements
163.

In order to improve the efficiency of an intersection signal optimization should be


complimented with geometric improvements. This helps in channelizing and stream lining the
traffic at intersections and also helps in improving road behaviour at intersections. Road
intersections present safety problems as accident rates are usually higher at intersections than
at other sections of the road. It was observed that several junctions were not up to the
standards. So the following improvements are suggested at junctions as part of short term
recommendations:

Providing adequate corner radii

Providing sufficient turning radii

Flaring approaches towards intersections

Providing channelizers / division islands

Providing signs / lane markings / lighting

Landscaping

A model junction improvement is depicted in the Figure.

Figure: Mc Nichols Road and Harrington Road Junction

Road Markings and Signage


164.

In general, it was observed that the traffic signs are found wanting on several roads. It is
recommended that proper signs be installed at all appropriate locations. The main advantage
of the road markings is that they convey the required information to the driver without

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distracting his attention from the carriageway. The following road markings are proposed for
all the major roads in Chennai:

Center line

Traffic lane lines

Stop lines

Pedestrian crossings

Word messages

Parking space limits

Kerb marking for visibility

Obstruction marking

One - way Streets


165.

One- way regulations significantly improve the capacity of roads and increase the operational
speed in addition to reducing the number of conflicts if implemented over a wide area.
However, they do lead to longer travel distances and sometimes are not friendly to pedestrians
intending to crossover due to continuous vehicular movement.

Figure: One way scheme Egmore area

166.

There are many areas in Chennai that face traffic congestions and it is extremely difficult to
address all the areas within the purview of this study.

167.

As an indicative recommendation, Egmore area has been considered as a candidate for the
one-way streets. The area around Egmore railway station was studied with traffic data in the
area. Accordingly, the indicative one-way network is shown in the Figure.

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168.

It is important to note that the one-way systems are not permanent solutions to improve the
traffic flow. They are only temporary solutions and that they will be abandoned or modified
once the long-term proposals on these streets are implemented.

XX.

Block cost estimates

Cost for Short-term Schemes


169.

The block cost estimated for short- term schemes are shown in the Table.
Table: Block cost for Short-term Schemes
Unit

Quantity

Approx. Rate
(Rs. In Crores)

Amount
(Rs. In Crores)

On- street parking management

km

100

0.06

Signs & markings

km

700

0.06

42

Parking Meters

Nos

10

0.3

Footpath construction

km

600

0.3

180

Junction Improvements
Traffic Signals ( New signals+
replacement of existing signals)
Cycle path (markings and signage+
physical barrier)

Nos

250

0.1

25

Nos

100

0.3

30

km

40

0.1

Short- term

Total

XXI.

290

Implementation Plan

Phasing of investments
170.

Identified investment requirements under short, medium and long -term plans were further
split into three phases.

Assigning of projects into phases was based on the project need

considerations and discussions with the Technical Committee.

The following three phases

were considered for implementation:

171.

Phase I (2010 2015)

Phase II (2016 2021)

Phase III (2022 2026)

Short- term schemes need to be implemented immediately, while medium- term and long term
projects are phased based on demand. The phasing of mass transport systems is based on the
passenger ridership and with up gradation plan to optimize initial investment needs.

The

phasing of total investment is summarized in the Table. Total investment requirement is


estimated about Rs. 82120 Crores. About 64% of the investment is identified for Phase I, 27%
for Phase II and only 9% for Phase III. Higher investment is envisaged in first phase itself to
ensure increased modal share of public transport. All the committed projects which are under
implementation or in advance stage of design etc and the proposed highway improvements are

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considered under Phase I. Augmentation of bus fleet including replacement cost is included in
the three phases.
Table: Phasing of total Investments
Schemes

Phase 1
(2010 2015)

Phase 2
(2016 2021)

Phase 3
(2022 2026)

Total

Rs. In Crores
Total
(Rs. In crores)

52689

21899

7532

82120

64

27

100.0

Detailed phasing of projects is presented in the Table.


Table: Detailed Phasing of Investments
Sl.
No

Project

Cost (Rs.
In
Crores)

Implementation
Agency

Traffic Police /
Chennai Corporation

PHASE 1(2010-15)
1

On- street parking management-Alternate days on one side of


the road

1.1

Mint Street From NSC Bose Road to Old Jail Road

1.2

Cathedral Road From Kasturi Rangan Road to Poes Garden


Road

1.3

Mahatma Gandhi Salai - Between MGR Salai to Khader Nawaz


Khan Road

1.4

Thiru-vi-ka Road whole stretch of roadway excluding near


junction approaches

1.5

TTK Road From St.Marys Road to Bharathidasan Road

1.6

Luz Church Road Between TVK Road and Karpagam Road

1.7
1.8
1.9

Thyagaraya Road Between Thanikachalam Road and


Venkatanarayana Road
Dr. Muthulakshmi Road From 1st Avenue to Thyagaraja
Theater
Purasavakkam High Road Between Perambur Barracks Road
and Gangadeeswaran Kovil Street
Parking management-Ban On-Street Parking

1.10

Entire Stretch of Periyar Salai

1.11

Entire Stretch of Jawaharlal Nehru Road

1.12

Entire Stretch of Usman Road

1.13

NSK Salai ( Vadapalani Junction to Usman Road Junction)

1.14

Rajaji Salai (From Old Jail Road to High Court

1.15

Other Parking Management Measures ( Please refer Report)

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Sl.
No

Cost (Rs.
In
Crores)

Project

Implementation
Agency

Parking Meters

Signs & markings

16

Footpath construction (Both sides along 124 road stretches)

180

Replacement of Existing Traffic Signals (40 Junctions)

12

Traffic Police /
Chennai Corporation
Traffic Police
Chennai Corporation
/DoH/Local Bodies
Traffic Police

New Traffic Signals (60 Junctions)

18

Traffic Police

Junction Improvements (Geometric improvements to


Junctions, Road Markings and Signages) within CMA

10

Chennai Corporation
/ DoH

Cycle Track (Markings and Signages + Physical Barrier)

Chennai Corporation

8.1

Anna Nagar

8.2

KK Nagar

Flyovers

1634

9.1

Sterling Road Vs College Road

20

Chennai Corporation

9.2

Mount Poonamallee Road Vs Arcot Road (Porur Jn)

20

DoH

250

DoH

85

DoH

130

DoH

170

DoH

55

DoH

9.3
9.4
9.5

9.6
9.7

Combined Flyover on EVR Periyar Salai from Sydenhams Road


Jn. To Pulla Avenue
Nelson Manickam Road and Anna Nagar III Avenue on Periyar
Salai
On Anna Salai combining i) Blackers Road junction, ii) Dams
Road x Thiru-Vi-Ka Road (General Paters Road) Junction and
iii) Binnys Road x Pattulos Road junction
On Annasalai combining i) Eldams Road x Theagaraya Road
intersection, ii) Cenetoph Road junction iii) Venkata
Narayana Road x Chamiers Road intersection and iv) CIT I
Main Road junction
GST Road km19/0-20/3 Pallavaram market Road Vs
Kundrathur Road

9.8

Jawaharlal Nehru Road Vs Kaliamman Koil Street

20

Chennai Corporation

9.9

Taramani Velachery Road Vs Velachery Main Road

20

Chennai Corporation

9.10

Taramani Velachery Road Vs Velachery Byepass Road

20

Chennai Corporation

9.11

LB Road and Thiruvanmiyur Road

30

Chennai Corporation

9.12

Arcot Road and Jawaharlal Nehru Road

30

DoH

9.13

T.T.K. Road Vs St. Marys Road Vs Chamiers Road Vs Adayar


Boat Club Road

75

Chennai Corporation

9.14

Mint Intersection

30

Chennai Corporation

9.15

Thirumangalam junction

40

DoH

9.16

At the junction of New Avadi Road x Kilpauk Garden Road

15

Chennai Corporation

9.17

Moolakadai Jn.

35

DoH

9.18

Strip Flyover on Jawaharlal Nehru Salai (IRR) @ MBI Road

12

DoH

9.19

On Ambedkar College Road @ Ganesapuram

12

DoH

9.20

At Madya Kailash Junction

150

Chennai Corporation

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Sl.
No

Project

Cost (Rs.
In
Crores)

Implementation
Agency

9.21

Anna Nagar II Avenue Vs Anna Nagar Main Road

20

Chennai Corporation

9.22

Anna Salai Vs Sardar Patel Road

20

Chennai Corporation

9.23

Royapettah High Road Vs R.K.Mutt Road Vs Luz Church Road

30

Chennai Corporation

9.24

Kamaraj Salai Vs Walaja Road

20

Chennai Corporation

9.25

NSK Salai Vs Thirumalaipillai Road Vs Valluvar Kottam High


Road

20

Chennai Corporation

9.26

Velachery Road Vs Medavakkam Main Road

20

DoH

9.27

Kaliyamma Kovil Street and MGR Salai (Arcot Road)

20

Chennai Corporation

9.28

Pantheon Road Vs Marshalls Road Vs Dr. Nair Road

20

Chennai Corporation

9.29

Walaja Road Vs Qaide-e-Milleth Road

20

Chennai Corporation

9.30

Medavakkam Tank Road Vs Purasalvakkam High Road

20

Chennai Corporation

9.31

Konnur High Road Vs Medavakkam Tank Road

20

Chennai Corporation

9.32

Venkatanarayana Road Vs Burkit Road

20

Chennai Corporation

9.33

Sardar Patel Road Vs Velachery Road

20

Chennai Corporation

9.34

Kathivakkam High Road Vs Thondiarpet Road

20

DoH

9.35

Thiruvottiyur High Road Vs Kathivakkam High Road

20

DoH

9.36

Prakasam Road Vs Old Jail Road Vs Monekar Choultry Road Vs


Ibrahim Sahib Road

75

Chennai Corporation

9.37

Vehicular Underpass @ Anna Salai Vs Alandur / MKN Road

30

Chennai Corporation

10

Subways

288

Along Anna Salai


10.1

GP Road Junction

DoH

10.2

Todhunter Nagar

DoH

10.3

Saidapet Bazaar Road Junction

DoH

10.4

Little Mount A.G. Church

DoH

10.5

Kathipara junction (four legs)

20

DoH

10.6

Military Hospital

DoH

10.7

TVS

DoH

10.8

Near SIET college

DoH

10.9

Halda Junction

DoH

Along Periyar EVR Salai


10.10

Evening Bazar Road Junction

DoH

10.11

Egmore Railway Station-Northern Side

DoH

10.12

Additional Subway opposite to Central Railway Station

DoH

10.13

Dasaprakash

DoH

10.14

Anna Arch

DoH

10.15

N.S.K. Nagar junction (Arumbakkam)

DoH

10.16

Vaishnava College

DoH

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Sl.
No

Project

Cost (Rs.
In
Crores)

Implementation
Agency

10.17

Near Taylors Road Junction

DoH

10.18

Aminjikarai Market junction

DoH

Along Jawaharlal Nehru Salai (IRR)


10.19

Mallady junction

DoH

10.20

Ekkattuthangal

DoH

10.21

14th Avenue Junction (Kasi Theatre)

DoH

10.22

P.T. Rajan Salai

DoH

10.23

Periyar Salai

DoH

10.24

Vinayagapuram Junction

DoH

10.25

C.M.B.T.

