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Home , Alandur, Andarkuppam, Annanur, Annanur railway station, Anna Flyover, Anna Salai

ACKNOWLEDGEMENT

The consultants are grateful to Tmt. Susan Mathew, I.A.., 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.. Srinivasan, I.A.S., (Retd.) and former Member-Secretary Thiru Md. Nasimuddin, I.A.S. for having given an opportunity to undertake the 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 . Kumar, Chief Planner, Thiru . Sivashanmugam, Senior Planner, & Tmt. R. Meena, Assistant Planner for their unstinted and valuable contribution throughout the assignment. We thank Thiru . Palanivelu, Member-Chief Planner for the guidance and support extended. The comments and suggestions of the World Bank on the stage reports are duly acknowledged.

The consultants are thankful to the Steering Committee comprising the Secretaries to Govt., and Heads of Departments concerned with urban transport, chaired by Vice- Chairperson, CMDA and the Technical Committee chaired by the Chief Planner, CMDA and represented by Department of Highways, Southern Railways, Metropolitan Transport Corporation, Chennai Municipal Corporation, Chennai 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 . Seshadri Lila P.C DR. S. P. Palaniswamy Vittal Puvvada Jeena Pradeep M Bhoominathan Saswati Ghosh Belliappa

Dr. Udayakumar .N.K.Satyasai Tata K. Sankar A. Sudheer Ganesh Raja .S Ramanujam Janaki Sarma . 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 Municipal Corporation BPR Bureau of Public Roads BRT Bus 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 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 Municipal Corporation GNT Road Grand Northern Trunk Road GoI Government of GoTN Government of 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 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 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 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 & M Operation and Maintenance ORR Outer Ring Road PCE Passenger 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 d’Ile-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--Panchetti Road ULBs Urban Local Bodies UMTA Unified Metropolitan Transport Authority UPWP Unified Planning Work Program USA United States of America VGF Viability Gap Fund VHT Vehicle Hours of Travel VOC Vehicle Operating Cost VOT Value of Travel Time Chennai Comprehensive Transportation Study

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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 . 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

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SL.NO LIST OF FIGURES PAGE NO 1 Population Growth in CMA ...... 3 2 Growth trend in Vehicle Population ...... 3 3 Growth in traffic volume on major roads over the years ...... 4 4 Vehicle ownership ...... 4 5 Percapita trip rate ...... 5 6 Trend in road accidents ...... 5 7 Decline in Bicycle share ...... 6 8 Parking Index ...... 7 9 Chennai Metropolitan Area ...... 9 10 Road network ...... 10 11 Fleet Strength of MTC ...... 11 12 Buses per lakh population ...... 12 13 Screen line survey locations ...... 15 14 Road side interview survey locations locations ...... 15 15 Road Classifications in CMA ...... 18 16 Type of Junctions in CMA ...... 18 17 Average Journey speed on selected Corridors ...... 19 18 Turning volume count survey locations ...... 23 19 Trip Purpose ...... 25 20 Opinion on Necessity of Separate Cycle Track ...... 25 21 Trip Distribution by Travel Mode (2008) in CMA ...... 27 22 Highway Network ...... 29 23 Transit Network ...... 29 24 Zone map ...... 29 25 Forecast Model ...... 32 26 Trip length distribution - Observed and Synthetic Comparison ...... 33 27 Proposed Landuse 2026- Chennai City ...... 34 28 Areas outside city in CMA – Proposed Landuse 2026 ...... 35 29 Network – Do minimum (committed) ...... 37 30 Mode share ...... 39 31 CMA Zones ...... 46 32 CMA Population and Employment Density growth directions in 2026 ...... 47 33 Growth of Population and Employment in CMA 2026 ...... 48 34 Radial Arrangements of Transport Corridors ...... 49 35 Grid Arrangements of Transport Corridors ...... 49 36 Suggested Public Transport Corridors - 2016 ...... 58 37 Suggested Public Transport Corridors - 2021 ...... 59 38 Suggested Public Transport Corridors - 2026 ...... 60 39 Intermodal Station at ...... 61 40 Intermodal Station concept at ...... 61 41 Locations of Intercity Bus Terminals ...... 62

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42 Freight Movement Plan ...... 64 43 CMA Zones ...... 66 44 Suggested Roadway Improvement Plan for CMA ...... 68 45 Satellite Town Ring Road ...... 69 46 Around Central Railway Station ...... 80 47 Near ...... 80 48 Near Railway Station ...... 80 49 Near Parrys (NSC Bose Road) ...... 81 50 Location of TMCs ...... 82 51 Proposed Bicycle Network for ...... 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 – area ...... 105

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SL.NO LIST OF TABLES PAGE NO 1 Peak Hour Traffic at Screen Line Locations ...... 16 2 Comparison of Peak Hour Journey speed ...... 19 3 Summary of Pedestrian crossing Counts ...... 20 4 Intersections with Peak Hour PCU above10000 ...... 24 5 Purpose wise average trip length (in Kms) ...... 26 6 Trip Distribution by Travel Mode (2008) ...... 26 7 Comparison of trip distribution by travel mode (1970, 1984, and 1992/95) ...... 27 8 Trip Length by Trip Purpose ...... 28 9 Average Trip Length by mode ...... 28 10 Trip End Models ...... 31 11 Demographic Projections ...... 36 12 Committed Schemes - Highway ...... 38 13 Committed Schemes - Public Transport ...... 38 14 Trips assigned in horizon years ...... 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

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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 , 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 , 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 (TAZ’s) 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

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intra zonal forecast, facilitating meaningful comparison of scenario and traffic parameters over fifty years upto 2026.

6. The increase in travel demand with population and vehicular growth, declining share of public transport, with considerably enhanced reliance on the personal motor vehicle has led 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, tomorrow’s picture is more worrying. Chennai Metropolitan Area’s 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 for the horizon year 2026 • Develop an Urban Transport Planning Model using the state-of-the-art modeling technique appropriate to the conditions and planning needs of the study area • Identify for all modes, a phased programme of appropriate investments and policy proposals up to 2026 through scientific analysis; and also integrate various modes of mass transit systems • Identify a medium-term investment programme by prioritizing the identified investment proposals • Suggest financing mechanisms which may include levy of dedicated taxes • Suggest policies for Unified Metropolitan Transport Authority (UMTA) for Chennai to facilitate proper institutional mechanism • Help strengthen the transport planning skills and transfer data/tools/knowledge obtained through the study to CMDA and other agencies.

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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 140 125.82 120

100 82.6 80 70.41 58.18 60 46.01 40 35.04

Lakhs in Persons 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 ) 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.

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Figure: Vehicle ownership

13. Most of the prominent radial arterial roads leading to the City are severely congested. Traffic volumes at inner cordon have averaged 7000 PCU during the peak hour and increased significantly over the decade.

14. Arterial roads leading to the Central Business District(CBD) carry heavy traffic and are congested. Level of congestion on arterials and other major roads has increased eight-fold over the period 1984 to 2008. The average volume carried on predominant roads exceed capacity as may be seen from the Figure.

NSK Salai near Rly Stn

Nelson Manickam Road near …

Anna Nagar 3rd Avenue near K3 P.Stn

Periyar EVR Salai near Mrkt

Anna Salai near Chindadripet Rly Stn Kamaraj Salai at near Saidapet Durgabhai Deshmukh Road near Sathya Studio

0 5000 10000 15000 Year 2008 Year 1993 Growth in peakhour Traffic (pcus)

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

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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 1.2 1 PCTR 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

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21. Walking and cycling account to approximately 34% of the total trips currently. Yet, the infrastructure to these modes such as footpaths and cycle lanes is low to nonexistent. As a result, there is a continuous decline in the number of person trips using bicycles from 1970 to 2008.

Survey findings indicate that the number of person trips using cycles has drastically come down to 6% for the year 2008, from a healthy 20% in 1970 as shown in the Figure. Road inventory reveal that the facilities provided for cyclists and pedestrians are grossly inadequate for the safe movement of these two groups.

Decline in Bicycle Share 25 20% 20

14.2% 15 11% 10 Share(%) 6% 5

0 1970 1984 1992-95 2008 Year Figure: Decline in Bicycle share

22. Pollution due to vehicular emission adversely impacts the environment. Periodical monitoring conducted by Pollution Control Board reveal that the level of pollution by Carbon Monoxide (CO) and that of Suspended Particulate Matter (SPM) have increased beyond the permissible limits.

Pollutant Load Permissible μg/m3 level μg/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, , George Town, Nungambakkam, Adyar and . 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.

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Anna Nagar 2nd Avenue

General Patters Road

Sardar Patel Road

N.S.C. Bose Road

G.N Chetty Street

South Usman Road

00.511.522.5 Year 2008 Year 2003 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 to be comissioned in 2011, the Special Economic Zone (SEZ) planned to enhance the economic opportunities of the Port, the expansion of the existing airport to make it world class, the proposed new at , increased concentration of industries on IT Corridor (Rajiv Salai from junction to ), 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. CMA’s 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

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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.

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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), (NH4), Trichy (NH45) and Thiruvallur (NH 205) as shown in the Figure. Other radial roads include Kamarajar Salai, , Salai (OMR), NSK Salai () and Thiruvottiyur High Road. Orbital road network includes Jawaharlal Nehru Road (IRR), - Thorapakkam Road, Chennai Bye-pass Road etc.

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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 – line running north-south • Mass Rapid Transit System (MRTS) operates on Chennai Beach - section for a length of about 20 km.

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Figure: Existing Rail Network

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

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

Figure: Fleet Strength of MTC

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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 1 Screen line volume count 24 hours 43 2 Road network inventory 12 hours 1206 km in CMA 84 Corridors in 3 Speed and delay survey 12 hours CMA 4 Pedestrian crossing count 12 hours 47

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5 Inner and CBD cordon survey 24 hours 15 & 11 6 Turning volume count 12 hours 49

7 Outer cordon survey 24 hours 15 8 Informal activity survey 12 hours 4 areas 9 Parking survey 12 hours 16 Locations 10 Cyclists opinion survey 8 hours 14

11 IPT survey 12 hours 32 12 Truck terminal survey 12 hours 3 13 Survey at Rail station 12 hours 46 14 Truck operator survey 8 hours 3

15 Road side interviews at cordons 24 hours 41 16 Household interview survey NA 37730 HH in CMA

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.

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• Survey of Large Traffic Generators: assembled the travel characteristics of rail passengers as well as travel characteristics of the feeder systems and have been used in validating the bus & rail system in the travel demand model. • Speed and delay survey- established the speed flow relationship, which has been converted to Bureau of Public Roads (BPR) functions for different category of roads; 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.., safety and comfort. • Parking survey: carried out to understand the demand- supply gap and to suggest measures to handle the present growth. • Goods focal Point survey/Truck operator survey: This survey focused on the trip characteristics of goods vehicles like origin/destination, frequency of shipment, average lead, annual kilometerage, type of goods transported, etc. This survey also covered the routes of goods movement within the CMA and its impact on the general traffic stream along with the loading and unloading characteristics at the terminal point.

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

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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.

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• 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

Peak hour Daily Peak Hour Factor (Peak No. Location PCU PCU PCU/Daily PCU) (%)

Durgabhai Deshmukh Road 1 11061 139633 7.9 near Sathya Studio Gandhi Mandapam Road near 2 7039 86659 8.1 Adyar Villa Anna Salai at Saidapet 13640 186419 7.3 3 Maraimalai Adigal Bridge Bridge near 4 1096 14281 7.7 Industrial Estate Jawaharlal Nehru Road 5 Crossing near 7429 116161 6.4 Ekkattuthangal Kamaraj Salai at Napier 6 8548 96375 8.9 Bridge Anna Salai near Chindadripet 7 8048 99413 8.1 Railway Station Arunachala Street at St 8 2,773 39264 7.0 Andrew’s Bridge Adithanar Road at Harris 9 7635 83149 9.2 Bridge Binny Road near Quaid -e- 10 8051 99735 8.1 Millath College Pantheon Road near Co- 11 10070 109720 9.2 Optex Mc Nichols Road crossing 12 10750 146440 7.3 Harrington Road crossing 13 2893 35287 8.2 Cooum River Periyar EVR Salai near 14 5656 82388 6.9 Aminjikarai Market Anna Nagar 3rd Avenue near 15 5927 79498 7.5 K3 Police Station Bridge crossing Cooum River 16 2423 27789 8.7 near Anna Adarsh College Jawaharlal Nehru Road near 17 7841 107604 7.3 Rajaji Salai near 18 2050 25202 8.1 Railway Station Mannarswamy Koil Street 19 5351 73632 7.3 near Chetty Thottam Monegar Choultry Road 20 behind Stanley Medical 1,644 20917 7.9 college Thiruvottriyur High Road 21 near Railway 5356 65335 8.2 Station High Road near 22 Harinarayanapuram Post 2,610 30440 8.6 ofiice

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Peak hour Daily Peak Hour Factor (Peak No. Location PCU PCU PCU/Daily PCU) (%)

Erukkanchery High Road 23 4438 62126 7.1 near Venkateshapuram Barracks Road 24 near Jeeva 5,072 64683 7.8 Railway Station Perambur High road near 25 4516 66751 6.8 Perambur Loco Works 1 near 26 2337 26529 8.8 Perambur Loco Works II near 27 2041 29052 7.0 Jawahar Nagar TVS junction on Jawaharlal 29 4276 56846 7.5 Nehru road CTH Road near Agathiar 30 7294 111236 6.6 Nagar Nelson Manickam Road near 31 Nungambakkam Railway 9294 118442 7.8 Station NSK Salai near 32 Kodambakkam Railway 7970 105447 7.6 Station 34 Duraiswamy Road subway 7091 89997 7.9

35 Madley Road Subway 5268 61611 8.5

36 Aranganathan Road Subway 5083 63154 8.0 Saidapet Market Road 37 5211 54965 9.5 subway Mount Road 38 5131 80279 6.4 near MIOT Hospital Causeway at 39 339 4293 7.9 Road Bridge at Kunrathur 40 1572 19087 8.2 Road Golden George Rathnam 41 1692 20670 8.2 Salai near Causeway near MGR 42 2169 26095 8.3 Engineering College Bridge at - 43 2336 29243 8.0 Road 44 Thiruverkadu Causeway 1206 15406 7.8 Bridge at - 45 2,551 38719 6.6 Poonamallee Road Note: - Surveys not conducted at location No. 28 and 33 due to ROB construction

• The data obtained from road inventory survey for each link was appended to the corresponding link in the private vehicle network file and used as the basis for selecting an appropriate speed flow curve for the network development. The road inventory data has highlighted the deficiencies on the road network in terms of road width, as only 31% of roads have widths of four lanes and above. The type of roads are presented in the figure.

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Six Lane Single lane divided Four Lane 6% 5% 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 Separation Under Construction 1.0% Grade separated Rotary 1.7% 12.6%

Signals 30.7% Un Controlled 54.1%

Figure: Type of Junctions in CMA

• The abstract on analysis of speed and delay data reveals that delays are mostly at intersections and that speeds on all roads have reduced over the years due to the increase in vehicular traffic. Significant drop in speeds have been witnessed from the 1993 observation on Sardar Patel Road, Dr.Muthulakshmi Road (LB Road) and Jawaharlal Nehru Road (IRR) with average journey speeds for roads with more commercial activity and those that have sparse commercial being 16kmph and 25kmph respectively. Average journey speed on selected corridors is presented in the Figure. The Comparison of journey speed is given in the Table.

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Figure: Average Journey speed on selected Corridors

Table: Comparison of Peak Hour Journey speed kmph Sl NO Road Name 1992-1993 2008 1 Dr Muthulakshmi Road 39 20 2 Periyar EVR Salai 32 25 3 Jawaharlal Nehru Road 43 27 4 Sardar Patel Road 49 24 5 Durgabai Deshmukh Road 9 25 6 High Road 33 28 7 Kamaraj Salai 46 34 8 Rajaji Salai 29 24 9 Anna Salai 43 28

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kmph Sl NO Road Name 1992-1993 2008 10 Radhakrishnan Salai 40 26 11 Walaja Road 46 31 12 RK Mutt Road 27 17 13 36 35 14 Gandhi Mandapam Road 45 30 15 Burkit Road 26 14 16 Venkata Narayana Road 25 13 17 GN Chetty Road 31 21 18 MGR Salai 25 15 19 VOC Road 24 21 20 Old Jail Road 9 15 21 Arcot Road 32 20 22 TTK Road 44 22 23 NSC Bose Road 4 9 24 Binny Road 23 19 25 Pantheon Road 10 17 26 Cathedral Road 25 25 27 Thyagaraya Road 33 20 28 Greams Road 28 13 29 Tiruvottriyur High Road 19 19 30 Mannarsamy Koil Street 17 22 31 North Usman Road 32 18 32 Chamiers Road 26 7 33 Dr Nair Road 23 19 34 Mc Nichols Road 34 18

• Pedestrians crossing the roads were found to be heavy in the CBD area - numbers ranging from 4,200 to 120,000 in study locations within the city while the numbers were about 3800 to 41,100 outside the city area during the 12 hour period surveyed. Details are given in Table. Table: Summary of Pedestrian crossing Counts Sl. Peak Pedestrian Count Total Count Location Name No. in Numbers/ Hour (12 Hrs) 1 Aminjikarai Market Junction 3299 18966 2 Anna Nagar 2nd Avenue 2183 15372 3 Anna Salai near SIET College 3280 22241 4 Arcot Road near Meenakshi College 2434 18038 5 Arcot Road near Bus stand 3674 16543 6 Arcot Road Vs Jawaharlal Nehru Road 4369 31982

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Sl. Peak Pedestrian Count Total Count Location Name No. in Numbers/ Hour (12 Hrs) 7 Broadway 10037 75665 8 Light House 913 6975 9 Doveton 2547 21943 10 Egmore Railway Station 4686 37224 11 In front of Parambur Bus Stand 2040 16939 Jawaharlal Nehru Road in front of central 12 1233 7849 Mofussil Bus Terminus 13 Kamaraj Salai near Queen Mary’s College 1058 4272 14 2731 24992 15 1652 13645 Lattice Bridge Road near 16 8631 47957 Bus Stand Junction 17 Luz Intersection 3777 26401 18 Periyar EVR Salai Vs Mint Street 6733 55782 19 Periyar EVR Salai Vs New Avadi Road 1110 9071 20 Periyar EVR Salai Vs Taylors Road 1566 10475 21 Periyar EVR Salai Vs E.V.K.Sampath Road 899 7402 22 In front of Raja Annamalai Mandram 2055 21025 Rattan Bazaar - Evening Bazaar Road 23 13888 128008 Intersection High Road Vs 24 1281 9396 Dr.Radhakrishnan Salai 25 Sardar Patel Road Vs Velachery Main Road 900 6860 26 Sterling Road Vs College Road 1031 7242 27 T.T.K. Road Vs Cathedral Road 569 4852 28 Tollgate near Thiruvottriyur 3215 24890 29 South Usman Road Vs Duraiswamy Road 9346 63007 South Usman Road In front of T. Nagar 30 11518 83074 Bus Stand Taramani Velachery Road Vs Velachery 31 3660 24803 Main Road Taramani Velachery Road Vs Velachery 32 5834 39027 Byepass Road Thiruvottriyur High Road near Wimco 33 1362 10839 Nagar Railway Station Poonamallee Trunk Road Vs Avadi Road 34 699 3897 Junction 35 Arcot Road at Porur Junction 5622 34770 CTH Road in front of Ambattur Estate Bus 36 3388 21227 Stand 37 CTH Road in front of Ambattur Bus Stand 3634 18876 38 CTH Road near Avadi Bus Stand 5613 41122 39 GST Road near Pallavaram Bus stand 3875 33008 40 GST Road near Tambaram Bus Stand 4179 34486 41 GST Road near Bus stand 4781 31328 Kathivakkam High Road near Ennore 42 870 6499 Railway Station Mount Poonamallee Road in front of 43 1254 7016 Bus Stand

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Sl. Peak Pedestrian Count Total Count Location Name No. in Numbers/ Hour (12 Hrs) Mount Poonamallee Road Vs 44 4264 33298 Road Junction Poonamallee High Road near 45 1103 7182 Market Poonamallee High Road Vs Thiruverkadu 46 880 7097 Road Junction 47 Thiruvottriyur Bus Stand Junction 2337 16139

• 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.

