Chapter IV

TRANSPORTATION

4.01 The rapid growth of population in the Chennai Metropolitan Area (CMA) will cause a strain on the existing urban services and infrastructure, if they are not suitably expanded and managed. The transport sector is vital and needs carefully planned expansion to meet the demands of the increasing population.

4.02 The need to take an integrated long term view of transport needs of CMA and to plan road development, public transport services and suburban rail transport as a part of the urban planning process have been well recognised as essential for the efficient functioning of the urban system.

4.03 Many studies have been done in the past for development of transportation in CMA. These include Madras Area Transport study (MATS - 1968), Integrated Transport Plan (1977), Madras Route Rationalization study (1986), Traffic and Transportation study for MMA (Kirloskar 1986), Comprehensive Traffic and Transportation Study (CTTS 1992-95) and other studies done through consultants for specific transportation projects (the list of which is given in Annexure-I). Based on the recommendations of these studies several major projects such as formation of Inner Ring Road, addition of buses, improvements to Metropolitan Transport Corporation (MTC) infrastructure, Mass Rapid Transit system (MRTS) etc have been taken up for implementation. But these efforts have not kept pace with the increase in travel demand.

The Existing Situation

Road Network

4.04 The road network of Chennai is dominated by a radial pattern converging at George Town, which is the main Central Business District (CBD) of the CMA. The road network is primarily based on the four National Highways, leading to Calcutta (NH5), Bangalore (NH4), Thiruvallur (NH 205) and Trichy (NH 45). In addition to these, Arcot Road, Kamarajar Salai, Thiruvottiyur High Road, Old Mahabalipuram Road and East Coast Road are the other important radial roads in CMA. Rail Network

4.05 The commuter rail system in CMA operated by the Southern Railways consists of 3 lines: i) Chennai Beach - Tambaram BG line running south-west ii) Chennai Central - Thiruvallur B.G.line running west and iii)Chennai Central - Gummidipoondi BG line running north

IV-1 4.06 These lines radiate from the city-centre. These 3 lines together account for 300,000 commuter trips per day. While the first two corridors carry intercity passengers on separate dedicated lines, the third corridor carries both commuters and intercity passengers on the same lines.

Bus Transport

4.07 The bus transport is operated by Metropolitan Transport Corporation (MTC), which had a fleet strength of 2773 buses in 2004. They operate 537 routes and carry 36 lakh trips/day.

4.08 There is acute overcrowding in buses during peak hours. The overloading is as high as 150% in certain routes. The supply is grossly inadequate. As a result, overcrowding at the bus stops and spillover on the carriageways have become common. The waiting time at the bus stops has also increased.

Goods Transport

4.09 The number of goods vehicles in Chennai has increased from 6,671 in 1980 to 32629 in 2005.

4.10 According to a study by MMDA (1985) the main items of movement are manufactured goods (15.5%), building materials (9.9%), industrial raw materials (9.2%), perishables (9.1%) and parcels (8.5%). About 2000 water lorries also ply on city roads.

4.11 The most important places of arrival and dispatch are George Town, Salt Cotaurs, Chennai Harbour, industrial estates at Guindy and Ambattur and the timber yards near Chromepet and Tambaram on NH-45 and the petroleum installations at Korukkupet and Manali.

4.12 Goods transport by road has yet to receive sufficient attention in the context of comprehensive planning of traffic and transport of the City. At present the movement of goods vehicles is considered as a nuisance and hazard to other users and several restrictions are placed on their movement, which evidently place an economic cost on the City.

4.13 CMDA had taken steps to shift some of the wholesale markets and create truck terminals on the periphery of the City. Of these Sattangadu steel market, Koyambedu perishables market and Madavaram truck terminal have been made operational.

IV-2 Seaport terminals 4.14 The Chennai Port Trust (CPT) located in the CBD handled 33.69 million tonnes in 2002-2003. While the imports increased from 1.8 million to 19.61 million tonnes for the period 1951-52 to 2002-2003 registering a growth of 989%, the exports increased from 0.3 million to 14.1 million for the same period registering a growth of 4600%. Of the total import and export the foreign traffic handled accounts for 93% and the coastal traffic 7% for the year 2002-2003. While mineral oils and other POL account for 41% of the imports, iron-ore accounts for 56% of the exports (2002-2003). The imports are predominantly from Southeast Asian countries accounting for 41% and the exports are made predominantly to Japan accounting for 14% (vide Table - 4.01).

Table 4.01 Growth of Cargo Traffic in Chennai Port Year Import Export Transshipment Total (tonnes) 1951-52 1,775,134 279,157 -- 2,054,291 1956-57 1,895,703 607,851 -- 2,503,554 1961-62 2,268,853 1,198,290 -- 3,467,143 1969-70 3,535,771 2,904,372 192,277 6,632,420 1974-75 4,760,511 3,155,479 -- 7,915,990 1980-81 6,412,177 3,962,562 72,736 10,44,475 1985-86 9,303,071 7,040,719 1,802,902 18,146,692 1990-91 14,124,933 8,642,713 1,749,944 24,517,590 1991-92 14,182,056 9,100,779 1,763,348 25,046,183 1992-93 15,680,715 8,439,962 1,209,354 25,330,031 1997-98 23,352,921 10,825,638 1,352,450 35,531,009 2002-03 19,605,661 14,081,445 -- 33,687,106 Source: Annual Report, Chennai Port Trust, 2004

Volume of goods handled by Chennai Port (in tonnes)

Import 25,000,000

Export 20,000,000

Transs 15,000,000 hipment

10,000,000

5,000,000

0 1951-52 1956-57 1961-62 1969-70 1974-75 1980-81 1985-86 1990-91 1991-92 1992-93 1997-98 2002-03

IV-3

4.15 CPT handled container traffic to the tune of 424,665 TEUs in 2002-2003, which is 23.3% more than that handled in the previous year. Some of the salient performance of the CPT includes exporting 8,432 cars in 2002-2003, which is 103% more than that handled in the previous year. The Railways handled 12.3 tonnes of cargo traffic through 5, 24,320 wagons from the Port. A total of 1692 merchant vessels and 387 Government vessels entered the Port during the year (vide Table 4.02).

Table No. 4.02 No. Of vessels entered during 2002 - 2003 S.No. Classification No. Of ships 1 Foreign 1,111 2 Coastal 581 3 Government 387 Total 2,079 Source: Annual Report, Chennai Port Trust, 2004

4.16 The Ennore Port Limited (EPL), developed as a satellite port to CPT, is the 12th major port in India and the first corporate port in India. Designed to develop 22 berths to handle a variety of bulk, liquid and container cargo, EPL has 3.775km channel (250m wide and 16m deep) to capable of handling 65,000-77,000 DWT vessels. The EPL commenced commercial operations on 22.6.2001. It presently handles around 10m tonnes of thermal coal per annum.

Airport terminals

4.17 Chennai has a national air terminal viz. Kamarajar Domestic Terminal and an international terminal viz. Anna International Terminal located at Meenambakkam. Totally 20 international flights per day are operated from Chennai. While the growth of international traffic is 5%, that of the national air traffic is 7%. The AAI imports 44,000 to 51,000 tonnes of cargo per year and exports 63,000 to 68,000 tonnes per year. While the growth of international passenger movement is 17.8% for the period 1997-98 to 2003-2004, the growth of passenger traffic within the country is 42.5%. Similarly the growth of international cargo movement is 93% for the same period and that within the country is 167% (vide Table 4.03).