DoH

10.26

Kaliamman Koil Street junction

DoH

10.27

Thirumangalam (Anna Nagar 2nd Avenue)

DoH

10.28

Muggapair road junction

DoH

10.29

MMDA Colony

DoH

10.30

CIPET

DoH

10.31

Ashok Pillar

DoH

10.32

Thirumangalam Police Station Junction

DoH

10.33

Udhayam Theatre Jn

DoH

Along other major Roads


10.34

Thiruvanmiyur ECR Marundeeswarar Koil Point

Chennai Corporation

10.35

Kodambakkam Sriperumbudur road, at Valasaravakkam

Chennai Corporation

Chennai Corporation

10.37

At the intersection of NSC Bose road and Prakasam Salai


(Broadway)
Egmore Railway Station-Southern Side

Chennai Corporation

10.38

Thiruvanmiyur bus stand Junction

Chennai Corporation

10.39

Chennai Corporation

Chennai Corporation

10.41

Mint Junction
Rattan Bazaar Road- Evening Bazaar Junction-Frazer Bridge
Road
Usman Road - Duraiswami Road junction

Chennai Corporation

10.42

Near MTC Bus terminus at T. Nagar

Chennai Corporation

10.43

Luz

Chennai Corporation

10.44

Wallajah Road and Bells Road Junction

Chennai Corporation

10.45

Purasawalkam High road and Perambur Barracks Road

Chennai Corporation

10.46

Sardar Patel Road @ C.L.R.I.

Chennai Corporation

10.47

Kamaraj Salai near Light House

Chennai Corporation

10.48

Greenways Road @ Sathya Studio

Chennai Corporation

10.49

Valasaravakkam - Arcot Road junction

Chennai Corporation

10.50

MEPZ on GST Road

DoH

10.51

Old Jail Road opposite to Stanley Hospital

Chennai Corporation

10.36

10.40

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Sl.
No

Cost (Rs.
In
Crores)
4

Project

Implementation
Agency

10.52

GST Road near MKN Salai

10.53

GST Road near Chromepet Bus Stand


Sardar Patel Road (Guindy Engineering College / Gandhi
Mandapam)

DoH

Chennai Corporation

10.55

Sardar Patel Road LB Road

Chennai Corporation

10.56

South Usman Road (Ranganathan Street)

Chennai Corporation

10.57

Theagaraya Road (Pondy Bazaar)

Chennai Corporation

10.58

College Road (Bus Stop)

Chennai Corporation

10.59

Purasavakkam High Road (Gangadeswaran Kovil Road)

Chennai Corporation

10.60

Pantheon Road and Adithanar Salai Junction

Chennai Corporation

10.61

Poonamallee High Road Nerkundram

DoH

10.62

Taluk Office Road Anna Salai

Chennai Corporation

10.63

Nathamuni Junction (New Avadi Road)

DoH

10.64

Uthamar Gandhi Salai MGR Salai

DoH

10.65

Near Queen Marys College, on Kamarajar Salai

Chennai Corporation

10.66

At Raja Annamalai Mandaram

Chennai Corporation

10.67

Near Thiruvotriyur bus stand

Chennai Corporation

10.68

Near Meenakshi College on Kodambakkam High road

Chennai Corporation

10.69

Near Vadapalani Bus Terminus on Arcot road

Chennai Corporation

10.70

On Jawaharlal Nehru road near the junction with Arcot road

Chennai Corporation

10.71

Toll Gate near Royapuram

Chennai Corporation

10.72

Velachery road- Tarmani road junction

Chennai Corporation

10.73

Guindy MKN Road

Chennai Corporation

10.74

Poonamallee High Road @ Koyambedu Bus Stop

DoH

10.75

Konnur High Road and Medavakkam Tank Road (Ayanavaram)

Chennai Corporation

366

DoH

10.54

11

ROBS/RUBS

DoH

11.1

ROB in lieu of L.C.No. 16 on MKT Road @ Minjur Station.

15.0

DoH

11.2

Construction of R.O.B. in lieu of L.C.4 (Near Tiruvotriyur


Railway Station)

25.0

DoH

11.3

Construction of RUB near Wimco Nagar Railway Station LC6

20.0

DoH

11.4

LC 3 at Tondiyarpet

25.0

DoH

11.5

LC 32, 33 between Tambaram and Vandalur

50.0

DoH

11.6

ROB on Kathivakkam Cochrane Basin Road

19.8

DoH

11.7

RUB at Monegar Choultry Road

19.7

DoH

11.8

RUB at Villivakkam LC2

37.9

DoH

11.9

ROB at Rangarajapuram LC

21.9

DoH

11.10

Limited RUB @ LC 26 near Vaishnav College @ Chromepet

5.0

DoH

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Sl.
No

Project

Cost (Rs.
In
Crores)

Implementation
Agency

11.11

RUB in lieu of LC 16 near St. Thomas Mount Railway Station


(Karunigar Street)

8.0

DoH

11.12

RUB in lieu of LC19 near Meenambakkam

10.0

DoH

11.13

ROB @ LC 14 near Sevvapet Railway Station

22.0

DoH

11.14

ROB @ LC 24

14.0

DoH

11.15

ROB @ LC 29

16.0

DoH

11.16

ROB @ LC 30

38.5

DoH

11.17

ROB @ LC 34

18.0

DoH

95

Chennai Corporation

12

Off street Parking Multistoried

12.1

At the Existing T. Nagar Bus Terminal on South Usman Road

30

Chennai Corporation

12.2

Multi-storied Parking Facility at Two Bus Terminals (MTC &


SETC) near Esplanade (Broadway)

20

Chennai Corporation

12.3

At the MTC bus depot (East) on 3rd Avenue

10

Chennai Corporation

10

Chennai Corporation

10

Chennai Corporation

15

Chennai Corporation

300

Traffic Police

12.4
12.5
12.6

Multi-storeyed Parking Lot at the Garbage Truck Parking Site


on Nungambakkam High road
Multi-storeyed Parking Lot at the MTC Bus Terminal on
Velachery road
Multi-storeyed Parking Lot at Wallace Garden

13

Traffic Management Centres for 4 areas

13.1

T.Nagar

13.2

Egmore

Traffic Police

13.3

Purasavakkam

Traffic Police

13.4

Mylapore

Traffic Police

14

Traffic Police

Widening of Cross Drainage Works

101

14.1

Widening of bridge on Wallaja road across the B.canal

1.20

Chennai Corporation

14.2

Widening of bridge on Swami Sivananda Salai across B.canal

0.85

Chennai Corporation

14.3

Widening the Anderson bridge across Coovum

2.00

Chennai Corporation

14.4

Widening of bridge across Otteri Nullah between Aspiran


garden I Street and Kilpauk Garden II Street

0.65

Chennai Corporation

14.5

Widening of Bridge at Aminjikarai across Coovum

2.00

DoH

14.6

Widening of bridge at Sastri Nagar junction of E.H.Road

0.18

Chennai Corporation

14.7

Widening of culvert at Paper Mills Road


Widening of culvert on Thirumangalam Road across Otteri
Nullah

0.24

Chennai Corporation

0.09

Chennai Corporation

14.8
14.9

Widening of bridge across Virugambakkam Canal at


Kaliamman Koil Street

0.12

Chennai Corporation

14.10

Widening of culvert at Spurtank Road near Sree Mithai

0.07

Chennai Corporation

1.00

DoH

5.00

DoH

14.11
14.12

Additional 2 lanes to the Bridge on Sardar Patel Road across


B Canal
Construction of bridge across Coovam river connecting NH-4
with Nolambur

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Project

Cost (Rs.
In
Crores)

Implementation
Agency

14.13

Construction of a bridge across Adyar river near


Nandampakkam

5.00

DoH

14.14

Construction of a bridge across Coovam river @ km 0/4-0/6 of


M.P.Road and Paruthipattu

6.00

DoH

14.15

Widening Basin Bridge on GNT Road

20.00

DoH

14.16

Widening the Bridges at Km. 13/9,15/10

3.00

DoH

14.17

Additional two lanes to Thiru-Vi-Ka Bridge across Adyar river

9.00

DoH

14.18

Construction of new bridge across Cooum river at Mogappair

5.00

DoH

14.19

Construction of new bridge across Ennore creek

20.00

DoH

14.20

Construction of new bridge across Cooum river connecting


Rail Nagar and NH4

20.00

DoH

15

Of Inner Ring Road

Construction / reconstruction of Cross Drainage Works

51

15.1

Bridge on Pari street across Virugambakkam Canal

1.42

Chennai Corporation

15.2

Bridge connecting N Block main road and O Block across


Otteri Nullah

2.52

Chennai Corporation

15.3

Bridge connecting Ezhil Nagar, M.G.R. Nagar and Sathya


Nagar across B-Canal

5.59

Chennai Corporation

15.4

Bridge Connecting Krishnamurthy Nagar and Ramakrishna


Road in M.K.B.Nagar

3.97

Chennai Corporation

15.5

Bridge Connecting Narasimha Nagar and M.S.Nagar across


Otteri Nullah

2.37

Chennai Corporation

3.37

Chennai Corporation

2.00

Chennai Corporation

15.6
15.7

Bridge across Cooum river connecting Metha Nagar officers


colony 1st street Dn-73 to Venkatachalapathy street
Demolition and reconstruction of bridge at Indira Nagar and
Rajiv Gandhi Nagar

15.8

Bridge at Kannagi street across Virugambakkam Canal

0.14

Chennai Corporation

15.9

Bridge Level Raising at Kalasathamman Koil street junction of


Tondiarpet High Road, Chinnandimadam

0.20

Chennai Corporation

Bridge connecting Mathiazhagan Street and Nehru Nagar


across Rajbhavan canal
Construction of additional two lanes High Level Bridge at
Km.62/2 of Singaperumal Koil - Sriperumbudur - Thiruvallur Redhills Road.
Construction of additional high level bridge at Km. 3/4 of
Mount - Poonamallee - Avadi road.

0.12

Chennai Corporation

5.00

DoH

1.00

DoH

15.13

Construction of additional two lane high level bridge at


Km.15/8 of Mount - Poonamallee - Avadi road.

5.00

DoH

15.14

Construction of submergible bridge at Km. 16/6 of


Tambaram-Mudichur-Sriperumpudur Road

2.00

DoH

2.00

DoH

3.00

DoH

15.10
15.11
15.12

15.15
15.16

Construction of submergible bridge at Km. 13/8 of


Tambaram-Mudichur-Sriperumpudur Road
Construction of submergible bridge at Km. 27/6 of ChennaiKodambakkam-Sriperumpudur Road

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15.17
16

Project
Construction of High Level Bridge at Km. 14/4-14/8 of
Karanodai - Minjur Road Road
Widening 2- lane to 4- /6- lane

16.1

Improving Bus Route Roads in City (200 km.)

