11.3 Transport 727

11.3 TRANSPORT

Roads And Bridges Overview

Tamil Nadu is the eleventh largest State in the country with an area of 1,30,058 Sq.Km. and third most urbanised State next to Maharastra and . The population density is 478 persons per Sq.Km whereas the national average is 267 persons. One out of three live in urban area. traditionally has a strong industrial base which contributes substantially for the industrial production of the country. There are about 19895 factories and 3,87,397 registered Small Scale Industries. Tamil Nadu has a rail network of 4,181 Km. It has a coastline of about 992 Km. out of the 5560 Km long coastline of the country. There are three major ports (, Ennore and Thoothukudi) and 14 minor ports. There are five Airports (Chennai, , , Tiruchy and Salem) in the State. There are two navigational canals - Buckingham Canal and Vedaranyam Canal - identified as Inland Water Transport systems. However, these two Canals are not functioning effectively due to various reasons. Rail and Road movement are the dominant modes of Transport. Though Railways provides truck services for bulk movement of commodities and passenger traffic, road transport also provides long distance services for commodities and passenger movement with safety, economy and quickest possible time. The road network is the one that gives connectivity to all habitations and modes of other complementary transport system in the State. Good roads are necessary for the movement of modern traffic. Without efficient network of roads, other planned development activities cannot produce expected results. Even Rail, Waterways and Airways need a good road network to feed them. The road network of the State influence considerably the economic development, population distribution, shape of cities and towns, environmental quality, energy consumption, access to social infrastructure and above all the quality of life. The roads, therefore, should not be seem as mere connecting links or means of communication only. The vehicle population which was 27,325 in 1951 increased to 51,62,082 in 2001 registering an increase of 189 times. But, the road network increased only about 4.39 times (i.e.) from 32,307 Kms to 1,50,647 Kms.in the same period. The density of road network in Tamil Nadu as on 01-09-2001 is 269 Km per lakh population and 115.83 Kms per 100 Sq.Km area and it is well above the All average of 258.20 Km per lakh population and 74.90 Km per 100 Sq.Km area. The State today has one of the best road networks in the country with 3,865 Kms. of National Highways (NH), 7,136 Km. of State Highways (SH), 7,408 Kms of Major District Roads (MDRs) and 40,853 Kms. Other District Roads (ODRs) bringing the total to 1,50,647 Kms of roads. However, immediate action is needed to upgrade the carriageway of all roads to atleast two lanes and have BT surface for all roads. All roads need to be provided with sufficient roadways width as per IRC standards in addition to having good drainage facilities. Despite large investment in road construction 728 11.3 Transport

and maintenance, the roads continue to be characterized by poor service levels due to paucity of adequate resources and non prevalence of a standard maintenance regime. In order to correct the situation, a comprehensive Road Policy has been announced in the Budget 2002-03. It is proposed to achieve good quality roads and service levels and connectivity to village/ habitations having a population of 500-1000 people, focus on road safety and environment protection, institutional strengthening and capacity building of the department and overall boost to rural economy of the State during the Tenth Plan period by completing the on-going schemes along with a major shift in the traditional pattern of road planning. With this kind of comprehensive planning and private sector participation, it is possible for the State to have an enviable road network both in quality and outreach by the end of the Tenth Plan.

Institutional System and Major Policies for Road Development Roads in the State are broadly grouped under two categories (i) Government Roads and (ii) Village Roads, and others. Highways Department of the Government of Tamil Nadu is looking after planning, construction and maintenance of the Government Roads. Panchayat unions, Urban local bodies and Government departments also maintain roads in the State. Realising the importance of developing and maintaining a good system of roads for the first time in India, a separate department for Highways was formed at the State level, as early as April 1946. The process of economic liberalisation adopted in the last ten years or more aimed at improving the national economy has created new demands for transport infrastructure in general and roads in particular. Two major policy decisions were taken at the national level recently on strengthening and improving the quality of roads. The first is the commitment of the Government of India (GOI) to develop Golden Quadrilateral, North-South and East-West corridors totalling about 13,150 kms. with 4/6 lanes. The second is the Pradhan Mantri Gram Sadak Yojana (PMGSY) to give connectivity through all-weather roads to all habitations with a population more than 500 persons by the year 2007. These two progressive policies of the GOI, would bring benefits to the road sector in improving its performance level. Further, the GOI has formulated policies which are directed to facilitate the private sector to have greater participation in road development activities. Build-Operate- Transfer (BOT) model in road sector has been accepted to-day to play a major role and this concept has been adopted for number of projects in the State. There are two national level Organisations/Institutions influencing the development of roads in the State. The first is Indian Roads Congress (IRC) and the second is the Ministry of Road Transport and Highways (MORT & H). IRC has clearly classified the roads, both in urban and non-urban areas and explained in detail how they should be planned and built. 11.3 Transport 729