IV-4

Table 4.03 Growth of air traffic in Chennai Year International Domestic Total Aircraft movements (Nos.) 1997-98 10862 20231 31093 1998-99 11169 19813 30982 1999-00 11080 23531 34611 2000-01 12063 25293 37356 2001-02 12398 25673 38071 2002-03 14490 29863 44353 2003-04 14515 36749 51264 Passenger movements (Nos.) 1997-98 1744037 1755854 3499891 1998-99 1736021 1788005 3524026 1999-00 1702534 1945587 3648121 2000-01 1837954 2235011 4072965 2001-02 1741458 2042784 3784242 2002-03 1947937 2213409 4161346 2003-04 2054043 2501778 4555821 Cargo movements (Tonnes) 1997-98 61902 12925 74827 1998-99 57646 14304 71950 1999-00 75423 24185 98608 2000-01 82316 23930 106246 2001-02 94171 24941 119112 2002-03 106834 29825 136659 2003-04 119563 34560 154123 Source: Airport Authority of India, 2004

Volume of passangers handled by Chennai Airport

3000000

2500000

2000000 International 1500000 Domestic 1000000

500000

0 1997-98 1998-99 1999-00 2000-01 2001-02 2002-03 2003-04

IV-5

Volume of Cargo handled by Chennai Airport

120000

100000

80000

60000 International

40000 Domestic

20000

0 1997- 1998- 1999- 2000- 2001- 2002- 2003- 98 99 00 01 02 03 04

Vehicle and person trips in CMA

4.18 The total number of motor vehicles in CMA has increased from 144,282 in 1984 to 1,674,185 in 2005 (vide Chart 1, 2, 3 & 4). The vehicle population has grown at the rate of 50% per annum during this period. The number of two-wheelers has grown enormously from 87,000 in 1984 to 1,266,114 in 2005, at the rate of about 65% per annum. The two-wheelers constitute 76% of the total vehicle population (67% in Delhi, 41.5% in Mumbai and 43% in Calcutta). The number of motorcars has also increased significantly.

1. Vehicle Population in Chennai City (as on 1.1.2005)

1800000

1600000

1400000

) Car/Jeep .

s 1200000 o n

i 1000000 T/W ( s e

l 800000 c i Total

eh 600000 V 400000

200000

0 1991 1993 1995 1997 1999 2001 2003 2005 Year

IV-6 Source: Joint Commissioner of Transport, Transport Department, 2005

2. Distribution of Vehicles by Type - 1984

Bus Other 1% Truck Car 0% A/R 10% Bus 24% 4% Truck A/R TW Car Other TW 61%

Source: Joint Commissioner of Transport, Transport Department, 1984

3. Distribution of Vehicles by Type - 1992

Bus Other Truck 0% 1% 4% Car A/R Bus 21% 3% Truck A/R TW Car TW Other 71%

4. Distribution of Vehicles by Type - 2005

Truck Other 2% 1% Bus Car 0% Bus A/R 19% Truck 3% A/R TW Car Other TW 75%

Source: Joint Commissioner of Transport, Transport Department, 2005

IV-7

4.19 According to the CTTS (1992-95), the per capita trip rate is 1.30 per day and the trip rate per household is 5.88 per day. On a typical weekday, the residents of the metropolitan area perform about 7.45 million trips by a variety of travel modes for various purposes.

4.20 In a group of 100, 38 travel by bus, 4 by train, 30 by walk, 14 by cycle, 7 by two wheeler, 2 by car and 5 by other modes (vide Table 4.04)

Table 4.04 Daily average person trip distribution by mode in CMA (Trips in million) No. & percent of total trips by mode Sl. Mode 1970 1984 1992 No. No. Percent No. Percent No. Percent 1 Bus 1.100 41.50 3.074 45.50 2.84 37.90 2 Train 0.303 11.50 0.610 9.00 0.31 4.10 3 Car/Taxi 0.084 3.20 0.103 1.50 0.11 1.50 4 Fast two wheeler 0.043 1.70 0.219 3.20 0.52 7.00 5 Auto rickshaw - - 0.024 0.40 0.16 2.20 6 Bicycle 0.565 21.30 0.720 10.70 1.06 14.20 7 Cycle rickshaw & 0.002 0.10 0.105 1.60 0.24 3.50 others 8 Walk 0.550 20.7 1.895 28.10 2.21 29.50 TOTAL 2.647 100.0 6.750 100.00 7.45 100.00 Source: MATS (1968-69), Short-term Traffic Improvement Programme Report (MMDA & KCL, 1984) & CTTS (MMDA, RITES, KCL & PTCS, 1992-95)

Distribution of Person Trips by Mode - 1970

A/R Walk Bus 0% 21% Train Bus Car 41% TW Cycle Walk Cycle A/R 21% TW Car Train 2% 3% 12%

Source: MATS (1969)

IV-8 Distribution of Person Trips by Mode - 1992

Bus Others IPT Train 1% 5% Car Walk Bus TW 29% 39% Cycle Walk Others IPT Train Cycle TW Car 4% 14% 7% 1%

Source: CTTS (CMDA, RITES, KCL& PTCS, 1992-95)

Distribution of Person Trips by Mode - 2004

Others IPT Bus Bus 1% 2% Train Walk 29% Car 28% TW Cycle Train Walk 5% Others Cycle Car IPT 13% TW 4% 18%

Source: Short term study to update CTTS (1992-95)(CMDA, RITES & PTCS, 2004)

4.21 The fatality rate is also high at 40 per 10,000 vehicles. Forty-two percent of accidents involve pedestrians and 10% cyclists.

4.22 Various studies have provided input for this chapter is indicated in the Annexure-IV A.

Road Network

4.23 Arterial roads leading to CBD carrying heavy traffic due to concentration of commercial, industrial and other employment-related activities in the CBD are highly congested. Other major roads are also congested. A measure to indicate congestion is the number of registered vehicles per kilometer of road. When it is measured against this unit the congestion has increased sevenfold for the period 1984 to 2004.

IV-9 4.24 Capacity of almost all roads in the present system is reduced due to poor quality of riding surface, inadequate pedestrian pavement, poor lighting conditions and lack of properly designed intersections.

4.25 On an average, about 425 new vehicles are put on roads every day without corresponding increase in motorable road space. The increase in road space accounts for only 3 to 4% of the total area, the value of very low order when compared with 11% in Bangkok and 20-25% in developed cities such as London, Paris or New York.

The Problems

Road Network

4.26 Capacity of almost all roads in the present system is reduced due to poor quality of riding surface, inadequate pedestrian pavement, poor lighting conditions and lack of properly designed intersections. The volume capacity ratio (V/C ratio) on many of the links during the peak hour is more than one. In the CBD links the V/C ratio is more than 1.5.

4.27 Establishment of multi-national car companies in the vicinity of the CMA (Mahindra Ford Company at MM Nagar, Hyundai Company at Sriperumbudur, Hindustan Motors at Thiruvallur) and establishment of Tide Park and a large of number of IT (Infosys, Wipro, TCS) and IT enabling service establishments is bound to increase car ownership in the CMA thereby adversely affecting the traffic condition. With the mushrooming financial institutions making available easy finance to own motorised vehicles by individuals, the problems of the traffic congestion on city roads will escalate further.

4.28 The phenomenal growth of vehicles coupled with minimal increase in road space has resulted in travel speeds as low as 15 kmph in CBD and 20 kmph in other major roads along with considerable hold-ups in junctions.

4.29 Certain missing links especially in the orbital direction have also reduced the efficiency of movement.

4.30 Ad hoc use of the carriageway and footpaths for utilities and inadequate and poorly maintained drainage system also affect the efficient use of the roads.