16.2

Cost (Rs.
In
Crores)

Implementation
Agency

11.00

DoH

4658
200

Chennai Corporation

Ayanavaram Road and Raju (N) Street (connecting New Avadi


Road and Medavakkam Tank Road) (1.4 k.m.) (4 lane)

Chennai Corporation

16.3

Dr. Radhakrishnan Salai (Service Road on both sides of


flyovers at TTK. Road junctions)

15

Chennai Corporation

16.4

Choolaimedu High Road (4 lane)

10

Chennai Corporation

16.5

in CMA (400 km)

2264

Urban Local Body

16.6

300

Urban Local Body

47

Chennai Corporation

16.8

Improving Bus Route Roads (300 km) CMA


The link road connecting Kaliamman koil street and NH4
through Nerkundram road to act as a parallel road to
Jawaharlal Nehru Salai (IRR) behind the KWMC (km 0/0-2/4)
(four lane)
Alandur Road (4 lane)

Urban Local Body

16.9

Velachery tank south bund Road (2km) (4 lane)

12

Urban Local Body

16.10

From Anna Salai (Alandur) to Station (3km)

18

Urban Local Body

16.11

Medavakkam Main Road (0.9km)

Urban Local Body

16.12

Velachery Road (3km)

Urban Local Body

16.13

Mudichur Road from G.S.T. Road to ORR (5.8km)

35

Urban Local Body

16.14

Choolaimedu High Road (four lane)

Urban Local Body

DoH

10

DoH

16.7

16.15
16.16

Wideningto two lane to Four lane and Strengthening of


G.N.T. Rd , km 22/6-25/7(Old NH)
Widening to two lane to Four lane and Strengthening of
Tiruvottiyur -Ponneri-Panchertty road,km13/5-16/0

16.17

Widening to two lane to Four lane and Strengthening of


Tiruvottiyur -Ponneri-Panchertty road,km16/0-19/0

DoH

16.18

Widening to two lane to Four lane and Strengthening of


Tiruvottiyur -Ponneri-Panchertty road,km19/0--22/0

DoH

16.19

Widening to two lane to Four lane and Strengthening of


Tiruvottiyur -Ponneri-Panchertty road,km22/0--25/0

DoH

10

DoH

DoH

DoH

DoH

10

DoH

DoH

16.20
16.21
16.22
16.23
16.24
16.25

Widening to two lane to Four lane and Strengthening of


Tiruvottiyur -Ponneri-Panchertty road,km25/0-27/8
Widening to two lane to Four lane of Korattur-ThinnanurPeriyapalayam road,Km 6/5-10/0
Widening Four lane to six laning of Mount-Poonamallee
road,Km 1/3-3/5
Widening Four lane to six laning of Mount-Poonamallee
road,Km 3/5-7/0
Widening Four lane to six laning of Mount-Poonamallee
road,Km 7/0-10/8
Widening two lane to Four lane of Poonamallee-Kuntrathur
road km 2/2-4/0

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Project

Cost (Rs.
In
Crores)

Implementation
Agency

Widening two lane to Four lane of Poonamallee-Kuntrathur


road km 4/0-5/4
Widening and Strengthening of Marmalong Bridge Irumbuliyur Road km 8/2 - 12/4
Widening and Strengthening of Taramani link road km. 0/03/650
(six lane)

DoH

43

DoH

23

DoH

16.29

Widening Madipakkam to Velachery km. 0/0-3/1 (four lane)

15

DoH

16.30

Widening and Strengthening of Vanagaram-Ambattur road ,


km 0/0-6/2 (six lane)

100

DoH

16.31

Widening MBI road Km. 12/2-21/2 (Medavakkam to


Tambaram) (six lane)

35

DoH

16.32

Widening ECR (from Thiruvanmiyur to Toll Plaza) Km. 11/831/0 (six lane)

100

DoH

150

DoH

DoH

16.26
16.27
16.28

16.33
16.34

Kodambakkam-Sriperumpudur road, km5/0-37/400 (four


lane)
Widening Taramani Perungudi road Km. 0/0-2/010 (four
lane)

16.35

Widening from Anna salai (Alandur) to Mount station (MKN


road 3 Km.
( four lane)

20

DoH

16.36

Widening to dual four lane with service lanes of Inner Ring


Road km 13/2-16/2

15

DoH

16.37

Approach road from Rajiv Gandhi Salai to Nookampalayam


Road from 10m to 30.5m

90

DoH

500

DoH

300

DoH

16.38
16.39

Widening Rajiv Gandhi Salai from Siruseri to Mamallapuram 30km (six lane)
ECR from Toll Plaza to Mamallapuram as 6-lane expressway20km

16.40

Pallavaram-Thoraipakkam road as 6-lane expressway

150

DoH

16.41

Nesapakkam Road

14

DoH

DoH

DoH

16.42
16.43

Widening to two lane to Four lane of Korattur-ThinnanurPeriyapalayam road,Km 10/0-14/0


Widening to two lane to Four lane of Korattur-ThinnanurPeriyapalayam road,Km 14/0-18/0

16.44

Widening two lane to Four lane of Korattur-ThinnanurPeriyapalayam road,Km 18/0-22/0

DoH

16.45

Widening two lane to Four lane of Korattur-ThinnanurPeriyapalayam road,Km 22/0-25/2

DoH

16.46

Widening two lane to Four lane of Korattur-ThinnanurPeriyapalayam road,Km 25/2-28/2

DoH

10

DoH

DoH

DoH

16.47
16.48
16.49

Widening Four lane to six laning of Mount-Poonamallee Avadi road,Km 6/8-10/8


Widening two lane to Four lane of S.S.T.R road km 40/30043/0
Widening two lane to Four lane of S.S.T.R road km 25/92530/0

16.50

Widening two lane to Four lane of S.S.T.R road km 30/0-33/0

DoH

16.51

Widening two lane to Four lane of S.S.T.R road km 33/0-36/0

DoH

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17
17.1

17.2
17.3
17.4
17.5
17.6
17.7
17.8
17.9
17.10
17.11

17.12

Project

Cost (Rs.
In
Crores)

Implementation
Agency

Widening two lane to Four lane of S.S.T.R road km 36/040/300


Widening Single lane to two lane

10

DoH

363

DoH

Widening and Strengthening

18.0

DoH

a) Kundrathur joining T.T. Road(Km. 0/0-4/2)

DoH

b)Thiruneermalai Tirumudivakkam road, Km. 26/4-29/4

DoH

c)Pazhathandalam road 0/0-2/8 (two lane)

DoH

Widening and Strengthening K.S. Road to Kolapakkam road,


Km. 0/0-1/6 (two lane)
Widening and Strengthening of Mangadupattu Moulivakkam
road Km. 0/0-3/8 (two lane)
Widening and Strengthening Somangalam road, Km. 0/0-4/0
(two lane)
Widening and Strengthening of Ariyalur Vilangadu Pakkam
road, Km. 0/0-6/4 (two lane)
Widening and Strengthening of Minjur Kattur
Thirupalaivanam Road Km. 0/0-17/4 (two lane)
Widening and Strengthening Minjur Karanodai road (Km. 0/016/4) (two lane)
Widening and Strengthening of Madharvedu road, Km. 0/01/6 (two lane)
Widening and Strengthening of Koladi road, km. 0/0-7/0 (two
lane)
Widening and Strengthening of Vadaperumbakkam
Chettimedu Nairu Road (Km. 6/2 19/0) (two lane)
Widening and Strengthening of

4.0

DoH

6.1

DoH

7.0

DoH

9.5

DoH

31.8

DoH

55.1

DoH

3.4

DoH

19.0

DoH

21.5

DoH

16.0

DoH

a) Melmanambedu Road (Km. 0/0-1/420)

DoH

b) Vellavedu Chithur Kadu Road (Km. 0/0-4/2)


c) Parivakkam - Pallikuppam road, ( Km 0/0-2/8) (two lane)
Widening to Single lane to two lane and Strengthening of
T.P.P. road to Sadayankuppam Road Km 0/0-2/910

DoH
DoH
4.0

DoH

17.13

Widening single lane to two lane and Strengthening of


Medavakkam Mambakkam Sembakkam road Km. 8/0-12/5.

5.0

DoH

17.14

Widening single lane to two lane and Strengthening of


Medavakkam Mambakkam Sembakkam road Km. 12/5-17/0

5.0

DoH

5.0

DoH

5.5

DoH

17.15
17.16

Widening single lane to two lane and Strengthening of


Medavakkam Mambakkam Sembakkam road Km. 17/0-21/5
Widening single lane to two lane and Strengthening of
Medavakkam Mambakkam Sembakkam road Km.21/5-26/8

17.17

Widening single lane to two lane and Strengthening of


Chinnapanicheri road Km. 0/0-1/4

1.5

DoH

17.18

Widening single lane to two lane and Strengthening of


Nandhambakkam road Km. 0/0-1/350

1.5

DoH

3.0

DoH

3.0

DoH

17.19
17.20

Strengthening and Providing Hard shoulder to Vanagaram


Ambattur Road km 0/0-2/0
Strengthening and Providing Hard shoulder to Vanagaram
Ambattur Road km1/2-3/2

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17.21
17.22
17.23
17.24
17.25
17.26
17.27
17.28
17.29
17.30
17.31
17.32
17.33

Project
Strengthening and Providing Hard shoulder to Vanagaram
Ambattur Road km 3/2-6/2
Widening single lane to two lane and Strengthening of
Chengalpattu Tiruporur road Km. 0/0-4/0.
Widening single lane to two lane and Strengthening of
Chengalpattu Tiruporur road Km. 4/0-7/0.
Widening single lane to two lane and Strengthening of
Chengalpattu Tiruporur road Km. 7/0-10/0
Widening single lane to two lane and Strengthening of
Chengalpattu Tiruporur road Km. 10/0-13/0.
Widening single lane to two lane and Strengthening of
Chengalpattu Tiruporur road Km.13/0-16/0
Widening single lane to two lane and Strengthening of
Chengalpattu Tiruporur road Km.16/0-19/0
Widening single lane to two lane and Strengthening of
Chengalpattu Tiruporur road Km.19/0-21/8
Widening single lane to two lane and Strengthening
Singaperumal Koil to Reddikuppam Road Km. 0/0-4/5.
Widening single lane to two lane and Strengthening
Singaperumal Koil to Reddikuppam Road Km. 4/5-9/0
Widening single lane to two lane and Strengthening
Singaperumal Koil to Reddikuppam Road Km. 9/0-13/2
Widening single lane to two lane and Strengthening of
Mambakkam - Tiruporur Road Km. 14/4-20/0
Widening single lane to two lane and Strengthening of EchurTiruporur road Km 0/0-5/0

Cost (Rs.
In
Crores)

Implementation
Agency

3.0

DoH

4.0

DoH

3.0

DoH

3.0

DoH

3.0

DoH

3.0

DoH

3.0

DoH

3.0

DoH

4.5

DoH

4.5

DoH

4.5

DoH

6.0

DoH

5.0

DoH

17.34

Widening single lane to two lane and Strengthening of EchurTiruporur road Km 5/0-10/0

5.0

DoH

17.35

Widening vadakupattu-Guruvanmedu-palur Singaperumal koil


road 0/0-7/8 (two lane)

10.0

DoH

2.0

DoH

2.5

DoH

3.0

DoH

4.5

DoH

5.0

DoH

4.0

DoH

4.0

DoH

1.2

DoH

14.0

DoH

29.0

DoH

17.36
17.37
17.38
17.39
17.40
17.41
17.42
17.43
17.44
17.45

Widening single lane to two lane of Mevalurkuppam Nayapakkam Road km 0/0-2/0


Widening single lane to two lane of Mevalurkuppam Nayapakkam Road km 2/0-4/4
Widening single lane to two lane and Strengthening of
KayarambeduKalivanthapattu, km 1/100-4/0.
Widening single lane to two lane and Strengthening of
KayarambeduKalivanthapattu, km4/0-8/450
Widening single lane to two lane and Strengthening of
Guduvanchery-Kottamedu Km 5/4-10/0
Widening single lane to two lane and Strengthening of
Guduvanchery-Kottamedu Km 10/0-14/0
Widening single lane to two lane and Strengthening of
Guduvanchery-Kottamedu Km 14/0-17/5
Widening Single lane to two lane and Strengthening of
Ambathur Madanakuppam-Mettupalayam Oragadam Salai
km0/0-1/8
Widening and Strengthening Singaperumal Koil to
Reddikuppam Road km 0/0-13/2
Widening and Strengthening Maelanur - Meyyur Road km 0/017/4

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Cost (Rs.
In
Crores)

Implementation
Agency

4.0

DoH

Miscellaneous Schemes
Improvements to existing subways/foot over bridges by
provision of escalators/ramps etc @ 30 locations @ 0.7 cr
each
Pedestrain foot bridges across water courses ( 1000m @ 0.2 cr
/ metre)