Ninth Five Year Plan Review During Ninth Plan correction of the imbalance created due to unprecedented growth in vehicular traffic and the need for provision of improved infrastructure facilities were given importance. The National Highways and State Highways catering to the need of dispersal along many routes as possible were identified to ease the traffic congestion. Therefore, taking into consideration the traffic condition, the broad objectives set forth in the Ninth Plan were: 1. Widening of carriage way to increase the carrying capacity of road network. 2. Strengthening the system to cope with heavy load. To achieve these objectives there was a considerable shift in policy and strategy. Considering the increased cost, strengthening and rehabilitating requirement resources were raised through external assistance from ADB, WB, OECF and from HUDCO, NABARD etc. and by levies and taxes. Private Sector investment in roads and bridges was also promoted. The following were the constraints in the implementation of the projects in the Ninth Plan.

1. Land acquisition for road and bridge works . 2. Clearance from forest and other departments which resulted in delay in projects and cost escalation. 3. Public resistance to tolling of roads developed by private sector resulting in lukeworm participation of private sector in BOT projects. 4. Insufficient allotment for road maintenance necessitating downsizing of cost by 65 to 45% of the required cost. An outlay of Rs.1700 crores was provided for the sector in Ninth Plan and the expenditure was in the order of Rs.2310.96 crores which constitutes 135.94% of the total outlay. The achievements made during the Ninth Plan period are outlined below: 1 National Highways At present, the total length of National Highways available in Tamilnadu is 3865 km. of which a length of 342 km of National Highways under Golden Quadrilateral scheme and 851 km of National Highways under North-South Corridor programme (total 1193 km) were taken up for four laning by the National Highways Authority of India (NHAI). Under the above scheme four laning of 62.6 km of NH 7 was taken up and will be completed in the stretch of Athipalli-Hosur and Hosur-Krishnagiri section in the years 2002 and 2004 respectively and 57.21 km of NH 7 which includes widening of Thoppur ghat section, Salem byepass, Karur byepass and construction of Karur ROB is nearing completion. Four laning of 92.6 km of NH 4 will be completed in Poonamallee- Kanchipuram section and Kanchipuram-Wallajabad section in the years 2003 and 2004 respectively. Four laning of 143 km of NH 46 in Krishnagiri – Pallikonda section will be taken up during 2002-03. Four laning and strengthening of 93 km of NH 45 in Tambaram-Tindivanam section 730 11.3 Transport