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Figure: Turning volume count survey locations

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Table: Intersections with Peak Hour PCU above10000 Sl Location Peak Hour Volume Location No No. Vehicles PCU 1 1 Anna Salai Vs Peters Road 18144 18649 2 4 Sterling Road Vs College Road 17033 17086 3 5 Anna Salai Vs Arunachalam Street 11034 13544 4 6 Anna Salai Vs Cenetoph Road 14512 14816 5 7 Periyar EVR Salai Vs Mint Street 9494 11077

6 9 Periyar EVR Salai Vs New Avadi Road 11268 11785

7 13 Periyar EVR Salai Vs Muthuswamy Bridge 11057 10214 8 15 Anna Salai Vs Binny Road 18730 19903 9 16 Periyar EVR Salai Vs E.V.K. Sampath Road 9130 10170

10 19 Kamaraj Salai Vs Bharathi Salai 13603 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 12727 13707 Periyar EVR Salai Vs Guruswamy Bridge Vs 14 26 14517 16038 Vasu Street 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 Anna Salai Vs Venkatnarayana Road Vs 21 39 20592 21985 Chamiers Road 22 40 Anna Salai Vs CIT Nagar I & III Main Road 13492 16276 Anna Salai Vs Thyagaraya Road Vs Eldams 23 41 16827 17703 Road Anna Nagar II Avenue Vs Jawaharlal Nehru 24 42 21661 32976 Road 25 43 Anna salai Vs Bharathidasan Salai 15630 16002 26 44 Anna Salai Vs General Patters Road 13255 12015 Avadi Poonamallee Road Vs Chennai 27 48 6273 11057 High Road 28 49 GST Road Vs Pammal Main Road 13824 21768

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• Passenger traffic at Outer Cordon locations has increased over the period and perhaps the commercial vehicle prohibitions within and the urban sprawl beyond contribute to this trend. • Commensurate with the traffic composition, the number of two wheelers parked on-street is the highest followed by cars with average duration of parking being just over an hour. Cycles are observed to be parked in larger numbers at railway stations and in the vicinity of bus terminals, their numbers being constrained for want of space and commercial vehicles were observed to be parked on TPP road and Manali Oil Refinery Road. Off-street multi- level parking lots are yet to get implemented despite earlier studies recommending the same. • Cyclist opinion survey revealed that amongst users, 76% travel for work while 16% travel for educational purpose with about 60% travelling daily. The results are presented in Figure. While 64% of the interviewed opine that a cycle track is very essential from safety considerations, the cycle tracks that existed earlier have since been removed to facilitate carriageway widening (refer Figure given below).

Social 8%

Education 16% Work/Business 76%

Figure: Trip Purpose

No idea Not required 9% 7%

Desirable 20% Very Essential 64%

Figure: Opinion on Necessity of Separate Cycle Track

• The average trip length of Intermediate public transport (IPT) mode that includes auto rickshaw and maxi-cab has increased three fold over the years, while there is an increased occupancy in either mode. The purpose wise trip length of IPT modes is presented in the Table.

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Table: Purpose wise average trip length (in Kms) Purpose of Auto Shared Taxi Maxi cab trips 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 1992- 95 CTTS (4.51). • Average Household income estimated in the present study for CMA is Rs.8700. • When comparing the household income level and trip generation, it is found that higher income households are making more trips than lower income group. • Number of trips made by various age groups were compared and found that maximum trip makers are between 25 – 40 years in 2008 (35%) whereas in 1992-95 study, maximum trip makers were between 5-17 years age.(35%). • A higher per capita trip rate with 1.60 is observed in 2008 compared to 1.44 in 2005, 1.28 in 1992-95, 1.14 in 1984 and 0.86 in 1971 study. The observed trip rate in 2008 is higher than the predicted trip rate (1.50) for 2011 from 1992 – 95 study. • The mode share observed in the present study is presented in the figure and in the table given below.

Table: Trip Distribution by Travel Mode (2008) CMA Travel Mode City (%) Excluding CMA (%) City (%) Bus 27 25 26 Train 4 7 5 Car/Taxi 7 5 6 Fast two wheelers 26 24 25 Auto rickshaw 6 2 4 Bicycle 5 7 6 Walk 26 30 28 Total 100 100 100

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

• Trips by Non-motorized transport decreased from 41% in 1970 study, 40% in 1984 study, and 46.6% in (1992-95) to 34% (2008) as presented in the Table . • Significant increase in the percentage of trips by two wheeler is observed (25% in 2008) when compared with previous studies (2% in 1970, 3% in 1984, 7% in 1992-95) as presented in the Table. • Significant decrease in the percentage of trips by public transport (bus+train) is observed in HHI (31% in 2008) when compared with previous studies (54% in 1970, 55% in 1984, 42.7% in 1992-95) as may be seen from the Table.

Table: Comparison of trip distribution by travel mode (1970, 1984, and 1992/95) Percentage of trips by mode Sl. No. Mode 1970 1984 1992-95 1 Bus 42 46 38.6 2 Train 12 9 4.1 3 Car/Taxi 3 2 1.5 4 Fast two wheelers 2 3 7 5 Auto rickshaw 0 0 2.2 6 Bicycle 20 11 14.2 7 Cycle rickshaw & others 0 2 2.9 8 Walk 21 27 29.5 Total 100 100 100

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

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Table: Trip Length by Trip Purpose Average Trip Length Average Trip Length S. No Trip Purpose Km (2008) Km (1992-95) 1 Home based work 7.85 7.0 2 Home based education 5.55 3.5 3 Home based others 5.1 4.9 4 Employer Business 7.25 6.8 5 Non Home based Others 8.05 5.4

• It has been observed that there is considerable increase in trip lengths of personalized modes while predominance of shared autos in several sectors has reduced the trip length of IPT, as shown in the Table.

Table: Average Trip Length by mode

Average Trip Length Km (2008) Average Trip Travel Mode Length Km CMA Excluding City CMA (1992-95) City Walk 1.43 1.66 1.55 1.1 Bicycle 4.83 4.53 4.68 2.8 IPT (Taxi/Auto rickshaw/shared Auto 8.51 7.08 7.80 12.2 / Maxi cab) Two Wheeler 10.27 10.48 10.38 6.3 Car/Van /Jeep 13.8 14.4 14.10 8.0 Private Bus 14.5 9.5 12.00 18.5 Public Bus 9.28 10.7 9.99 14.4 Train 13.83 10.98 12.41 11.1

IV. Travel Demand Forecast Calibration of Transport Model 41. An urban transport model to replicate the “Chennai Metroplitan Area” transportation system (roads, congestion delays, transit system, etc.) has been developed with a state-of-the-art software and modelling technology. Software 42. The selection of software for the model development was carried out by realizing the planning needs of the CMA and also by appreciating the capabilities of different software in the market. Based on a comparitive study of various software, “CUBE” has been chosen as the preferred software. CUBE is capable of the following:

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

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Figure: Zone map

Figure: Highway Network Figure: Transit Network

44. Household and roadside passenger interview data were used to develop the observed mode- wise trip matrices. The external trips for the car, two wheeler, auto, public transport and commercial vehicles were constructed based on the O-D survey conducted at the outer cordon.

The purpose wise matrices were developed for morning, evening and an off peak periods. From the primary surveys it has been observed that the morning peak period extends from 8.00 A.M to 11.00 A.M. and the evening peak period extends from 5.00 P.M to 8.00 P.M. The intervening period is the off

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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 = 0.170 AVI + 0.018 POP – 699 Y = 730 + 0.118 EMP

Education Trips Y = 39.23 + 0.078 STPOP Y = 160.93 + 0.009 SCEN Business Trips Y = 15.43 + 0.143 EMPCI Y = 0.50 + 0.155 EMPCI Other Trips Y = -6.30 + 0.15 NOV Y = 13.73 + 0.0004 POP +0.114 EMPCI Evening Peak Hour

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Work Trips Y=0.0997 EMP + 0.0056 POP +108.97 Y= 0.0323 POP + 494.29 Other Trips Y=0.840 EMPCI +151.93 Y= 0.0046 POP + 0.724 EMPCI +99.31

Table: Trip End Models

Off Peak Hour Business Trips Y= 0.0393 EMP + 324.38 Y= 0.043 EMP + 269.66 Other Trips Y= 0.363 NOV +81.11 Y= 0.0028 POP + 0.445 EMPI + 4.65

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 & 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

-βcijm α Fijm= Km e Cijm

Where K= Constant Factor C=Generalized Cost β= Calibration Constant –Exponential function α=Calibration Constant- Power function Double Constraints are imposed by ensuring that

∑Tij = Gi And ∑Tij = Ai Jm Im Validation 49. Synthetic trip ends were estimated using the calibrated trip end equations. Synthetic trip matrices were developed by the calibrated distribution cum mode choice parameters. These synthetic matrices were compared with the observed matrices. The process is detailed in Figure.

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Base Year Highway Base year Planning Base year Network Variables Transit Network

Trip end model

Highway Skims

Synthetic peak PT Skims hour trip ends

Generalized Cost Combined trip Generalized Cost CAR, TW, AUTO distribution and Transit mode choice model

Preload Commercial External Passenger Synthetic Mode wise Vehicle and NMT Trips OD Matrices flow

PCU (Mode-- wise) Highway Transit PT Passenger OD Matrices Assignment Assignment OD Matrix

No Convergence No Skims Skims Criteria

Yes

Compare with comparable observed

Sector level Trip cost Modal Split trip distribution

matrices

Satisfactory Unsatisfactory

Revise matrix area Highway flow Transit flow definition and repeat calibration cycle

Calculate K factors as necessary

Figure: Forecast Model

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Validation – Traffic Flow 50. Synthetic matrices for morning peak hour are assigned and checked across the screen line, inner cordon and outer cordon with the observed volume counts. It was observed that the values are well within the confidence range.

Comparisons of observed and synthetic Trip length distribution are presented in Figure.

Figure: Trip length distribution - Observed and Synthetic Comparison

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

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Figure: Proposed Landuse 2026- Chennai City

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Figure: Areas outside city in CMA – Proposed Landuse 2026

Based on the population forecasts, past census trends and the potential new developments, horizon year employment has been forecasted and the estimate of employment in CMA area by horizon year is expected to be 60 lakhs. The zones have been retained for the horizon year. The demographic projections made based on Second Master Plan (2026) are presented in the table.

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Table: Demographic Projections Forecast Input 2008 2026 Variables Population CITY 47,46,766 58,55,332 CMA 35,20,165 67,26,333 TOTAL 82,66,930 1,25,82,137 Employment CITY 22,08,586 35,20,481 CMA 10,90,767 24,97,798 TOTAL 32,99,553 60,18,278

52. The Second Master Plan has identified several transport infrastructural proposals as part of the overall land use development strategy. A few transport proposals are either already in the implementation stage or, have been identified as committed. For these proposals, investment plan has been prepared and approved and the funding sources have been identified. Transport network with these selected proposals are termed as committed network. The committed proposals are presented in the Figure. Do minimum scenario represents the situation where ONLY the aforementioned committed schemes are in place by the horizon year. The committed schemes include both highway as well as public transport improvements.

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

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Figure: Network – Do minimum (committed)

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Table: Committed Schemes - Highway

HIGHWAY Lanes Length of the Name From To Characteristics Corridor(km) Outer Ring Road 6L-2W-D 62 Freight Elevated 4L-2W-D Chennai Port Maduravoyal 18 Corridor NH Bypass 4L-2W-D Maduravoyal Red Hills 13 Note: -Lane, D-Divided Table: Committed Schemes - Public Transport PUBLIC TRANSPORT Length of the Name From To Lines Corridor(km) MRTS Velacheri Near St.Thomas Mount 5 2 METRO-Corridor 1 Washermanpet Chennai Airport 23.085 2 METRO-Corridor 2 Chennai Central St.Thomas Mount 21.961 2 AUGMENTATION OF Chennai Central Avadi 19.5 4 to 6 SUB-URBAN RAIL Chennai Central Attipattu 21.6 2 to 4

Travel Demand Forecast 53. The base year model developed as part of the project has been used for the forecast year. The population and employment levels for the horizon year as indicated before are distributed to the TAZs in the study area. Both highway and public transport network are developed for each scenario and forecasted trips and vehicles-hours are determined for different peak periods.

Forecasts Per Capita Trip Rate (PCTR) 54. The per capita trip rate (all modes) has been compiled from past studies and the observed trip rate along with the projections has been illustrated. It has been observed that the PCTR has been doubled during 1971-2008 period and expected to grow to 2.14 by the horizon year.

Travel Demand 55. The growth in daily demand in the past three decades and in the planning period is estimated. The demand has been increased more than four times 1971-2008 period and will be nearly doubled by 2026. The trips assigned in horizon years are presented in the Table.

Trip Length 56. Mode-wise average trip length for car is 14.17 km and for motorized two wheeler is 10.37 km. The average trip length has been steadily increasing over the years and by the horizon year the average trip length is expected to increase by 1 km from the current levels scenario.

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Table: Trips assigned in horizon years

PCTR PCTR Trips assigned Year (All Vehicles) (Motorized) (Motorised) 2008 1.6 1.06 7,63,091 2016 1.69 1.12 11,12,494 2026 2.14 1.41 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) 2008 2016 2026 Travel Characteristics PV PT IPT PV PT IPT PV PT IPT Average Trip length km 10.7 11.71 8.6 10.31 13.53 7.97 10.38 13.37 11.37 Modal split ( %) 48 42 10 48 41 11 43 44 13 Passenger/Vehicle 22 37.4 3.6 30.4 61.5 5.1 40.4 99.4 13.3 Kilometer in lakhs* Passenger/Vehicle hours 0.7 2.13 0.12 1.17 3.29 0.20 2.50 6.66 0.99 in lakhs*

60. For PV and IPT the numbers are in Vehicle km and Vehicles hours for PT the numbers are in Passengers km and Passenger hours. Details are given in the Table.

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Table: Travel Characteristics Voc in Rs. /Km Average Trip Modes Occupancy for Base Year Length (Km) Two wheeler 1.5 1.4 10.37

Auto rickshaw 2.6 Fare 7.8

Car 2.3 4.07 14.17

Public Transport 65 (only Buses) Fare 11.71

Table: Travel Characteristics – Value of Time

Travel Characteristics -Value of Time in Rs/min Mode 2009 2026 Two wheeler 0.53 0.76 Car 1.08 1.54 Auto 0.35 0.5 Work Taxi 0.42 0.6 Bus 0.32 0.46 Train\MRTS\Metro 0.5 0.71 Two wheeler 1.06 1.51 Car 2.16 3.09 Auto 0.7 1 Business Taxi 0.84 1.2 Bus 0.64 0.91 Train\MRTS\Metro 0.995 1.42 Two wheeler 0.26 0.37 Car 0.54 0.77 Auto 0.18 0.26 Education Taxi 0.21 0.3 Bus 0.16 0.23 Train\MRTS\Metro 0.25 0.36 Two wheeler 0.26 0.37 Car 0.54 0.77 Auto 0.18 0.26 Others Taxi 0.21 0.3 Bus 0.16 0.23 Train\MRTS\Metro 0.25 0.36

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Network Speed 61. Commuter’s 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 Base year Do Minimum Average Journey 2008 2016 2026 speed 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 2008 2016 2026 Scenarios Co HC PM Nox Co HC PM Nox Co HC PM Nox Do Minimum* NA NA NA NA 49 14 1 34 79 21 2 47 * Numbers are in Tonnes/day

V. Transportation Strategies Vision and Goals 63. The Vision 2026 developed in the Second Master Plan by the Chennai Metropolitan Development Authority (CMDA) is – “to make Chennai a prime metropolis which will be more livable, economically vibrant and environmentally sustainable and with better assets for the future generations”

64. Considering the current trends and future challenges that Chennai is facing, a set of key priorities or principles are devised that underpin the development of the transport strategy. These key guiding principles/priorities are:

• Provide transport choices for all • Reduce Congestion • Integrated Transport Planning • Efficient transport investment

65. In accordance with these principles, appropriate strategies are developed which are consistent with the National Urban Transport policy (NUTP), National Environmental Policy and the city’s Second Master Plan (SMP). The strategies seek to address the concerns of all segments of commuting population. By emphasizing the pre-eminence of public transport and non-motorized modes of travel; adopting various elements of Travel Demand Management and integrating with the landuse development scenarios, the urban transport strategies seek to achieve the vision set out for CMA.

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Goals 66. The present situation in Chennai will only continue to worsen if nothing is done. Do minimum (considering the committed schemes like Metro Rail, MRTS, commuter rail, Outer Ring Road, elevated freight corridor, bypass) forecasts also show low network speeds in 2026 (inside core area) - a really serious and unsustainable situation.

67. A set of performance indicators has been developed as goals to be achieved in 2026 for the City. The Goals have been defined based on the vision and the objectives. The goals were set in consultation with CMDA and the Stakeholders. The mobility strategies developed will aim at attaining the goals. The goals or targets set for this study are shown in the Tables. It is to be noted that the 2008 values given are from the model outputs.

Table: CCTS Goals Category Index 2008 Goal (2026) Modal Public Transport 27% (41%) 46% (70%) Shares IPT 7% (11%) 5% (8%) (all trips) Private Transport 32% (48%) 15 % (22%) NMT 34% 34% Numbers in parenthesis indicate motorized vehicle percentage Benchmarks Goal Public Transit Share 46% (70%)* Walkability (Footpath Length /Road 70 Length Cyclability (Cycle path Length /Road 10 Length Fatality Index (Fatalities/Lakh Reduce by 50% Population) On Street Parking Index 0-5% Non-Motorized Travel Index 35 Emissions(Tonnes/Day) Reduce by 50% Average Journey Speed 30 Numbers in parenthesis indicate motorized vehicle percentage Review of Transport Policies 68. The existing national and international urban policy framework for urban areas is reviewed prior to framing the strategies for Chennai. In the Indian context, the National Urban Transport Policy and the Second Master Plan for CMA are noteworthy documents that deserve careful review. The City Development Plan (CDP) for Chennai prepared under Jawaharlal Nehru National Urban Renewal Mission (JnNURM) is also reviewed. In the International arena, the framework of World Bank and the City of London have been chosen for review for their significant contribution for evolving Transport Strategies.

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Second Master Plan for CMA 69. In Volume 1, Chapter 4 of the Second Master Plan document, CMDA has proposed detailed strategies and related plans to address the projected traffic demand by the year 2026. The plan then gives a list of medium term and long term schemes. The Second Master Plan further states that “A quick review of the shelf of projects, indicate that the targeted modal share of 70% by public transport is fairly realizable provided the metro rail network is implemented in full and the road network capacity is augmented by development of elevated highways.” The strategy proposed in the Second Master Plan is summarized in the Table.

Table: Strategy Proposed by Second Master Plan for CMA No. Strategy Policy • Augmenting the coverage and capacity of the rail and bus transits Moving people rather • Removing bottlenecks in the rail transit and bus transit networks

than vehicles • Priority for bus transit by reservation of lanes along major arterial roads 1 • Differential pricing commensurate with the LOS for public transit. • Running mini-buses for railway stations access • Developing a transport network based on CTS Integrating land use • Restructuring the land use distribution around transit nodes and urban • Ascertaining the adequacy of the road and transport supply vis-à-vis, the land 2 transportation 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 Priorities to non- 3 motorized transport • Demarcating road space exclusively for movement by pedestrians and cyclists (NMT) • 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 Optimizing the • Selected junction improvements for improving corridor throughput existing road and • Introducing high occupancy vehicles (HOV) lanes along critical road corridors 4 transport infrastructure • 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 Reorganize parking 5 • Introduce the concept of community parking • Use the underneath space of flyovers for parking • Ban transport vehicle operators if the operators do not have parking of their own • Parking pricing to reduce the use of private modes • Construction of parking complexes on government agencies land • Review the adequacy of parking standards periodically

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No. Strategy Policy • Encourage wider coverage and capacity by the Para-transit Redefining the role • Provide parking for Para-transit at public transport terminals of Para-transit 6 • Regulate the operation of Para-transit by enforcing minimum safety norms. • Plan and develop exclusive elevated corridors for freight traffic within the City Segregating freight core traffic & passenger • Plan and develop orbital roads in the form of urban bypasses traffic • 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 Deploying various • Allocate HOV lanes along major arterial roads travel demand • Encourage new industrial complexes to have residential quarters within their 8 management (TDM) premises measures • 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. Putting in place an • Enlarge vehicular population using pollution free fuels viz. LPG / CNG / battery environmental • Strictly enforce the road users obtain EUC

development • Establish a GIS based air quality monitoring and information system 9 management • Major transport development measure to comply with environmental safeguards mechanism • 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 Setting up a unified and tariff fixing authority for all urban transport modes in CMA institutional • Take continued efforts to integrate bus and rail transport pending the formation 10 framework of UMTA encompassing all • Mobilize additional resources for road development using levies. modes • 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 Enforcement as a • Campaigns and special drives to educate the road users to adhere to traffic

potential tool for discipline 11 development • Delink driver training and licensing from the vehicle registration and licensing • CV Driving Schools/Institutes to have modern facilities for better driver evaluation

• Plan and develop mono-rail / LRT /ETB Promoting other • Plan and develop SKYBUS 12 transit options • 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 Promoting innovative • Dewater vehicular sub-ways promptly during monsoon 13 technologies / • Construct foot-over bridges / pedestrian sub-way connecting shopping practices 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

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70. Transport choices oriented strategy more specifically increasing the range of transport options such as bus, BRT, suburban rail, metro rail, MRTS, Mono rail, bicycle, walking etc. • Road system focus transport strategy that increases the supply, capacity and management of the road network • Demand management strategy that seeks to alter the transport demand and demand characteristics through indirect intervention including control of land use. • The combination of the salient features of the above three categories to ensure mass movement of people rather than vehicles While the first two categories are supply oriented, the third category is demand oriented and the fourth category is more public transit oriented.

Transport Strategies 71. Solutions for the complex transport issues of Chennai cannot be obtained by a single strategy. The following strategies need to be implemented in tandem to meet the various goals set for Chennai: • Land use and Transport strategy • Roadway network strategy • Public transit strategy • Non motorized transport strategy • Freight management strategy • Demand management strategy • Traffic management strategy

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

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

74. Each zone has its own challenges and priorities that the strategy must address. • Zone 1 is the inner CMA zone and is bounded by the Adyar River, the Suburban Railway Line as well as the Cooum River. The zone consists of the areas of T-Nagar, George Town, Anna Salai, Nungambakam, , Mylapore, , etc. It forms a core area of of Chennai city.