4.31 The parking shortage is acute in the CBD area. The demand for parking in CBD is 1.5 to 2 times the supply and the acute shortage of parking supply is pronounced in the commercial areas of Anna Salai, T.Nagar, Purasawalkam and Mylapore. Parking is inadequate along the major arterial roads.

IV-10 4.32 Conflicts between fast moving vehicular traffic and bicycle and pedestrian traffic have reduced the capacity and safety.

4.33 Lack of organised parking including loading/unloading facilities for trucks results in reduced capacity and safety of movement.

4.34 Permanent and temporary encroachment of footpaths and carriageway have reduced the capacity of the road.

4.35 Inadequate enforcement of traffic rules and lack of road sense among the road users and insufficient regulatory measures have resulted in inefficient use of the network system.

4.36 The congestion of traffic on roads has negative implications on the city environment. Emissions generated are likely to double quickly, if modal shares remain unchanged at the present base level. The suspended particulate matter (SPM) level ranged from 264 to 451 against the permissible limit of 200 at some places according to periodical monitoring conducted by Tamilnadu Pollution Control Board (TNPCB). In the case of carbon monoxide (CO) the quantity ranged from 1908 to 4198 µ g/m3 against the permissible limit of 2000. Another study carried out by TNPCB has also shown that the emission from nearly half the vehicles in the City exceeded the permissible limit. The fact that road traffic alone consumes well over 40 percent of energy derived from petroleum and that automobiles in cities use nearly half of this has to be seriously considered.

4.37 The concentration of activities in the CBD attracts large volume of avoidable truck traffic into the already congested roads of the city.

4.38 Both bus and rail developing as competing modes rather than being complementary to each other and the sprawling suburban development without adequate transport facilities has placed considerable demand in favour of private vehicles and have emphasised the warrant for interchange facilities at mass transit stations.

Railways

4.39 The most used commuter line are Chennai Beach -Tambaram rail line and its capacity is limited and restricted by a number of grade crossings.

IV-11 4.40 Single journey tariff in rail is substantially higher than that of the bus for eg. Bus fare is Rs.6.50 and train fare is Rs.9.00 for a single journey ticket between Tambaram and Parrys.

4.41 Inter-modal transfers from bus to rail and vice versa is generally absent or under-developed and there is no system integration of the rail and bus modes.

Bus Transport

4.42 There is acute overcrowding in buses during peak hours in almost all the routes and in off-peak periods also in certain routes. The overloading is as high as 150% in certain routes. The supply is grossly inadequate leading to inhuman conditions of travel in buses.

Goods Transport

4.43 There are too many restrictions on the movement of goods vehicles. The number of routes for goods movement is limited. There is acute shortage of parking for goods vehicles. All these add to the economic cost on the city.

4.44 The intercity travel also has intra-urban trip segments. The Southern Railway operates daily 180 arrivals and departures which amount to 2.25 lakh trips. The State Transport Corporations similarly operate daily 4160 arrivals and departures, which result in another 1.66 lakh trips. The Indian Airlines operate daily 140 flights, which result in 12,500 trips.

Efforts Taken

4.45 Various measures taken to improve and strengthen the transport supply in CMA in the past include:

a) Procurement of about 305 buses under Madras Urban Development Project MUDP-I, 915 buses under MUDP-II and 1600 buses under Tamil Nadu Urban Development Project (TNUDP) through PTC and DATC (now merged into MTC) was made at a cost of about Rs.63 m, Rs.221 m and Rs.927.50 m respectively.

b) In addition, 3 bus depots and 8 terminals were constructed during MUDP-I and 10 bus depots/terminals under TNUDP.

c) Southern Railways implemented the following rail projects.

i) Quadrupling Chennai-Arakonam B.G. Line (up to Pattabiram);

IV-12 ii) Gauge conversion of Chennai Beach - Tambaram - Chengelpattu lines including optimisation of the line (by replacing road/rail level crossings by overpasses or underpasses) (under implementation); iii) Development of Mass Rapid Transit System (MRTS) from Chennai Beach up to Thirumylai for a length of 8.5 km in the I Phase at a cost of Rs.269 cr commissioned in 1997; iv) Partial commissioning of II phase of MRTS from Thirumylai to Velachery (11.165 km) up to Thiruvanmiyur (6 Km) at cost of Rs.7063.5 m.

4.46 Critical bottlenecks in the road network have been improved under MUDP I (Rs.15.20 cr), MUDP II (Rs.6.3 cr) and TNUDP (Rs.83.9 Cr) through Department of Highways and Rural Works (DHRW) and Chennai Corporation (CC). These included forming an inner ring road for a length of 17.5 km initially and dualling its carriageway subsequently. The balance of it comprising the northern segment for a length of 12.5 km has been formed and the southern segment for a length of 6 km. is being formed. The First phase of Chennai Bypass connecting NH 45 and NH 4 for a length of 19 Km at a cost of Rs.90 cr has already been completed and commissioned in November 2002. Development of Chennai Mofussil Bus Terminal (CMBT) at Koyambedu has been completed at a cost of Rs.103 cr and commissioned in Nov. 2002. Chennai City Contract Carriage Bus Terminal (CCCBT) has also been constructed and commissioned. Improvements to radial roads in and around CMA have been carried out for a total length of 250 Km at a cost of 212 cr.

4.47 The major road and rail investments proposed for the future comprise the following:

a) Full commissioning of MRTS from Thirumylai to Velachery for a length of 11.165 Km in the Phase II at a cost of Rs.706 cr; b) Extension of MRTS Phase II from Velachery to St.Thomas Mount for a length of 5 Km at a cost of Rs.416 cr; c) Development of II phase of Chennai Bypass from NH4 to NH5 for a distance of 13 km. at a cost of Rs.445 cr; d) Construction of 4 No. Grade-separators, 3 on IRR and 1 on NH-45 opposite airport at a cost of Rs. 210 cr e) Gauge Conversion of Chennai Beach-Tambaram rail line at a cost of Rs.235 cr; f) Development of an Outer Ring Road for a distance of 62 Km at a cost of Rs.800 cr;

IV-13 g) Developing the 2nd BG coaching terminal at Egmore; h) Development of 3rd rail line from Beach to Athipattu; i) Development of 4th rail line from Beach to Athipattu; j) Quadrupling the rail line between Pattabiram and Thiruvallur; k) Development of third rail line from Thiruvallur to Arakkonam;

Non-transport developments

4.48 Several non-transport measures were also implemented over the last decade to reduce traffic congestion. These include decentralisation of the CBD, viz., shifting of the wholesale market to Koyambedu, the Iron and Steel Market to Sathangadu, construction of truck terminal at Madhavaram, which have relieved the arterials and other City roads considerably from the lorry and bus traffic.

Institutional arrangement

4.49 The traffic and transportation schemes are presently implemented by several departments and agencies. While long-term planning and coordination is carried out by CMDA, individual schemes are executed by Railways, DHRW, CC, MTC; The traffic enforcement is carried out by Traffic Police. There are a number of committees to coordinate the implementation of transport schemes in the CMA. They are:

i) High Level Coordination Committee for MRTS (Chaired by Vice- Chairman, CMDA) for coordinating implementation of MRTS Phase- I&II ii) Chennai Road Safety Council (Chaired by Commissioner of Police) for traffic enforcement iii) Coordination Committee (Chaired by Superintending Engineer, Chennai Corporation) iv) Indian Transport Road Development Association (Chaired by Rane Power Steering Ltd.). v) Besides these agencies, there are agencies, which are concerned with licencing of vehicles and policy making such as Regional Transport Office etc.

In the absence of financial and administrative powers vested with these committees, the coordination effected by these committees is limited.