is approved by G.O.I. and it is to be awarded under BOT annuity scheme. The project preparation work for the balance stretch of NH 45 from Tindivanam to Madurai is under progress. Forming the first phase of Chennai byepass connecting NH 45 and NH 4 is nearing completion and it is expected to be completed and opened to traffic by the end of 2002. 2. Economic and Interstate Importance Scheme Roads in and around Tiruppur comprising a bridge work and 93 culverts and road work to a length of 57.20 km have been completed in the first phase under Economic and Interstate Importance Scheme with Central assistance. The Railway Over Bridge at Tindivanam in lieu of existing level crossing on Pondy-Krishnagiri Road (National Highway-66) including construction of an interchange at the junction of National Highway 45 at a cost of Rs. 19.89 crore was taken up under Economic and Inter-State Importance Scheme with assistance from Government of India (MORT&H) and Ministry of Railways. The bridge work has been completed and opened for traffic. 3. Bye-passes To avoid traffic congestion in cities and towns, a provision of Rs.2.18 crore has been made in the Ninth Plan for acquisition of lands for bye-passes at Kumbakonam, Palani and Cheyyar. The land acquisition works are in progress. The widening, improving and upgrading of bypasses in National Highways in Salem and Karur are also in progress. Coimbatore bye-pass and Athupalam Bridge were completed on BOT basis and thrown open to traffic. Construction of bridge across river Koratalayar near Karanodai at 26/4 of NH5, Chennai-Kolkatta road was also taken up and completed during the Ninth Plan. 4. Tamilnadu Urban Development Project Tamil Nadu Urban Development Project with loan assistance from the World Bank was taken up under the Transport and Traffic Management Program (TRAMP) in 10 major cities and towns. The World Bank assistance ended on 30.9.97 and the residual works were continued with State funds. Out of 37 works, 2 works viz., Southern Sector and Northern Sector of Inner Ring Road are in progress and will be completed during this year. 5. Tamil Nadu Agricultural Development Project with World Bank Assistance (a) Marketing Centre Roads The project envisages improvements to 859 km of roads leading to 23 marketing centres in nine districts viz., Kancheepuram, Vellore, Salem, Villupuram, Perambalur, , Tiruvarur, Tiruchirapalli and Nagapattinam at a total cost of Rs.109 crore under the World Bank Loan Assistance. Out of 23 marketing centres, roads leading to 22 marketing centres have been completed. For the balance one marketing centre, the work will be completed soon. 11.3 Transport 731

(b) Rehabilitation and Renovation of flood and cylone damaged road and bridge works. Rehabilitation and Renovation work on 12 flood and cyclone damaged roads and 24 bridges have been taken up at a cost of Rs. 21 crores. So far, 12 road works and 20 bridge works have been completed till the end of 2000 – 2001. The balance 4 bridge works will be completed soon. 6. NABARD Assisted Road Works Improvements to Major District Roads, Other District Roads and Construction / Reconstruction of Bridges were taken up with loan assistance from NABARD under Rural Infrastructure Development Fund (RIDF) II to VI. So far, 4149.93 km of Road Works were taken up for improvements at a cost of Rs.271.09 crore and 197 bridges were taken up at a cost of Rs.152.28 crore of which, 4117.43 km of road works and 119 bridges have been completed. The remaining road works and bridge works are in progress and will be completed before 31.3.2002. Construction/ reconstruction of 54 bridges at a cost of Rs.99.19 crore were also taken up and is nearing completion. Further, 65 bridges at a cost of Rs.52.66 crore were taken up during the year 2001-2002. 7. HUDCO Assisted Road Works The growing traffic intensity in and around Chennai city has necessitated the strengthening and widening of Radial Roads leading to Chennai city. The Radial Roads of 251.60 km at a cost of Rs.212.54 crore with 70% loan assistance from HUDCO have been taken up for improvements, of which 245.20 km of road works and 23 bridge works have been completed. The remaining works and 50 Bridges at a cost of Rs.260.71 crore are nearing completion. Improvements to Madurai Radial Roads to a length of 121.80 km, one Railway Over Bridge and one High Level Bridge at a total cost of Rs.112 crore have been taken up by availing HUDCO loan. The pre-qualification tender for all 12 road works and 2 bridge works have been received and are under scrutiny. Further, another project comprising 60 bridges in State Highways and Major District Roads and 67.50 km of Major District Roads and Other District roads at a cost of Rs.75 crore have also been taken up with HUDCO loan assistance. These projects are nearing completion. 8. Railway Over Bridges and Railway Under Bridges With loan assistance from HUDCO, 42 works of Railway Over Bridges/ Railway Under Bridges have been taken up inclusive of 35 works sanctioned by the State Government during 2000-2001 out of which 6 works are in advanced stage. The remaining works are under various stages of completion. 9. Rural Roads Rural Roads serve rural areas and provide outlet to market centres, taluk headquarters and other main roads. The Rural Road Scheme, Special Component Plan (SCP) Scheme and Bus Route Improvement scheme were executed with loan assistance from NABARD. 732 11.3 Transport