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• Zone 2 is the area extending from Zone 1 up to NH Bypass to the west, Sholingallur- Rd to the south and Manali High Road to the North. It is the home of the majority of the CMA population and employment centres. • The zone 3 is the rest of the CMA that contains the outer periphery between the Bypass and CMA boundary. • Zone 4 may be considered as the regional area outside and beyond CMA boundary whose developments include the potential SEZs and the like that is likely to have influence on the CMA activities.

Figure: CMA Zones

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

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

Figure: CMA Population and Employment Density growth directions in 2026

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

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Figure: Growth of Population and Employment in CMA 2026

Land use and Transport Strategy 77. For a balanced, planned development, a multi-pronged approach is recommended for adoption which includes the proposed areas for future developments as follows: • The IT and other related developments are proposed towards IT Express Way as an IT Zone without reference to land use zoning. • The Second Master Plan 2026 emphasizes on growth and densification of the urban areas in the south, southwest, west and the northern directions will continue. In addition, the infilling areas between these corridors are proposed for developments by land use regulations. In the Red hills catchments area, a wedge between the C.T.. Road and GNT Road in the west of Redhills Lake will continue to remain as area zoned for restricted developments in order to protect the run-off and also keep the potable water sources free from pollution. • TNHB has taken action to acquire chunks of lands along Outer Ring Road (ORR) to develop satellite townships. As part of land use planning also, large areas to accommodate future activities and population has been zoned along ORR. Special incentives for locating employment generating activities along this corridor could be envisaged. • Chemical and other industries classified as hazardous are mainly located on the north outside the city. Areas for development of such industries in future are also zoned around the same in the proposed Master Plan 2026.

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• As envisaged in the First Master Plan, development of Thiruvallur and Gummidipoondi as Satellite Towns shall be encouraged. In addition, in the southern corridor along OMR and the Western corridor along GWT, Satellite Towns are to be proposed and developed.

Road Network Strategy 78. An important component of the strategy is the transport network scenarios as land use, public transport, and travel characteristics are all influenced by the network. Conventionally, city road arterial and sub-arterial networks are developed as either radial or grid or combination of both for efficient traffic movement. Further the highway and public transport networks need not be on the same corridor and in case of rail-based public transport more often than less; the networks are elevated and need not lie on the highway links. The urban strategy considers the road and public transport network that is practical and achieves the objectives of the strategy.

79. Several road and road sections also align north-south or east-west. Though the network of CMA readily appears as radial, by suitably combining the north-south and east-west aligned section a grid pattern is also possible for the CMA. It must however be noted that in both arrangements certain road links are missing and therefore additional links or re-aligning certain existing links are required. The radial and grid networks are shown in the Figures.

80. Both radial and grid networks have the committed schemes as it is being assumed that the committed schemes would be implemented.

Figure: Radial Arrangements of Transport Corridors Figure: Grid Arrangements of Transport Corridors

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Evaluation of Radial and Grid Network Patterns 81. The criteria used for short listing the two scenarios (radial and grid) include: • Modal split • Trip Length • Passenger Trips & Passenger Hours • Average Network Speed • Cost

Summary of Radial and Grid Network Evaluation 82. The ranking of network scenarios based on the different criteria as discussed provides the basis for selecting the preferred network strategy. From transport perspective, the differences between the two strategies (Radial and Grid) are not very significant. However, the investment requirement for the radial system is lower.

83. Hence, the economic benefits in developing the radial system, in Consultant’s 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 Grid Radial PT Modal Share (all modes) -% 38(58) 37(56) Avg. Passenger Lead -Km 8.32 7.52 Peak Hr. Passenger Trips- (Lakhs) 8.24 8.43 Avg. Speed- KMPH 21 25 Total System KM 502 436 Block Cost Rs. In Crores 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 Numbers in parenthesis indicate motorized vehicle percentage

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

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85. The Public Transport Improvement plan would focus the following three issues: • Bus augmentation • Higher order Mass Transit Systems • Intermodal Facilities

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

Higher Order Mass Transit Systems 87. With the anticipated population of 12.6 million(including Chennai City and rest of CMA) by 2026, it is expected that the Passengers Per Hour Per Direction (PPHPD) in the transit network, along some of the major corridors, would be in the rage of 20,000 to 30,000 PPHPD. Bus augmentation will not be able to cater to the increased public transit load. Public transport corridors on which a higher system BRT/LRT/Mono-Rail/MRTS or Metro can run need to be identified. These corridors can be on existing transport network system either at grade or grade separated, depending upon the right-of-way (RoW) availability.

88. The choice of the mass transit system can be strategically decided based on a set of characteristics of the various mass transit options. However, the choice of the higher order mass transit system is decided after careful analysis of some alternative options.

89. Keeping the committed schemes unaltered, the plan includes augmenting buses, as a first step, significantly. When a corridor requires any other higher order system (like LRT/metro etc.) in the future, till that time, it needs to be served by buses with various improvement measures. At the desired time, the required transit system is directly to be introduced. That means, there is no ‘stage-development’ at the intermittent years through other types of systems.

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

• Integrated Public Transit Network Planning

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• Integrated Fare policy and ticketing • Intermodal Stations to minimize delay/transfers • Intelligent Transportation Systems (ITS) • Access to the public transit network that includes integration with auto-rickshaws, taxis, and NMT modes like bicycles and cycle rickshaws • Park and ride Facilities along mobility corridors • Institutional integration

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

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

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

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

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

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

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

• Maintain path surfaces. Establish a system to quickly identify and correct problems. • Establish connected walking networks and sky walks. • Provide adequate walkway widths. Prevent vendors, pavement dwellers, vehicle parking and other uses from blocking walkways. • Create bike lanes and bicycle boulevards (streets where bicycles have priority and motorists must drive at low speeds) where appropriate. • Correct roadway hazards to non-motorized transport. • Use street furniture and pedestrian friendly design features • Integrate cycling with transit. • Provide bicycle/rickshaw parking stands. • Address security concerns of pedestrians and cyclists. • Develop /encourage bike rentals/sharing.

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

• Restricted delivery times in central business districts • (8 AM -8 PM prohibition) • Use of small and medium size vehicles with modern emission controls in the central city areas. • Develop Freight Terminals/warehouses on the periphery of the city.

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

• Congestion Pricing • Parking Control • Fuel Cess

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Congestion Pricing 100. Congestion pricing refers to road pricing used as a mobility management strategy to reduce traffic congestion. Congestion pricing requires time-variable tolls, with higher charges during peak periods and lower or non-existent when roads are non-congested. Cordon pricing, area wide licensing policy and parking charges are means by which congestion pricing can be enforced.

Road pricing should be implemented in conjunction with improved transportation options, so consumers have viable alternatives. Congestion pricing needs to be used strategically in the core business areas in Chennai as proposed.

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

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

Traffic Management Strategy 103. It is imperative that Traffic Engineering and Traffic Management be given high priority in Chennai. Simple junction design and optimization itself can alleviate to a larger extent difficult problems in the short run.

While we not only aim to achieve a more optimized network, traffic safety is significantly emphasized. Also, the street looks organized and provides a much better ambience. Key traffic management measures are:

Traffic engineering that includes junction improvements (geometrics and signage) and redesign • Traffic control devices • Area Traffic Control (ATC) and ITS • Black Spot identification and elimination Traffic (Oneway,parking management) • Encroachments/ Management

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

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

Accordingly, the proposals emerging out of the overall transport plan for CMA classified under short, medium and long-term schemes are as below: Long – Term Proposals • Mass Transit Systems ƒ MRTS ƒ Metro ƒ Mono Rail / LRT ƒ Suburban Rail ƒ 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 ƒ Parking Regulation ƒ Signal Optimization ƒ Junction Improvements ƒ Road Markings and Signage ƒ Corridor Improvement Schemes ƒ One way Streets

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VI. Long Term Proposals Public Transport Proposals 106. The radial system was seen to be the cost effective way to go forward and after a series of meetings with stake holders and discussions with the Technical Committee, the conceptual radial system has been adjusted with routing and corridor revisits to bring more rationality in the Public Transport Plan.

107. Keeping the committed schemes unaltered, the plan includes augmenting buses (as a first step) significantly, adding additional Metro corridors, /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 via • ( Length -42 km; pphpd – 20000) • From to Gummidipoondi via Thiruvallur (Length-93 km; pphpd – 20000) • From Chengalpattu to Mamallapuram (Length–27km; pphpd – 20000) • 4th line from Beach to (Length-21.6 km; pphpd - 12000) • 5th & 6th line from Central to Avadi (Length-19.5 km; pphpd- 17000)

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2016 2021 2026 Sl. Length Year of From Via To No (Km) Opening System PPHPD System PPHPD System PPHPD

Poonamallee, Porur, Sriperum Arcot Road, T **High LRT/ LRT/ 1 Luz 42 3000 7000 12000 2021 badur Nagar, Teynampet, Dense Bus Monorail Monorail Luz Road GNT Road, High Madavara Light High Dense 2 Road, Perambur, Mc 19 6000 Metro 19000 Metro 29000 2021 m house Bus Nichols Road, , Luz , Pallavara Poonamallee, Koyambed LRT/ LRT/ LRT/ 3 27 5000 7500 12500 2014 m Ambattur, Ambattur u Monorail Monorail Monorail Estate CTH Road, Ambattur Industrial Estate, LRT/ LRT/ LRT/ 4 Ambattur 24 7000 8000 10000 2014 Padi, New Avadi Monorail Monorail Monorail Road Kundrathur, ORR from 5 Nazarethpet, 30 BRT 2000 BRT 4000 BRT 8000 2016 Vandalur Thandarai Srinivasapuram, Pallavara Thorapakk 6 Kilkattalai,Kovilamb 11 BRT 2000 BRT 4000 BRT 7000 2016 m am akkam St. Ullagaram, Medavakka Elev. 7 Thomas , 11 Elev. BRT 5000 7500 Elev. BRT 12000 2016 m BRT Mount Kilkattalai Saidapet, , 8 Adyar NH bypass 16 Elev. BRT 4000 Elev.BRT 5000 Elev.BRT 6000 2014 Mount Poonamallee Road, Porur Velachery Road, Thiruvanmi 9 Vandalur 20 BRT 2000 BRT 3000 BRT 4000 2016 Medavakkam yur Washer Thiruvottriyur High Wimco 10 9 Metro 12000 Metro 18000 Metro 30000 2016 menpet Road Nagar NH Maduravoyal, Bypass Madhavara LRT/ 11 Ambattur, Pudur, 18 BRT 6000 BRT 7000 10000 2026 from m Monorail Porur Tiruman Padi, Eveready, Wimco 12 16 BRT 4000 BRT 5000 BRT 7000 2016 galam Manali Nagar Kandhanchavadi, Tiruvan Kelambakk 13 Thorapakkam, 23 BRT 2000 BRT 3000 BRT 5000 2016 miyur am Mettukuppam, High Nandam , Koyembed High Dense High 14 7 2000 Dense 4000 7000* 2016 bakkam u Bus Dense Bus Bus Note: pphpd denotes passengers per hour per direction

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

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Figure: Suggested Public Transport Corridors - 2016

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Figure: Suggested Public Transport Corridors - 2021

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Figure: Suggested Public Transport Corridors - 2026

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Inter-modal Stations 112. One of the key elements that has been considered is intermodal integration. The plan envisages several Intermodal stations: • Kilpauk • Anna Flyover • Tirumangalam • Porur • Saidapet • St. Thomas Mount • Tiruvanmiyur • Central • Light House • Kundrathur • Pallavaram • Madhavaram Figure: Intermodal Station at Saidapet • Koyambedu

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 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, , Thirunindravur & Redhills. The intercity bus terminals locations are shown in Figure.

Figure: Intermodal Station concept at Porur

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Figure: Locations of Intercity Bus Terminals

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VII. Freight Transport Proposals Freight corridors 114. The suggested improvements for Freight Transport include the following: • Designated freight movement corridors to commercial and freight nodes such as port by provision of Freight Corridor as shown in the Committed Schemes viz Port-Maduravoyal elevated tollway. • Freight movements along the East Coast Road may be diverted via 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 2 Suryanarayana Road 3 TPP Road 4 Manali Oil Refinery Road 5 Northern Segment of IRR 6 Chennai Port - Ennore Port Connectivity Road

7 Chennai Port - Maduravoyal elevated Corridor 8 ORR 9 Vandalur Kelambakkam Road 10 NH4 / NH205 upto NH Bypass

11 NH45 upto NH Bypass

12 NH5

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

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Figure: Freight Movement Plan

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Truck Terminals 115. Truck Terminals are proposed at the following ten locations: • Vandalur • Varadharajapuram • Karunakarancheri • Nallur (Chekkadu) • Madhavaram • Manali • Koyembedu • Maduravoyal • • Annambedu VIII. Demand Management Proposals 116. Demand management, is recognized as an appropriate measure to discourage use of private modes, yet is also very difficult to implement. We are of the opinion, however that an increased parking charge in zone 1 with parking meters must be considered. Also a cess on fuel as a demand management tool should be actively considered. The following demand management measures are recommended as part of the demand management strategy. CMA Zones are shown in the Figure.

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Figure: CMA Zones • Developing a parking policy that uses parking, more as a demand management tool than addressing parking inadequacy. The policy must address the problem of parking congestion in Chennai and at activity centers in particular. • Parking management in activity centers and especially in Zone 1 • Fuel cess to improve funding for highway and public transport improvements • Demand Segmented Pricing mechanism and Operations in public transport. • Integrate off-street parking provision with transport terminals and stations. • Leverage technological solutions in parking provision • Work with community and businesses flexible working hours, vehicle reduction activities, vehicle occupancy increasing activities, encouraging telecommuting as a policy etc. (Non transport measures)

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It is estimated that the Demand Management proposals, if implemented, will increase the PT share by an additional 6%. IX. Road Network Improvement Proposals 117. The suggested highway network capacity enhancement improvements are shown in Figure. All National Highways are deemed as mobility corridors. The following are included in the highway network improvements: • Designating NH45 and NH4 as Multi Lane Thoroughfares connecting the city area with satellite centers. • All the committed highway network improvements such as Freight corridors, elevated corridors and ORR. • Intersections between major arterials and multi modal corridors also recommended for interchanges and the same are shown in the Figure. • Augmenting capacity of major arterial roads or multi modal corridors that need capacity improvements • Development of arterial, sub-arterial and collector • road network for improved connectivity and mobility including critical missing links • NH4, NH45, NH205, NH5, ORR, Bypass & IRR shall be on priority to through movement

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Figure: Suggested Roadway Improvement Plan for CMA

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118. It is recommended that as the city grows over the years, NH Bypass would become an urban arterial and once density increases on ORR, the by-passable traffic would have to be diverted through the proposed Satellite Town Ring Road (STRR). Ring Roads could be built around the towns of Mamallapuram, Chenglepet, Kancheepuram, Arakonam, and Gummidipoondi and the STRR could skirt these rings. The total length of STRR is about 190 km and needs to be taken up after 2026 (See Figure).

Figure: Satellite Town Ring Road

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X. New Links 119. It is recommended to build several new links with six-lanes within the CMA. These links are necessary to provide connection to important activity centers and also to connect to other existing major roads.

120. The existing road network has a few segments broken, thereby causing the traffic to go around. This results in increased travel time, trip length and additional user costs. It is hence recommended to construct these segments of links in order to provide continuity in the network. Accordingly, the following new links as listed in the Table have been identified:

Table: New Links

ORR from NH 45 to TPP road (ongoing)

NH bypass From NH 4 to NH 5 (ongoing)

CMA Peripheral Ring Road sections (Kelambakkam to NH45 & Tiruvallur to Minjur)

Link between Vandalur-Wallajabad Road & Sriperumbudur-Kodambakkam Road

Link between NH Bypass & ORR & NH4 ()

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 -

Medavakkam – Kovoor

Kannadasan nagar to CPCL (Manali road)

Puzhal to Jawaharlal Nehru Road ‐ Madhavaram – Red hills road

Nesapakkam to Nandambakkam (Trade centre) XI. Road widening 121. The following major roads have been selected for widening schemes in order to increase the roadway capacity: • NH45-NH4 via : 25 km of roadway widening to 6- lanes • Sriperumbudur – Tiruvallur (Singaperumal Koil – Sriperumbudur Road) : 22 km of roadway widening to 6- lanes • Redhills – Tiruvallur: 33 km of roadway widening to 4-lanes • Kelambakkam – Vandalur: 19 km of roadway widening to 6-lanes

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Notes: • It is to be noted that on corridors identified for the introduction of higher order mass transit systems where widening programs are also recommended, the widening process should start and be completed well before the work on the infrastructure for the transit systems begins. • While developing the road network systems, all the future roadway plans suggested in the Master Plan are taken in to account.

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

Table: Summary of long term improvements

No. Schemes Details Unit Quantity 1 MRTS From Velachery to St. Thomas Mount* km 5 1. From Washermenpet to Airport* 2. From Chennai Central to Thirumangalam* km 45 3. From Thirumangalam to Kathipara* 2 Metro Washermenpet – Wimco Nagar km 9 GNT Road – Madhavaram High Road-Perambur – Mc Nichols Road- Anna km 19 Flyover – Luz - Sub Total 73 Pallavaram – Kundrathur - Poonamallee - Ambattur - Koyambedu km 27 Avadi – CTH Road-Ambattur I.E - Padi – New Avadi Road – Kilpauk km 24 Mono NH Bypass from Porur- Maduravoyal- Ambattur – Pudur – Puzhal - 3 km 18 Rail/LRT Madhavaram Sriperumbudur on NH4 - Poonamallee - Porur – Arcot Road-T Nagar- km 42 Teynampet- Luz Church Road-Luz Sub Total 111 Outer Ring Road (Vandalur)-Kundrathur – Nazarethpet – Thandarai - km 30 Pattabiram Medavakkam – Kilkattalai – Nanganallur – Ullagaram - St.Thomas km 11 Mount (El.BRT) Northern Section of Jawaharlal Nehru Road ( Thirumangalam - Padi- km 16 Eveready-Manali-Wimco Nagar) Tiruvanmiyur- Kandhanchavadi-Thoraakkam-Mettukuppam- km 23 Kelambakkam (IT-Corridor) 4 BRTS Thorapakkam – -Kilkattalai-Srinivasapuram-Pallavaram km 11 Vandalur-Tambaram-Velachery Road-Medavakkam-Thiruvanmiyur km 20 Adyar-Saidapet-Nandambakkam-Porur (Elevated) km 16 NH Bypass from Porur – Maduravoyal – Ambattur – Pudur – Puzhal - km 18 Madhavaram Sub Total 145 1. 4th line from Beach to Athipattu* 2. 5th & 6th line from Central to km 42 Avadi* Chengalpattu-Tiruvallur km 47 Proposed 5 Suburban Thiruvanmiyur - Perungudi-Mamallapuram km 42 Rail Links Thiruvallur - Gummudipoondi km 46 Chengalpattu-Mamallapuram km 27 Sub Total 204 6 Bus Augmentation Nos. 8000

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No. Schemes Details Unit Quantity 7 Intermodal Stations Nos. 13 ORR from NH 45 to TPP road* km 62 NH bypass From NH 4 to NH 5* km 13 CMA Peripheral Ring Road sections km 56 (Kelambakkam to NH45 & Thiruvallur to Minjur) Link between Vandalur-Wallajabad Road & Sriperumbudur- km 10 Kodambakkam (Road) Link between NH Bypass & ORR & NH4 (Sunguvarchatram) km 23 Major New 8 Links Ennore Port Connectivity Road km 23 (6 lanes) NH bypass (MEPZ) to ORR km 3 Southern Segment ORR ( near – Tambaram Airforce Station) km 10 Jawaharlal Nehru Road southern segment* km 5 Thorapakkam – ECR line km 2 Velachery - Karapakkam km 4 Sub Total 211 Kannadasan nagar to CPCL (Manali Rd) km 3 Puzhal to Jawaharlal Nehru Road - Madhavaram – Red hills road km 3 Missing 9 Links (4 Medavakkam – Kovoor km 15 lanes) Nesapakkam to Nandambakkam (Trade centre) km 3 Sub Total 24 NH45-NH4 via Oragadam (6 lane) km 25 Sriperumbudur-Tiruvallur (6 lane) (Singaperumal Koil – Sriperumbudur km 22 Rd) Major Road 10 Widening Redhills-Tiruvallur (4 lane) km 33 Kelambakkam-Vandalur (6 lane) km 19 Sub Total 99 Along Adyar River km 11 Along Medavakkam High Road km 9 Pallavaram – along NH45 km 3 Nandambakkam-NH Bypass (along Mount. Poonamallee Road) km 5 Elevated 11 Roads NH Bypass – Poonamallee Bypass along NH4 km 6 Manali Oil Refinery Road – Central-Light House along Buckingham km 16 canal Light House – (Santhome Bypass Elevated Corridor) km 9 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. 4

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XII. Block Cost Estimates 123. The costs for investments by 2026 are given in the Table.