157

Chennai Corporation

21

Chennai Corporation

20

Chennai Corporation

Subway network at Central Railway Station

98

Chennai Corporation

18

Chennai Corporation

128

Chennai Corporation

Sl.
No
17.46
18
18.1
18.2
18.3
18.3
19

Project
Widening and Strengthening Madambakkam (through)
Kelambakkam road (Km. 0/0-3/1) (two lane)

Cycle tracks and foot ways along banks of water courses and
roads proposed for widening(60 km @ 0.3 cr/km)
Sky walks

19.1

Central & Egmore

29

Chennai Corporation

19.2

T Nagar

37

Chennai Corporation

19.3

Parrys

32

Chennai Corporation

19.4

CMBT & CCBT @ Koyembedu

30

Chennai Corporation

200

GoTN

20

Intermodal Stations

20.1

Kilpauk

25

GoTN

20.2

Near Anna Flyover

25

GoTN

20.3

Tirumangalam

25

GoTN

20.4

Saidapet

25

GoTN

20.5

St. Thomas Mount

25

GoTN

20.6

Tiruvanmiyur

25

GoTN

20.7

Central

25

GoTN

20.8

Koyembedu

25

GoTN

70

GoTN

21

Truck Terminals

21.1

Manali

10

GoTN

21.2

Maduravoyal

10

GoTN

21.3

Koyembedu

10

GoTN

21.4

Madhavaram

10

GoTN

21.5

Karunakarancheri

10

GoTN

21.6

Manjambakkam

10

GoTN

21.7

Annambedu

10

GoTN

400

GoTN

200

GoTN

200

GoTN

54

GoTN

22

Intercity bus terminals

22.1

Vandalur

22.2

Varadaraja Puram

23

Missing Links (4 lanes)

23.1

Nesapakkam to Nandambakkam (Trade Centre)

18

Chennai Corporation

23.2

Kannadasan nagar to CPCL (Manali road)

18

DoH

23.3

Puzhal to IRR Madhavaram Red hills road

18

DoH

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Project

24
24.1
25

MRTS
From Velachery to St. Thomas Mount
Proposed Suburban Rail Links

Cost (Rs.
In
Crores)
496

Southern Railway

496

Southern Railway

1709

Southern Railway

Implementation
Agency

25.1

4th line from Beach to Athipattu

449

Southern Railway

25.2

5th & 6th line from Central to Avadi

420

Southern Railway

25.3

Tiruvanmiyur-Perungudi-Mamallapuram

840

Southern Railway

3304

Southern Railway

26

Major New Links (6 lanes)

26.1

CMA Peripheral Ring Road sections (Kelambakkam to NH45 &


Tiruvallur to Minjur)

504

DoH

26.2

Link between Vandalur-Wallajabad Road & SriperumbudurKodambakkam Road

90

DoH

20.3

Link between NH Bypass & ORR & NH4 (Sunguvarchatram)

207

DoH

26.4

Southern Segment ORR ( near Tambaram Airforce Station)

90

DoH

26.5

Jawaharlal Nehru Road (IRR) southern segment

45

DoH

26.6

Thorapakkam ECR line

18

DoH

26.7

Velachery Karapakkam

36

DoH

26.8

NH bypass From NH 4 to NH 5

480

NHAI

26.9

Ennore Port Connectivity Road

207

NHAI

26.10

NH bypass (MEPZ) to ORR

27

NHAI

26.11

ORR from NH45 to TPP road

1600

GoTN

Major Road Widening


CMA Peripheral Ring Road Sections (NH45-NH4 via Oragadam
(6lane))
CMA Peripheral Ring Road Segment (Sriperumbudur-Tiruvallur
(6lane) (Singaperumal Sriperumbudur Road ))

297

DoH

75

DoH

66

DoH

27.3

Redhills-Tiruvallur (4lane)

99

DoH

27.4

Kelambakkam-Vandalur (6lane)

57

DoH

3460

DoH

27
27.1
27.2

28

Elevated Roads

28.1

Along Adyar River

880

DoH

28.2

Along Medavakkam High Road

450

DoH

28.3

Pallavaram Thirusoolam along NH45

150

DoH

28.4

Nandambakkam-NHBypass (along Mt. Poonamalle rd)

250

DoH

28.5

NH Bypass Poonamalle Bypass along NH4


Manali Oil Refinery Rd Central-Light House Along
Buckingham canal
Light House Adyar Estuary and on to Kottivakkam(Santhome
Bypass El Corridor)

300

DoH

800

DoH

630

DoH

Freight corridor

1611

NHAI

1468

NHAI

143

NHAI

28.6
28.7
29
29.1
29.2

Elevated corridor along the banks of Cooum river from


Chennai port to Maduravoyal
Road connecting Ennore Port (northern gate) and TPP Road @
Vallur

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31

Project
Bus Augmentation + Replacement - 5500 Buses (2200
additional Buses and replacement of 3300 Buses @ Rs. 0.23
crore per bus)
BRTS

Cost (Rs.
In
Crores)

Implementation
Agency

1265

MTC

4740

BRT SPV

31.1

Outer Ring Road (Vandalur NH205)

450

BRT SPV

31.2

Medavakkam to St.Thomas Mount (El.BRT)

1210

BRT SPV

31.3

Northern Section of Jawaharlal Nehru Road

240

BRT SPV

31.4

Tiruvanmiyur to Kelambakkam IT-Corridor

345

BRT SPV

31.5

Thorapakkam Pallavaram

165

BRT SPV

31.6

Tambaram-Velachery-Taramani-Thiruvanmiyur

300

BRT SPV

31.7

Adyar-Saidapet-Nandambakkam-Porur (El. BRT)

1760

BRT SPV

31.8

NH Bypass from Porur to Madhavaram

270

BRT SPV

Mono Rail/LRT
Pallavaram - Kundrathur-Poonamallee - Ambattur Koyambedu

7650

Monorail/LRT SPV

4050

Monorail/LRT SPV

3600

Monorail/LRT SPV

18650

CMRL

14600

CMRL

From Chennai Central to Thirumangalam

CMRL

From Thirumangalam to Kathipara

CMRL

4050

CMRL

32
32.1
32.2
33
33.1

33.2

Ambattur - Ambattur I.E - Padi - Anna Nagar - Kilpauk


METRO
From Washermanpet to Airport,

Washermenpet Wimconagar

34

New Links

393

CMRL

34.1

Link road between Madhaya Kailash and Muthuramlinga


Thevar Salai along West Canal Bank Road (1.8 km) (elevated)

40

Chennai Corporation

34.2

Link from Kotturpuram Gandhi Mandapam Road and West


Canal Bank Road (utilising the approach road to Birla
Planetarium and existing road behind CLRI) (1.16 km)

25

Chennai Corporation

34.3

Link road along Ponni Amman Koil Street connecting Gandhi


Mandapam Road and West Canal Bank Road (1 km)

30

Chennai Corporation

34.4

Link road between New Avadi Road and Medavakkam Tank


Road

Chennai Corporation

34.5

Link Road between Rajiv Gandhi Salai (OMR) and East Coast
Road at Palavakkam

30

DoH

34.6

Link Road connecting Greenways Road to Northern end of


Thiru-vi-ka Bridge at Durga bai Deshmukh Road inside Music
College

Chennai Corporation

34.7

Link Road between Thiru-Vi -Ka Bridge and Kotturpuram


Bridge along southern bank of Adyar river and extending up
to Marai Adigal bridge (4.4 km)

50

Chennai Corporation

34.8

MBI Road to Rajiv Gandhi Salai thru Jaladampattae (4 km)

60

Chennai Corporation

34.9

Ambattur Estate to ORR (via Paruthipattu) (15km)

150

DoH

Total Cost for Phase - I

52689

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Cost (Rs.
In
Crores)

Implementation
Agency

Junction Improvements (Geometric improvements to


Junctions, Road Markings and Signages) in CMA

10

Chennai Corporation
/ DoH

Signs & markings

16

Traffic Police

Flyovers

240

DoH

3.1

Poonamallee High Road Vs Thiruverkadu Causeway

20

DoH

3.2

Poonamallee High Road Vs Vanagaram Ambattur Road

20

DoH

3.3

Jawaharlal Nehru Road Vs Redhills Road

20

DoH

3.4

Jawaharlal Nehru Road Vs TPP Road

20

DoH

3.5

Sothupakkam Road Vs Chennai bypass

30

DoH

3.6

NH4 Vs Thirumazhisai Road

30

DoH

3.7

GST Road Vs Pallavaram Thorapakkam Road

20

DoH

3.8

Avadi Poonamallee Road Vs Poonamallee Trunk Road

20

DoH

3.9

At the junction of Mount Poonamallee road and Poonamallee


Kundrathur road at Poonamallee town

60

DoH

Subways

23

DoH

Sl.
No

Project
Phase II (2016-2021)

4.1

CTH Road near Avadi Bus Stand

DoH

4.2

CTH Road in front of Ambattur Bus Stand

DoH

4.3

GST road near Chrompet bus stand

DoH

4.4

GNT Road Opp. Puzhal Central Prison

DoH

4.5

Mount Poonamallee road at Ramachandra Medical College

DoH

4.6

Valecheri Road (Thambaram East Railway Station)

DoH

4.7

Minjur Railway Station

DoH

4.9

Padi intersection

DoH

456

Southern
Railway/CoC/DoH

ROBS/RUBS

5.1

Thrisulam (LC 22)

15

DoH

5.2

LC 8 between Ambattur and Avadi (Near Avadi Rly stn))

20

DoH

5.3

LC 1 between Pattabiram East

15

DoH

5.4

LC 3 between Pattabiram & Pattabiram Siding

15

DoH

5.5

L.C.6 near Ambattur Road (Ambattur Yard Station Line)

30

DoH

5.6

L.C.7 between Ambattur and Avadi (Annanur Rly Station)

20

DoH

5.7

Construction of RUB near Korattur

20

DoH

5.8

ROB in lieu of L.C.No. 40 (On Madambakkam, Adhanur and


Padappai road)

35

DoH

5.9

ROB in lieu of L.C.No. 47 between Guduvanchery and


Singaperumalkoil

55

DoH

5.10

Widening of RoB to dual 4 lane width in Km. 12/2-13/2 of


Inner Ring Road

15

DoH

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Cost (Rs.
In
Crores)

Implementation
Agency

5.11

ROB in lieu of L.C.No. 5 between Villivakkam and Ambattur


Railway Stations

30

DoH

5.12

RoB in lieu of existing Vyasarpadi underpass in GNT Road

85

DoH

15

DoH

15

DoH

5.15

Pattabiram Military siding (1042 1043) (located in NH 205


under the control of NHAI)
RUB in lieu of L.C. No. 9 (Near Hindu College Railway
Station)
ROB in lieu of L.C.No. 36 (Near Urappakkam)

30

DoH

5.16

Wimco Nagar and Ennore railway stations

25

DoH

5.17

Villivakkam - Ambattur (11/31A - 12/1)

15

Chennai Corporation

5.18

Vehicular Subway at Bojaraja Nagar

5.13
5.14

Widening of Cross Drainage Works

Chennai Corporation

33

DoH

6.1

Construction of High Level Bridge at Km. 0/2 of Sri Devi


Karumari Amman Koil Street.

DoH

6.2

Construction of High Level Bridge at Km. 14/8 of VanagaramAmbattur Road

DoH

6.3

Construction of bridges across Coovum River from NH-4


(Koyambedu to Thiruverkadu (4 Nos.))