Under Rural Roads Scheme, Roads have been divided based on population criteria. At the end of Eighth Five Year Plan, the connectivity to 4208 villages having population of 1000-1500 have been given. The remaining 517 villages were connected during 1997-1999. In the next stage, for the identified 1732 villages having population of 500-1000 all-weather roads are being provided with loan assistance from NABARD. Up to 2000-2001, 480 villages have been given connectivity and another 168 villages have been taken up for giving connectivity. The Special Component Plan Scheme provides road connectivity to villages having more than 50% of Adi-Dravidar population. Till the end of 2000-2001, 146 villages have been given connectivity. During the year 2001- 2002, improvement for 210 km of roads giving connectivity to 50 villages was taken up with NABARD loan assistance. Under Bus Route Improvement Scheme, the Panchayat and Panchayat Union roads in which buses have been plying for more than three years are taken up for improvement. Up to 2000-2001, 1294 km of road works and 12 bridge works have been completed.

10. Improvements to Other District Roads At present, there exists 40,853 Km of Other District Roads which act as catalyst for the rural economic development of which 14,139 Km. are in very bad condition and need immediate improvements at a cost of about Rs.600 Crore. TIDCO has raised Rs.400 Crore through issue of public bonds for this purpose. In the first phase, improvements to 4209.72 Km. at a cost of Rs.159.09 crore were taken up in the year 1999–2000 and in the second phase, improvements to 4890.33 Km. at a cost of Rs.200 crore have been taken up in the year 2000–2001 which includes 403 Km of sugar cane roads at a cost of Rs.20 crore. Of these, 4250 Km length of roads have been completed. The remaining road works are in progress. 11. Externally Aided Projects With Asian Development Bank (ADB) assistance, the upto Cuddalore (100 km) has been completed and opened for traffic on 14.01.1998. The East Coast Road is proposed to be extended up to Tuticorin in 2 phases with World Bank Assistance under the Tamilnadu Road Sector Project. 12. Tamilnadu Road Development Company Limited A joint venture company, the Tamilnadu Road Development Company Limited with equal participation of TIDCO (a Government of Tamilnadu undertaking) and Infrastructure Leasing and Financial Services Limited was formed to identify the road projects on commercial format, plan and design the project and to implement it as managers of the project. Tamilnadu is the first State in the country to set up a public-private partnership venture in infrastructure development in the form of this Road Company. The objective is to catalyse private sector participation and investment in road sector initiatives in the State. This was also mandated to initiate the commercialisation of Operations and Maintenance of roads in the State. 11.3 Transport 733

In the Ninth Five Year Plan period, the improvement and maintenance of 113 km of East Coast Road from Kudumiyanthoppu (Km 22/3) to Pondichery outer limits (Km 135/5) was undertaken by the Tamil Nadu Road Development Company (TNRDC) on B.O.T. basis. The landed cost of the project is capped at Rs.60 crore as per Concession Agreement entered into between the State Government and the TNRDC. TNRDC has to carry out periodical and annual maintenance to International Standards for 30 year agreement period. The improvement works were commenced in February 2001 and are expected to be completed soon. The other projects of TNRDC which are in the initial stages of preparing feasibility studies for improvement of roads and constructing bridges and maintaining them on B.O.T.basis are : · Ennore Manali Road Improvement Plan · Thoppur-Mettur-Bhavani Road Improvement Project · High level bridges across river Cauvery · Kodai-Palani Ghat Road Improvement Project · Besides, it is proposed to set up a dedicated and autonomous Tamilnadu Road Fund and a Road Construction Equipment Pool. The financial achievement and physical performance during Ninth plan period are given below:

Financial Performance ( Rs. in crores)

Year Ninth Plan Annual Plan Expenditure % of exp. to IX outlay Outlay Plan Outlay 1997-1998 372.53 235.92 13.88 1998-1999 492.55 263.47 15.50 1999-2000 571.68 485.83 28.58 2000-2001 809.19 729.74 42.93 2001-2002 578.71 596.00 35.06 (anticipated) Total 1700.00 2824.66 2310.96 135.94

