CCTS Executive Summary

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
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
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
38
39
Intermodal Station at Saidapet ................................................................ 61
40
Intermodal Station concept at Porur .......................................................... 61
41
Locations of Intercity Bus Terminals .......................................................... 62
ii
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
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
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
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.
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.
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
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
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.
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
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.
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.
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
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
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

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
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
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
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
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
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.
18
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
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
19
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
31982

Sl.
No.
7
8
9
10
11
Location Name

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
21

Sl.
No.
44
45
46
47
Location Name

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
Figure: Turning volume count survey locations
23

Table: Intersections with Peak Hour PCU above10000
Sl
No
Location
No.
Peak Hour Volume
Location
Vehicles
PCU
Anna Salai Vs Peters Road
18144
18649
17033
17086
Anna Salai Vs Arunachalam Street
11034
13544
Anna Salai Vs Cenetoph Road
14512
14816
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
24
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.
25
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
26
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.
27

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.
28
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
29
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
30

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.
31
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
32
Transit flow
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.
33
Figure: Proposed Landuse 2026- Chennai City
34
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.
35

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.
36
Figure: Network Do minimum (committed)
37

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.
38

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.
39

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
0.36
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.
41
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
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.
42
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
43

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
44
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.
45
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.
46
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.
47
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.
48
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
49
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
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.
50
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
51
Intermodal
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.
52
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
53
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.
54
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
55
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)
56
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.
57
Figure: Suggested Public Transport Corridors - 2016
58
59
60
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
61
Figure: Locations of Intercity Bus Terminals
62
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.
63
Figure: Freight Movement Plan
64
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.
65
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)
66
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
67
Figure: Suggested Roadway Improvement Plan for CMA
68
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
69
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
70
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
8000

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
km
23
km
23
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.
72
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.
73
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.
74
The list of the
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
75
3.00
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 multistoried 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.
76
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:
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
77
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
GST road near Chrompet bus stand
Near Thiruvotriyur bus stand
78
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
79
Near Tambaram Railway Station
CMBT & CCBT @ Koyembedu
Parrys
Figure: Around Central Railway Station
Figure: Near Panagal Park

Figure: Near Tambaram Railway Station
80
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
81
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.
82
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
83
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
60.00

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
85

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
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
86

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

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
(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
87

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

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,

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

Ambathur-Madanakuppam-Mettupalayam Road to Puthagaram
road,Km 0/0-2/135
3.00
88

14

A.V.P. road to Manali-Mathur road (via) Kosappur,Km0/0-3/4
5.00
15

Guruvoyal Road, Km0/0-4/0
4.00
16

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

Poondi- Ramarajankandigai road,0/0-4/0
4.00
20

5.00
21

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

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

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

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

Chinnapanicheri road Km. 0/0-1/4
1.50
31

Nandhambakkam road Km. 0/0-1/350
1.50
89

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
90

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
91

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

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

Elichur-Palur Road km 0/0-8/6
9.50

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

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

KayarambeduKalivanthapattu
km 1/100-8/450.
7.50
10

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
92

14

Manamathy-Mullipakkam Km 0/0-8/0
8.00
15

Guduvanchery-Kottamedu Km 5/4-17/5
13.00
16

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)

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
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
93

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
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
94

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.
Provision of Cycle tracks
Traffic Management
Parking Regulation
Signal Optimization
Junction Improvement
One-way Streets
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
Table: List of roads proposed for footpaths/improvements
96
97
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
98
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
99
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.
100
Figure: Roads suggested for Ban on On-street parking
101
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

Junction
308
120
Anna Salai Vs Arunachalam Street
140
120
Anna Salai Vs Bharathidasan Road
120
90
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

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
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

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
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

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
104
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.
105
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
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
106
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)
107

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
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
108

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
109

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
110

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
111

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
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
112

Sl.
No
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
113

Sl.
No
15.17
16
Project
Construction of High Level Bridge at Km. 14/4-14/8 of
Karanodai - Minjur Road Road
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

DoH
16.18

Tiruvottiyur -Ponneri-Panchertty road,km19/0--22/0
DoH
16.19

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

road,Km 1/3-3/5
road,Km 3/5-7/0
road,Km 7/0-10/8
road km 2/2-4/0
114

Sl.
No
Project
Cost (Rs.
In
Crores)
Implementation
Agency

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

16.44
Widening two lane to Four lane of Korattur-ThinnanurPeriyapalayam road,Km 18/0-22/0
DoH
16.45
DoH
16.46
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
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
115

Sl.
No
16.52
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 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,

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)
T.P.P. road to Sadayankuppam Road Km 0/0-2/910
DoH
DoH
4.0
DoH
17.13

Medavakkam Mambakkam Sembakkam road Km. 8/0-12/5.
5.0
DoH
17.14

Medavakkam Mambakkam Sembakkam road Km. 12/5-17/0
5.0
DoH
5.0
DoH
5.5
DoH
17.15
17.16

Medavakkam Mambakkam Sembakkam road Km. 17/0-21/5
Medavakkam Mambakkam Sembakkam road Km.21/5-26/8
17.17

Chinnapanicheri road Km. 0/0-1/4
1.5
DoH
17.18

Nandhambakkam road Km. 0/0-1/350
1.5
DoH
3.0
DoH
3.0
DoH
17.19
17.20

Ambattur Road km1/2-3/2
116

Sl.
No
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
Chengalpattu Tiruporur road Km. 7/0-10/0
Chengalpattu Tiruporur road Km.13/0-16/0
Singaperumal Koil to Reddikuppam Road Km. 0/0-4/5.
Singaperumal Koil to Reddikuppam Road Km. 4/5-9/0
Singaperumal Koil to Reddikuppam Road Km. 9/0-13/2
Mambakkam - Tiruporur Road Km. 14/4-20/0
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
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