20

DoH

DoH

DoH

6.4
6.5

Construction of a Bridge at Km. 4/10 of Palur - Singaperumal


Koil Road
Construction of a bridge at Km. 4/6 of NH4 to Irungattukottai
to CKS road (via) Katrambakkam

6.6

Reconstruction of bridge at Km. 15/8 of Tambaram-MudichurSriperumpudur Road

DoH

Widening 2- lane to 4- /6- lane

1564

DoH

7.1

Redhills Road from Srinivasa Nagar to CTH Road

15

DoH

7.2

Widening GST road to Thiruneermalai ,4km (four lane)

15

DoH

7.3

CTH Road from Avadi to Thiruvallur as a 6-lane expressway

200

DoH

7.4

Navalur-Thalambur-Siruseri Medavakkam Road

300

DoH

7.5

Existing 50 approach road connecting the Global Hospitals to


the Medavakkam-Sholinganallur Road (Perumbakkam)

DoH

7.6

Strengthening and improving the network of radial roads of


250km length (improved during 1998-2000)

1000

DoH

7.7

Thirunneermalai Road (1.5km)

11

DoH

7.8

Kishkinta Road (2.7km)

DoH

7.9

Agaram Road

15

DoH

Sky walks

25

Chennai Corporation

8.1

Tambaram
Widening, Strengthening and Resurfacing of arterial, subarterial and Collector Roads (Widening Single lane to two
lane)
Widening to Single lane to two lane and Strengthening of
Ambathur-Madanakuppam-Mettupalayam Road to Puthagaram
road,Km 0/0-2/135

25

Chennai Corporation

81

DoH

3.0

DoH

9
9.1

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Cost (Rs.
In
Crores)

Implementation
Agency

9.2

Widening to Single lane to two lane and Strengthening of


A.V.P. road to Manali-Mathur road (via) Kosappur,Km0/0-3/4

5.0

DoH

9.3

Widening to Single lane to two lane and Strengthening of


Guruvoyal Road, Km0/0-4/0

4.0

DoH

9.4

Widening to Single lane to two lane and Strengthening of


Guruvoyal - Sothupakkam Road ,Km0/0-3/2

3.5

DoH

4.0

DoH

3.5

DoH

9.5
9.6

Widening to Single lane to two lane and Strengthening of


Putlur road ,Km0/0-3/8
Widening to Single lane to two lane and Strengthening of
Kommukambedu road,Km 0/0-3/6

9.7

Widening to Single lane to two lane and Strengthening of


Poondi- Ramarajankandigai road,0/0-4/0

4.0

DoH

9.8

Widening to Single lane to two lane and Strengthening of


Poondi- Ramarajankandigai road,4/0-8/4

5.0

DoH

3.0

DoH

3.0

DoH

9.9

9.10

Widening to Single lane to two lane and Strengthening of


Poondi- A.K.M. road to Vellerithangal road,Km 0/0-3/1
Widening single lane to two lane and Strengthening of (a)
Chennai Mamallapuram road to Thalambur Harijoin colonly
0/0-2/0 and (b) Thalambur HC Road to Karanai HC road
2/0-3/050.

9.11

Widening and Strengthening Of single lane to double lane to


M.P. road to Manapakkam km.0/0-2/5

3.0

DoH

9.12

Widening and Strengthening Of single lane to double lane to


M.P. road to Manapakkam km.2/5-5/0

3.0

DoH

11.0

DoH

3.5

DoH

9.13
9.14

Widening to Single lane to two lane and Strengthening of


GNT road to T.P.P road,(via)Gangaiyadi kuppam, Agaram
Colony ,Mettupalayam(including union road),Km0/0-10/6
Widening to Single lane to two lane and Strengthening of
GNT road to Neduvarampakam -Andarkuppam road ,Km 0/01/830,0/0-1/600

9.15

Widening to Single lane to two lane and Strengthening of


C.P. road to Andarkuppam road ,Km0/0-1/0

1.0

DoH

9.16

Widening to Single lane to two lane and Strengthening of


GNT road to New Erumaivettipalayam road,Km 0/0-4/0

4.0

DoH

9.17

Widening to Single lane to two lane and Strengthening of


GNT road to New Erumaivettipalayam road,Km4/0-7/2

3.5

DoH

4.0

DoH

3.0

DoH

9.18
9.19

Resurfacing Thirumazhisai-Sathyavedu road Km. 20/0-22/0


including improvements to Service Road under R.O.B. in
Tiruvallur
Widening Single lane to two lane and Strengthening of of
Palur - Singaperumal Koil Road km 0/0-3/0

9.20

Widening Single lane to two lane and Strengthening of Palur


- Singaperumal Koil Road km 3/0-6/0

3.0

DoH

9.21

Widening Single lane to two lane and Strengthening of Palur


- Singaperumal Koil Road km 6/0-9/2

3.5

DoH

10

Intermodal Stations

75

GoTN

25

GoTN

10.1

Light House

123

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Project

Cost (Rs.
In
Crores)

Implementation
Agency

10.2

Kundrathur

25

GoTN

10.3

Madhavaram

25

GoTN

20

GoTN

11

Truck Terminals

11.1

Vandalur

10

GoTN

11.2

Nallur (Chekkadu)

10

GoTN

Intercity bus terminals

200

GoTN

200

GoTN

Proposed Suburban Rail Links

1860

Southern Railway

12
12.1
13

Thirunindravur

13.1

Chengalpattu-Tiruvallur

920

Southern Railway

13.2

Tiruvallur Gummudipoondi

940

Southern Railway

450

Southern Railway

14

Elevated Roads

14.1

Adyar Estuary-Kotivakkam (Santhome Bypass El Corridor)

150

DoH

14.2

Along Nungambakkam High Road, Valluvar Kottam High Road,


Mc. Nichols Road, College Road and Haddows Road

300

Chennai Corporation

101

Chennai Corporation

101

GoTN

1518

MTC

8550

CMRL

8550

CMRL

New Links
New Link Road connecting Greenways Road to Northern end
of Thiru-vi-ka Bridge at Durgabai Deshmukh Road inside Music
College

379

CMRL

Chennai Corporation

18.2

Bypass roads to Thirumazhisai & Thiruvalluvar Towns (12km)

180

DoH

18.3

Mudichur to Darkas Loop Road (via) TNHP Colony (3.2 km)

DoH

18.4

Velachery - Kelambakkam Link Road (8.6) (4 lane)

86

DoH

18.5

Tambaram Sanatorium to ORR (5.5km) (4 lane)

55

DoH

18.6

Link connecting Vanagaram Ambattur Road and Porur


through Chettiaragaram (NH 4 M.P. Road via Chettiaragaram

25

DoH

18.7

Link connecting Ambattur-Red Hills Road and IRR by widening


and strengthening the Water Canal Road from
Madanamkuppam

25

DoH

19

Mono Rail/LRT

6300

Monorail/LRT SPV

19.1

Sriperumbudur on NH4 - Poonamallee - Porur - Arcot Road - T


Nagar - Teynampet-Luz

6300

Monorail/LRT SPV

Total Cost for Phase - II

21899

15
15.1
16
17
17.1
18
18.1

Development of Freight corridor


Road connecting Ennore port (northern gate) and NH5 @
Thatchur
Bus Augmentation + Replacement - 6600 Buses(1100
additional Buses and replacement of 5500 Buses @ Rs. 0.23
crore per Bus)
METRO
Madhavaram-Perambur Chetpet Dr. Radhakrishna salai Lighthouse

Phase III (2022-26)

124

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Project

Cost (Rs.
In
Crores)

Implementation
Agency

Junction Improvements (Geometric improvements to


Junctions, Road Markings and Signages)

Chennai Corporation
/ DoH

Signs & markings

10

Traffic Police

Flyovers

170

DoH

3.1

Manali High Road vs Ennore High Road

20

DoH

3.2

CTH Road Vs Redhills Road

20

DoH

3.3

Vandalur Kelambakkam Road and NH-45

20

DoH

3.4

Ennore Expressway and Manali Oil Refinery Road

20

DoH

3.5

Vandalur Walajabad Road and Mudichur Road

20

DoH

3.6

Chennai Bypass and Kunrathur Road

20

DoH

3.7

Redhills-Thiruvallur Road and NH-5

20

DoH

3.8

Vadakarai Madhavaram Road x Naravarikuppam Town


Panchayat limits.

30

DoH

DoH

Subways

4.1

GNT Road (Moolakadai junction)

DoH

4.2

Porur - Mount Poonamallee Road junction

DoH

4.3

Mount Poonamalle Road - Mangadu Road Junction

DoH

74

DoH

Widening of Cross Drainage Works

5.1

Construction of Bridge at Km. 10/2 of Korattur-ThinnanurPeriyapalayam road

DoH

5.2

Construction of a bridge at Km. 20/6 & 8 of ChennaiKodambakkam - Sriperumbudur Road

DoH

5.3

Construction of bridge at Km. 13/6, 15/8 7 other narrow CD


works (11/4-20/0) of Mount - Poonamallee - Avadi road.

DoH

5.4

Construction of a bridge across Aranaiyar river @ km

20

DoH

5.5

Tiruvallur -Uthukotai road(Tirumazhisai-Satyavedu Road)

20

DoH

5.6

Construction of High Level Bridge at Km.62/2 of Singaperumal


Koil - Sriperumbudur - Thiruvallur - Redhills Road.

DoH

5.7

Construction of Bridge at Km.44/2 of Thirumazhisai Sathyavedu Road.

DoH

5.8

Construction of Bridge at Km. 0/6 of Korattur-ThinnanurPeriyapalayam road to Pakkam road

DoH

5.9

Construction of Bridge at Km. 4/6 of Melanur-Meyyur road

18

DoH

Widening 2- lane to 4- /6- lane


Widening Tambaram - Somangalam road Km. 0/0-9/6 (four
lane)
Vadaperumbakkam Chettimedu Nayaru Road, km 0/0-24/0
(four lane)
TWO LANE WIDENING

210

DoH

30

DoH

180

DoH

105

DoH

6
6.1
6.2
7

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Project

Cost (Rs.
In
Crores)

Implementation
Agency

7.1

Widening to Single lane to two lane and Strengthening of


Melanur-Meyyur road,Km 0/0-4/0

4.5

DoH

7.2

Widening to Single lane to two lane and Strengthening of


Melanur-Meyyur road ,Km 4/0-7/0

3.5

DoH

7.3

Widening to Single lane to two lane and Strengthening of


Melanur-Meyyur road,Km 7/0-10/0

3.5

DoH

7.4

Widening to Single lane to two lane and Strengthening of


Medur-Gummidipoondy,Km 0/0-5/0

4.0

DoH

7.5

Widening to Single lane to two lane and Strengthening of


Medur-Gummidipoondy,Km 5/0-10/0

5.0

DoH

7.6

Widening to Single lane to two lane and Strengthening of


Medur-Gummidipoondy,Km 10/0-15/0

5.0

DoH

7.7

Widening to Single lane to two lane and Strengthening of


Medur-Gummidipoondy,Km 15/0-17/4

3.0

DoH

5.0

DoH

4.5

DoH

7.8
7.9

Widening single lane to two lane and improvements to


Walajabad - Sunguvarchattiram - Keelachery Road Km.24/030/9.
Widening Single lane to two lane and Strengthening of
Elichur-Palur Road km 0/0-4/0

7.10

Widening Single lane to two lane and Strengthening of


Elichur-Palur Road km 4/0-8/6

5.0

DoH

7.11

Widening single lane to two lane and strengthening of


Thandalam - Perambakkam Road Km.10/0-12/0

3.0

DoH

7.12

Widening single lane to two lane and Strengthening of GST


road to Karuneelam (via) Malrosapuram road Km. 0/0-5/8.