Table: Total Investment Program for Long Term Schemes - 2026

Assumed Unit Amount Item Unit Rate (Rs. In Quantity (Rs. In crores) 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 Highway Network Augmentation 5755 Committed schemes 19868 Intermodal Stations Nos. 25 13 325 Truck terminals No. 10 10 100 Intercity bus terminals No. 200 4 800 Total (Rs. In crores) 68710

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

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

126. The analysis period of the project is taken as 30 years from the year of commissioning of each project.

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Cost components considered include: • Capital cost (block cost) and • Operation and Maintenance cost

127. All the financial costs pertaining to construction and maintenance were converted into economic costs by using the conversion factor of 0.85.

128. The proposed projects will yield tangible and non-tangible benefits due to equivalent reduction in road traffic and certain socio-economic benefits. Implementation of these projects will result in significant benefits due to reduction in fuel consumption (Vehicle Operating Cost) of vehicles and travel time of passengers. Non- tangible benefits such as reduction in accidents, pollution and road maintenance costs are not included in the analysis.

Various inputs and results of economic analysis for each category of project are presented in the Table below. O & M/Annum (% of capital cost): 3%

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

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. The list of the additional schemes is shown below.

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Shelf of additional schemes included – Long Term

Broad Cost S. No. Project (Rs. In Crores)

A DEVELOPMENT OF ROAD NETWORK A1 Elevated highways Along Nungambakkam High Road, High Road, 1 300 Mc. Nichols Road, College Road and Haddows Rd Sub Total(A1) 300.00

A2 Development of Freight Corridors Road connecting Ennore Port (northern gate) and TPP Road @ 1 142.98 Road connecting Ennore port (northern gate) and NH5 @ 2 100.68 Thatchur Sub Total(A2) 243.66 A3 New Links New Link Road connecting Greenways Road to Northern end of 1 Thiru-vi-ka Bridge at bai Deshmukh Road inside Music 3.00 College Link road between Madhaya Kailash and Muthuramlinga 2 40 Thevar Salai along West Canal Bank Road (1.8 km) (elevated) Link from – Gandhi Mandapam Road and West 3 Canal Bank Road (utilising the approach road to Birla 25 Planetarium and existing road behind CLRI) (1.16 km) Link road along Ponni Amman Koil Street connecting Gandhi 4 30 Mandapam Road and West Canal Bank Road (1 km) Link road between New Avadi Road and Medavakkam Tank 5 5 Road Link Road between (OMR) and East Coast 6 30 Road at 7 Ambattur Estate to ORR (via Paruthipattu) (15km) 150

8 Bypass roads to & Towns (12km) 180

9 to Darkas Loop Road (via) TNHP Colony (3.2 km) 5

10 Velachery - Kelambakkam Link Road –(8.6) (4 lane) 86

11 to ORR (5.5km) (4 lane) 55 Providing an east-west link connecting the RoB near 12 Ambattur Rly.and IRR near station, north of the 150 Central- Rail line

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13 Link connecting Road to Ennore Expressway 75

An approach road on Alamathi Road to Red Hills – Tiruvallur 14 100 main road (via) Avadi – Alamathi (Four lane) – 14km Link connecting Vanagaram – Ambattur Road and Porur 15 25 through Chettiaragaram (NH 4 – M.P. Road via Chettiaragaram Link connecting Ambattur-Red Hills Road and IRR by widening 16 and strengthening the Water Canal Road from 25 Madanamkuppam

Link Road between Thiru-vi-ka Bridge and Kotturpuram Bridge 17 along Southern Bank of Adyar River and extending upto 50 Maraimalai Adigal Bridge (4.4 km)

18 Link connecting Medavakkam to Kovoor 20 19 Link from MBI Road to Rajiv Gandhi Salai thru Jaladampattae 60 Sub Total(A3) 1114.0 XIII. Medium Term Proposals Off-street Parking Facilities 131. Locations proposed for constructing multi level parking lot in Chennai are: • At the existing T. Nagar Bus Terminal on South Usman Road. • Multi-storied Parking Facility at the areas of MTC & SETC bus terminals at Broadway. • At the MTC bus depot (East) on 3rd Avenue. In order to meet the future parking demand, a multi- storied parking lot is proposed at the MTC bus depot located on 3rd Avenue. • Multi-storeyed Parking Lot at the Garbage Truck Parking Site on Some typical multi-level parking facilities Nungambakkam High road. • Multi-storeyed Parking Lot at the MTC Bus Terminal on Velachery road. The present bus terminal area and the open land (private property) close to the terminal, which is now used for cycle and two wheeler parking, can be converted into a multi level parking lot. • Multi-Storeyed Parking lot at Wallace Garden. A Multilevel Parking lot is proposed by Chennai Corporation on Wallace Garden First Street off Greams Road near .

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XIV. Grade Separation at Intersections 132. Many intersections cannot be managed by merely improving the geometrics and rationalizing signals and hence requires a higher order treatment like subways or flyovers, for better management of traffic.

133. In addition to those intersections identified through surveys, grade separators are proposed on major intersections on the proposed mobility corridors as part of long-term transport strategy.

134. The provision of committed Metro Rail / new elevated infrastructure contemplated is to be duly considered including combining flyovers as the situations warrant.

Grade separated facilities are proposed at the following locations: • Sterling Road Vs College Road • Combined Flyover on sections of Periyar EVR Salai between Sydenhams Road Junction to Pulla Avenue. • Royapettah High Road Vs R.K.Mutt Road Vs Luz Church Road • Taramani Velachery Road Vs Velachery Main Road • Taramani Velachery Road Vs Velachery Bye-pass Road • Poonamallee High Road Vs Thiruverkadu Causeway • Poonamallee High Road Vs Vanagaram Ambattur Road • GST Road Vs Pallavaram Thorapakkam Road • NSK Salai Vs Thirumalaipillai Road Vs Valluvar Kottam High Road • Jawaharlal Nehru Road Vs Kaliamman Koil Street • Jawaharlal Nehru Road Vs Redhills Road • Pantheon Road Vs Marshalls Road Vs Dr. Nair Road • Walaja Road Vs Qaid-e-Milleth Road • Medavakkam Tank Road Vs Purasavakkam High Road • Konnur High Road Vs Medavakkam Tank Road • Venkatanarayana Road Vs Burkit Road • Kathivakkam High Road Vs Thondiarpet Road • Thiruvottiyur High Road Vs Kathivakkam High Road • Manali High Road vs Ennore High Road • Sardar Patel Road Vs Velachery Road • Velachery Road Vs Medavakkam Main Road • Avadi Poonamallee Road Vs Poonamallee Trunk Road • CTH Road Vs Redhills Road • Kaliyamman Kovil Street and MGR Salai (Arcot Road) • Vandalur Kelambakkam Road and NH-45 • Ennore Expressway and Manali Oil Refinery Road

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• Jawaharlal Nehru Road and TPP Road • Vandalur Road and Mudichur Road • 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 Road junction • Near MTC Bus terminus at T. Nagar • Velachery road- Taramani road junction • Mount Poonamalle Road - Mangadu Road Junction • CTH Road near Avadi Bus Stand • CTH Road in front of Ambattur Bus Stand • GST road near Chrompet bus stand • Near Thiruvotriyur bus stand

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• Luz Junction

137. It is to be noted that some of the locations given in this list find place in the earlier CTTS study of 1993. These include the ones that are not implemented till now. Analyses of these locations did mandate the grade separation.

138. On metro corridors, where the pedestrian underpasses are also proposed, the underpasses need to be integrated with the proposed metro stations.

139. In addition to the list of pedestrian subways suggested above, the Consultants by observation and experience also recommended a number of other locations where subways are needed in the future. The additional locations would include:

• MEPZ • Guindy – MKN Road • Poonamallee High Road – Nerkundram • Koyambedu – Periyar Salai Bus Stop • Valachery Road (Tambaram East Railway Station) • Sardar Patel Road (Guindy Engineering College / Gandhi Mandapam) • Sardar Patel Road – LB Road • South Usman Road () • Theagaraya Road () • 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 ( junction) • Padi intersection • Konnur High Road and Medavakkam Tank Road () • Uthamar Gandhi Salai – MGR Salai • GST Road near Chromepet Bus Stand

Skywalks 140. Skywalks are proposed to remove the pedestrian vehicle conflict especially in the crowded areas such as Railway Stations, Bus Terminals, Shopping centres etc. Skywalks are proposed at the following locations (refer figures given below). • Around Central & Egmore Railway Station • Near Panagal Park

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• Near • CMBT & CCBT @ Koyembedu • Parrys

Figure: Around Central Railway Station

Figure: Near Panagal Park Figure: Near Tambaram Railway Station

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Figure: Near Parrys (NSC Bose Road) RoBs/RuBs 141. As part of medium-term traffic management schemes, following level crossings were recommended to construct RoB/RuB in the future.

• Construction of R.O.. in lieu of L.C.4 (Near Tiruvotriyur Railway Station) • Construction of RUB near Wimco Nagar Railway Station, LC6 • LC 3 at • 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 ( Rly Station) (approved) • Construction of RUB near XV. Traffic Management Systems 142. Traffic management systems are very effective in tackling the urban traffic chaos especially when backed up by a traffic management center. The role of Intelligent Transport Systems is to ensure smooth vehicular flow by technology support.

143. These systems are proving to be very effective in enhancing the traffic operations in addition to increasing the safety of road users in cities in developing countries.

144. The role of the traffic management center is to ensure smooth vehicular flow by technology support. The Traffic or Transportation Management Center (TMC) is the hub of a transportation management system, where information about the transportation network is collected and combined with other operational and control data to manage the transportation network and to produce traveler information. TMCs can help in reducing

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incident response times, lower incident rates (mainly secondary incidents), disseminate traveler information and hence reduce congestion and enhance safety.

145. Field components include: Management; Closed circuit Television surveillance (CCTV); Area Traffic Control Systems, Variable Message Signs; City Traffic Signal System, Intelligent Transportation Systems (ITS) Programs; Enforcement Center, Interceptor control, wireless and telephone center, data center and web server and Emergency Management Operations for Evacuation and Disasters.

146. Initially, 4 areas have been identified for implementing area traffic control through traffic management center (shown in Figure). The areas are: • T Nagar • Egmore • Purasavakkam • Mylapore

Figure: Location of TMCs

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

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

Medium term Quantity Total Items

Off-street parking lots 6 95 Flyovers 33 1080 Subways 44 196 RoBs/RuBs 12 304 TMC 4 300 Committed Flyovers 9 665 Committed ROBs/RUBs 11 209

Skywalks 5 153 Total 3002

List of Committed Flyovers 148. List of committed flyovers are presented below.

Table: List of committed Flyovers Committed Flyovers Rs. In crores 1 LB Road and Thiruvanmiyur Road 30 2 Arcot Road and Jawaharlal Nehru Road 30 Combined Flyover on Anna Salai combining Blackers Road 3 Junction, Dams Road Vs Thiru-Vi-Ka Road Junction and 130 Binny Road Vs Pattulous Road Junction. Combined Flyover on Anna Salai combining Eldams Road Vs Thyagaraya Road Intersection, Cenetoph Road 4 170 Junction, Venkatnarayana Road Vs Chamiers Road and CIT 1st Main Road Junction 5 NM Road and Anna Nagar III Avenue Road on Periyar Salai 85 T.T.K. Road Vs St. Marys Road Vs Chamiers Road Vs 6 75 Adayar Boat Club Road 7 Mint Intersection 30 Prakasam Road Vs Old jail Road Vs Monekar Choultry 8 75 Road Vs Ibrahim Sehib road 10 Thirumangalam junction 40 Total 665

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

The infrastructure schemes are listed below.

Table: List of committed ROBs/RUBs

Committed ROB/RUBs Rs. In crores 1 ROB on Kathivakkam – Cochrane Basin Road 19.81

2 RUB at Monegar Choultry Road 19.7 3 RUB at Villivakkam LC2 37.92

4 ROB at LC 21.87 5 Limited RUB @ LC 26 near Vaishnav College @ Chromepet 5

RUB in lieu of LC 16 near St. Thomas Mount Railway 6 8 Station (Karunigar Street)

7 RUB in lieu of LC19 near 10 8 ROB @ LC 24 14

9 ROB @ LC 29 16 10 ROB @ LC 30 38.5

ROB @ LC 34 11 18 Total 209

Shelf of additional schemes included – Medium Term

A1 Major Flyovers

1 Moolakadai Jn. 25.00 2 Strip Flyover on IRR @ MBI Road & IRR jn. 12.00 At the junction of Mount Poonamallee road and Poonamallee 3 60.00 Kundrathur road at Poonamallee town 4 On Ambedkar College Road @ Ganesapuram 12.00 5 At Madya Kailash Junction 150 6 At the junction of New Avadi Road x Kilpauk Garden Road 15 7 At Sothupakkam Road x Chennai bypass 30 8 At NH4 x Thirumazhisai Road 30 At Vadakarai – Madhavaram Road x Town 9 30 Panchayat limits. 10 Anna Nagar Roundana 30 11 Kamarajar Salai with Walajah Road 12

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Shelf of additional schemes included – Medium Term Sub Total(A1) 406 A2 RoBs / RuBs ROB in lieu of L.C.No. 40 (On , Adhanur and 1 35.00 road) ROB in lieu of L.C.No. 47 between Guduvanchery and 2 55.00 3 ROB in lieu of L.C.No. 16 on MKT Road @ Minjur Station. 15.00 Widening of RoB to dual 4 lane width in Km. 12/2-13/2 of 4 15.00 Inner Ring Road ROB in lieu of L.C.No. 5 between Villivakkam and Ambattur 5 29.65 Railway Stations 6 RoB in lieu of existing Vyasarpadi underpass in GNT Road 85 Pattabiram Military siding (1042 – 1043) (located in NH 205 7 15 under the control of NHAI) 8 RUB in lieu of L.C. No. 9 (Near Hindu College Railway Station) 15

9 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 - (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) 387.45 A3 Widening of Drainage Works

Widening of major bridges across rivers

Additional 2 lanes to the Bridge on Sardar Patel Road across B 1 1.00 Canal

Construction of bridge across Cooum river connecting NH-4 2 5.00 with Construction of High Level Bridge at Km. 0/2 of Sri 3 5.00 Karumari Amman Koil Street. Construction of High Level Bridge at Km. 14/8 of Vanagaram- 4 3.00 Ambattur Road Construction of Bridge at Km. 10/2 of Korattur-Thinnanur- 5 2.00 Periyapalayam road Construction of a bridge at Km. 20/6 & 8 of Chennai- 6 5.00 Kodambakkam - Sriperumbudur Road

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Shelf of additional schemes included – Medium Term Construction of bridge at Km. 13/6, 15/8 7 other narrow CD 7 4.00 works (11/4-20/0) of Mount - Poonamallee - Avadi road. Construction of a bridge across Adyar river near 8 5.00 Nandampakkam Construction of a bridge across Cooum river @ km 0/4-0/6 of 9 6 M.P.Road and Paruthipattu 10 Widening Basin Bridge on GNT Road 20 11 Widening the Bridges at Km. 13/9,15/10 Of Inner Ring Road 3 12 Construction of a bridge across Aranaiyar river 20

13 Tiruvallur -Uthukotai road(Tirumazhisai-Satyavedu Road) 20

Construction of bridges across Cooum River from NH-4 14 20 (Koyambedu to Thiruverkadu (4 Nos.)) 15 Additional two lanes to Thiru-Vi-Ka Bridge across Adyar river 9 16 Construction of new bridge across Cooum river at 5 17 Construction of new bridge across 20 Construction of new bridge across Cooum river connecting Rail 18 20 Nagar and NH4 19 Widening of Bridge at Aminjikarai across Cooum 2

(Outside CMA) Construction of High Level Bridge at Km.62/2 of Singaperumal 1 1.00 Koil - Sriperumbudur - Thiruvallur - Redhills Rd. Construction of Bridge at Km.44/2 of Thirumazhisai - 2 3.00 Sathyavedu Road. Construction of Bridge at Km. 0/6 of Korattur-Thinnanur- 3 1.00 Periyapalayam road to road 4 Construction of Bridge at Km. 4/6 of Melanur-Meyyur road 18.00 Construction of a Bridge at Km. 4/10 of - Singaperumal 5 2.50 Koil Road Construction of a bridge at Km. 4/6 of NH4 to 6 1.00 to CKS road (via) Katrambakkam Reconstruction of bridge at Km. 15/8 of Tambaram-Mudichur- 7 1.00 Sriperumpudur Road a Corporation of Chennai 1 Widening of bridge on Wallaja road across the B.canal 1.20

2 Widening of bridge on Swami Sivananda Salai across B.canal 0.85 3 Widening the Anderson bridge across Cooum 2.00 Widening of bridge across Nullah between Aspirin 4 0.65 Garden I Street and Kilpauk Garden II Street

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5 Widening of bridge at Sastri Nagar junction of E.H.Road 0.18 6 Widening of culvert at Paper Mills Road 0.24 Widening of culvert on Thirumangalam Road across Otteri 7 0.09 Nullah Widening of bridge across Virugambakkam Canal at Kaliamman 8 0.12 Koil Street 9 Widening of culvert at Spurtank Road near Sree Mithai 0.07 Construction / reconstruction of Cross Drainage Works Corporation of Chennai 1 Bridge on Pari street across Virugambakkam Canal 1.42 Bridge connecting ‘N’ Block main road and ‘O’ Block across 2 2.52 Bridge connecting Ezhil Nagar, M.G.R. Nagar and Sathya Nagar 3 5.59 across B-Canal Bridge Connecting Krishnamurthy Nagar and 4 3.97 Road in M.K.B.Nagar Bridge Connecting Narasimha Nagar and M.S.Nagar across 5 2.37 Otteri Nullah Bridge across Cooum river connecting Metha Nagar officers 6 3.37 colony 1st street Dn-73 to Venkatachalapathy street Demolition and reconstruction of bridge at Indira Nagar and 7 2.00 Rajiv Gandhi Nagar 8 Bridge at Kannagi street across Virugambakkam Canal 0.14

Bridge Level Raising at Kalasathamman Koil street junction of 9 0.20 Tondiarpet High Road, Chinnandimadam

Bridge connecting Mathiazhagan Street and Nehru Nagar 10 0.12 across Rajbhavan canal Department of Highways (Inside CMA) Construction of additional high level bridge at Km. 3/4 of 1 1.00 Mount - Poonamallee - Avadi road. Construction of additional two lane high level bridge at 2 5.00 Km.15/8 of Mount - Poonamallee - Avadi road. Construction of submergible bridge at Km. 16/6 of Tambaram- 3 2.00 Mudichur-Sriperumpudur Road Construction of submergible bridge at Km. 13/8 of Tambaram- 4 2.00 Mudichur-Sriperumpudur Road Construction of submergible bridge at Km. 27/6 of Chennai- 5 3.00 Kodambakkam-Sriperumpudur Road

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Shelf of additional schemes included – Medium Term Construction of High Level Bridge at Km. 14/4-14/8 of 6 11.00 - Minjur Road Road (Outside CMA) Construction of additional two lane High Level Bridge at 1 Km.62/2 of Singaperumal Koil - Sriperumbudur - Thiruvallur - 5.00 Redhills Road. Sub Total(A3) 258.60 Widening, Strengthening and Resurfacing of arterial, sub- arterial and A4 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) 1 18.00 b) – Tirumudivakkam road, Km. 26/4-29/4 c)Pazhanthandalam road 0/0-2/8 (two lane) Widening and Strengthening K.S. Road to Kolapakkam road, 2 4.00 Km. 0/0-1/6 (two lane)

Widening and Strengthening of Mangadupattu – 3 6.10 road Km. 0/0-3/8 (two lane)

Widening and Strengthening Somangalam road 4 7.00 Km. 0/0-4/0 (two lane) Widening and Strengthening of – Vilangadu Pakkam 5 9.53 road, Km. 0/0-6/4 (two lane) Widening and Strengthening of Minjur – Kattur – 6 31.78 Thirupalaivanam Road Km. 0/0-17/4 (two lane) Widening and Strengthening Minjur Karanodai road (Km. 0/0- 7 55.09 16/4) (two lane) Widening and Strengthening of Madharvedu road, 8 3.35 Km. 0/0-1/6 (two lane) Widening and Strengthening of Koladi road, km. 0/0-7/0 (two 9 19.00 lane) Widening and Strengthening of – 10 21.50 Chettimedu Nairu Road (Km. 6/2 – 19/0) (two lane) Widening and Strengthening of a) Melmanambedu Road (Km. 0/0-1/420) 11 16.00 b) Vellavedu – Chithur Kadu Road (Km. 0/0-4/2) c) Parivakkam - Pallikuppam road ( Km 0/0-2/8) (two lane) Widening to Single lane to two lane and Strengthening of 12 4.00 T.P.P. road to Sadayankuppam Road Km 0/0-2/910 Widening to Single lane to two lane and Strengthening of 13 Ambathur-Madanakuppam-Mettupalayam Road to 3.00 road,Km 0/0-2/135