4.50 Traffic and transportation system is made up of separate and well-defined segments, such as, roads, railways, road transport, and traffic management. These facilities, built on a piece-meal basis over a period of time, have been largely constructed to serve only a part of total transportation needs, and have hardly any relationship to

IV-14 functioning of other components. There is also absence of co-ordination between them. These problems could be tackled if there is a co-ordinating agency or a single transportation authority, capable of planning, implementing and administering an efficient transport system. The first important function of such an overall authority has to be a comprehensive appraisal of existing travel facilities and identification of their shortcomings from the viewpoint of an overall transport network. It would then be necessary to develop a “systems approach” to urban transportation problems so that total transportation plan and overall system it provides makes the network much more productive than the sum of its separate parts.

4.51 The National Transportation Policy Committee (1980) therefore recommended establishment of single transport authorities for Delhi, Mumbai, Calcutta and Chennai. In pursuance of this the Government of Tamilnadu (GoTN) in June 1994 accepted in principle to form a Unified Metropolitan Transport Authority (UMTA) for Chennai and commissioned in 1995 the services of the consultants M/s. RITES and PTCS to recommend a suitable model for the UMTA. Based on the recommendations of the consultancy, GoTN have taken up with Govt. of India (GoI) for the setting up of the UMTA for Chennai. The draft National Urban Transportation Policy circulated by the GOI in Oct.2003 has also recommended creation of UMTA.

4.52 Under the UNDP-UNCHS supported Sustainable Chennai Project, through the deliberations of the action committee and working groups certain actions for sub- strategies such as (i) optimising the utility of existing transport infrastructure; (ii) enhancing the modal share of rail and bus and (iii) improving the air quality Were discussed and implemented.

4.53 CMDA has undertaken a two-stage parking study for the CMA. The first stage study has principally focused on the problems of parking across the CMA and drawn up a comprehensive parking policy for the CMA as a whole. The upshot of the study is outlined as follows:

(a) Based on field surveys covering 360 critical stretches, the total peak parking demand in the city is in the order of 13,000 PCE against a supply of 5100 PCE. For example the supply in T. Nagar is 794 PCE against a demand of 2151 PCE and the supply in Parrys is 704 PCE against a demand of 4426 PCE. The haphazard parking has led to loss in the road capacity that ranges between15% to 60%.

IV-15

(b) While the field studies on on-street parking covered 27 critical areas, it covered 15 areas outside City. The field studies also covered parking provided at major industrial areas various educational institutions, religious places, recreational centres, hospitals, bus terminals and rail terminals.

(c) After taking stock of the entire parking problems and issues in the CMA, the study recommended a parking policy for Chennai on the basis of best practices followed both inside and outside the country. The thrust of the recommended parking policy is as follows:

(i) Short-stay parking is preferably located in proximity to trip destinations and protected from long-stay parkers; (ii) Institutions (e.g. education institutions), industrial establishments, commercial complexes, cinema theatres, kalyana mandapams, entertainment halls, hotels and restaurants should provide adequate off-street parking facilities for employees, visitors etc; (iii) Commuter parking should be provided at the railway stations and at the MTC bus terminals by the respective authorities to facilitate the commuters to adopt the park and ride concept; (iv) Multi level parking (ramp type and mechanical parking) facilities should be planned and developed at suitable locations; (v) Considering the existing road network and the growth trend in the private vehicle population, it is necessary to bring down the demand on parking spaces, both on-street and off-street; (vi) Since transportation is a function of land-use, allocation of spaces for various land-uses within the CMA could be done with a view on reducing the use of private motorised vehicles such as high dense developments, exclusive commercial neighbourhoods; (vii) Parking pricing should be judiciously devised to manage Parking problem on the demand side. Till the proposed Unified Metropolitan Transport Authority (UMTA), is formed the agencies / departments which are currently looking after parking related issues should be facilitated to perform their expected roles effectively and in a co-ordinated manner; An effective institutional structure is necessary to implement the various provisions of the parking policy discussed above.

IV-16

(d) A critical element of the parking policy is to evolve off-street parking standards for various activities, which would become ultimately part of the Development Control Rules of the Master Plan for the CMA. With an objective of promoting transit rider ship, a special set of parking standards for the influence area of rail corridors have been suggested where lesser parking standards has been mooted. Separate set of standards has thus been evolved for (i) the areas falling within Corporation limits, Municipalities and IT corridor, (ii) Panchayat areas and (iii) transit corridors.

(e) The study has also drawn up short-term strategies and solutions for managing the parking problems in the CMA. Pending formulation of medium and long-term bankable projects flowing out of the proposed second stage of the parking study, the consultants have recommended solutions for 8 locations at an estimated cost of Rs.1.71 crores.

f) Recognising the urgency to increase the supply of parking space particularly at critical traffic generating locations, a 6 month long consultancy study has been commissioned in June 2005 to prepare detailed project reports for development of multi-level parking complexes on public-private partnership at 6 locations at a total cost of Rs. 21 lakhs.

4.54 The feasibility study on Densification of MRTS Corridor Development undertaken in 2001-03 indicated that the daily transit rider ship on the MRTS corridor could be increased to 3.86 lakh trips in 2006, 6.62 lakh trips in 2011 and 11.86 lakh trips in 2021 by allowing a modest density of 400 persons / ha and other minimal intervention.

Future Travel Trips 4.55 The travel demands in 2004, 2011, 2016, 2021 & 2026 have been projected on the basis of increase in per capita trips (from 1.32 in 2004 to 1.6 by 2016 and 1.65 by 2026)

4.56 Table 4.05 gives three scenarios based on different modal splits between the road and rail system. The three scenarios have been worked out gradually increasing the share of the public transport between the public and private transport modes and also increasing the share of the rail transport between the bus and rail modes.

IV-17 4.57 Scenario 2 has been selected based on the following assumptions.

i) The modal split between public and private transport will change from 43:57 to 35:65 (2004), 55:45 (2011) and 60:40 (2016), 65:35 (2021) and 70:30 (2026) in line with the trend in share of public transport increasing with city size.

ii) The sub modal split between bus and rail will have to change from 91:9 to 85:15 (2004), 75:25 (2011) and 70.30 (2016), 65:35 (2021) and 60:40 (2026) if the road transport system is not to break down in the context of increased commuter trips.

Table 4.05 Projected Daily Trips by Public Transport

1991 2001 2004 2006 2011 2016 2021 2026 1. Population in lakhs 58.07 70.41 75.61 78.96 88.71 99.62 111.98 125.82 2. Daily per capita trips 1.29 1.30 1.32 1.34 1.50 1.60 1.60 1.65 3. Total daily person trips in lakhs 74.91 91.53 99.81 105.81 133.07 159.39 179.17 207.60

Scenario 1 Modal Split % Private 57.00 60.00 64.57 60.00 50.00 45.00 40.00 35.00 Public 43.00 40.00 35.43 40.00 50.00 55.00 60.00 65.00 Total daily person trips by public transport in 32.21 36.61 35.36 42.32 66.53 87.67 107.50 134.94 lakhs By rail % 9.25 12.00 14.54 16.00 20.00 25.00 30.00 25.00 By Road % 90.75 88.00 85.46 84.00 80.00 75.00 70.00 75.00 Daily trips in lakhs By rail 2.98 4.39 5.14 6.77 13.31 21.92 32.25 33.74 By Road 29.23 32.22 30.22 35.55 53.23 65.75 75.25 101.21 Scenario 2 Modal Split % Private 57.00 60.00 64.57 55.00 45.00 40.00 35.00 30.00 Public 43.00 40.00 35.43 45.00 55.00 60.00 65.00 70.00 Total daily person trips by public transport in lakhs 32.21 36.61 35.36 47.61 73.19 95.64 116.46 145.32 By rail % 9.25 12.00 14.54 16.00 25.00 30.00 35.00 40.00 By Road % 90.75 88.00 85.46 84.00 75.00 70.00 65.00 60.00