6.0

DoH

7.13

Widening from single lane to two lane and strengthening of


Nemili - mannur Road Km. 0/0-3/0

3.0

DoH

7.14

Widening from single lane to two lane and strengthening of


Nemili - mannur Road Km. 3/0-5/4

2.5

DoH

7.15

Widening single lane to two lane and Strengthening of


Manamathy-Mullipakkam Km 0/0-4/0

4.0

DoH

7.16

Widening single lane to two lane and Strengthening of


Manamathy-Mullipakkam Km 4/0-8/0

4.0

DoH

7.17

Widening single lane to two lane and Strengthening of


Kottamedu-Manamathy Km 0/0-4/5

4.5

DoH

7.18

Widening Pallur-Sogandy road km. 0/0-23/8 (two lane)

25.0

DoH

7.19

Widening Umayal paranchery-KanchivakkamSepapananchery0/0-9/2 (two lane)

10.0

DoH

1264

DoH

DoH

8
8.1

MULTI LANE WIDENING(OUTSIDE CMA)


Widening two lane to Four lane of Walajabadsunkuvarchatiram-Keelachery road km 3/0-6/0

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Project

Cost (Rs.
In
Crores)

Implementation
Agency

8.2

Widening two lane to Four lane of Walajabadsunkuvarchatiram-Keelachery road km 6/0-9/0

DoH

8.3

Widening two lane to Four lane of Walajabadsunkuvarchatiram-Keelachery road km 9/0-12/0

DoH

8.4

Widening two lane to Four lane of Walajabadsunkuvarchatiram-Keelachery road km 12/0-18/4

12

DoH

120

DoH

50

DoH

164

DoH

550

DoH

200

DoH
DoH

8.5
8.6
8.7
8.8
8.9

Widening Kosathalaiyar Bridge-Puthur road -32.5km (four


lane)
Widening Tirukalukundram-Mamallapuram Road-13.2km (four
lane)
Widening Walajabad-Sunguvarchathiram-keelacherry Tiruvallur -43.km (four lane) 18/4-43/0
Sadras-Chengalpattu-Kanchipuram-Thiruvallur-Arakkonam
road ,km 0/0-107/400 (four lane)
Linking NH-4 with Arakkonan Naval Air station through
Thandalam-Perambakkam road,koovam-Thakkolam Arakkonam road(40 km)

8.10

Puduvoyal-Periyapalayam road ,km 0/0-13/8 (four lane)

50

8.11

Tiruvallur-Uthukottai road(Four lane)-23km (four lane)

100

Intermodal Stations

50

GoTN

9.1

Porur

25

GoTN

9.2

Pallavaram

25

GoTN

10

GoTN

10

GoTN

200

GoTN

200

GoTN

10
10.1

Truck Terminals
Varadharajapuram

11
11.1

Intercity bus terminals


Redhills

12

Proposed Suburban Rail Links

540

GoTN

12.1

Chengalpattu-Mamallapuram
Bus Augmentation + Replacement - 8000 Buses (1400
additional Buses and replacement of 6600 Buses @ Rs. 0.23
crore per Bus)
Mono Rail/LRT

540

GoTN

1840

GoTN

2700

Monorail/LRT SPV

NH Bypass from Porur- Madhavaram

2700

New Links
Providing an east-west link connecting the RoB near
Ambattur Rly.and IRR near Villivakkam station, north of the
Central-Arakkonam Rail line

345

DoH

150

DoH

13
14
14.1
15
15.1
15.2

Link connecting Sadayankuppam Road to Ennore Expressway

75

DoH

15.3

Link connecting Medavakkam Kovoor

20

DoH

15.4

An approach road on Alamathi Road to Red Hills Tiruvallur


main road (via) Avadi Alamathi (Four lane) 14km

100

DoH

Total Cost for Phase - III

7532

Grand Total

82120

127

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Final Report-Executive Version

XXII. Financial Investment Strategy


Present Investment Schedule
172.

Agencies / Departments involved in the development and maintenance of transport


infrastructure in the Chennai Metropolitan region (CMA) can broadly be grouped into roads,
rail, public transport, terminals, road safety, enforcement etc. List of agencies / departments
identified as stakeholders in CMA Transport Development include:

I. Roads, Terminals & Related Infrastructure

Highways Department

National Highways Authority of India (NHAI)

Corporation of Chennai

Chennai Metropolitan Development Authority (CMDA)

Chennai & Ennore Port / AAI

Other Urban Local Bodies in CMA including Municipalities, Town Panchayats etc

II. Public Transport

Southern Railway

Chennai Metro Rail Limited (CMRL)

Metropolitan Transport Corporation (MTC)

III. Road Safety & Enforcement

173.

Traffic Police

Regional Transport Authority

It is estimated that about Rs. 2600 crores is available for transport infrastructure development
in CMA for the FY 2009-10 through budgetary resources of different agencies as given in Table.
Major provision of Rs. 1500 crores is by CMRL towards construction of metro rail. However, the
provision by other agencies includes provision for capital works and O&M for existing facilities.
With the assumption that only 50% of the total budget will be available for capital works for
the agencies except CMRL (Rs. 1573.65 cores for 2009-10 only and hence excluded) and MTC
(MTC does not have budget planning and revenue from ticketing has been utilized for O & M
and hence excluded), it is estimated that about Rs. 230 crores will be available annually for
capital investment in transport infrastructure in CMA its present in the Table.
Table: Existing Funding Pattern for transport investments and O&M in CMA

Sl.
No

Agency

Highways Dept.1

2
3
4

Corporation of
Chennai 2
Traffic Police
Department 3
Chennai Metro
Rail Limited
(CMRL) 4

Budget available Rs. in Crores


2003-04

2004-05

2005-06

2006-07

2007-08

2008-09

30

52.5

129.02

176.48

NA

NA

300

NA

NA

156.71

130.77

189.01

NA

100

1.25

0.60

0.60

0.60

0.60

0.60

16.84

NA

NA

NA

NA

NA

NA

1573.92

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Sl.
No

Budget available Rs. in Crores

Agency

Local Bodies

Other Local
Bodies 6

MTC7

2003-04

2004-05

2005-06

2006-07

2007-08

2008-09

NA

NA

NA

NA

NA

65.67

18

NA

NA

NA

NA

NA

30.7

30.65

600

600

Total

2009-10

2639.41

Source:
1. Expenditure reported to Government as per CMDP Plan approved to Govt. + Expenditure on roads in
CMA by Highways Dept.
2. Allocation for roads and bridges by Corporation of Chennai
3. Allocation to traffic management in Chennai City Traffic Police Department
4. As per CMRL budget , 2009- 10
5. Budget Estimate 2009-10 from Commissionerate of Municipal Administration for CMA
6. Estimated based upon the Total Estimate Cost of Roads for Chengalpattu Region,CMDP-2009-10,
Directorate of Town Panchayats and Directorate of Rural Development
7. The value is the annual revenue from ticket collection. MTC does not have budget planning and
revenue from ticketing has been utilized for O & M.
8. Transport Department, Government of Tamil Nadu

XXIII. Investment Requirements


174.

Total investment required for the identified transport infrastructure developments for CMA
through the CTTS is estimated to Rs. 82,120 crores to be spent over the period of 17 years
from 2010. Based on assignment analysis of identified projects to stakeholders (relevant
agencies/departments), estimated total investment was distributed among the agencies.

175.

Details of agency wise and phase wise total investment required for transport sector for CMA
for next 17 years is presented in the Table.

Agencies

Table: Total Fund Requirement (Rs. In Crores)


Phase 1
Phase 2
Phase 3
(2010 2015)
(2016 2021)
(2022 2026)

Total

% Share

GoTN

2270

396

260

2926

3.6%

Chennai Corporation

1823

346

2170

2.6%

Urban Local Bodies

2698

2702

3.3%

Southern Railways
Traffic Police
Dept. of Highways

2205
346
8717

1860
16
2911

540
10
2180

4605
372
13807

5.6%
0.5%
16.8%

NHAI

2325

2325

2.8%

MTC
BRT SPV

1265
4740

1518
0

1840
0

4623
4740

5.6%
5.8%

Monorail/LRT SPV

7650

6300

2700

16650

20.3%

CMRL

18650

8550

27200

33.1%

52689

21899

7532

82120

100.0%

27%

9%

Total

%
64%
Note: Consultants Estimates

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176.

Gap Analysis

a) Tied Resources through Committed Projects


Based on the available data through stakeholders, it is estimated that Rs. 19868 crores worth
of projects were already committed for investment and are in different stages of
implementation. This includes the major investment committed by CMRL (Rs. 14,600 crores)
for the on-going Metro project. All these committed projects through tied resources are
considered in Phase I.
Table: Committed (Phase 1) Investments

Agency

Committed Projects

Committed
Investment during
Phase I (Rs. In Crores)

GoTN

ORR from NH 45 to TPP road

1600

Chennai
Corporation

Committed Flyovers

210.0

1055

4th suburban line from Beach to


Athipattu
5th & 6th suburban line from Chennai
to Avadi
MRTS From Velachery to St. Thomas
Mount
ROBs/RuBs

Committed Flyovers

455.0

NH bypass From NH 4 to NH 5
Elevated corridor along the banks of
Cooum river from Chennai port to
Maduravoyal
From Washermanpet to Airport,
From Chennai Central to
Thirumangalam
From Thirumangalam to Kathipara

Southern Railways

Dept.ofHighways
NHAI

CMRL

Total

1948.0

14600

19868

Note: Consultants Estimates based on discussions with different agencies

b) Public Private Sector Participation (PPP)


In tune to the adopted Urban Transport Strategy by GoTN, the possibility of bringing the
private sector in to transport sector in appropriate areas was explored and accordingly, the
possible investment areas were identified where urban transport projects can be implemented
through PPP format. Potential candidate projects for PPP format include:

Off-street parking lots

Intermodal stations

Truck terminals

Intercity bus terminals and

Mass transport systems (BRT, Monorail/LRT & Metro)- 30%

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Out of the total investment requirements, about Rs. 11,517 crores has potential through
private sector participation. Details of agency wise and phase wise estimated investment
possibility through PPP are given in Table. About 14% of the total investments is proposed to
be through PPP format.
Table: Potential Investments through PPP (Rs. In Crores)

Phase 1
(2010 2015)

Phase 2
(2016 2021)

Phase 3
(2022 2026)

Total

Govt. of TN

670

295

260

1225

Chennai
Corporation

95

95

BRT SPV

1422

1422

Monorail/LRT SPV

2295

1890

810

4995

CMRL

1215

2565

3780

5697

4750

1070

11517

Agency

Total

Source: Consultants Estimates


Note: 30% of Mass Transport investments (excluding committed schemes) are assumed through Private Sector.

c) Additional Fund Requirements


Main objective of the proposed financial investment strategy is to identify the total and net
fund requirements for the identified stakeholder agencies / departments during the period
2010-2026. This will help to gear-up their preparedness for mobilizing the required net
resources for the identified agencies.
Estimation of the net financial resource requirement was in the following stages:

Estimation of total financial requirements


o

from the identified transport projects through appropriate costing

Allocation of estimated financial requirements among the stakeholder agencies /


departments

Phasing of the investments

Identification of tied resources


o

Identification of tied resources through committed projects

Estimation of possible investment from private sector through PPP projects

Estimation of untied resource requirements, after deducting resources from committed


projects and from private sector from the total investment requirements.

Available resources through budgetary sources from different agencies.