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Shelf of additional schemes included – Medium Term Widening to Single lane to two lane and Strengthening of 14 5.00 A.V.P. road to Manali-Mathur road (via) ,Km0/0-3/4 Widening to Single lane to two lane and Strengthening of 15 4.00 Guruvoyal Road, Km0/0-4/0 Widening to Single lane to two lane and Strengthening of 16 3.50 Guruvoyal - Sothupakkam Road ,Km0/0-3/2 Widening Single lane to two lane and Strengthening of Putlur 17 4.00 road ,Km0/0-3/8 Widening Single lane to two lane and Strengthening of 18 3.50 Kommukambedu road,Km 0/0-3/6 Widening Single lane to two lane and Strengthening of 19 4.00 Poondi- Ramarajankandigai road,0/0-4/0 Widening Single lane to two lane and Strengthening of 20 5.00 Poondi- Ramarajankandigai road,4/0-8/4 Widening Single lane to two lane and Strengthening of 21 3.00 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 – Harijan colony 22 3.00 0/0-2/0 and (b) Thalambur – HC Road to Karanai – HC road 2/0-3/050. Widening and Strengthening of single lane to double lane to 23 3.00 M.P. road to km.0/0-2/5 Widening and Strengthening of single lane to double lane to 24 3.00 M.P. road to Manapakkam km.2/5-5/0 Widening single lane to two lane and Strengthening of GNT 25 road to T.P.P road,(via)Gangaiyadi kuppam, Colony 11.00 ,Mettupalayam(including union road),Km0/0-10/6 Widening single lane to two lane and Strengthening of GNT 26 road to Neduvarampakam - road ,Km 0/0- 3.50 1/830,0/0-1/600 Widening single lane to two lane and Strengthening of C.P. 27 1.00 road to Andarkuppam road ,Km0/0-1/0

Widening single lane to two lane and Strengthening of GNT 28 7.50 road to New Erumaivettipalayam road,Km 0/0-7/2

Widening single lane to two lane and Strengthening of 29 20.50 Medavakkam – Mambakkam – road Km. 8/0-26/8. Widening single lane to two lane and Strengthening of 30 1.50 Chinnapanicheri road Km. 0/0-1/4 Widening single lane to two lane and Strengthening of 31 1.50 Nandhambakkam road Km. 0/0-1/350

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Shelf of additional schemes included – Medium Term Strengthening and Providing Hard shoulder to Vanagaram 32 9.00 Ambattur Road km 0/0-6/2 Resurfacing Thirumazhisai-Sathyavedu road Km. 20/0-22/0 33 including improvements to Service Road under R.O.B. in 4.00 Tiruvallur 34 Improving Bus Route Roads in City (200 km) 200 Widening single lane to two lane and strengthening of 35 Ambattur-Madanakuppam-Mettupalayam-Oragadam Salai 1.00 km0/0-1/8 Widening and Strengthening Madambakkam to Kelambakkam 36 4.00 road (km 0/0 – 3/1) (2 lane) 37 Improving Roads In CMA (400 km) 1600 Sub Total(A4I) 2103.85 A4II Widening 2- lane to 4- /6- lane Ayanavaram Road and Raju (N) Street (connecting New Avadi 1 4.50 Road and Medavakkam Tank Road) (1.4 k.m.) (4 lane) Dr. Radhakrishnan Salai (Service Road on both sides of flyovers 2 15.00 at TTK. Road junctions) 3 High Road (4 lane) 10 4 Redhills Road from Srinivasa Nagar to CTH Road 15 Widening two lane to Four lane and Strengthening of G.N.T. 5 6.50 Road ,km 22/6-25/7(Old NH) Widening two lane to Four lane and Strengthening of 6 41.00 -Ponneri-Panchetty road,km13/5-27/8 Widening to two lane to Four lane of Korattur-Thinnanur- 7 43.50 Periyapalayam road,Km 6/5-28/2 Widening Four lane to six laning of Mount-Poonamallee 8 24.00 road,Km 1/3-10/8 Widening two lane to Four lane of Poonamallee-Kuntrathur 9 7.00 road km 2/2-5/4

Widening and Strengthening of Marmalong Bridge - Irumbuliyur 10 43.00 Road km 8/2 - 12/4

Widening and Strengthening of Taramani link road km. 0/0- 11 23.45 3/650 (six lane) 12 Widening to Velachery km. 0/0-3/1 (four lane) 15 Widening and Strengthening of Vanagaram-Ambattur road , 13 100 km 0/0-6/2 (six lane) Widening MBI road Km. 12/2-21/2 (Medavakkam to 14 35 Tambaram) (six lane)

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Widening ECR (from Thiruvanmiyur to Toll Plaza) Km. 11/8- 15 100 31/0 (six lane)

16 Kodambakkam-Sriperumpudur road, km5/0-37/400 (four lane) 150

17 Widening Taramani Perungudi road Km. 0/0-2/010 (four lane) 6 Widening Tambaram - Somangalam road Km. 0/0-9/6 (four 18 30 lane) 19 Widening GST road to Thiruneermalai ,4km (four lane) 15 Widening from Anna salai(Alandur) to Mount station 20 20 (MKN road 3 Km.( four lane) Widening to dual four lane with service lanes of Inner Ring 21 15 Road km 13/2-16/2 22 CTH Road from Avadi to Thiruvallur as a 6-lane expressway 200 Approach road from Rajiv Gandhi Salai to Nookampalayam 23 90 Road from 10km to 30.5km 24 -Thalambur-Siruseri Medavakkam Road 200

Existing 50’ approach road connecting the Global Hospitals to 25 7 the Medavakkam- Road ()

Widening Rajiv Gandhi Salai from Siruseri to Mamallapuram - 26 500 30km (six lane) ECR from Toll Plaza to Mamallapuram as 6-lane expressway- 27 300 20km 28 Pallavaram-Thoraipakkam road as 6-lane expressway 150 29 Nesapakkam Road 14 30 Improving Bus Route Roads (300 km) 300 Vadaperumbakkam Chettimedu Nayaru Road, km 0/0-24/0 31 150 (four lane) The link road connecting Kaliamman koil street and NH4 through Nerkundram road to act as a parallel road to 32 47 Jawaharlal Nehru Salai (IRR) behind the KWMC (km 0/0-2/4) (four lane) 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) 3 38 Mudichur Road from G.S.T. Road to ORR (5.8km) 34.8 39 Choolaimedu High Road (four lane) 5 40 Thirunneermalai Road (1.5km) 10.5

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Shelf of additional schemes included – Medium Term 41 Road (2.7km) 1.69 42 Agaram Road 15 Strengthening and improving the network of radial roads of 43 250km length (improved during 1998-2000) 1000

Widening 4 lane to 6 lane of Mount-Poonamallee-Avadi Road, 44 10 km 6/8-10/8 45 Widening 2 lane to 4 lane of SSTR Road km 25/925-43 39 Sub Total(A4II) 3838.54 (Outside CMA) A4III TWO LANE WIDENING Widening single lane to two lane and Strengthening of 1 28.50 Melanur-Meyyur road,Km 0/0-17/4

Widening single lane to two lane and improvements to 2 Walajabad - Sunguvarchattiram - Keelachery Road Km.24/0- 5.00 30/9.

Widening Single lane to two lane and Strengthening of of 3 9.50 Palur - Singaperumal Koil Road km 0/0-9/2 Widening Single lane to two lane and Strengthening of 4 9.50 Elichur-Palur Road km 0/0-8/6 Widening single lane to two lane and strengthening of 5 3.00 Thandalam - Road Km.10/0-12/0 Widening single lane to two lane of Mevalurkuppam - 6 4.50 Nayapakkam Road km 0/0-4/4 Widening single lane to two lane and Strengthening of 7 22.00 Chengalpattu – Tiruporur road Km. 0/0-21/8. Widening single lane to two lane and Strengthening 8 13.50 Singaperumal Koil to Reddikuppam Road Km. 0/0-13/2.

Widening single lane to two lane and Strengthening of 9 Kayarambedu–Kalivanthapattu 7.50 km– 1/100-8/450.

Widening single lane to two lane and Strengthening of 10 6.00 Mambakkam - Tiruporur Road Km. 14/4-20/0 Widening single lane to two lane and Strengthening of GST 11 6.00 road to Karuneelam (via) Malrosapuram road Km. 0/0-5/8. Widening from single lane to two lane and strengthening of 12 5.50 Nemili - Mannur Road Km. 0/0-5/4 Widening single lane to two lane and Strengthening of Echur- 13 10.00 Tiruporur road Km 0/0-10/0

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Shelf of additional schemes included – Medium Term Widening single lane to two lane and Strengthening of 14 8.00 Manamathy-Mullipakkam Km 0/0-8/0 Widening single lane to two lane and Strengthening of 15 13.00 Guduvanchery-Kottamedu Km 5/4-17/5 Widening single lane to two lane and Strengthening of 16 4.50 Kottamedu-Manamathy Km 0/0-4/5 17 Widening Pallur-Sogandy road km. 0/0-23/8 (two lane) 25 Widening Vadakupattu-Guruvanmedu-Palur Singaperumal koil 18 10 road 0/0-7/8 (two lane) Widening Umayal Paranchery-Kanchivakkam- 19 10 Sepapananchery0/0-9/2 (two lane) Sub Total(A4III) 201.00 MULTI LANE WIDENING(OUTSIDE CMA) A4IV Department of Highways Widening two lane to Four lane of Walajabad- 1 30.50 Sunkuvarchatiram-Keelachery road km 3/0-18/4 2 Widening Kosathalaiyar Bridge-Puthur road -32.5km (four lane) 120 Widening -Mamallapuram Road-13.2km (four 3 50 lane) Widening Walajabad-Sunguvarchathiram-Keelacherry - 4 163.5 Tiruvallur -43.km (four lane) 18/4-43/0 -Chengalpattu--Thiruvallur-Arakkonam road 5 450 ,km 0/0-107/400 (four lane)

Linking NH-4 with Arakkonan Naval Air station through 6 Thandalam-Perambakkam road,Koovam- - 200 Arakkonam road(40 km) 7 -Periyapalayam road ,km 0/0-13/8 (four lane) 50 8 Tiruvallur-Uthukottai road(Four lane)-23km (four lane) 100 Sub Total(A4IV) 1164.00 A5 Pedestrian Facilities A5I Subways Department of Highways Along Anna Salai a) GP Road Junction 4.00 b) Todhunter Nagar 4.00 1 c) Saidapet Bazaar Road Junction 4.00 d) Little Mount A.G. Church 4.00 e) Kathipara junction (four legs) 20.00 ) Military Hospital 4.00

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Shelf of additional schemes included – Medium Term 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 2 c) Dasaprakash 4.00 d) Anna Arch 4.00 e) N.S.K. Nagar junction () 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

3 e) Periyar Padhai 4.00 f) 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 a) Thiruvanmiyur ECR – Marundeeswarar Koil Point 4.00 4 b) Kodambakkam Sriperumbudur road, at 4.00 c) Mount Poonamallee road at Ramachandra Medical College 4.00 d) GNT Road opposite to Puzhal Central Prison 4.00 Corporation of Chennai 5 Purasawalkam High road and Perambur Barracks Road 6.00 Along other major roads a) Sardar Patel Road @ C.L.R.I. 6 12.00 b) Kamaraj Salai near Light House

c) Porur - M.P. Road junction

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Shelf of additional schemes included – Medium Term 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 1 21.00 provision of escalators/ramps etc @ 30 locations @ 0.7 cr each Pedestrain foot bridges across water courses ( 1000m @ 0.2 cr 2 20.00 / metre) Cycle tracks and foot ways along banks of water courses and 3 18.00 roads proposed for widening(60 km @ 0.3 cr/km) 4 Subway network at Central railway station(750m @0.13 cr) 97.50 Sub Total(A6) 156.5

XVII. Short term proposals Introduction 150. Various short- term solutions envisaged include the following. • Pedestrian Facilities • Provision of Cycle tracks • Traffic Management − Parking Regulation − Signal Optimization − Junction Improvement − Road Markings and Signage − One-way Streets

Pedestrian Facilities 151. It is recommended either to construct new footpaths or upgrade the existing ones if they have insufficient width. It is proposed to have 1.5m wide footpath on major roads in residential areas and upto 3m wide footpath in commercial areas.

152. From the road inventory conducted, it has been found that most of the roads are in need of proper footpaths. Some of roads where footpaths are being recommended are listed in Table.

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Table: List of roads proposed for footpaths/improvements

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XVIII. Provision of Cycle tracks 153. One of the major focus of National Urban Transport Policy (NUTP) is the recommendation of separate lanes for bicycles. These are to be given priority in road widening and new roads contemplated. On existing roads, as vehicular volume far exceeds the capacity, it has limitations and repurcussions, all the same, it needs to be tackled and provided for with the acceptance of the various sections of road users.

154. In Chennai, Anna Nagar and KK Nagar are the areas that houses number of educational institutions including schools and colleges. Every day, thousands of students commute in these areas generating large number of educational trips. A bicycle network is recommended in both Anna Nagar (East & West Extensions) and KK Nagar as shown in the Figures. Several internal streets in the area have been considered for provision of cycle tracks.

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

Figure: Proposed Bicycle Network for Anna Nagar

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

157. Recommendations include. • Designation of parking bays by proper marking • Provision of parking bays separately for cars and two wheelers • Parallel parking of cars could be prefered on the roads of four lane carriageway to provide more area for traffic • Prohibiting parking close to intersections and bus stops • Auto rickshaw parking provision at designated locations • Ban parking on roads with intense commercial activities • Introduce Odd and Even Date parking on experimental basis

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Odd and Even Date parking 158. Parking could be reorganized by allowing parking on one side of the road only with the sides switched on odd and even dates to eliminate bias on business activity. Some of the roads recommended for such type of parking management are listed: • Mint Street – From NSC Bose Road to Old Jail Road • Luz Church Road – Between TVK Road and Karpagam Road • Thyagaraya Road – Between Thanikachalam Road and Venkatanarayana Road • Dr. Muthulakshmi Road – From 1st Avenue to Thyagaraja Theater

Ban On- street Parking 159. Some roads act as through corridors to traffic and some have very intense commercial activity on them hence it is not desirable to interrupt this through flow by parking maneuvers.

160. The following roads have been identified for complete or time bound prohibition of parking on them. • Entire stretch of Periyar EVR Salai • Entire stretch of Jawaharlal Nehru Road • Entire stretch of Usman Road • NSK Salai ( Vadapalani Jn to Usman Road Jn) • Rajaji Salai (From Old Jail Road to High Court)

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

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Figure: Roads suggested for Ban on On-street parking

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161. Parking meters: Parking meters can be installed in some critical areas to encourage short-term parkers along the busy corridors. Roads identified for installing parking meters are: • Thyagaraya road • Purasavakkam high road • 2nd and 3rd Avenue road in Anna Nagar

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

Signal Optimization 162. Signal optimization leads to increased efficiency at intersections thereby transferring the benefits to the network.The existing signal timings were obtained at signalized intersections and were analyzed using Webster signal design. The saturation flow studies and PCUs developed as part of the study has been adopted in estimating the cycle time. Even during the course of the study, several changes in routing for managing traffic and new infrastructures have come up and these would impinge on the recommended cycle time proposed. Nevertheless, the list of junctions for which signal timings are proposed are listed in the Table.

Table: List of junctions for signal timings proposed Location Current Cycle Recommended Signal not Used / Location Name No Time Cycle Time Unsignalized

1 Anna Salai Vs Peters Road Signal not used Durugabai Deshmukh Road Vs 2 180 120 Greenway Road Vs R.K.Mutt Road Besant Road Vs Peters Road Vs Signal not in 3 120 Signal not used Natesan Road use Sterling Road Vs College Road 4 308 120 Junction 5 Anna Salai Vs Arunachalam Street 140 120 6 Anna Salai Vs Bharathidasan Road 120 90 7 Periyar EVR Salai Vs Mint Street 139 90 Moolakadai Vs Madhavaram High To be 8 120 Un signalized Road Vs GNT Road Signalized Periyar EVR Salai Vs New Avadi 9 165 90 Road Royapettah High Road Vs 10 R.K.Mutt Road Vs Luz Church 180 120 Road 11 TTK Road Vs ST Mary's Road 140 90 12 Anna Salai Vs T.V.K. Road 145 180 Periyar EVR Salai Vs Pulla Avenue 13 130 90 Road 14 Anna Salai Vs Binny Road 288 120

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Location Current Cycle Recommended Signal not Used / Location Name No Time Cycle Time Unsignalized Periyar EVR Salai Vs E.V.K. 15 165 90 Sampath Road Dr. Radhakrishnan Salai Vs 16 100 90 Kamaraj Salai 17 Kamaraj Salai Vs Wallaja Road 75 90 Periyar EVR Salai Vs Raja 18 100 90 Muthaiah Road Arcot Road Vs Jawaharlal Nehru 19 160 120 Road Santhome Road Vs Fore Shore 20 110 120 Estate Village Road Vs Nungambakkam 21 165 120 High Road 22 Eldams Road Vs TTK Road 110 120 Royapettah High Road Vs Dr. 23 80 90 Radhakrishnan Road Periyar EVR Salai Vs Guruswamy 24 240 120 Bridge Vs Vasu Street Rajaji Salai Vs Thambu Chetty To be 25 120 Un signalized Street Signalized Anna Nagar II Avenue Vs Anna 26 155 120 Nagar Main Road 27 Periyar EVR Salai Vs Dr. Nair Road 183 90 Sardar Patel Road Vs Rajiv Gandhi 28 140 120 Road Vs Canal Bank Road Lattice Bridge Road Vs 29 210 120 Thiruvanmiyur Road Taramani Velachery Road Vs To be 30 90 Unsignalized Velachery Main Road Signalized Taramani Velachery Road Vs To be 31 90 Unsignalized Velachery Byepass Road Signalized Thiruverkadu Causeway vs To be 32 90 Unsignalized Poonamalle High Road Signalized Poonamalle High Road Vs To be 33 90 Unsignalized Vanagaram Ambattur Road Signalized Avadi Poonamalle Road Vs To be 34 90 Unsignalized Chennai Tiruvallur Signalized Anna Nagar II Avenue Vs 35 190 180 Jawaharlal Nehru Road 36 GST Road vs Pammal Main Road 160 90 Anna Nagar IIIrd Avenue Road Vs To be 37 90 Unsignalized New Avadi Road Signalized Periyar EVR Salai Vs Anna Nagar 38 238 90 Main Road Periyar EVR Salai Vs Nelson 39 343 90 Manickam Road 40 Anna Salai Vs Walajah Road 158 90

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Location Current Cycle Recommended Signal not Used / Location Name No Time Cycle Time Unsignalized Anna Salai Vs Venkatnarayana 41 128 120 Road Vs Chamiers Road 42 Anna Salai Vs South Usman Road 130 90 Anna Salai Vs Thyagaraya Road Vs 43 313 120 Eldams Road * Some of the signals are manually operated

Junction Improvements 163. In order to improve the efficiency of an intersection signal optimization should be complimented with geometric improvements. This helps in channelizing and stream lining the traffic at intersections and also helps in improving road behaviour at intersections. Road intersections present safety problems as accident rates are usually higher at intersections than at other sections of the road. It was observed that several junctions were not up to the standards. So the following improvements are suggested at junctions as part of short term recommendations: • Providing adequate corner radii • Providing sufficient turning radii • Flaring approaches towards intersections • Providing channelizers / division islands • Providing signs / lane markings / lighting • Landscaping A model junction improvement is depicted in the Figure.

Figure: Mc Nichols Road and Harrington Road Junction

Road Markings and Signage 164. In general, it was observed that the traffic signs are found wanting on several roads. It is recommended that proper signs be installed at all appropriate locations. The main advantage of the road markings is that they convey the required information to the driver without

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distracting his attention from the carriageway. The following road markings are proposed for all the major roads in Chennai: • Center line • Traffic lane lines • Stop lines • Pedestrian crossings • Word messages • Parking space limits • Kerb marking for visibility • Obstruction marking

One - way Streets 165. One- way regulations significantly improve the capacity of roads and increase the operational speed in addition to reducing the number of conflicts if implemented over a wide area. However, they do lead to longer travel distances and sometimes are not friendly to pedestrians intending to crossover due to continuous vehicular movement.

Figure: One way scheme – Egmore area

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

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

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168. It is important to note that the one-way systems are not permanent solutions to improve the traffic flow. They are only temporary solutions and that they will be abandoned or modified once the long-term proposals on these streets are implemented. XX. Block cost estimates Cost for Short-term Schemes 169. The block cost estimated for short- term schemes are shown in the Table.

Table: Block cost for Short-term Schemes Approx. Rate Amount Short- term Unit Quantity (Rs. In Crores) (Rs. In Crores) On- street parking management km 100 0.06 6 Signs & markings km 700 0.06 42 Parking Meters Nos 10 0.3 3 Footpath construction km 600 0.3 180 Junction Improvements Nos 250 0.1 25 Traffic Signals ( New signals+ Nos 100 0.3 30 replacement of existing signals) Cycle path (markings and signage+ km 40 0.1 4 physical barrier) Total 290

XXI. 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:

• Phase I (2010 – 2015) • Phase II (2016 – 2021) • Phase III (2022 – 2026)

171. Short- term schemes need to be implemented immediately, while medium- term and long term projects are phased based on demand. The phasing of mass transport systems is based on the passenger ridership and with up gradation plan to optimize initial investment needs. The phasing of total investment is summarized in the Table. Total investment requirement is estimated about Rs. 82120 Crores. About 64% of the investment is identified for Phase I, 27% for Phase II and only 9% for Phase III. Higher investment is envisaged in first phase itself to ensure increased modal share of public transport. All the committed projects which are under implementation or in advance stage of design etc and the proposed highway improvements are

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considered under Phase I. Augmentation of bus fleet including replacement cost is included in the three phases.