734 11.3 Transport

Physical Targets And Achievements SL SCHEME UNIT TENTH ACHIEVEMENTS DURING No PLAN 2001 TARGET 2002 ANTI. 1997- 1998- 1999 1999- 2000- 1998 2000 2001 1 NH-URBAN BRIDGES NO - - 1 - - - ROADS KM - 2.70 5.00 0.40 - - 2 STATE HIGHWAYS BRIDGES NO. - 1 7 5 8 33 ROADS KM 500.00 3.40 30.40 1.20 18.28 48.60 3 MAJOR DISTRICT ROADS NO. 25 1 4 12 13 32 BRIDGES KM 500.00 40.7 56.2 36.80 - 21.30 ROADS 4 OTHER DISTRICT ROADS NO. 25 4 5 23 11 2 BRIDGES KM 500.00 9.00 5.10 22.20 - 69.40 ROADS 5 OTHER ROADS BRIDGES NO. - - - 1 2 1 ROADS KM - - - 6.40 - 5.20 6 RURAL ROADS - NO. - - -1016.20 13 25 24 BRIDGES KM 2000.00 617.50 1007.00 8.00 1000.00 ROADS 7 T.N.U.D.P - BRIDGES NO. 6 2 - 4 2 1 ROADS KM 34.50 - - 2.76 - - ROBs/ RUBs NO. 3 - - - - - 8 R.O.Bs/ R.U.Bs- NO. 6 - - 1 2 5 9 E & I - BRIDGES & CULVERTS NO 94 - - 94 - - ROADS KM 57.20 - - 16.70 40 - ROBs/RUBs NO. 1 - - - - - 10 TNADP - BRIDGES NO 10 7 10 1 5 - ROADS KM - 98.50 131.20 13.80 9.0 -

11 TRIBAL SUB-PLAN BRIDGES NO - 50 6 2 - - ROADS KM - 55.00 6.00 1.00 - - 12 SUGARCANE ROAD KM - 40.02 21.00 26.18 59.00 - DEVELOPMENT 13 INDUSTRIAL ROADS BRIDGES NO - - - 1 - 1 ROADS KM - - - 7.20 - 3.52 14 106 BRIDGES NO - - - 16 49 42 15 NABARD BRIDGES NO - - - 24 56 83 ROADS KM - 787.00 1571.00 642.00 929.93 220 16 MECHANISED KM - - - - 1686.00 159.71 RELAYING - ROADS 17 O.D.Rs THROUGH KM - - - - 6543.00 2557.00 TIDCO BONDS- 18 CHENNAI RADIAL ROADS-BRIDGES NO. - - - - 18 8 ROADS KM - - - - 196.00 55.60

19 MADURAIRADIAL ROADS -BRIDGES NO. - - - - - 2 ROADS KM - - - - - 121.80 11.3 Transport 735

Tenth Five Year Plan Objectives and Strategies The objective for the Ninth Plan for road development will be broadly the same as those for the Ninth Plan. a) Improving the road network viz., widening and strengthening and reconstruction of distressed bridges on Government roads are detailed below: · About 3056 km of Single lane and Intermediate lane of State Highways roads will progressively have two lane width. · About 1500 km of National Highways will be four laned divided carriage-way. · About 5000 km of Other District Roads will be improved under ODR Phase III. · 2600 km of State Highways and Major District Roads and Other District Roads will be upgraded under four year maintenance programme. · 204 Distressed bridges in Delta Districts will be reconstructed. b) The roads will be improved according to the traffic intensity and movement of heavy loads. c) Road Safety: Road Safety will be an integral part of Highway Planning. Road Safety Fund is proposed to deal with Road Safety Network, educating the road users through Department and Voluntary agencies and Emergency Medical response on Accident TRAUMA cases. A proposal for improvements to accident prone areas in State Highways, Major District Roads and Other District Roads has been identified for implementation. d) All scheduled caste habitations will have black topped roads. e) Creation of a Database and Web-site of the road network to monitor the conditions and proper planning. f) Engineers in Highways Department will be trained in use of Total Stations and Road Management Data Acquisition System (ROMDAS).