Estimation of net resource requirement, after deducting the available budget support
from the total untied resources

Estimated resource gap assigned to different agencies through the methodology discussed
above is presented in Table. About Rs. 47,600 crores is estimated as gap fund which need to
be mobilized during the period 2010-2026. Of the identified fund gap, about 55% need to be
mobilized during the Phase I, 33% during Phase II and the remaining 12% during Phase III.
CMRL, Monorail/LRT SPV, Southern railway, Highways Department and MTC are the agencies

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that require maximum additional resources and need to be identified through possible
resources.
Table: Details of Estimated Fund Gap for the identified investment requirements (Rs. Crores)

Fund Requirement for Untied Resources

Estimated
Available
Resources per
Annum based on
current budget
availability
pattern

Phase 1
(2010
2015)

Phase 2
(2016
2021)

Phase 3
(2022
2026)

Total

Capital

Agencies

Go TN

O& M

Additional Capital Fund Requirements


through Budget Resources upto 2026

Phase 1
(2010
2015)

Phase 2
(2016
2021)

Phase 3
(2022
2026)

Total

0.0

101.0

0.0

101

101

101

Chennai
Corporation

1519.0

347.0

2.0

1868

50

50

1269

47

1316

Urban Local
Bodies

2699.0

3.0

2.0

2704

24

24

2579

2579

Southern
Railways

1151.0

1860.0

540.0

3551

1151

1860

540

3551

Traffic Police

346.0

16.0

10.0

372

306

306

State
Highways
Dept.

8262.0

2911.0

2180.0

13353

150

150

7512

2011

1430

10953

NHAI

377.0

0.0

0.0

377

377

377

MTC

1265.0

1518.0

1840.0

4623

601

1265

1518

1840

4623

BRT SPV

3318.0

0.0

0.0

3318

3318

3318

Monorail/LRT
SPV

5355.0

4410.0

1890.0

11655

5355

4410

1890

11655

CMRL

2835.0

5985.0

0.0

8820

2835

5985

8820

27130

17150

6460

50740

230

830

25970

15930

5700

47600

Total

Source: Consultants Estimates


Note: 1. In the absence of adequate data, 50% of the available budget is estimated for O&M and the balance 50%
for capital investments.
Note 2: For CMRL, the metro project under implementation is included in the committed projects and hence no
additional fund is considered. For the projects evolved as part of the study for BRT SPV, Monorail/LRT SPV and
CMRL, fund is not committed and hence is indicated as additional requirement.

177.

Options for Gap funding

Total transport investment plan for CMA for 2026 is estimated at about Rs. 82120 Crores, in which Rs.
19,868 crores have tied funding resources through committed projects and about Rs. 11,517 crores
could be funded through PPP options. Estimated available resources per Annum for capital investment
based on current budget availability is limited. The identified resource gap is of about Rs. 47,600
crores and funds of the required magnitudes cannot be had from within the budgetary resources of
Government.
Hence,the following sources have been proposed as alternate options for funding the identified
resource gap to develop the suggested urban transport infrastructure in CMA.

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Government Funding Support from Central and State Governments through various
schemes like JNNURM, VGF, etc.

Fuel cess for the fuel sold at outlets in CMA

Additional cess on new vehicles during registration in CMA

Issue of Municipal Bonds/ Debentures

Loan from Financial Institutions and Multilateral Funding agencies

1) Government Funding Support: Government funds including, JNNURM, Viability Gap Fund (VGF) by
Planning Commission, etc are the possible funds for Transport infrastructure.

Since Chennai,

comes under Class 1 category of JNNURM city, infrastructure funding is eligible for 35% GOI
contribution, 15% as State contribution and 50% as ULB resources. The funds will be provided on
the basis of project reporting.
Also, Planning Commission, GOI is providing VGF support to infrastructure projects to the
maximum of 20% of the capital cost. Similarly there are few specific programs focusing urban
infrastructure investment which can be used for appropriate transport projects. Considering all
these, on conservative side it is assumed that 20% of the identified resource gap can be funded
through government support in terms of grants.
2) Fuel Cess: Another source of funding is by introducing an additional cess on fuel only in CMA
outlets. It is suggested to put an additional cess on fuel at Re. 1/ Litre. It is estimated that about
Rs. 230 crores could be accrued annually from fuel cess.
3) One-time fee on vehicle registration: Another revenue option is imposing an additional onetime
fee on new vehicles during registration within CMA region. The estimated fund that could be
generated is Rs. 675 Crores by 2026 as presented in the Table.
4) Municipal Bonds/ Debentures: Municipal Bonds or debentures are issued by the ULBs and
Infrastructure funds to be redeemable after a specific period and have a definite rate of interest.
The bonds/ debentures are issued to the general public at large or to specific institutional
investors. In case of municipal bonds, they can either be taxable or tax-free, in terms of incometax on interest income from the bond at the hands of the holder. The advantages of using
municipal finance urban infrastructure are increasingly evident in India.
5) Institutional Loan from Financial Institutions, Bi-lateral and Multi-lateral bodies: Specialised
Financial Institutions e.g. IDFC and IL&FS are some agencies which provide loans and a variety of
instruments for infrastructure financing. Other Financial Institutions e.g. ICICI, IDBI, LIC of India,
etc. also provide funds for infrastructure projects. These institutions have access to funds which
are for longer duration e.g. loans from development agencies, bonds from open market, foreign
institutional investors, etc. and are thus able to lend for relatively longer durations than banks.
Bi-lateral and Multi-lateral bodies also known as Development Agencies like World Bank, Asian
Development Bank (ADB) provide soft loans and grants for infrastructure projects. These agencies
provide funds which are generally in the form of soft loans, and have a grant component combined
with it for project preparation or capacity building. In certain cases, retroactive financing
arrangements can be agreed to, wherein funds spent in project preparation stage is financed after
loan agreements are finalized with retroactive effect. Accessing funds from these agencies is

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relatively a long process and it requires preparation of various project documents. As almost all loan
projects of bi-lateral and multi-lateral agencies are backed by a sovereign guarantee, the Department
of Economic Affairs, Ministry of Finance, Government of India plays an important role during the
entire process.The shortfall in the total fund gap, after exhausting all the above discussed options,
can be tried through this institutional loan both from national and international agencies.
178.

Mobilization of Gap Fund

Consolidated picture for mobilizing the required fund gap through different possible financing options
is presented below in the Table.
Table: Estimated mobilization of Gap Fund during the period 2010-2026

Funding Options

Estimated fund mobilization


during 2010-2026 (Rs. Crores)

1. Government Funding Support (20%)

9,520

2. Fuel Cess

230

3. Onetime fee on vehicle registration

675

4. Municipal Bonds/ Debentures

2,000

5. Institutional Loan from Financial Institutions,


Bi-lateral and Multi-lateral bodies

35,175

Total Gap Fund Requirement

47,600

About Rs. 35,000 crores will be required to be mobilized through institutional loan, with the
assumption that the remaining Rs. 12,600 crores can be mobilized through other funding options
discussed above. However, it is to be underlined that the options suggested will require further
detailing in terms of institutional and legal aspects, as the present exercise was done only at macro
level. With all its limitations, the above exercise indicate the requirements and the possible sources
to fill the gap.

XXIV. Institutional Arrangements


Introduction
179.

180.

This multiplicity of institutions has resulted in:

Fragmentation of functional responsibilities

Lack of local resources and

Paucity of financial resources and

Lack of privatization strategy for the sector, as a whole

In fact, the responsibilities for policy making, planning, investment, operations and
management are divided in Central, State and local government organizations with the result,
there is no unity of command and coherent approach to various issues confronted by this
sector.

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181.

Chennai is no exception to this scenario. In this regard, a diagnosis of the existing institutional
arrangement in Chennai has been done to identify the gaps. Several case studies around the
globe on institutional arrangements have been studied and

conclusions are drawn on the

organizational factors that contribute to successful urban transport systems.

Case Studies from India


182.

The existing Institutional scenario in major cities in India that are contemplating Unified
Metropolitan Transport Authority were studied notably those of Hyderabad, Mumbai, and Pune.

Diagnosis of the current Institutional set up in Chennai


183.

The transport infrastructure facilities in CMA are vested with the Department of Highways,
Chennai Municipal Corporation, Municipal bodies outside Chennai city, National Highway
Authority of India (NHAI), Railways, Metropolitan Transport Corporation, Port authorities, AAI,
CMDA (bus & truck terminals), private agencies operating buses to work centers and schools
besides private truck terminal operators. The commercial vehicles and IPT modes are operated
by private agencies and have make shift stands for operation and are not well organized.
Besides other agencies that have a role in the efficient functioning of urban transport are the
Transport Department vested with licensing and issuing permits, police department to regulate
and enforce traffic and department of environment / pollution control to monitor the related
aspects to have a sustainable transport. There are as many as fourteen agencies involved in
planning, providing operation and managing transportation system in Chennai Metropolitan
Area. In many tasks, their role is overlapping. In order to utilize the available infrastructure,
facilities and resources for development, proper coordination and streamlining the activities of
different agencies, there is need for a statutory organization. The share of public transport
(bus and rail) went down from over 50% in 1971 to about 43% of total traffic in 1993 in CMA and
the figure has dwindled substantially as of 2008. The private vehicle and IPT trips have gone
up. The multiplicity of institutions has resulted in fragmentation of functional responsibilities,
lack of local resources, paucity of financial resources and lack of privatization strategy for the
sector, as a whole. This calls for developing and maintaining an integrated transport system by
an appropriate authority.

184.

In case of London and Singapore, for example, the Transport for London and the Land
Transport Authority respectively are the sole authorities for running the entire urban public
transport. They are involved from the highest level of function like the strategic planning for
the city to the lower level of functioning like the operation schedule of public transport
systems. Besides, the main aim of the Government of Indias initiative for setting up Unified
Metropolitan Transport Authorities (UMTA) in Indian cities is to make the other agencies work
under the purview of UMTA. Hence, a proper institutional frame-work under UMTA is the need
for Chennai.

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Recommended Institutional Framework


185.

The Unified Metropolitan Transport Authority (UMTA) is contemplated for the metropolis and
though at a slow pace is now taking shape. It is gathered at the time of finalising the CCTS
report that the GoTN are contemplating to strengthen the ad hoc UMTA set up for Chennai by
suitable legislation. The Authority with teeth to bite needs comprehensive reforms. A
substantive legislation is to be undertaken by the State Legislature to create UMTA and to give
it the statutory status. The UMTA should have adequate transport planning expertise in order
to study and prepare perspective plans for transport and related infrastructure. It could also
channel funding as per the policies of the government. All Urban transport related projects
need to be approved by the UMTA for funding (State / Central) to be available to them. All
modes of public transportation including Metropolitan Transport Corporation (MTC) buses, BRT
systems, Suburban rail, Mass Rapid Transit System (MRTS), the proposed Chennai Metro and the
role of IPT shall be brought under the purview of UMTA. The existing provisions in the Motor
Vehicle Act relating to licenses, fare structure, Government powers to issue directions and
other transport operations may require necessary modifications as UMTA Act should prevail
over the existing provisions. Necessary provisions in this regard will have to be made in the
proposed Act. The National Highways Act and National Highways Authority Act are laws
enacted by Parliament. These acts may need to be amended so as to make UMTA Act effective
with respect to NH-/NHAI Rural within CMA.

186.

CMDA could play a major role in the proposed institutional set up as well. A Transportation
Cell could be set up within the CMDA, strengthened with professionals like Transport Planners
and Traffic Engineers, Urban Planners, etc. It should be the responsibility of the CMDA to
prepare the overall Master Plan for the city by integrating it with the landuse. The transport
projects prepared by other agencies could be reviewed by the CMDA and sent to the UMTA for
approval. The CMDA could also maintain a central database of all the transport related data
collected and analyzed.