Table: Phasing of total Investments Phase 1 Phase 2 Phase 3 Schemes Total (2010 – 2015) (2016 – 2021) (2022 – 2026) Rs. In Crores

Total 52689 21899 7532 82120 (Rs. In crores) % 64 27 9 100.0

Detailed phasing of projects is presented in the Table.

Table: Detailed Phasing of Investments

Cost (Rs. Sl. Implementation Project In No Agency Crores) PHASE 1(2010-15) On- street parking management-Alternate days on one side of Traffic Police / 1 6 the road Chennai Corporation 1.1 Mint Street – From NSC Bose Road to Old Jail Road Cathedral Road – From Kasturi Rangan Road to Poes Garden 1.2 Road Salai - Between MGR Salai to Khader Nawaz 1.3 Khan Road Thiru-vi-ka Road – whole stretch of roadway excluding near 1.4 junction approaches

1.5 TTK Road – From St.Mary’s Road to Bharathidasan Road

1.6 Luz Church Road – Between TVK Road and Karpagam Road Thyagaraya Road – Between Thanikachalam Road and 1.7 Venkatanarayana Road Dr. Muthulakshmi Road – From 1st Avenue to Thyagaraja 1.8 Theater Purasavakkam High Road – Between Perambur Barracks Road 1.9 and Gangadeeswaran Kovil Street Parking management-Ban On-Street Parking 1.10 Entire Stretch of Periyar Salai 1.11 Entire Stretch of Jawaharlal Nehru Road 1.12 Entire Stretch of Usman Road

1.13 NSK Salai ( Vadapalani Junction to Usman Road Junction)

1.14 Rajaji Salai (From Old Jail Road to High Court

1.15 Other Parking Management Measures ( Please refer Report)

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Cost (Rs. Sl. Implementation Project In No Agency Crores) Traffic Police / 2 Parking Meters 3 Chennai Corporation 3 Signs & markings 16 Traffic Police Chennai Corporation 4 Footpath construction (Both sides along 124 road stretches) 180 /DoH/Local Bodies 5 Replacement of Existing Traffic Signals (40 Junctions) 12 Traffic Police 6 New Traffic Signals (60 Junctions) 18 Traffic Police Junction Improvements (Geometric improvements to Chennai Corporation 7 10 Junctions, Road Markings and Signages) within CMA / DoH 8 Cycle Track (Markings and Signages + Physical Barrier) 4 Chennai Corporation 8.1 Anna Nagar 8.2 KK Nagar 9 Flyovers 1634 9.1 Sterling Road Vs College Road 20 Chennai Corporation 9.2 Mount Poonamallee Road Vs Arcot Road (Porur Jn) 20 DoH Combined Flyover on EVR Periyar Salai from Sydenhams Road 9.3 250 DoH Jn. To Pulla Avenue Nelson Manickam Road and Anna Nagar III Avenue on Periyar 9.4 85 DoH Salai On Anna Salai combining i) Blackers Road junction, ii) Dams 9.5 Road x Thiru-Vi-Ka Road (General Paters Road) Junction and 130 DoH iii) Binny’s Road x Pattulos Road junction On Annasalai combining i) Eldams Road x Theagaraya Road intersection, ii) Cenetoph Road junction iii) Venkata 9.6 170 DoH Narayana Road x Chamiers Road intersection and iv) CIT I Main Road junction GST Road km19/0-20/3 Pallavaram market Road Vs 9.7 55 DoH 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 T.T.K. Road Vs St. Marys Road Vs Chamiers Road Vs Adayar 9.13 75 Chennai Corporation Boat Club Road 9.14 Mint Intersection 30 Chennai Corporation 9.15 Thirumangalam junction 40 DoH 9.16 At the junction of New Avadi Road x Kilpauk Garden Road 15 Chennai Corporation 9.17 Moolakadai Jn. 35 DoH

9.18 Strip Flyover on Jawaharlal Nehru Salai (IRR) @ MBI Road 12 DoH

9.19 On Ambedkar College Road @ Ganesapuram 12 DoH 9.20 At Madya Kailash Junction 150 Chennai Corporation

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Cost (Rs. Sl. Implementation Project In No Agency Crores) 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 NSK Salai Vs Thirumalaipillai Road Vs Valluvar Kottam High 9.25 20 Chennai Corporation Road 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 Prakasam Road Vs Old Jail Road Vs Monekar Choultry Road Vs 9.36 75 Chennai Corporation Ibrahim Sahib Road 9.37 Vehicular Underpass @ Anna Salai Vs Alandur / MKN Road 30 Chennai Corporation 10 Subways 288 Along Anna Salai 10.1 GP Road Junction 4 DoH 10.2 Todhunter Nagar 4 DoH 10.3 Saidapet Bazaar Road Junction 4 DoH 10.4 Little Mount A.G. Church 3 DoH 10.5 Kathipara junction (four legs) 20 DoH 10.6 Military Hospital 4 DoH 10.7 TVS 2 DoH 10.8 Near SIET college 3 DoH 10.9 Halda Junction 4 DoH Along Periyar EVR Salai 10.10 Evening Bazar Road Junction 2 DoH 10.11 Egmore Railway Station-Northern Side 5 DoH

10.12 Additional Subway opposite to Central Railway Station 5 DoH

10.13 Dasaprakash 4 DoH 10.14 Anna Arch 4 DoH 10.15 N.S.K. Nagar junction (Arumbakkam) 4 DoH 10.16 Vaishnava College 4 DoH

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Cost (Rs. Sl. Implementation Project In No Agency Crores) 10.17 Near Taylors Road Junction 4 DoH 10.18 Aminjikarai Market junction 3 DoH Along Jawaharlal Nehru Salai (IRR) 10.19 Mallady junction 4 DoH 10.20 Ekkattuthangal 4 DoH 10.21 14th Avenue Junction (Kasi Theatre) 4 DoH 10.22 P.T. Rajan Salai 4 DoH 10.23 Periyar Salai 4 DoH 10.24 Vinayagapuram Junction 4 DoH 10.25 C.M.B.T. 4 DoH 10.26 Kaliamman Koil Street junction 4 DoH 10.27 Thirumangalam (Anna Nagar 2nd Avenue) 4 DoH 10.28 Muggapair road junction 4 DoH 10.29 MMDA Colony 4 DoH 10.30 CIPET 5 DoH 10.31 Ashok Pillar 4 DoH 10.32 Thirumangalam Police Station Junction 4 DoH 10.33 Udhayam Theatre Jn 4 DoH Along other major Roads 10.34 Thiruvanmiyur ECR – Marundeeswarar Koil Point 4 Chennai Corporation

10.35 Kodambakkam Sriperumbudur road, at Valasaravakkam 4 Chennai Corporation At the intersection of NSC Bose road and Prakasam Salai 10.36 4 Chennai Corporation (Broadway) 10.37 Egmore Railway Station-Southern Side 5 Chennai Corporation 10.38 Thiruvanmiyur bus stand Junction 4 Chennai Corporation 10.39 Mint Junction 4 Chennai Corporation Rattan Bazaar Road- Evening Bazaar Junction-Frazer Bridge 10.40 2 Chennai Corporation Road 10.41 Usman Road - Duraiswami Road junction 3 Chennai Corporation 10.42 Near MTC Bus terminus at T. Nagar 4 Chennai Corporation 10.43 Luz 4 Chennai Corporation 10.44 Wallajah Road and Bells Road Junction 3 Chennai Corporation 10.45 Purasawalkam High road and Perambur Barracks Road 6 Chennai Corporation 10.46 Sardar Patel Road @ C.L.R.I. 3 Chennai Corporation 10.47 Kamaraj Salai near Light House 4 Chennai Corporation 10.48 Greenways Road @ Sathya Studio 3 Chennai Corporation 10.49 Valasaravakkam - Arcot Road junction 3 Chennai Corporation 10.50 MEPZ on GST Road 3 DoH 10.51 Old Jail Road opposite to Stanley Hospital 4 Chennai Corporation

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Cost (Rs. Sl. Implementation Project In No Agency Crores) 10.52 GST Road near MKN Salai 4 DoH 10.53 GST Road near Chromepet Bus Stand 4 DoH Sardar Patel Road (Guindy Engineering College / Gandhi 10.54 3 Chennai Corporation Mandapam) 10.55 Sardar Patel Road – LB Road 4 Chennai Corporation 10.56 South Usman Road (Ranganathan Street) 3 Chennai Corporation 10.57 Theagaraya Road (Pondy Bazaar) 2 Chennai Corporation 10.58 College Road (Bus Stop) 3 Chennai Corporation 10.59 Purasavakkam High Road (Gangadeswaran Kovil Road) 2 Chennai Corporation 10.60 Pantheon Road and Adithanar Salai Junction 3 Chennai Corporation 10.61 Poonamallee High Road – Nerkundram 4 DoH 10.62 Taluk Office Road – Anna Salai 3 Chennai Corporation 10.63 Nathamuni Junction (New Avadi Road) 3 DoH 10.64 Uthamar Gandhi Salai – MGR Salai 4 DoH 10.65 Near Queen Marys College, on Kamarajar Salai 4 Chennai Corporation 10.66 At Raja Annamalai Mandaram 4 Chennai Corporation 10.67 Near Thiruvotriyur bus stand 2 Chennai Corporation 10.68 Near Meenakshi College on Kodambakkam High road 2 Chennai Corporation 10.69 Near Vadapalani Bus Terminus on Arcot road 2 Chennai Corporation 10.70 On Jawaharlal Nehru road near the junction with Arcot road 4 Chennai Corporation 10.71 Toll Gate near Royapuram 4 Chennai Corporation 10.72 Velachery road- Tarmani road junction 4 Chennai Corporation 10.73 Guindy – MKN Road 3 Chennai Corporation 10.74 Poonamallee High Road @ Koyambedu Bus Stop 2 DoH 10.75 Konnur High Road and Medavakkam Tank Road (Ayanavaram) 4 Chennai Corporation 11 ROBS/RUBS 366 DoH 11.1 ROB in lieu of L.C.No. 16 on MKT Road @ Minjur Station. 15.0 DoH Construction of R.O.B. in lieu of L.C.4 (Near Tiruvotriyur 11.2 25.0 DoH Railway Station) 11.3 Construction of RUB near Wimco Nagar Railway Station LC6 20.0 DoH 11.4 LC 3 at Tondiyarpet 25.0 DoH 11.5 LC 32, 33 between Tambaram and Vandalur 50.0 DoH 11.6 ROB on Kathivakkam – Cochrane Basin Road 19.8 DoH 11.7 RUB at Monegar Choultry Road 19.7 DoH 11.8 RUB at Villivakkam LC2 37.9 DoH 11.9 ROB at Rangarajapuram LC 21.9 DoH 11.10 Limited RUB @ LC 26 near Vaishnav College @ Chromepet 5.0 DoH

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Cost (Rs. Sl. Implementation Project In No Agency Crores) RUB in lieu of LC 16 near St. Thomas Mount Railway Station 11.11 8.0 DoH (Karunigar Street) 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 12 Off street Parking –Multistoried 95 Chennai Corporation 12.1 At the Existing T. Nagar Bus Terminal on South Usman Road 30 Chennai Corporation Multi-storied Parking Facility at Two Bus Terminals (MTC & 12.2 20 Chennai Corporation SETC) near Esplanade (Broadway) 12.3 At the MTC bus depot (East) on 3rd Avenue 10 Chennai Corporation Multi-storeyed Parking Lot at the Garbage Truck Parking Site 12.4 10 Chennai Corporation on Nungambakkam High road Multi-storeyed Parking Lot at the MTC Bus Terminal on 12.5 10 Chennai Corporation Velachery road 12.6 Multi-storeyed Parking Lot at Wallace Garden 15 Chennai Corporation 13 Traffic Management Centres for 4 areas 300 Traffic Police 13.1 T.Nagar Traffic Police 13.2 Egmore Traffic Police 13.3 Purasavakkam Traffic Police 13.4 Mylapore Traffic Police 14 Widening of Cross Drainage Works 101

14.1 Widening of bridge on Wallaja road across the B.canal 1.20 Chennai Corporation

14.2 Widening of bridge on Swami Sivananda Salai across B.canal 0.85 Chennai Corporation

14.3 Widening the Anderson bridge across Coovum 2.00 Chennai Corporation

Widening of bridge across Otteri Nullah between Aspiran 14.4 0.65 Chennai Corporation garden I Street and Kilpauk Garden II Street 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 0.24 Chennai Corporation Widening of culvert on Thirumangalam Road across Otteri 14.8 0.09 Chennai Corporation Nullah Widening of bridge across Virugambakkam Canal at 14.9 0.12 Chennai Corporation Kaliamman Koil Street 14.10 Widening of culvert at Spurtank Road near Sree Mithai 0.07 Chennai Corporation Additional 2 lanes to the Bridge on Sardar Patel Road across 14.11 1.00 DoH B Canal Construction of bridge across Coovam river connecting NH-4 14.12 5.00 DoH with Nolambur

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Cost (Rs. Sl. Implementation Project In No Agency Crores) Construction of a bridge across Adyar river near 14.13 5.00 DoH Nandampakkam Construction of a bridge across Coovam river @ km 0/4-0/6 of 14.14 6.00 DoH M.P.Road and Paruthipattu 14.15 Widening Basin Bridge on GNT Road 20.00 DoH 14.16 Widening the Bridges at Km. 13/9,15/10 Of Inner Ring Road 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 Construction of new bridge across Cooum river connecting 14.20 20.00 DoH Rail Nagar and NH4 15 Construction / reconstruction of Cross Drainage Works 51

15.1 Bridge on Pari street across Virugambakkam Canal 1.42 Chennai Corporation Bridge connecting ‘N’ Block main road and ‘O’ Block across 15.2 2.52 Chennai Corporation Otteri Nullah Bridge connecting Ezhil Nagar, M.G.R. Nagar and Sathya 15.3 5.59 Chennai Corporation Nagar across B-Canal

Bridge Connecting Krishnamurthy Nagar and Ramakrishna 15.4 3.97 Chennai Corporation Road in M.K.B.Nagar

Bridge Connecting Narasimha Nagar and M.S.Nagar across 15.5 2.37 Chennai Corporation Otteri Nullah Bridge across Cooum river connecting Metha Nagar officers 15.6 3.37 Chennai Corporation colony 1st street Dn-73 to Venkatachalapathy street Demolition and reconstruction of bridge at Indira Nagar and 15.7 2.00 Chennai Corporation Rajiv Gandhi Nagar 15.8 Bridge at Kannagi street across Virugambakkam Canal 0.14 Chennai Corporation Bridge Level Raising at Kalasathamman Koil street junction of 15.9 0.20 Chennai Corporation Tondiarpet High Road, Chinnandimadam Bridge connecting Mathiazhagan Street and Nehru Nagar 15.10 0.12 Chennai Corporation across Rajbhavan canal Construction of additional two lanes High Level Bridge at 15.11 Km.62/2 of Singaperumal Koil - Sriperumbudur - Thiruvallur - 5.00 DoH Redhills Road. Construction of additional high level bridge at Km. 3/4 of 15.12 1.00 DoH Mount - Poonamallee - Avadi road. Construction of additional two lane high level bridge at 15.13 5.00 DoH Km.15/8 of Mount - Poonamallee - Avadi road. Construction of submergible bridge at Km. 16/6 of 15.14 2.00 DoH Tambaram-Mudichur-Sriperumpudur Road Construction of submergible bridge at Km. 13/8 of 15.15 2.00 DoH Tambaram-Mudichur-Sriperumpudur Road Construction of submergible bridge at Km. 27/6 of Chennai- 15.16 3.00 DoH Kodambakkam-Sriperumpudur Road

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Cost (Rs. Sl. Implementation Project In No Agency Crores) Construction of High Level Bridge at Km. 14/4-14/8 of 15.17 11.00 DoH Karanodai - Minjur Road Road 16 Widening 2- lane to 4- /6- lane 4658 16.1 Improving Bus Route Roads in City (200 km.) 200 Chennai Corporation Ayanavaram Road and Raju (N) Street (connecting New Avadi 16.2 5 Chennai Corporation Road and Medavakkam Tank Road) (1.4 k.m.) (4 lane) Dr. Radhakrishnan Salai (Service Road on both sides of 16.3 15 Chennai Corporation flyovers at TTK. Road junctions) 16.4 Choolaimedu High Road (4 lane) 10 Chennai Corporation 16.5 in CMA (400 km) 2264 Urban Local Body 16.6 Improving Bus Route Roads (300 km) – CMA 300 Urban Local Body The link road connecting Kaliamman koil street and NH4 through Nerkundram road to act as a parallel road to 16.7 47 Chennai Corporation Jawaharlal Nehru Salai (IRR) behind the KWMC (km 0/0-2/4) (four lane) 16.8 Alandur Road (4 lane) 7 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) 5 Urban Local Body 16.12 Velachery Road (3km) 3 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) 5 Urban Local Body Wideningto two lane to Four lane and Strengthening of 16.15 7 DoH G.N.T. Rd , km 22/6-25/7(Old NH) Widening to two lane to Four lane and Strengthening of 16.16 10 DoH Tiruvottiyur -Ponneri-Panchertty road,km13/5-16/0 Widening to two lane to Four lane and Strengthening of 16.17 7 DoH Tiruvottiyur -Ponneri-Panchertty road,km16/0-19/0 Widening to two lane to Four lane and Strengthening of 16.18 7 DoH Tiruvottiyur -Ponneri-Panchertty road,km19/0--22/0 Widening to two lane to Four lane and Strengthening of 16.19 7 DoH Tiruvottiyur -Ponneri-Panchertty road,km22/0--25/0 Widening to two lane to Four lane and Strengthening of 16.20 10 DoH Tiruvottiyur -Ponneri-Panchertty road,km25/0-27/8 Widening to two lane to Four lane of Korattur-Thinnanur- 16.21 7 DoH Periyapalayam road,Km 6/5-10/0 Widening Four lane to six laning of Mount-Poonamallee 16.22 5 DoH road,Km 1/3-3/5 Widening Four lane to six laning of Mount-Poonamallee 16.23 9 DoH road,Km 3/5-7/0 Widening Four lane to six laning of Mount-Poonamallee 16.24 10 DoH road,Km 7/0-10/8 Widening two lane to Four lane of Poonamallee-Kuntrathur 16.25 4 DoH road km 2/2-4/0

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Cost (Rs. Sl. Implementation Project In No Agency Crores) Widening two lane to Four lane of Poonamallee-Kuntrathur 16.26 3 DoH road km 4/0-5/4 Widening and Strengthening of Marmalong Bridge - 16.27 43 DoH Irumbuliyur Road km 8/2 - 12/4 Widening and Strengthening of Taramani link road km. 0/0- 16.28 23 DoH 3/650 (six lane) 16.29 Widening Madipakkam to Velachery km. 0/0-3/1 (four lane) 15 DoH Widening and Strengthening of Vanagaram-Ambattur road , 16.30 100 DoH km 0/0-6/2 (six lane) Widening MBI road Km. 12/2-21/2 (Medavakkam to 16.31 35 DoH Tambaram) (six lane) Widening ECR (from Thiruvanmiyur to Toll Plaza) Km. 11/8- 16.32 100 DoH 31/0 (six lane) Kodambakkam-Sriperumpudur road, km5/0-37/400 (four 16.33 150 DoH lane) Widening Taramani Perungudi road Km. 0/0-2/010 (four 16.34 6 DoH lane) Widening from Anna salai (Alandur) to Mount station (MKN 16.35 20 DoH road 3 Km. ( four lane) Widening to dual four lane with service lanes of Inner Ring 16.36 15 DoH Road km 13/2-16/2 Approach road from Rajiv Gandhi Salai to Nookampalayam 16.37 90 DoH Road from 10m to 30.5m Widening Rajiv Gandhi Salai from Siruseri to Mamallapuram - 16.38 500 DoH 30km (six lane) ECR from Toll Plaza to Mamallapuram as 6-lane expressway- 16.39 300 DoH 20km 16.40 Pallavaram-Thoraipakkam road as 6-lane expressway 150 DoH 16.41 Nesapakkam Road 14 DoH Widening to two lane to Four lane of Korattur-Thinnanur- 16.42 8 DoH Periyapalayam road,Km 10/0-14/0 Widening to two lane to Four lane of Korattur-Thinnanur- 16.43 8 DoH Periyapalayam road,Km 14/0-18/0 Widening two lane to Four lane of Korattur-Thinnanur- 16.44 8 DoH Periyapalayam road,Km 18/0-22/0 Widening two lane to Four lane of Korattur-Thinnanur- 16.45 7 DoH Periyapalayam road,Km 22/0-25/2 Widening two lane to Four lane of Korattur-Thinnanur- 16.46 6 DoH Periyapalayam road,Km 25/2-28/2 Widening Four lane to six laning of Mount-Poonamallee - 16.47 10 DoH Avadi road,Km 6/8-10/8 Widening two lane to Four lane of S.S.T.R road km 40/300- 16.48 6 DoH 43/0 Widening two lane to Four lane of S.S.T.R road km 25/925- 16.49 9 DoH 30/0 16.50 Widening two lane to Four lane of S.S.T.R road km 30/0-33/0 7 DoH 16.51 Widening two lane to Four lane of S.S.T.R road km 33/0-36/0 7 DoH