New Initiatives · Tamil Nadu Road Sector Project with will be implemented World Bank loan assistance. · The possibility of developing new roads, bypasses and connecting bridges involving on a larger scale, private sector participation with BOT and BOOT arrangement will be explored. · The Tamil Nadu Road Fund Board has been proposed to be formed by which through the levy of infrastructure surcharge of 5%, the additional infrastructure commitments of the State will be met. 736 11.3 Transport

The road network comprises of National Highways, State Highways, Major District Roads, Other District Roads and Sugarcane Roads and the total length of roads in Tamil Nadu is 60628 km. A crash programme to upgrade the above roads at a cost of Rs. 3000 crores has been prepared. The programme for Tenth Five Year Plan is as follows:

1. National Highways Proposals for widening the existing 115 km of single lane width to double lane at a cost of Rs.34 crore, widening 115 kms of certain stretches of the existing two lane carriage way to four lane on NH 47, NH 66, NH 67, NH 68, NH205 and NH 210 at a cost of Rs.235 crore, strengthening the existing 722 km of NH roads at a cost of Rs.218 crore, improving the riding quality of surface of 380 kms of NH roads at a cost of Rs.76 crore, construction of one ROB at Lalapet on NH 67 at a cost of Rs.15 crore, 13 major bridges at a cost of Rs.160 crore and 28 minor bridges at a cost of Rs.36.50 crore on various NH roads, road safety works at a cost of Rs.23 crore, feasibility studies for Echanari ROB on NH 209 and forming byepasses to important towns on NH 45A, NH49, NH66, NH68, NH208, NH209 and NH210 have been included in Tenth Five Year Plan. Tramua care centres are proposed to be set up in 13 locations during Tenth Plan by NHAI.

2. State Highways In Tamilnadu, the length of State Highways roads stands at 7136 km after upgrading 6437 km of important Major District Roads and Other District Roads and bringing into State Highways Grid during the Ninth Five Year Plan period and it is assessed that 1500 km of single lane, 378 km of Intermediate lane, 3946 km of double lane and 134 km of Multi-lane of State Highways are having a traffic intensity of more than 10,000 PCU per day. It is proposed to take up the following projects for improvement of State Highways:

Sl. Description Length Cost per km Total cost No. in Km (Rs. in lakh) (Rs. in lakh) 1 Widening and Strengthening the 800 25 20000 existing single lane stretches 2 Strengthening the existing double lane 200 20 4000 stretches 3 Construction of missing (bridges) links 500 4 Reconstruction of minor bridges 400 5 Improvement to Geometrics and 100 protective works Total 25000

3. Major District Roads Out of the existing total length of 7408 Kms of MDR, a recent assessment reveals that 1000 km of single lane roads have a traffic intensity of 5000-10000 PCUs per day and 1500 km of double lane have a traffic intensity of 10000 PCUs per day. It is proposed to take up the following projects for strengthening MDR in the plan period. 11.3 Transport 737

Sl. Description Length Cost per km Total Cost No. in Km. (Rs. in lakh) (Rs. in lakh) 1 Widening and Strengthening the existing 500 20 10000 single lane stretches 2 Strengthening the existing double lane 500 20 10000 stretches 3 Construction of missing (bridges) links 500 4 Reconstruction of minor bridges 500 5 Black topping the metalled Major District 37 20 750 Roads 6 Improvement to Geometrics and 250 protective works Total 22000

4. Other District Roads Out of 40853 km of Other District Roads, 39298 km are Single lane, 846 km are Intermediate lane and 671 km are double lane. Surface wise, 40806 km are cement concreted and black topped and 47 km are metalled. The existing 47 km of metalled roads are to be improved as black topped roads. To strengthen the Other District Roads network, the total requirement will be Rs. 500 crores as indicated below:

Sl. Description Length Cost per km. Total Cost No. in km. (Rs in lakh) (Rs. in lakh) 1 Improvement to existing damaged Other 5000 7 35000 District Roads 2 Strengthening the existing double lane 250 20 5000 stretches 3 Construction of missing (bridges) links 6000 4 Reconstruction of minor bridges 2600 5 Black topping the metalled Other District 47 20.00 940 Roads 6 Improvement to Geometrics and 460 protective works Total 50000

It is also proposed to upgrade certain Other District Roads based on the traffic intensity as MDRs. During 2002-03, it is proposed to reclassify 5000 Kms of ODRs as MDRs.