187.

Summing up, the total shelf of schemes estimated at a cost of Rs.82,100 Cr recommended for
implementation in phases up to 2026 is expected to help realize 66% which is close to the
stated objective of the Second Master Plan of achieving a public transport modal share of 70%.

The major investment proposals include:

Development of additional network of metro rail for another 28 km including the


extension from Washermanpet to Wimco Nagar segment.
Development of a network of Monorail/LRT for a length of about 110 km.
Development of a network of BRTS for a length of about 150 km including a stretch of
Jawaharlal Nehru Salai from Padi to Madhavaram.
Development of additional network of suburban rail for a length of over 200 km. This
includes the 4th line from Chennai Beach to Athipattu and 5th and 6th line from Chennai
Central to Avadi.

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Development of inter-modal interchanges at 13 locations including at St.Thomas Mount,


Porur and Saidapet.
Construction of multi-level parking at 6 locations. This includes the construction of multilevel parking by Corporation of Chennai at Wallace Garden, Greams Lane.
Construction of RoBs / RuBs at over 35 locations. This includes the locations at L.C.No. 16
on MKT Road @ Minjur Station, L.C.No. 32 & 33 (Near Standard Motors) and LC 14 in
between Tirunindravur - Tiruvallur. (Near Sevvaipet Railway Station).
Construction of grade separators at over 50 locations. This include the locations at
Taramani road x MBI road, Nelson Manickam road x Periyar EVR Salai x Anna Nagar 3rd
Avenue, LB road x Tiruvanmiyur road, Arcot road x Jawaharlal Nehru salai etc. in the first
phase.
Construction of the Outer Ring Road for a length of 62km as a multi-modal corridor. The
first phase of development for a length of 30km is under way.
Construction of pedestrian subways at over 80 locations. This includes about 10 locations
in the suburban area. The schemes recommended to be taken up in the first phase
include Thiruvanmiyur bus stand junction, additional subway opp. Central Station, MEPZ
on GST Road, Ashok Pillar on Jawaharlal Nehru Salai, GST road near Chrompet bus stand
etc.
Construction of truck terminal at 9 locations. The limited truck terminal at KWMC and
Manjambakkam and a full-fledged truck terminal at Karunakaracheri are proposed in the
first phase.
The other investments include major missing links (14), road widening (over 150 road
stretches), elevated roads (7), skywalks and cycleways.
A regional network of road (about 190km) and rail (about 160km) to serve the immediate
surroundings of the CMA covering Mammallapuram, Chengalpattu, Kancheepuram,
Arakonam, Uthukottai and Gummidipoondi has also been proposed.

XXV. Conclusions
188.

The city has indeed been, slowly strangling itself because of the unrestrained use of
personalized modes of transport, over-crowding of public transport and its inability to respond
to the challenges of ever-increasing traffic. In the light of persistent and vexatious transport
problems, CMDA has commissioned this Comprehensive Traffic and Transportation Study during
the year 2008.

189.

The Comprehensive Transport Study has focused on making Chennai a vibrant global metropolis
city by proposing a series of new transport initiatives. The goal of the study is to come up with
a transport system that places people at the centre and realizes the 2026 vision, that is to

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make Chennai a prime metropolis which will be more livable, economically vibrant and
environmentally sustainable and with better assets for the future generations
190.

The Comprehensive Transport Study is designed to provide the broad parameters for the long
term development of our transport infrastructure, for the expansion of public transport
services and for setting traffic management objectives for the next 20 years. This important
study will have far-reaching consequences for our future mobility as well as economic
prosperity and environmental sustainability.

191.

The basic rationale of various recommendations under this Study is to curtail the
indiscriminate use of personalized motorized modes, while ensuring public transport
accessibility to larger section of the population. A greater level of comfort is expected from
mass transportation systems and the increased frequency and expansion of the suburban
services, increase in the number of rail lines, ensuring a fairly good network for the suburban
services well ahead of the horizon period. A substantial shift from private cars and taxis to
mass transportation is also expected, in view of the restraints planned that impact on the
modal choice.

192.

Improvement in the quality of urban life can be achieved by providing safe and convenient
means of facilities for the pedestrians and cyclists alike. This is also being stressed in the
National Urban Transport Policy. Accordingly, pedestrian and cyclist improvement measures
have been addressed.

193.

Given the vehicular growth, the usual road widening practice is not proposed as a means to
actually increase mobility but merely act as a holding strategy. The decline in traffic speeds
over the last decade, in spite of moderate investment in infrastructure, clearly shows that we
cannot build our way out of the problem.

194.

With the objective of achieving a balanced modal mix and to discourage personalized
transport, the study has proposed to introduce mass transport by massive investments. The
focus, therefore, is on introducing robust mass transport options by providing adequate,
accessible and affordable modes that are people-centered. With limited land availability and
the need to serve a larger and more diverse population, and to protect our environment, the
need to make public transport system a choice mode is imperative. The proposed transit plan
will represent the evolution of transit policy in the region and contribute to a quality and
livable environment. The benefits of this plan include increased mobility options for residents
through new routes and new technologies; a strengthened economy as a result of connecting
cluster towns around CMA; and an improved environment from reducing the necessity for
automobile use and the ensuing air pollution produced. There will be a gamut of options like
BRTS, Metro, MRTS and Commuter Rail systems to meet the different needs of different
sections and needs of the people. A high quality integrated public transport is the need for the
future.

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195.

Given the constraints on road expansion, travel demand management will remain a priority.
The proposed travel demand management schemes will ensure that the usage of private
vehicles is discouraged and consequently, a shift towards public transport will happen.

196.

From an objective appraisal of estimated travel desire lines, eight corridors were identified in
the MATS 1971 based on the trip potential for the design year 1991 of which the maximum was
on the north south - eastern corridor following Tiruvottriyur-Beach-Thiruvanmiyur with 15.8
lakh trips per day proposing a rail based mass transit system. The minimum trips forecast was
on the Outer Circular Corridor on the periphery of CMA catering to 1.6 lakh trips per day for
the year 1991 proposing a road based mass transit system. This CCTS of 2008 also proposes a
road based system for the horizon year 2026 for the ORR. Having conceived an ORR even as
early as 1971 in the Madras Area Transportation Study to aid urban sprawl, not planning for
adequate road connectivity and development in the environs of the alignment has resulted in
this CTS also proposing a road based mass transit system even over half a century later (1971
to 2026). The lesson learnt is that merely proposing a Mass Transit System in the study report,
to be built at a future data would not suffice. It is only the beginning for planning transit
oriented developments and associated activities so that system is functional and gets the
expected ridership for its optimal use and the scarce resources are rightly expended.

197.

A number of proposals have been suggested together with phasing for implementation. Some of
the transportation related schemes that have been identified in the SMP and replicated in the
CMP with few additional ones have been duly considered and although separate studies from
the point of view of obtaining data from primary surveys was not made at this point in time,
nevertheless, the schemes as deemed relevant duly considering the modeled traffic flows
obtained on the network is included and cost provided for. Some of the proposals envisaged
such as widening the existing roads in the distant CMA from single lane to double lanes are also
not inbuilt into the network as it is possible that more traffic could get diverted on traffic
assignment leading to increased flows on certain road links that is not likely to materialize.

198.

Some proposals more particularly for the NMT by provision of grade separated pedestrian
crossing facilities and foot over bridges have been additionally included ensuring the
worthiness of the same based on safety considerations judged by the link volumes and travel
speeds, reconnaissance and experience of the Consultants. Schemes for pedestrians such as
skywalks at major attracting and generating centres, pedestrian network at Central, provisions
of ramp / escalators to existing subways, lift facility to pedestrian foot over bridges etc. are
looked into outside the ambit of modeled output.

199.

Additional facilities by way of providing cycle tracks and footway along the banks of Adyar,
Cooum and Buckingham canal apart from some roads envisaged for widening under SMP are
contemplated. Hitherto, the Government had sought to improve ferry services in Cooum river
and this aspect needs a detailed study as a means of cost effective and eco-friendly transport
mode.

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200.

The proposals need to be viewed holistically and whenever capital intensive projects are taken
up for implementation at the appropriate stage, the possibility of dovetailing and the
redundancy of some, needs to be examined. A case in point is the provision of pedestrian
crossing facilities as subways or foot over bridge in the vicinity of Metro stations. These need
not be duplicated although the individual projects could fall under the purview of different
agencies and it is prudent to facilitate the optimal utilization of facility though with an
associated added marginal cost to one agency.

201.

The road widening proposed as per the SMP is taken into the network building exercise and as
such needs to be pursued forthwith. Except in respect of higher order MTS that could be taken
under ground, all other PT Systems that need dedicated right of way occupy road space to
varying degrees and even dense bus corridors need additional road space that facilitates
movement of buses. On roads, wherein mass transit systems are contemplated, these need to
be widened on priority. While an exclusive bus lane facility would enable conversion to a
higher order facility like BRTS, stage construction to other higher order systems is difficult due
to the differing requirements in terms of right of way, station dimensions , and other
geometric considerations such as turning radius, super elevation, turn round etc.

202.

Transit Oriented Developments need to be encouraged on corridors proposed as mass transit


corridors. With emphasis on meeting travel demand of the future by public transport, the first
step would be to increase bus ridership ensuring adequate supply with a view to ensure people
do not resort to privatized modes for want of a transit facility or the inadequacy of it. At the
appropriate stage of implementation of the higher order MTS proposed, the established PT
clientele would be easily accommodated into the new system and with UMTA hopefully in
place, the smooth transfer from one system to another would be ensured.

203.

To conclude, the CCTS has drawn up the transport improvement roadmap for Chennai for the
future, including transport investment program containing short, medium and long term
projects. The Plan has focused on the mobility of the people, and encouraging systems that
maximize the throughput of people. The thrust of the strategies and the plans thereof have
been the following:

204.

Improvement to non-motorized facilities to encourage use of NMT modes.

Bus system improvement

Improvement and introduction of an array of mass transit systems on identified corridors

Connectivity to mass transit facility with provision of inter-modal interchange stations

Traffic Management and Optimization of System

Safety with emphasis on vulnerable road users.

The positive impact of the proposed improvement schemes is evident from reduced Travel
Times for the CMA, which otherwise would have been too alarming. The benefits (reduction in

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travel times) considering all the trips and also considering only the work trips establishes the
same.
205.

Besides, one can see - in the Table below, the impact of all the proposed CCTS schemes by
comparing the Goals set at the beginning of this study to the Goals achievable by implementing
the proposed schemes:
2008
Values

Goals Set
2026

Achievable Goals
2026

Public Transport

27% (41%)

46% (70%)

43% (66%)

IPT

7% (11%)

5% (8%)

5% (8%)

Private Transport

32% (48%)

15% (22%)

18% (26%)

Category

Modal Shares
(all trips)

206.

Index

The intensities of travel pattern predicted have resulted in the need for enormous facilities
particularly public transport based catering to travel demand and this brings to the fore the
immediate and imperative need for Techno-Economic Feasibility studies for a more detailed
examination of the system selection and implementation through Public Private Participation
and budgetary support for realization of the vision set by CMDA in respect of transportation
scenario for the Metropolis.

207.

Infrastructure is the hall mark of economic development as it helps create a better investment
climate and as such needs to be scaled up appreciably, moreso, when Chennai aspires to be
Numero Uno in the industrial sector and retain its position as a leader in the southern part of
this country whilst matching global standards. All the plans and strategies emerging out of this
study will have a significant impact in alleviating the traffic woes of the CMA in the future
years.

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