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Cost (Rs. Sl. Implementation Project In No Agency Crores) Widening two lane to Four lane of S.S.T.R road km 36/0- 16.52 10 DoH 40/300 17 Widening Single lane to two lane 363 DoH 17.1 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, 17.2 4.0 DoH Km. 0/0-1/6 (two lane) Widening and Strengthening of Mangadupattu – Moulivakkam 17.3 6.1 DoH road Km. 0/0-3/8 (two lane) Widening and Strengthening Somangalam road, Km. 0/0-4/0 17.4 7.0 DoH (two lane) Widening and Strengthening of Ariyalur – Vilangadu Pakkam 17.5 9.5 DoH road, Km. 0/0-6/4 (two lane) Widening and Strengthening of Minjur – Kattur – 17.6 31.8 DoH Thirupalaivanam Road Km. 0/0-17/4 (two lane) Widening and Strengthening Minjur Karanodai road (Km. 0/0- 17.7 55.1 DoH 16/4) (two lane) Widening and Strengthening of Madharvedu road, Km. 0/0- 17.8 3.4 DoH 1/6 (two lane) Widening and Strengthening of Koladi road, km. 0/0-7/0 (two 17.9 19.0 DoH lane) Widening and Strengthening of Vadaperumbakkam – 17.10 21.5 DoH Chettimedu Nairu Road (Km. 6/2 – 19/0) (two lane) 17.11 Widening and Strengthening of 16.0 DoH a) Melmanambedu Road (Km. 0/0-1/420) DoH b) Vellavedu – Chithur Kadu Road (Km. 0/0-4/2) DoH c) Parivakkam - Pallikuppam road, ( Km 0/0-2/8) (two lane) DoH Widening to Single lane to two lane and Strengthening of 17.12 4.0 DoH T.P.P. road to Sadayankuppam Road Km 0/0-2/910 Widening single lane to two lane and Strengthening of 17.13 5.0 DoH Medavakkam – Mambakkam – Sembakkam road Km. 8/0-12/5. Widening single lane to two lane and Strengthening of 17.14 5.0 DoH Medavakkam – Mambakkam – Sembakkam road Km. 12/5-17/0 Widening single lane to two lane and Strengthening of 17.15 5.0 DoH Medavakkam – Mambakkam – Sembakkam road Km. 17/0-21/5 Widening single lane to two lane and Strengthening of 17.16 5.5 DoH Medavakkam – Mambakkam – Sembakkam road Km.21/5-26/8 Widening single lane to two lane and Strengthening of 17.17 1.5 DoH Chinnapanicheri road Km. 0/0-1/4 Widening single lane to two lane and Strengthening of 17.18 1.5 DoH Nandhambakkam road Km. 0/0-1/350 Strengthening and Providing Hard shoulder to Vanagaram 17.19 3.0 DoH Ambattur Road km 0/0-2/0 Strengthening and Providing Hard shoulder to Vanagaram 17.20 3.0 DoH Ambattur Road km1/2-3/2

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Cost (Rs. Sl. Implementation Project In No Agency Crores) Strengthening and Providing Hard shoulder to Vanagaram 17.21 3.0 DoH Ambattur Road km 3/2-6/2 Widening single lane to two lane and Strengthening of 17.22 4.0 DoH Chengalpattu – Tiruporur road Km. 0/0-4/0. Widening single lane to two lane and Strengthening of 17.23 3.0 DoH Chengalpattu – Tiruporur road Km. 4/0-7/0. Widening single lane to two lane and Strengthening of 17.24 3.0 DoH Chengalpattu – Tiruporur road Km. 7/0-10/0 Widening single lane to two lane and Strengthening of 17.25 3.0 DoH Chengalpattu – Tiruporur road Km. 10/0-13/0. Widening single lane to two lane and Strengthening of 17.26 3.0 DoH Chengalpattu – Tiruporur road Km.13/0-16/0 Widening single lane to two lane and Strengthening of 17.27 3.0 DoH Chengalpattu – Tiruporur road Km.16/0-19/0 Widening single lane to two lane and Strengthening of 17.28 3.0 DoH Chengalpattu – Tiruporur road Km.19/0-21/8 Widening single lane to two lane and Strengthening 17.29 4.5 DoH Singaperumal Koil to Reddikuppam Road Km. 0/0-4/5. Widening single lane to two lane and Strengthening 17.30 4.5 DoH Singaperumal Koil to Reddikuppam Road Km. 4/5-9/0 Widening single lane to two lane and Strengthening 17.31 4.5 DoH Singaperumal Koil to Reddikuppam Road Km. 9/0-13/2 Widening single lane to two lane and Strengthening of 17.32 6.0 DoH Mambakkam - Tiruporur Road Km. 14/4-20/0 Widening single lane to two lane and Strengthening of Echur- 17.33 5.0 DoH Tiruporur road Km 0/0-5/0 Widening single lane to two lane and Strengthening of Echur- 17.34 5.0 DoH Tiruporur road Km 5/0-10/0 Widening vadakupattu-Guruvanmedu-palur Singaperumal koil 17.35 10.0 DoH road 0/0-7/8 (two lane) Widening single lane to two lane of Mevalurkuppam - 17.36 2.0 DoH Nayapakkam Road km 0/0-2/0 Widening single lane to two lane of Mevalurkuppam - 17.37 2.5 DoH Nayapakkam Road km 2/0-4/4 Widening single lane to two lane and Strengthening of 17.38 3.0 DoH Kayarambedu–Kalivanthapattu, km– 1/100-4/0. Widening single lane to two lane and Strengthening of 17.39 4.5 DoH Kayarambedu–Kalivanthapattu, km–4/0-8/450 Widening single lane to two lane and Strengthening of 17.40 5.0 DoH Guduvanchery-Kottamedu Km 5/4-10/0 Widening single lane to two lane and Strengthening of 17.41 4.0 DoH Guduvanchery-Kottamedu Km 10/0-14/0 Widening single lane to two lane and Strengthening of 17.42 4.0 DoH Guduvanchery-Kottamedu Km 14/0-17/5 Widening Single lane to two lane and Strengthening of 17.43 Ambathur – Madanakuppam-Mettupalayam –Oragadam Salai 1.2 DoH km0/0-1/8 Widening and Strengthening Singaperumal Koil to 17.44 14.0 DoH Reddikuppam Road km 0/0-13/2 Widening and Strengthening Maelanur - Meyyur Road km 0/0- 17.45 29.0 DoH 17/4

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Cost (Rs. Sl. Implementation Project In No Agency Crores) Widening and Strengthening Madambakkam (through) 17.46 4.0 DoH Kelambakkam road (Km. 0/0-3/1) (two lane) 18 Miscellaneous Schemes 157 Chennai Corporation Improvements to existing subways/foot over bridges by 18.1 provision of escalators/ramps etc @ 30 locations @ 0.7 cr 21 Chennai Corporation each Pedestrain foot bridges across water courses ( 1000m @ 0.2 cr 18.2 20 Chennai Corporation / metre) 18.3 Subway network at Central Railway Station 98 Chennai Corporation Cycle tracks and foot ways along banks of water courses and 18.3 18 Chennai Corporation roads proposed for widening(60 km @ 0.3 cr/km) 19 Sky walks 128 Chennai Corporation 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 20 Intermodal Stations 200 GoTN 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 21 Truck Terminals 70 GoTN 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 22 Intercity bus terminals 400 GoTN 22.1 Vandalur 200 GoTN 22.2 Varadaraja Puram 200 GoTN 23 Missing Links (4 lanes) 54 GoTN 23.1 Nesapakkam to Nandambakkam (Trade Centre) 18 Chennai Corporation 23.2 Kannadasan nagar to CPCL (Manali road) 18 DoH 23.3 Puzhal to IRR Madhavaram – Red hills road 18 DoH

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Cost (Rs. Sl. Implementation Project In No Agency Crores) 24 MRTS 496 Southern Railway 24.1 From Velachery to St. Thomas Mount 496 Southern Railway 25 Proposed Suburban Rail Links 1709 Southern Railway 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 26 Major New Links (6 lanes) 3304 Southern Railway CMA Peripheral Ring Road sections (Kelambakkam to NH45 & 26.1 504 DoH Tiruvallur to Minjur) Link between Vandalur-Wallajabad Road & Sriperumbudur- 26.2 90 DoH Kodambakkam Road 20.3 Link between NH Bypass & ORR & NH4 (Sunguvarchatram) 207 DoH 26.4 Southern Segment ORR ( near – Tambaram Airforce Station) 90 DoH 26.5 Jawaharlal Nehru Road (IRR) southern segment 45 DoH 26.6 Thorapakkam – ECR line 18 DoH 26.7 Velachery – Karapakkam 36 DoH 26.8 NH bypass From NH 4 to NH 5 480 NHAI 26.9 Ennore Port Connectivity Road 207 NHAI 26.10 NH bypass (MEPZ) to ORR 27 NHAI 26.11 ORR from NH45 to TPP road 1600 GoTN 27 Major Road Widening 297 DoH CMA Peripheral Ring Road Sections (NH45-NH4 via Oragadam 27.1 75 DoH (6lane)) CMA Peripheral Ring Road Segment (Sriperumbudur-Tiruvallur 27.2 66 DoH (6lane) (Singaperumal – Sriperumbudur Road )) 27.3 Redhills-Tiruvallur (4lane) 99 DoH 27.4 Kelambakkam-Vandalur (6lane) 57 DoH 28 Elevated Roads 3460 DoH 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 300 DoH Manali Oil Refinery Rd – Central-Light House Along 28.6 800 DoH Light House – Adyar Estuary and on to Kottivakkam(Santhome 28.7 630 DoH Bypass El Corridor) 29 Freight corridor 1611 NHAI Elevated corridor along the banks of Cooum river from 29.1 1468 NHAI Chennai port to Maduravoyal Road connecting Ennore Port (northern gate) and TPP Road @ 29.2 143 NHAI Vallur

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Cost (Rs. Sl. Implementation Project In No Agency Crores) Bus Augmentation + Replacement - 5500 Buses (2200 30 additional Buses and replacement of 3300 Buses @ Rs. 0.23 1265 MTC crore per bus) 31 BRTS 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 32 Mono Rail/LRT 7650 Monorail/LRT SPV Pallavaram - Kundrathur-Poonamallee - Ambattur - 32.1 4050 Monorail/LRT SPV Koyambedu 32.2 Ambattur - Ambattur I.E - Padi - Anna Nagar - Kilpauk 3600 Monorail/LRT SPV 33 METRO 18650 CMRL 33.1 From Washermanpet to Airport, 14600 CMRL From Chennai Central to Thirumangalam 0 CMRL From Thirumangalam to Kathipara 0 CMRL 33.2 Washermenpet – Wimconagar 4050 CMRL 34 New Links 393 CMRL Link road between Madhaya Kailash and Muthuramlinga 34.1 40 Chennai Corporation Thevar Salai along West Canal Bank Road (1.8 km) (elevated)

Link from Kotturpuram – Gandhi Mandapam Road and West 34.2 Canal Bank Road (utilising the approach road to Birla 25 Chennai Corporation Planetarium and existing road behind CLRI) (1.16 km)

Link road along Ponni Amman Koil Street connecting Gandhi 34.3 30 Chennai Corporation Mandapam Road and West Canal Bank Road (1 km) Link road between New Avadi Road and Medavakkam Tank 34.4 5 Chennai Corporation Road Link Road between Rajiv Gandhi Salai (OMR) and East Coast 34.5 30 DoH Road at Palavakkam Link Road connecting Greenways Road to Northern end of 34.6 Thiru-vi-ka Bridge at Durga bai Deshmukh Road inside Music 3 Chennai Corporation College Link Road between Thiru-Vi -Ka Bridge and Kotturpuram 34.7 Bridge along southern bank of Adyar river and extending up 50 Chennai Corporation to Marai Adigal bridge (4.4 km) 34.8 MBI Road to Rajiv Gandhi Salai thru Jaladampattae (4 km) 60 Chennai Corporation

34.9 Ambattur Estate to ORR (via Paruthipattu) (15km) 150 DoH Total Cost for Phase - I 52689

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Cost (Rs. Sl. Implementation Project In No Agency Crores) Phase II (2016-2021) Junction Improvements (Geometric improvements to Chennai Corporation 1 10 Junctions, Road Markings and Signages) in CMA / DoH 2 Signs & markings 16 Traffic Police 3 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 At the junction of Mount Poonamallee road and Poonamallee 3.9 60 DoH Kundrathur road at Poonamallee town 4 Subways 23 DoH 4.1 CTH Road near Avadi Bus Stand 2 DoH 4.2 CTH Road in front of Ambattur Bus Stand 2 DoH 4.3 GST road near Chrompet bus stand 2 DoH 4.4 GNT Road Opp. Puzhal Central Prison 4 DoH 4.5 Mount Poonamallee road at Ramachandra Medical College 4 DoH 4.6 Valecheri Road (Thambaram East Railway Station) 3 DoH 4.7 Minjur Railway Station 2 DoH 4.9 Padi intersection 4 DoH Southern 5 ROBS/RUBS 456 Railway/CoC/DoH 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 ROB in lieu of L.C.No. 40 (On Madambakkam, Adhanur and 5.8 35 DoH Padappai road) ROB in lieu of L.C.No. 47 between Guduvanchery and 5.9 55 DoH Singaperumalkoil Widening of RoB to dual 4 lane width in Km. 12/2-13/2 of 5.10 15 DoH Inner Ring Road

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Cost (Rs. Sl. Implementation Project In No Agency Crores) ROB in lieu of L.C.No. 5 between Villivakkam and Ambattur 5.11 30 DoH Railway Stations 5.12 RoB in lieu of existing Vyasarpadi underpass in GNT Road 85 DoH Pattabiram Military siding (1042 – 1043) (located in NH 205 5.13 15 DoH under the control of NHAI) RUB in lieu of L.C. No. 9 (Near Hindu College Railway 5.14 15 DoH Station) 5.15 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 1 Chennai Corporation 6 Widening of Cross Drainage Works 33 DoH Construction of High Level Bridge at Km. 0/2 of Sri Devi 6.1 5 DoH Karumari Amman Koil Street. Construction of High Level Bridge at Km. 14/8 of Vanagaram- 6.2 3 DoH Ambattur Road Construction of bridges across Coovum River from NH-4 6.3 20 DoH (Koyambedu to Thiruverkadu (4 Nos.)) Construction of a Bridge at Km. 4/10 of Palur - Singaperumal 6.4 3 DoH Koil Road Construction of a bridge at Km. 4/6 of NH4 to Irungattukottai 6.5 1 DoH to CKS road (via) Katrambakkam Reconstruction of bridge at Km. 15/8 of Tambaram-Mudichur- 6.6 1 DoH Sriperumpudur Road 7 Widening 2- lane to 4- /6- lane 1564 DoH 7.1 Redhills Road from Srinivasa Nagar to CTH Road 15 DoH 7.2 Widening GST road to Thiruneermalai ,4km (four lane) 15 DoH

7.3 CTH Road from Avadi to Thiruvallur as a 6-lane expressway 200 DoH 7.4 Navalur-Thalambur-Siruseri Medavakkam Road 300 DoH Existing 50’ approach road connecting the Global Hospitals to 7.5 7 DoH the Medavakkam-Sholinganallur Road (Perumbakkam) Strengthening and improving the network of radial roads of 7.6 1000 DoH 250km length (improved during 1998-2000) 7.7 Thirunneermalai Road (1.5km) 11 DoH 7.8 Kishkinta Road (2.7km) 2 DoH 7.9 Agaram Road 15 DoH 8 Sky walks 25 Chennai Corporation 8.1 Tambaram 25 Chennai Corporation Widening, Strengthening and Resurfacing of arterial, sub- 9 arterial and Collector Roads (Widening Single lane to two 81 DoH lane) Widening to Single lane to two lane and Strengthening of 9.1 Ambathur-Madanakuppam-Mettupalayam Road to Puthagaram 3.0 DoH road,Km 0/0-2/135

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Cost (Rs. Sl. Implementation Project In No Agency Crores) Widening to Single lane to two lane and Strengthening of 9.2 5.0 DoH A.V.P. road to Manali-Mathur road (via) Kosappur,Km0/0-3/4 Widening to Single lane to two lane and Strengthening of 9.3 4.0 DoH Guruvoyal Road, Km0/0-4/0 Widening to Single lane to two lane and Strengthening of 9.4 3.5 DoH Guruvoyal - Sothupakkam Road ,Km0/0-3/2 Widening to Single lane to two lane and Strengthening of 9.5 4.0 DoH Putlur road ,Km0/0-3/8 Widening to Single lane to two lane and Strengthening of 9.6 3.5 DoH Kommukambedu road,Km 0/0-3/6 Widening to Single lane to two lane and Strengthening of 9.7 4.0 DoH Poondi- Ramarajankandigai road,0/0-4/0

Widening to Single lane to two lane and Strengthening of 9.8 5.0 DoH Poondi- Ramarajankandigai road,4/0-8/4 Widening to Single lane to two lane and Strengthening of 9.9 3.0 DoH 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 9.10 3.0 DoH 0/0-2/0 and (b) Thalambur – HC Road to Karanai – HC road 2/0-3/050. Widening and Strengthening Of single lane to double lane to 9.11 3.0 DoH M.P. road to Manapakkam km.0/0-2/5

Widening and Strengthening Of single lane to double lane to 9.12 3.0 DoH M.P. road to Manapakkam km.2/5-5/0 Widening to Single lane to two lane and Strengthening of 9.13 GNT road to T.P.P road,(via)Gangaiyadi kuppam, Agaram 11.0 DoH Colony ,Mettupalayam(including union road),Km0/0-10/6 Widening to Single lane to two lane and Strengthening of 9.14 GNT road to Neduvarampakam -Andarkuppam road ,Km 0/0- 3.5 DoH 1/830,0/0-1/600 Widening to Single lane to two lane and Strengthening of 9.15 1.0 DoH C.P. road to Andarkuppam road ,Km0/0-1/0 Widening to Single lane to two lane and Strengthening of 9.16 4.0 DoH GNT road to New Erumaivettipalayam road,Km 0/0-4/0 Widening to Single lane to two lane and Strengthening of 9.17 3.5 DoH GNT road to New Erumaivettipalayam road,Km4/0-7/2 Resurfacing Thirumazhisai-Sathyavedu road Km. 20/0-22/0 9.18 including improvements to Service Road under R.O.B. in 4.0 DoH Tiruvallur Widening Single lane to two lane and Strengthening of of 9.19 3.0 DoH Palur - Singaperumal Koil Road km 0/0-3/0 Widening Single lane to two lane and Strengthening of Palur 9.20 3.0 DoH - Singaperumal Koil Road km 3/0-6/0 Widening Single lane to two lane and Strengthening of Palur 9.21 3.5 DoH - Singaperumal Koil Road km 6/0-9/2 10 Intermodal Stations 75 GoTN 10.1 Light House 25 GoTN

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Cost (Rs. Sl. Implementation Project In No Agency Crores) 10.2 Kundrathur 25 GoTN 10.3 Madhavaram 25 GoTN 11 Truck Terminals 20 GoTN 11.1 Vandalur 10 GoTN 11.2 Nallur (Chekkadu) 10 GoTN 12 Intercity bus terminals 200 GoTN 12.1 Thirunindravur 200 GoTN 13 Proposed Suburban Rail Links 1860 Southern Railway 13.1 Chengalpattu-Tiruvallur 920 Southern Railway 13.2 Tiruvallur – Gummudipoondi 940 Southern Railway 14 Elevated Roads 450 Southern Railway 14.1 Adyar Estuary-Kotivakkam (Santhome Bypass El Corridor) 150 DoH Along Nungambakkam High Road, Valluvar Kottam High Road, 14.2 300 Chennai Corporation Mc. Nichols Road, College Road and Haddows Road 15 Development of Freight corridor 101 Chennai Corporation Road connecting Ennore port (northern gate) and NH5 @ 15.1 101 GoTN Thatchur Bus Augmentation + Replacement - 6600 Buses(1100 16 additional Buses and replacement of 5500 Buses @ Rs. 0.23 1518 MTC crore per Bus) 17 METRO 8550 CMRL Madhavaram-Perambur – – Dr. Radhakrishna salai - 17.1 8550 CMRL Lighthouse 18 New Links 379 CMRL New Link Road connecting Greenways Road to Northern end 18.1 of Thiru-vi-ka Bridge at Durgabai Deshmukh Road inside Music 3 Chennai Corporation College 18.2 Bypass roads to Thirumazhisai & Thiruvalluvar Towns (12km) 180 DoH

18.3 Mudichur to Darkas Loop Road (via) TNHP Colony (3.2 km) 5 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 Link connecting Vanagaram – Ambattur Road and Porur 18.6 25 DoH through Chettiaragaram (NH 4 – M.P. Road via Chettiaragaram Link connecting Ambattur-Red Hills Road and IRR by widening 18.7 and strengthening the Water Canal Road from 25 DoH Madanamkuppam 19 Mono Rail/LRT 6300 Monorail/LRT SPV Sriperumbudur on NH4 - Poonamallee - Porur - Arcot Road - T 19.1 6300 Monorail/LRT SPV Nagar - Teynampet-Luz Total Cost for Phase - II 21899 Phase III (2022-26)