IV-18 1991 2001 2004 2006 2011 2016 2021 2026 Daily trips in lakhs By rail 2.98 4.39 5.14 7.62 18.30 28.69 40.76 58.13 By Road 29.23 32.22 30.22 39.99 54.89 66.94 75.70 87.19

Scenario 3 Modal Split % Private 57.00 60.00 64.57 50.00 40.00 35.00 30.00 25.00 Public 43.00 40.00 35.43 50.00 60.00 65.00 70.00 75.00 Total daily person trips by public transport in lakhs 32.21 36.61 35.36 52.90 79.84 103.60 125.42 155.70 By rail % 9.25 12.00 14.54 20.00 30.00 35.00 40.00 45.00 By Road % 90.75 88.00 85.46 80.00 70.00 65.00 60.00 55.00 Daily trips in lakhs By rail 2.98 4.39 5.14 10.58 23.95 36.26 50.17 70.07 By Road 29.23 32.22 30.22 42.32 55.89 67.34 75.25 85.64

Source: CTTS (MMDA, RITES, KCL & PTCS, 1992-95) & Short term study to update CTTS (1992-95) (CMDA, RITES & PTCS, 2004)

Growth of Travel demand in CMA

25

20

15 Trips in million 10

5

0 1970 1984 1991 2004 2011 2016 2021 2026

Source: CTTS (MMDA, RITES, KCL & PTCS, 1992-95) & Short-term study to update CTTS (1992-95) (CMDA, RITES & PTCS, 2004)

4.58 It will be seen from the table 4.05 that the number of trips carried by bus transport in 2004 would become nearly 2.8 times in the year 2026. Similarly the volume of passengers to be carried by rail transport will be nearly 11 times the present volume.

IV-19 (in lakhs) Table 4.06 Mass Transport Trips 2004 & 2026 Mass Transport Trips (in lakhs) 2004 2026 Total Mass Transport Trips 35.36 145.32 Increase in 22 years - 109.96 Total road (bus trips) 30.22 87.19 Increase in 22 years - 56.97 Total rail trips 5.14 58.13 Increase in 22 years - 52.99 Source: Short term study to update CTTS (1992-95)(CMDA, RITES & PTCS, 2004)

Mass Trransport Trips 2004 & 2026

90 80 70 60 50 Road 40 Rail 30 20 10 0 2004 2026

Transport Strategy

4.59 Future developments in CMA would concentrate along the four main radial transportation corridors, in the north, west, southwest and south and along the orbital corridors in the fringe areas of the city.

4.60 Decentralisation of certain traffic- intensive activities from the core area of the City to the peripheral areas to continue.

4.61 Continuance of mixed land use zoning concept and having mixture of zoning to bring the residences, work places and education places closer to each other to minimise the need for travel.

4.62 Priority to move persons rather than vehicles; i.e. to move more number of passengers by less number of vehicles. This is possible by giving priority to public transport in planning for transportation facilities in CMA. In the context of the present heavily road based public transport, priority should be given to increase the share of rail transport in CMA.

IV-20

4.63 Priority to make optimum utilisation of the existing travel facilities, both road and rail transport facilities, especially the rail transport facilities in the western and northern corridors, through appropriate short term and long term planning measures.

4.64 Achieving an optimum modal split should be the basic thrust of the transport policy for CMA. More new trips have to be attracted by and accommodated in public transport to increase the share of public transport from the present 43%.

4.65 The modal split between bus and rail will have to be progressively reoriented towards rail system. The capacity on the rail corridors will have to be gradually stepped up. Simultaneously, the land use policy should be oriented towards rail corridor for optimum line use.

4.66 Bus Transport facility to be increased to meet the demand and achieve optimum modal split not only in numbers but also in quality of service.

4.67 To achieve the optimum modal split the option of subsidising the bus fare merits consideration as that would eventually reduce investments in the long run

4.68 Bus should complement the rail system

4.69 The bus system should act as a feeder for the rail system.

4.70 Emphasis on telecommunication to reduce travel.

4.71 Introduction of alternate transport systems - Bus-way, Light Rail Transit System (LRTS), Electric Trolley Bus (ETB), Metro Rail, Mono-Rail, SKY BUS etc.

4.72 Inter-model transfer facilities at bus and rail stations.

4.73 Facilities for pedestrian movement (e.g walkways, foot paths, foot over bridges /subways etc.) to be provided in preference to vehicular movement

4.74 In congested areas certain streets exclusively for pedestrian and cycle movement to be declared.

4.75 Use of non-motorised modes to be encouraged.

4.76 Concreting of city roads.

4.77 Establishment of Unified Metropolitan Transport Authority (UMTA).

4.78 The proposed transportation strategy shall take into reckoning the following:

IV-21 (i) Guided by the experience in the past, planning efforts need to be taken, for the future transportation requirements in the context of changes taking place at local, regional, national and global levels. While many such changes lend themselves as opportunities, others are challenges to be tackled. Following the conclusion of a landmark agreement among 23 countries for a 1,40,000 km Asian Highways Network (AHN) in Shangai, China, the United Nations Economic and Social Commission for Asia and Pacific (ESCAP) is proposing to implement the highway network by 2010. A huge Trans-Asian Railway (TAR) forms part of the project. Implementation of the project would network a large system of roads that will extend from Tokyo to Teharan and Singapore to Samarkand. With the approval of GoI in September 2004, India became the 24th country to be part of the agreement. Island nations such as Japan, Philippines and Sri Lanka will also have a ferry link to complete the network; (ii) China will have the lion's share of the network over 25,000 km followed by the Russian Federation (17,000 km), Kazakhstan (13,000 km), India (11,500 km) and Iran (11,200 km). All the investments made by GoI for developing the Golden Quadrilateral (GQ) project connecting Delhi, Kolkata, Chennai, Mumbai & Delhi and the north-south, east-west road project at a cost of Rs.750, 000 m form part of the India's share of the AHN. Similarly Chennai is also included in the Trans-Asian rail network; (iii) Recognising the fact that development of road or rail links in urban areas poses insurmountable problems in implementation and that this calls for substantial resources, it is necessary to maximise the benefits of developing a road or rail link in conjunction with the density of development. Realising the fact that the potential of a major arterial road would be outstripped over time in providing the mobility and accessibility to the developments on either side and that widening the same to cope with the increasing travel demand would pose serious problems by way of acquiring precious land and structures, development of composite corridor where elevated rail system would run along the middle of the road has been contemplated. Conceptually this approach has been suggested both for the Inner Circular Corridor and for the primary radial arterial roads. Reserving land for development of a rail transit at grade has also been proposed in the case of the outer circular corridor (Outer Ring Road); (iv) Major radial arterial roads such as Anna Salai, Periyar EVR Salai etc. cater to traffic volumes, which are more than their capacities. For example, Anna Salai is carrying a volume of 1, 00,150 PCU (2002) against its capacity of 6,000 PCU per hour. Given the density of development on either side of