KayarambeduKalivanthapattu, km 1/100-4/0.
KayarambeduKalivanthapattu, km4/0-8/450
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
117

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
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
118

Sl.
No
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
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
207
NHAI
26.10
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
119

Sl.
No
30
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
120

Cost (Rs.
In
Crores)
Implementation
Agency

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
DoH
4.2
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
121

Sl.
No
Project
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
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
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)
Ambathur-Madanakuppam-Mettupalayam Road to Puthagaram
road,Km 0/0-2/135
25
Chennai Corporation
81
DoH
3.0
DoH
9
9.1
122

Sl.
No
Project
Cost (Rs.
In
Crores)
Implementation
Agency
9.2

A.V.P. road to Manali-Mathur road (via) Kosappur,Km0/0-3/4
5.0
DoH
9.3

Guruvoyal Road, Km0/0-4/0
4.0
DoH
9.4

Guruvoyal - Sothupakkam Road ,Km0/0-3/2
3.5
DoH
4.0
DoH
3.5
DoH
9.5
9.6

Putlur road ,Km0/0-3/8
Kommukambedu road,Km 0/0-3/6
9.7

4.0
DoH
9.8

5.0
DoH
3.0
DoH
3.0
DoH
9.9
9.10

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

3.0
DoH
9.12
Widening and Strengthening Of single lane to double lane to

3.0
DoH
11.0
DoH
3.5
DoH
9.13
9.14

GNT road to T.P.P road,(via)Gangaiyadi kuppam, Agaram
Colony ,Mettupalayam(including union road),Km0/0-10/6
GNT road to Neduvarampakam -Andarkuppam road ,Km 0/01/830,0/0-1/600
9.15

C.P. road to Andarkuppam road ,Km0/0-1/0
1.0
DoH
9.16

GNT road to New Erumaivettipalayam road,Km 0/0-4/0
4.0
DoH
9.17

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

Sl.
No
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
200
GoTN
200
GoTN
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
crore per Bus)
METRO
Madhavaram-Perambur Chetpet Dr. Radhakrishna salai Lighthouse
Phase III (2022-26)
124

Sl.
No
Project
Cost (Rs.
In
Crores)
Implementation
Agency

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
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 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
125

Sl.
No
Project
Cost (Rs.
In
Crores)
Implementation
Agency
7.1

4.5
DoH
7.2

Melanur-Meyyur road ,Km 4/0-7/0
3.5
DoH
7.3

3.5
DoH
7.4

Medur-Gummidipoondy,Km 0/0-5/0
4.0
DoH
7.5

5.0
DoH
7.6

5.0
DoH
7.7

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.
7.10

5.0
DoH
7.11

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

Nemili - mannur Road Km. 0/0-3/0
3.0
DoH
7.14

Nemili - mannur Road Km. 3/0-5/4
2.5
DoH
7.15

4.0
DoH
7.16

4.0
DoH
7.17

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
126

Sl.
No
Project
Cost (Rs.
In
Crores)
Implementation
Agency
8.2
DoH
8.3
DoH
8.4
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

Redhills
12
540
GoTN
12.1
Chengalpattu-Mamallapuram
Bus Augmentation + Replacement - 8000 Buses (1400
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
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)
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
128
2009-10
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
129
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%
130
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
131
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.
132
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
133
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.
134
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.
135
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.
136
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
137
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.
138
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.
139
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
140
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.
141

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ACKNOWLEDGEMENT

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

Addl. Chief Secretary to

Administration, IIT-Madras and the representatives of NGOs.

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

comprehensive study viz. Chennai Comprehensive

The study addresses challenges arising from shortcoming in the existing

For Wilbur Smith Associates Private Limited

Vinoba Sunder Singh

Asian Development Bank

Area Traffic Control

Brihath Mumbai Municipal Corporation

Bureau of Public Roads

Bus Rapid Transit

Bus Rapid Transit System

Central Business District

Chennai Comprehensive Transportation Study

Closed Circuit Television

City Development Plan

Chennai Metropolitan Area

Chennai Mufussil Bus Terminal

Chennai Metropolitan Development Authority

Chennai Metro Rail Limited

Consorcio Regional Transport Madrid

Chennai Thiruvallur High Road

Chennai Traffic Police

City Traffic Signal System

Comprehensive Traffic and Transportation Study

Discounted Cash Flow

District Industrial Centre

Economic Internal Rate of Return

Employment (Commercial + Industrial + Other)

Employment (Commercial + Informal)

Economic Net Present Value

Foreign Direct Investment

Fraser Valley Regional District

Greater Hyderabad Municipal Corporation

Grand Northern Trunk Road

Government of Tamil Nadu

Grand Southern Trunk Road

Greater Vancouver Transportation Authority

Grand Western Trunk Road

Hyderabad Area Transportation Study

Heavy Commercial Vehicle

Hyderabad Metropolitan Development Authority

Hop On, Hop Off

High Occupancy Vehicles

Intermediate Public Transport

Indian Roads Congress

Inner Ring Road

Information Technology Enabled Services

Intelligent Transportation Systems

Jawaharlal Nehru National Urban Renewal Mission

Kilometers per Hour

Light Commercial Vehicle

Light Rail Transit

Land Transport Authority

Multi axle Vehicle

Madras Export Processing Zone

Mumbai Metropolitan Region Development Authority

Multi Modal Transport System

Metropolitan Planning Organization

Mass Rapid Transit System

Maharashtra State Road Development Corporation