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Cost (Rs. Sl. Implementation Project In No Agency Crores) Junction Improvements (Geometric improvements to Chennai Corporation 1 5 Junctions, Road Markings and Signages) / DoH 2 Signs & markings 10 Traffic Police 3 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 Vadakarai – Madhavaram Road x Naravarikuppam Town 3.8 30 DoH Panchayat limits. 4 Subways 9 DoH 4.1 GNT Road (Moolakadai junction) 3 DoH 4.2 Porur - Mount Poonamallee Road junction 4 DoH 4.3 Mount Poonamalle Road - Mangadu Road Junction 2 DoH 5 Widening of Cross Drainage Works 74 DoH Construction of Bridge at Km. 10/2 of Korattur-Thinnanur- 5.1 2 DoH Periyapalayam road Construction of a bridge at Km. 20/6 & 8 of Chennai- 5.2 5 DoH Kodambakkam - Sriperumbudur Road Construction of bridge at Km. 13/6, 15/8 7 other narrow CD 5.3 4 DoH works (11/4-20/0) of Mount - Poonamallee - Avadi road. 5.4 Construction of a bridge across Aranaiyar river @ km 20 DoH

5.5 Tiruvallur -Uthukotai road(Tirumazhisai-Satyavedu Road) 20 DoH

Construction of High Level Bridge at Km.62/2 of Singaperumal 5.6 1 DoH Koil - Sriperumbudur - Thiruvallur - Redhills Road. Construction of Bridge at Km.44/2 of Thirumazhisai - 5.7 3 DoH Sathyavedu Road. Construction of Bridge at Km. 0/6 of Korattur-Thinnanur- 5.8 1 DoH Periyapalayam road to Pakkam road 5.9 Construction of Bridge at Km. 4/6 of Melanur-Meyyur road 18 DoH 6 Widening 2- lane to 4- /6- lane 210 DoH Widening Tambaram - Somangalam road Km. 0/0-9/6 (four 6.1 30 DoH lane) Vadaperumbakkam Chettimedu Nayaru Road, km 0/0-24/0 6.2 180 DoH (four lane) 7 TWO LANE WIDENING 105 DoH

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Cost (Rs. Sl. Implementation Project In No Agency Crores) Widening to Single lane to two lane and Strengthening of 7.1 4.5 DoH Melanur-Meyyur road,Km 0/0-4/0

Widening to Single lane to two lane and Strengthening of 7.2 3.5 DoH Melanur-Meyyur road ,Km 4/0-7/0

Widening to Single lane to two lane and Strengthening of 7.3 3.5 DoH Melanur-Meyyur road,Km 7/0-10/0

Widening to Single lane to two lane and Strengthening of 7.4 4.0 DoH Medur-Gummidipoondy,Km 0/0-5/0

Widening to Single lane to two lane and Strengthening of 7.5 5.0 DoH Medur-Gummidipoondy,Km 5/0-10/0

Widening to Single lane to two lane and Strengthening of 7.6 5.0 DoH Medur-Gummidipoondy,Km 10/0-15/0

Widening to Single lane to two lane and Strengthening of 7.7 3.0 DoH Medur-Gummidipoondy,Km 15/0-17/4 Widening single lane to two lane and improvements to 7.8 Walajabad - Sunguvarchattiram - Keelachery Road Km.24/0- 5.0 DoH 30/9. Widening Single lane to two lane and Strengthening of 7.9 4.5 DoH Elichur-Palur Road km 0/0-4/0 Widening Single lane to two lane and Strengthening of 7.10 5.0 DoH Elichur-Palur Road km 4/0-8/6 Widening single lane to two lane and strengthening of 7.11 3.0 DoH Thandalam - Perambakkam Road Km.10/0-12/0 Widening single lane to two lane and Strengthening of GST 7.12 6.0 DoH road to Karuneelam (via) Malrosapuram road Km. 0/0-5/8. Widening from single lane to two lane and strengthening of 7.13 3.0 DoH Nemili - mannur Road Km. 0/0-3/0 Widening from single lane to two lane and strengthening of 7.14 2.5 DoH Nemili - mannur Road Km. 3/0-5/4 Widening single lane to two lane and Strengthening of 7.15 4.0 DoH Manamathy-Mullipakkam Km 0/0-4/0

Widening single lane to two lane and Strengthening of 7.16 4.0 DoH Manamathy-Mullipakkam Km 4/0-8/0

Widening single lane to two lane and Strengthening of 7.17 4.5 DoH Kottamedu-Manamathy Km 0/0-4/5

7.18 Widening Pallur-Sogandy road km. 0/0-23/8 (two lane) 25.0 DoH Widening Umayal paranchery-Kanchivakkam- 7.19 10.0 DoH Sepapananchery0/0-9/2 (two lane) 8 MULTI LANE WIDENING(OUTSIDE CMA) 1264 DoH Widening two lane to Four lane of Walajabad- 8.1 7 DoH sunkuvarchatiram-Keelachery road km 3/0-6/0

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Cost (Rs. Sl. Implementation Project In No Agency Crores) Widening two lane to Four lane of Walajabad- 8.2 6 DoH sunkuvarchatiram-Keelachery road km 6/0-9/0 Widening two lane to Four lane of Walajabad- 8.3 6 DoH sunkuvarchatiram-Keelachery road km 9/0-12/0 Widening two lane to Four lane of Walajabad- 8.4 12 DoH sunkuvarchatiram-Keelachery road km 12/0-18/4 Widening Kosathalaiyar Bridge-Puthur road -32.5km (four 8.5 120 DoH lane) Widening Tirukalukundram-Mamallapuram Road-13.2km (four 8.6 50 DoH lane) Widening Walajabad-Sunguvarchathiram-keelacherry - 8.7 164 DoH Tiruvallur -43.km (four lane) 18/4-43/0 Sadras-Chengalpattu-Kanchipuram-Thiruvallur-Arakkonam 8.8 550 DoH road ,km 0/0-107/400 (four lane) Linking NH-4 with Arakkonan Naval Air station through 8.9 Thandalam-Perambakkam road,koovam-Thakkolam - 200 DoH Arakkonam road(40 km) 8.10 Puduvoyal-Periyapalayam road ,km 0/0-13/8 (four lane) 50 DoH 8.11 Tiruvallur-Uthukottai road(Four lane)-23km (four lane) 100 9 Intermodal Stations 50 GoTN 9.1 Porur 25 GoTN 9.2 Pallavaram 25 GoTN 10 Truck Terminals 10 GoTN 10.1 Varadharajapuram 10 GoTN 11 Intercity bus terminals 200 GoTN 11.1 Redhills 200 GoTN 12 Proposed Suburban Rail Links 540 GoTN 12.1 Chengalpattu-Mamallapuram 540 GoTN Bus Augmentation + Replacement - 8000 Buses (1400 13 additional Buses and replacement of 6600 Buses @ Rs. 0.23 1840 GoTN crore per Bus) 14 Mono Rail/LRT 2700 Monorail/LRT SPV 14.1 NH Bypass from Porur- Madhavaram 2700 15 New Links 345 DoH Providing an east-west link connecting the RoB near 15.1 Ambattur Rly.and IRR near Villivakkam station, north of the 150 DoH Central-Arakkonam Rail line 15.2 Link connecting Sadayankuppam Road to Ennore Expressway 75 DoH

15.3 Link connecting Medavakkam Kovoor 20 DoH

An approach road on Alamathi Road to Red Hills – Tiruvallur 15.4 100 DoH main road (via) Avadi – Alamathi (Four lane) – 14km

Total Cost for Phase - III 7532 Grand Total 82120

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XXII. Financial Investment Strategy Present Investment Schedule 172. Agencies / Departments involved in the development and maintenance of transport infrastructure in the Chennai Metropolitan region (CMA) can broadly be grouped into roads, rail, public transport, terminals, road safety, enforcement etc. List of agencies / departments identified as stakeholders in CMA Transport Development include:

I. Roads, Terminals & Related Infrastructure • Highways Department • National Highways Authority of India (NHAI) • Corporation of Chennai • Chennai Metropolitan Development Authority (CMDA) • Chennai & Ennore Port / AAI • Other Urban Local Bodies in CMA including Municipalities, Town Panchayats etc II. Public Transport • Southern Railway • Chennai Metro Rail Limited (CMRL) • Metropolitan Transport Corporation (MTC) III. Road Safety & Enforcement • Traffic Police • Regional Transport Authority

173. 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. Budget available Rs. in Crores Agency No 2003-04 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10 8 1 Highways Dept.1 30 52.5 129.02 176.48 NA NA 300 Corporation of 2 NA NA 156.71 130.77 189.01 NA 100 Chennai 2 Traffic Police 3 1.25 0.60 0.60 0.60 0.60 0.60 16.84 Department 3 Chennai Metro 4 Rail Limited NA NA NA NA NA NA 1573.92 (CMRL) 4

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Sl. Budget available Rs. in Crores Agency No 2003-04 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10 8 5 Local Bodies 5 NA NA NA NA NA 65.67 18 Other Local 6 NA NA NA NA NA 30.7 30.65 Bodies 6 7 MTC7 600 600 Total 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.

Table: Total Fund Requirement (Rs. In Crores) Phase 1 Phase 2 Phase 3 Agencies Total % Share (2010 – 2015) (2016 – 2021) (2022 – 2026) GoTN 2270 396 260 2926 3.6% Chennai Corporation 1823 346 1 2170 2.6% Urban Local Bodies 2698 3 1 2702 3.3% Southern Railways 2205 1860 540 4605 5.6% Traffic Police 346 16 10 372 0.5% Dept. of Highways 8717 2911 2180 13807 16.8% NHAI 2325 0 0 2325 2.8% MTC 1265 1518 1840 4623 5.6% BRT SPV 4740 0 0 4740 5.8% Monorail/LRT SPV 7650 6300 2700 16650 20.3% CMRL 18650 8550 0 27200 33.1% Total 52689 21899 7532 82120 100.0% % 64% 27% 9% Note: Consultant’s Estimates

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176. Gap Analysis

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

Table: Committed (Phase 1) Investments Committed Agency Committed Projects Investment during Phase I (Rs. In Crores) GoTN • ORR from NH 45 to TPP road 1600 Chennai • Committed Flyovers Corporation 210.0 • 4th suburban line from Beach to Athipattu • 5th & 6th suburban line from Chennai Southern Railways to Avadi 1055

• MRTS From Velachery to St. Thomas Mount • ROBs/RuBs Dept. of Highways • Committed Flyovers 455.0 • NH bypass From NH 4 to NH 5 • Elevated corridor along the banks of NHAI 1948.0 Cooum river from Chennai port to Maduravoyal • From Washermanpet to Airport, • From Chennai Central to CMRL 14600 Thirumangalam • From Thirumangalam to Kathipara Total 19868 Note: Consultant’s Estimates based on discussions with different agencies b) Public Private Sector Participation (PPP) In tune to the adopted Urban Transport Strategy by GoTN, the possibility of bringing the private sector in to transport sector in appropriate areas was explored and accordingly, the possible investment areas were identified where urban transport projects can be implemented through PPP format. Potential candidate projects for PPP format include:

• Off-street parking lots • Intermodal stations • Truck terminals • Intercity bus terminals and • Mass transport systems (BRT, Monorail/LRT & Metro)- 30%

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

Table: Potential Investments through PPP (Rs. In Crores) Phase 1 Phase 2 Phase 3 Agency Total (2010 – 2015) (2016 – 2021) (2022 – 2026) Govt. of TN 670 295 260 1225 Chennai 95 - - 95 Corporation BRT SPV 1422 0 0 1422 Monorail/LRT SPV 2295 1890 810 4995 CMRL 1215 2565 0 3780 Total 5697 4750 1070 11517 Source: Consultant’s 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 o Allocation of estimated financial requirements among the stakeholder agencies / departments o Phasing of the investments • Identification of tied resources o Identification of tied resources through committed projects o Estimation of possible investment from private sector through PPP projects • Estimation of untied resource requirements, after deducting resources from committed projects and from private sector from the total investment requirements. • Available resources through budgetary sources from different agencies. • Estimation of net resource requirement, after deducting the available budget support from the total untied resources

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

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that require maximum additional resources and need to be identified through possible resources.

Table: Details of Estimated Fund Gap for the identified investment requirements (Rs. Crores) Estimated Available Resources per Additional Capital Fund Requirements Fund Requirement for Untied Resources Annum based on through Budget Resources upto 2026 current budget Agencies availability pattern Phase 1 Phase 2 Phase 3 Phase 1 Phase 2 Phase 3 (2010 – (2016 – (2022 – Total Capital O& M 1 (2010 – (2016 – (2022 – Total 2015) 2021) 2026) 2015) 2021) 2026) Go TN 0.0 101.0 0.0 101 0 0 0 101 0 101 Chennai 1519.0 347.0 2.0 1868 50 50 1269 47 0 1316 Corporation Urban Local 2699.0 3.0 2.0 2704 24 24 2579 0 0 2579 Bodies Southern 1151.0 1860.0 540.0 3551 0 0 1151 1860 540 3551 Railways Traffic Police 346.0 16.0 10.0 372 8 8 306 0 0 306 State Highways 8262.0 2911.0 2180.0 13353 150 150 7512 2011 1430 10953 Dept. NHAI 377.0 0.0 0.0 377 0 0 377 0 0 377

MTC 1265.0 1518.0 1840.0 4623 0 601 1265 1518 1840 4623

BRT SPV 3318.0 0.0 0.0 3318 0 0 3318 0 0 3318 Monorail/LRT 5355.0 4410.0 1890.0 11655 0 0 5355 4410 1890 11655 SPV CMRL 2835.0 5985.0 0.0 8820 0 0 2835 5985 0 8820

Total 27130 17150 6460 50740 230 830 25970 15930 5700 47600 Source: Consultant’s Estimates Note: 1. In the absence of adequate data, 50% of the available budget is estimated for O&M and the balance 50% for capital investments. Note 2: For CMRL, the metro project under implementation is included in the committed projects and hence no additional fund is considered. For the projects evolved as part of the study for BRT SPV, Monorail/LRT SPV and CMRL, fund is not committed and hence is indicated as additional requirement.

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

Hence,the following sources have been proposed as alternate options for funding the identified resource gap to develop the suggested urban transport infrastructure in CMA.

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• Government Funding Support from Central and State Governments through various schemes like JNNURM, VGF, etc. • Fuel cess for the fuel sold at outlets in CMA • Additional cess on new vehicles during registration in CMA • Issue of Municipal Bonds/ Debentures • Loan from Financial Institutions and Multilateral Funding agencies

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

Bi-lateral and Multi-lateral bodies also known as Development Agencies like World Bank, Asian Development Bank (ADB) provide soft loans and grants for infrastructure projects. These agencies provide funds which are generally in the form of soft loans, and have a grant component combined with it for project preparation or capacity building. In certain cases, retroactive financing arrangements can be agreed to, wherein funds spent in project preparation stage is financed after loan agreements are finalized with retroactive effect. Accessing funds from these agencies is

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Final Report-Executive Version 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 Estimated fund mobilization Funding Options 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, 35,175 Bi-lateral and Multi-lateral bodies

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. 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

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

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181. Chennai is no exception to this scenario. In this regard, a diagnosis of the existing institutional arrangement in Chennai has been done to identify the gaps. Several case studies around the globe on institutional arrangements have been studied and conclusions are drawn on the organizational factors that contribute to successful urban transport systems.

Case Studies from India 182. The existing Institutional scenario in major cities in India that are contemplating Unified Metropolitan Transport Authority were studied notably those of Hyderabad, Mumbai, and Pune.

Diagnosis of the current Institutional set up in Chennai 183. The transport infrastructure facilities in CMA are vested with the Department of Highways, Chennai Municipal Corporation, Municipal bodies outside Chennai city, National Highway Authority of India (NHAI), Railways, Metropolitan Transport Corporation, Port authorities, AAI, CMDA (bus & truck terminals), private agencies operating buses to work centers and schools besides private truck terminal operators. The commercial vehicles and IPT modes are operated by private agencies and have make shift stands for operation and are not well organized. Besides other agencies that have a role in the efficient functioning of urban transport are the Transport Department vested with licensing and issuing permits, police department to regulate and enforce traffic and department of environment / pollution control to monitor the related aspects to have a sustainable transport. There are as many as fourteen agencies involved in planning, providing operation and managing transportation system in Chennai Metropolitan Area. In many tasks, their role is overlapping. In order to utilize the available infrastructure, facilities and resources for development, proper coordination and streamlining the activities of different agencies, there is need for a statutory organization. The share of public transport (bus and rail) went down from over 50% in 1971 to about 43% of total traffic in 1993 in CMA and the figure has dwindled substantially as of 2008. The private vehicle and IPT trips have gone up. The multiplicity of institutions has resulted in fragmentation of functional responsibilities, lack of local resources, paucity of financial resources and lack of privatization strategy for the sector, as a whole. This calls for developing and maintaining an integrated transport system by an appropriate authority.

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

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Recommended Institutional Framework 185. The Unified Metropolitan Transport Authority (UMTA) is contemplated for the metropolis and though at a slow pace is now taking shape. It is gathered at the time of finalising the CCTS report that the GoTN are contemplating to strengthen the ad hoc UMTA set up for Chennai by suitable legislation. The Authority with teeth to bite needs comprehensive reforms. A substantive legislation is to be undertaken by the State Legislature to create UMTA and to give it the statutory status. The UMTA should have adequate transport planning expertise in order to study and prepare perspective plans for transport and related infrastructure. It could also channel funding as per the policies of the government. All Urban transport related projects need to be approved by the UMTA for funding (State / Central) to be available to them. All modes of public transportation including Metropolitan Transport Corporation (MTC) buses, BRT systems, Suburban rail, Mass Rapid Transit System (MRTS), the proposed Chennai Metro and the role of IPT shall be brought under the purview of UMTA. The existing provisions in the Motor Vehicle Act relating to licenses, fare structure, Government powers to issue directions and other transport operations may require necessary modifications as UMTA Act should prevail over the existing provisions. Necessary provisions in this regard will have to be made in the proposed Act. The National Highways Act and National Highways Authority Act are laws enacted by Parliament. These acts may need to be amended so as to make UMTA Act effective with respect to NH-/NHAI Rural within CMA.

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

187. Summing up, the total shelf of schemes estimated at a cost of Rs.82,100 Cr recommended for implementation in phases up to 2026 is expected to help realize 66% which is close to the stated objective of the Second Master Plan of achieving a public transport modal share of 70%. • The major investment proposals include: ™ Development of additional network of metro rail for another 28 km including the extension from Washermanpet to Wimco Nagar segment. ™ Development of a network of Monorail/LRT for a length of about 110 km. ™ Development of a network of BRTS for a length of about 150 km including a stretch of Jawaharlal Nehru Salai from Padi to Madhavaram. ™ Development of additional network of suburban rail for a length of over 200 km. This includes the 4th line from Chennai Beach to Athipattu and 5th and 6th line from Chennai Central to Avadi.

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™ Development of inter-modal interchanges at 13 locations including at St.Thomas Mount, Porur and Saidapet. ™ Construction of multi-level parking at 6 locations. This includes the construction of multi- level parking by Corporation of Chennai at Wallace Garden, Greams Lane. ™ Construction of RoBs / RuBs at over 35 locations. This includes the locations at L.C.No. 16 on MKT Road @ Minjur Station, L.C.No. 32 & 33 (Near Standard Motors) and LC 14 in between Tirunindravur - Tiruvallur. (Near Sevvaipet Railway Station). ™ Construction of grade separators at over 50 locations. This include the locations at Taramani road x MBI road, Nelson Manickam road x Periyar EVR Salai x Anna Nagar 3rd Avenue, LB road x Tiruvanmiyur road, Arcot road x Jawaharlal Nehru salai etc. in the first phase. ™ Construction of the Outer Ring Road for a length of 62km as a multi-modal corridor. The first phase of development for a length of 30km is under way. ™ Construction of pedestrian subways at over 80 locations. This includes about 10 locations in the suburban area. The schemes recommended to be taken up in the first phase include Thiruvanmiyur bus stand junction, additional subway opp. Central Station, MEPZ on GST Road, Ashok Pillar on Jawaharlal Nehru Salai, GST road near Chrompet bus stand etc. ™ Construction of truck terminal at 9 locations. The limited truck terminal at KWMC and Manjambakkam and a full-fledged truck terminal at Karunakaracheri are proposed in the first phase. ™ The other investments include major missing links (14), road widening (over 150 road stretches), elevated roads (7), skywalks and cycleways. ™ A regional network of road (about 190km) and rail (about 160km) to serve the immediate surroundings of the CMA covering Mammallapuram, Chengalpattu, Kancheepuram, Arakonam, Uthukottai and Gummidipoondi has also been proposed.

XXV. Conclusions 188. The city has indeed been, slowly strangling itself because of the unrestrained use of personalized modes of transport, over-crowding of public transport and its inability to respond to the challenges of ever-increasing traffic. In the light of persistent and vexatious transport problems, CMDA has commissioned this Comprehensive Traffic and Transportation Study during the year 2008.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

2008 Goals Set Achievable Goals Category Index Values 2026 2026

Public Transport 27% (41%) 46% (70%) 43% (66%) Modal Shares (all trips) IPT 7% (11%) 5% (8%) 5% (8%) Private Transport 32% (48%) 15% (22%) 18% (26%)

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

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

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