IV-22 these arterial roads, it would be highly difficult to improve the carrying capacity by widening the same by acquisition of properties. While policy measures to bring a shift from use of private modes to the public transport system would assist in the carrying capacity of these roads to certain extent, efforts are required for improving the throughput of the roads by appropriate system up-gradation, notwithstanding the efforts taken in tandem for development of a system of orbital road network. Given the configuration of the radial arterial road network appropriate transit options can be planned and developed. The alternative systems can comprise either a bus transit option or a rail-based transit option. The electrical trolley bus (ETB) is also a bus transit option. Bus transit option can have in it choice ranging from exclusive bus lanes, sharing the road space with other modes of traffic to development of an elevated exclusive bus way. The rail-based transit option can comprise light rail transit system or medium capacity rapid transit system. The other variants of the rail-based transit option include Monorail, SKYBUS etc. The relative merits and demerits of these systems are indicated in table 4.07; and (v) A new spatial strategy with the objective of maximising the benefits from the investments already made in the transport infrastructure and also to minimise the need to provide additional supply of transport facilities, has become necessary. The central part of the proposed strategy is to permit higher density of development along transport corridors. Recognising the fact that the existing rail corridors have fairly higher density of development within their catchment areas, it has been proposed to permit higher FSI within the influence area of the MRTS corridor. Investments have already been made in the foundation of the RTS stations constructed under the second phase of the project to support the additional upper floors over the roof of the RTS stations. It has been proposed to construct commercial space totaling to 2, 00,000 sq.m. over and near 9 RTS stations. In the teeth of serious resource crunch facing the local authorities and in the pursuance of Globalisation of the national economy, a need has arisen for tapping the user's charge for augmenting the resources of the local authorities for development of urban infrastructure. Encouraged by the road pricing mechanism already in place (eg. East-Coast Road, Chennai bypass, Karanodai bridge on GNT road), the concepts of build, operate and transfer (BOT), build, own and operate (BOO) etc. are being employed extensively in the financing of urban transportation infrastructure. The feasibility of developing the Outer Ring Road on BOT basis is being explored through a consultant. Based on the feasibility study prepared by DMRC for

IV-23 construction of a metro for Chennai, the feasibility of constructing the facility and then operating and maintaining the same through a special purpose vehicle (SPV) is being explored.

Table 4.07 Comparison of various transit options Sl. Hybrid Sky Bus Metro MRTS Elevated No Monorail Bus Way 1 Gauge Standard Standard Standard Broad Standard (m) (1.435) (1.435) (1.435) (1.676) (1.435) (for LRT later) 2 Speed (KMPH) 37 36 – 150 40 36 30 3 Headway (Seconds) 120 30 180 180 15 -32

4 Passenger / unit or 320 (3 car 300 (2 2200 (6 car 2844 (9 100 (SB) coach unit) car unit) unit) car unit) 180 (VB) 5 Capacity (PPHPD) 4500 – 18,000 – 45,000 – 60,000 – 30,000 32000 72,000 50,000 90,000 6 Radius of curvature 20 50 300 250 150 (m) 7 Gradient 1 in 6 1 in 25 1 in 50 1 in 70 1 in 25

8 Distance between 0.80 – 0.70 – 1.00 1.20 1.10 stations (Km) 1.00 1.35 9 Station size in m 50 x 17 18.50 x 135 x 30 / 300 x 30 60 x 6.5 (length x width) 3.0 180 x 30 10 Single column - size 0.80 m x 1.0 m dia 1.45 m dia 1.2 m dia 1.5 m dia 1.0 m or 1.55 m x 2.0 m 11 Power Battery Electric Electric Electric Diesel 12 Construction cost / 37 – 39 34 70 53 36.78 Km (Rs. in crore) 23.7 (1995 (excluding land cost) price) 13 O & M Cost 0.30 6.97 1.20 - 0.02 Rs. in crore / Km (maintenance only) 14 Fare 0.95 0.50 1.00 0.53 0.45 Rs. / Passenger / Km. PPHPD – Passengers per hour per direction; KMPH – Kilometer per Hour; SB – Standard Bus; VB – Vestibule Bus; LRT – Light Rail Transit; dia –diameter Source: As given by the corresponding system promoters

Proposals

4.79 In order to facilitate the proposed development strategy and to meet the future travel demand, transport projects have been identified for implementation during the plan period. The projects identified include improvements to rail system, road network, bus system and goods transport.

4.80 Completion and commissioning of major strategic transport developments such as Chennai Moffusil Bus Terminal (CMBT) and southern segment of NH Bypass have

IV-24 already produced salutary effects on the traffic situation in the CMA. A cursory study indicates that the reduction of traffic particularly in the major arterial roads such as Anna Salai and Periyar EVR Salai has been to the extent of 3 to 9 %. Consequentially the increase in the speed of the traffic flows along these arterial roads has been in the range of 3 to 7 km per hour. Coupled with these developments, completion and commissioning of other strategic transport developments such as the ongoing MRTS Ph.II, Gauge Conversion project, completion of the northern segment of NH bypass, completion of the missing links of Inner Ring Road (IRR) and construction of grade separators on IRR would assist in improving the modal share of rail to increase by 10% and that of bus 16%. In other words, about 2.2 million trips would be carried additionally by the two public transport modes.

4.81 While critical investments in the form of interventionist approach were made in terms of relocation of various CBD activities in the city periphery (e.g. KWMC, CMBT, Iron and Steel market at Sathangadu, Madhavaram Bus & Truck Terminal), development of Inner Ring Road etc. it is imperative that other measures are taken to facilitate development in the private sector to consolidate on the benefits of the various initiatives taken. With a view to step up the density of development in the outer-CMA, the Development Control Rules of the first Master Plan provided for FSI up to 1.5 even in peri-urban areas on par with inner City. To capture the essence of these spatial development incentives, it is necessary that there is commensurate improvement in the supply of basic infrastructure particularly road network to match the density of developments proposed in the outer-CMA.

4.82 In the light of the above investments need to be directed at a) strengthening and expanding the urban rail network including MRTS; b) improving the capacity of major arterial road corridors such as Anna Salai, Periyar EVR Salai, Jawaharlal Nehru Salai by exploiting the potentials of Area Traffic Control (ATC) measures in the initial years including promoting exclusive bus lanes where applicable; c) augmenting the capacity of the major arterial road corridors such as Anna Salai, Periyar EVR Salai, Jawaharlal Nehru Salai as a whole by constructing elevated road-way / transit-way along the median of the road; d) augmenting the capacity of the major sub-arterial road corridors such as Chennai - Thiruvallur Road corridor, Kodambakkam Road - Arcot Road corridor, Kamarajar Salai - Santhome High Road corridor,

IV-25 Sardar Patel Road corridor, Rajaji Salai - S.N. Street - Ennore Expressway -TPP Road corridor etc. e) improving the road density in the peri-urban areas to match with the spatial strategy pursued; f) removing bottlenecks in the road / rail corridors such as road-rail crossings, narrow bridges across rivers / canals etc. g) increasing the transit options by development of busway, metro rail, mono-rail LRT or SKYBUS along selected corridors.

4.83 While the urban rail network development is carried out by the Southern Railway, the major arterial & sub-arterial road corridors and other roads are developed and maintained by Dept. of Highways and Rural Works (DHRW) and the local bodies concerned respectively. The roads within the local body areas are improved and maintained by the Directorate of Municipal Administration, Directorate of Town Panchayats and Directorate of Rural Development through the local bodies concerned. As for the traffic management and enforcement are concerned, the same is looked after by the City Traffic Police in respect of Greater Chennai Area and District Police for the rest of the CMA. The bus operation is currently carried out by the Metropolitan Transport Corporation (MTC). Of late, the GoTN have been sharing the cost of urban rail projects in the CMA. Apart from sharing the ongoing MRTS Ph.II project in the ratio 67:33 with Railways, the GoTN have been sharing 50% of the Gauge Conversion project.

4.84 The action plan described above has been translated into an investment plan termed Chennai Metropolitan Development Plan (CMDP) to be implemented in the short term (one year), medium term (3years) and long term (5-10 years). The short-term plan 2003-2004 was implemented at a cost of Rs.672.63 cr (Transport component). The medium-term plan implemented over 3 years needs investment to the tune of Rs.3460.02 cr. For the year 2004-2005 projects at a cost of Rs.343.89 cr (Transport component) have been implemented. The outlay for transport component for the year 2005-2006 is Rs.946.23 cr. The long-term plan implemented over 5-10 years needs investment to the tune of Rs.6113.56 cr. Works on CMDP commenced in 2003- 2004 with budgetary support by GoTN. In tandem with investments by GoTN, a shelf of short and medium-term traffic and transportation subprojects culled out from CMDP (and validated through a quick study to update CTTS (1992-95) has been posed to the World Bank for external assistance. The size of the project is USD 150 m (about Rs.680 cr) and is proposed to be a separate component of the proposed TNUDP III.

4.85 Then Inner Circular Corridor (Rail) (ICC (Rail) (proposed in the 1st Master Plan from Taramani to Ennore, via St. Thomas Mount and Villivakkam has been carried

IV-26 forward in the 2nd Master Plan with the modification that the proposed corridor would be a composite one with the rail corridor being an elevated one supported by single pylons along the central median of the Inner Ring Road (IRR), existing and proposed, from Velachery to Adambakkam and from Kathipara junction to T.P.P. Road and thereafter along the original alignment as proposed earlier in Alandur area and TPP road to Ennore area respectively; in respect of a very short stretch near Ashok Pillar junction in Ashok Nagar area, the revised alignment with the minimum required curvature of 300 m radius (reverse curve) has been adopted in consultation with the Railway, and it passes through a public purpose site and Police Training College's land. The modification has been based on a consultancy study carried out through M/s. RITES in 2000 and also after ascertaining the structural feasibility of constructing the elevated RTS corridor on single pillars and enlisting the concurrence of MTP® and further necessitated by the fact developing a separate rail corridor (and a road corridor) would not only be capital intensive but also result in displacement of large number of families and acquisition of more number of pucca structures

4.86 A proposal to connect Chennai Central and Chennai Egmore at a cost of Rs. 98 crores is under the consideration of the Railway Board.

4.87 S.Rly. has a proposal to develop Centralised Goods Terminal for Chennai Area at Korukkupet.

4.88 With a view to decongest freight movement in the CMA, S.Rly. has drawn up a plan to construct a new railway line between Athipattu and Puttur/ Thiruvallur to bypass northeast and south-west rail corridors.

4.89 Notwithstanding the thrust given to strengthen the rail transit development, the bus transport needs to be supported with an optimal fleet size of 4500-7000 buses to keep pace with the growing commuter travel demand. Recognising the need for an optimal mix of bus fleet with different sizes to respond to the varying commuter demand across the day, MTC has double-decker and vestibuled buses in addition to standard buses.

4.90 The GoI circulated the draft National Urban Transportation Policy (NUTP) in Oct.2003. By and large the transportation strategy incorporated in the present Plan for CMA is in tune with the draft NUTP. The core of the draft NUTP is centered around strengthening and promoting mass urban transportation from economic, environment and energy consideration. It has also recommended setting up of a special fund for development of rail-based metropolitan transportation solution for the million plus cities. It is proposed to leverage this special fund for strengthening and expanding the

IV-27 urban transit network in the CMA. Following a detailed feasibility study at a cost of Rs.54 lakhs undertaken through Delhi Metro Rail Corporation (DMRC) GoTN have retained DMRC for preparing detailed project report at a cost of Rs.3.3 crores for development of metro rail for Chennai for a length of 50 km with 40 station running principally along Periyar EVR Salai, Anna salai and Jawaharlal Nehru Salai at a cost of Rs.8182 crores for implementation during 2008- 2014.

4.91 The consultancy study undertaken by CMDA (through TNRDC and SOWiL) at a cost of Rs.1.13 crores would indicate the modalities of implementing the 62 km long ORR project as a multi-modal corridor with area development on either side to a depth of 25 m at an approximate cost of Rs.800 crores in the public-private partnership mode.

4.92 Drawing a cue from the document viz. Action plan for IT corridor, 2003 prepared by CMDA, GoTN have commenced implementation of a high quality 6-lane arterial road from Chennai to Mammallapuram for a length of 22 km at a cost of Rs.117 crores through IT Expressway Ltd., a special purpose vehicle floated through TNRDC to serve the IT and ITES industries located primarily in the southern outer-CMA.

4.93 CMDA has retained the services of M/s. PTCS for carrying out 2 separate studies each at a cost of Rs.2 lakhs. While the first study would recommend maximising the truck parking facility in KWMC, the second study would recommend generating additional parking for container-trucks as well as other trucks in Madhavaram, Manali and I&SM at Sattangadu in the short term.

4.94 Generating additional truck parking at Adayalampattu Village along NH Bypass by NHAI is in the medium term. NHAI is proposing the development of a truck terminal with motel facility over a site measuring 18 acres at Adayalampattu Village near the intersection of NH4 and the Chennai National Highways Bypass. The NHAI proposes to develop this facility as part of implementation of II phase of Chennai National Highway Bypass between NH4 and NH5 at a total cost of Rs.445 crores. Works on the project has commenced and would be completed within a period of 30 months; and

4.95 Developing a full-pledged truck terminal at Karuanakarancheri and Annambedu at the intersection of ORR and the arterial road (connecting IRR & ORR) is in the long term. This will be developed as and when the ORR is implemented.

4.96 Recognising the fact that the capacity of the urban road network can be appreciably increased by removing the major bottlenecks in the network particularly along such strategic roads such as IRR, it has been proposed to construct well-designed

IV-28 grade separators at all the critical intersections of radial roads with IRR. In the first phase NHAI on its own is developing 3 grade separators at Kathipara, Padi and Koyembedu intersections and one opposite airport on GST Road at a total cost of Rs.210 crores. These are expected to be completed with a period of 18 to 24 months. The GoTN are proposing to develop the grade-separators at Thirumangalam and Vadapalani intersections of IRR in the second phase.

4.97 The Para transit has a definite role in satisfying the commuter needs in a metropolitan area and apart from cycle rickshaw which is catering to a significant proportion of school trips, other Para transit modes such as call taxi, share-auto and maxi-cabs have also gained currency because of their potential to operate on flexible routes and on flexible schedules.

4.98 The concept of sustainable urban management (SUM) is slowly and steadily gaining universal acceptance. While reserving lanes for such sustainable urban modes as cycles, is necessary, there should also be visible disincentives to private modes such as cars, when the objective is to improve the modal share of public transport systems from the current 43% to 70%. Corporation of Chennai has taken of late various steps to improve the footpaths along major city roads. There are, however, no segregate tracks for cycles in Chennai. Though the cycle flow on many roads warrants such segregation of road space, the same could not be provided owing to undue preference given to private motorised modes. A policy needs to be in place that commensurate with the growth of pedestrian and cycle volumes, the road space be allocated to them as in the case of vehicular traffic.

4.99 The Government in the Transport Department has already taken various initiatives for introducing innovative technologies for motorised vehicles. The Govt. have recently directed for induction of 5000 LPG operated autos in the city. There are also 14 no. ALDS (automatic LPG Dispensing System) in the city. Already electric operated cars manufactured by a company (Reva) are on the roads of Chennai. The strategy to improve the air quality in the metropolis will be principally governed by such conscious measures as to tilt the modal share in favour of public transport modes and the initiatives being taken both by GoI and GoTN to phase out lead in petrol and sulphur dioxide in diesel, making it mandatory on the part of vehicle manufacturers to conform to Bharat II, to introduce pollution-free fuels such as CNG/LPG for vehicle operation.

4.100 Various transport management measures are planned and developed by CMDA in the short, medium and long range. It is appropriate that air quality data for the entire road network is available with CMDA so that it could be used for plan formulation

IV-29 and for monitoring and evaluating various road improvement measures taken as part of implementation of the Master Plan of the CMA. The database that would be created by the proposed air quality monitoring system by CMDA in collaboration with TNPCB would be helpful to the other agencies also. The establishment of the proposed air quality monitoring system would cost around Rs.87.72 lakhs.

4.101 Considering the utility of traffic database for day-to-day urban transportation planning, it is necessary that the growth of vehicles along primary corridors for the metropolis be monitored. Such monitoring can cover at least critical links in each of the radial and orbital corridors. Apart from the cost economics involved in the operation of the equipment, it enables availability of data continuously facilitating easy electronic processing of the data collected.

4.102 Travel Demand Management (TDM) tried successfully elsewhere could be attempted, as these aim at reducing the need to travel. Some of the TDM measures are otherwise called Demand Side Management (DSM). With a view to minimise peak traffic flows congesting the city road network staggering the opening times of schools and colleges could be introduced. Measures could also be taken to stagger the weekly closure of market centres in the city so as to minimise the trips made in the metropolis. Traffic calming, the main goals of which are to improve road safety, security and mobility for pedestrians and cyclists by reclaiming space from carriageway, has been successfully implemented in the Netherlands (Den Haag), Denmark (Odense) and Germany (Frankfurt, Berlin). It can also be effectively implemented in some pockets of the metropolis.

4.103 The Chennai Port Trust (CPT) has proposed a series of measures to be implemented over a period of 5 years (2004-09) at a cost of Rs.418 crores under National Maritime Development Project which include creation of reception facilities for ICD containers, multi-level car-parking facility, second container terminal, desalination project of 3000MT/day, ship repair facility and port connectivity-bridging gap.

4.104 Expansion of the Ennore Port through Ennore Port Limited (EPL) would trigger investments to the tune of Rs. 1026 crores in and around Ennore in the form of tank age terminals by M/s Reliance Industries and Bharat Petro Chemicals Limited, LPG terminal by Indian Oil Corporation and Metallurgical Coke and Power Plant. Other new investments to the tune of Rs. 26,500 crores in the form of 1000 MW power plant by a joint venture of TNEB and NTPC (Rs. 4000 crores), Ennore Special Economic Zone (ESPZ) (Rs.1000 crores), 2000 MW power plant by ONGC (Rs.8000 crores), container terminal (Rs.750 crores), LNG terminal (Rs.200 crores), LNG Regassification facilities

IV-30 and power plant (Rs.7000 crores), POSCO Steel - steel plant (Rs.4500 crores) and Sriram EPC Metcoke (Rs.60 crores).

4.105 The immediate proposals to expand the activities of the Chennai International Airport through Airports Authority of India comprise construction of shoulders and turning pad for runway 12/30, construction of apron for Bay no. 35, construction of courier terminal, construction of Integrated Cargo Terminal - Export Phase II, construction of Administrative Building Phase II, warehouse for Jet Airways and Blue Dart Aviation and construction of a flyover (by NHAI) opposite the airport.

4.106 The GOI has cleared in April 2005 the proposal for constructing a new international airport for Chennai. The GoTN is making available all the land required for the proposal costing about Rs.300 crores free of cost. The new international airport is proposed just northwest of the existing Chennai airport. About 1460 acres of land falling in Manapakkam, Gerugambakkam, Kulapakkam, etc. will be set apart for developing the airport. The GoTN have allocated Rs.100 crores in the Tamilnadu Budget 2005-06 for acquiring land required for the airport.

Other Transport-centric Policy Measures

4.107 Besides the above improvements the following policy oriented actions should also be pursued vigorously for optimum utilisation of the existing as well as proposed transport facilities in CMA. a) Given the fact that rail-based transit options are not only capital- intensive but also time-consuming, it is not only natural but also logical that the bus transport should continue to play the pivotal role it has been playing in bearing the brunt of the mass transit trips because of its flexible and versatile characteristics; b) The current thrust in telecommunication, which has already improved the tele-density appreciably in the last decade, should be kept up given the positive impact telecommunications have on travel by way of reducing or eliminating the unwanted travel; c) In view of the long gestation period required in conceiving and commissioning of transport facilities, advance action should be initiated for block acquisition of lands especially around major road intersections, road/rail and grade crossings; d) The flat terrain and poor maintenance of storm drains lead to fast deterioration of asphalt roads especially after the monsoon rains requiring resurfacing at frequent intervals. Cement concrete roads

IV-31 are better suited than asphalt roads under conditions of moisture and require less maintenance. Though the initial cost of concrete roads is more compared to asphalt roads it is cheaper in the long run. Cement concreting of the city roads should be taken up in a phased manner. In the first phase all major road intersections / junctions can be covered. e) In order to conserve energy and sustain developments in the long run use of non-mechanised modes like walk and cycling should be encouraged. The use of mechanised modes of travel should be minimised by minimising the need for travel by flexible land-use planning; f) Most of the above actions necessitate a high degree of co-ordination of operations, investments and expansion plans and programmes of Southern Railway, MTC, Chennai Port Trust, Ennore Port Limited Airports Authority, Police, Highways department, Municipal Corporation and CMDA. Capitalising on the initial efforts made, a framework should be evolved for inter-agency co-ordination and inte- grated planning, which could ultimately function as the Unified Metropolitan Transport Authority (UMTA) as recommended by the NCU for integrated delivery of transport sources in CMA; g) Integration of the public transport systems by reorganisation of bus routes, pricing and common ticketing arrangements and provision of inter-modal transfer facilities at railheads; and h) The potentials of travel demand management (TDM) measures such as i) staggering of school times, ii) staggering of weekly holiday for market centres, etc need to be fully exploited for easing the traffic congestion in the short term.

IV-32

ANNEXURE IV A

Other Relevant Studies

i) Draft Master Plan for CMA-2011, CMDA, December 1994 ii) CTTS for CMA, RITES Ltd., PTCS & KCL September 1995 iii) Sustainable Chennai Project, Workshop Manual, CMDA, July 1998 iv) Infrastructure Development Plan for Ennore Area, CMDA, May 1999 v) MRTS Ph.III (Velachery to St.Thomas Mount), RITES Ltd., May, 2000 vi) Route Rationalisation Study for CMA, PTCS Ltd., September 2001 vii) Densification of MRTS Corridor Development, L&T-Ramboll, October 2001 viii) Cities on the Move, World Bank, 2002 ix) Infrastructure Investment Plan for CMA, CMDA, February 2003 x) Assessment of Traffic Impact on Commissioning of CMBT, PTCS Ltd, April 2003 xi) Action plan for IT corridor, 2003 xii) Chennai Urban Land Market Assessment Study (Sept.2003) xiii) Draft National Urban Transport Policy, Ministry of Urban Development & Poverty Alleviation – Oct.2003 xiv) Study on Parking Requirements for CMA, Wilbur Smith Associates Pvt. Ltd., Nov. 2003 xv) Feasibility Study for Development of the Outer Ring Road in CMA, TNRDC / SOWIL, March 2004 xvi) Updating the CTTS (1992-95), RITES Ltd., April 2004 xvii) Detailed Feasibility Report, DMRC & RITES, October 2004 xviii) Detailed Project Report on Hybrid Mono Rail System for Chennai, Metrail India Private Ltd., November 2004 xix) Traffic and Transportation component of TNUDP III, CMDA, December 2004

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