5. Railway Over/ Under Bridges In the Ninth Plan, under this scheme, out of eight works, two works have been completed and the balance six ROBs (two at Chennai and four at Trichy) are in various stages of progress. The railways have identified 89 Nos. of level crossings with more than one lakh train vehicle units warranting Road Over/ Under Bridges. Apart from the above, 36 works sanctioned at a cost of Rs.513.92 crores are in various pre- implementation stages. The spill over value of works as on 31.3.2002 is around Rs. 510 crores. It is proposed to take up 53 ROBs / RUBs at a cost of Rs. 636 crores during the Tenth Plan. 738 11.3 Transport

6. Rehabilitation of Distressed Bridges There are totally 93,208 culverts, 7226 minor bridges and 1149 major bridges on Government Roads of which 2300 culverts,800 minor bridges and 103 major bridges are in distressed condition. Out of the above, 110 minor and major bridges are proposed to be rehabilitated at an ultimate cost of Rs.400 crores either by reconstruction of weak or widening of narrow bridges with a required vent way.

7. Rural Roads Scheme It is proposed to give connectivity to 800 villages with a population of 500 - 1000 at a cost of Rs. 580 crore for improving 4820 km of Rural Roads and construction of missing bridges out of the remaining 1092 villages which are left out without connectivity.

8. NABARD Schemes The road projects on Major District Roads and Other District Roads which were taken up during Ninth Plan are likely to spill over to a tune of Rs. 56 crores. Further during Tenth Five Year Plan it is proposed to construct/ reconstruct 299 bridges and improvements to 2450 km of Other District Roads at a cost of Rs. 439 crores from NABARD. 9. Delta District Bridges Many bridges built during pre-independence period on Government roads in the delta districts are not suitable to cope up with the prevailing intensity of traffic and most of the bridges have completed their design life. Reconstructing these bridges in a phased manner is essential. After conducting a detailed survey, a proposal for reconstructing 204 bridges at an estimated cost of Rs. 200 crore through private participation and loan assistance from NABARD on State Highways, Major District Roads and Other District Roads of Delta districts will be taken up in the Tenth Plan. It is proposed to reconstruct 94 bridges in Other District Roads at a cost of Rs. 75 crore with loan assistance from NABARD in the first instance, subsequently the reconstruction of the balance 110 bridges will be taken up by exploring private participation failing which the works are proposed to be taken up through external assistance. 10. Acquisition of Lands for Bypasses The proposals for forming the bypasses along with the Land Acquisition will result in delay in execution of works and thereby escalation in the cost of projects. To avoid this, the lands are to be acquired well in advance so as to enable the completion of sanctioned projects in time. For this, provision of Rs.45 crores is made for land acquisition of 5 bypasses to the towns viz., Thiruvallur, Ramnad, Nagercoil, and Theni. 11. Tamil Nadu Road Sector Project (TNRSP) Under TNRSP, the World Bank has come forward to render technical loan assistance for 732 km of road works of State Highways, Major District Roads and Other District Roads in three phases as given below: 11.3 Transport 739

Phase Name of Link

I Nagapattinam-Tuticorin IA Arcot-Tiruvannamalai-Ilavanasur;Polur-Chengam- Vridhachalam-Jayamkondam-Kumbakonam-Tiruvarur; Ariyalur-Jayamkondam IB 1 Bypasses plus implementation services of Phase I and IA

Project preparation in respect of Tamil Nadu Road Sector Project involves the Detailed Engineering Design for 732 km of roads including 13 bypasses, which has been completed. Total cost of the project is Rs.1850 Crore and 80% of cost of the project will be funded by the World Bank. The project implementation will commence from 2002-03. The Program for the year 2002-2003 and for the subsequent years of the plan period are as follows: Up-gradation of Roads: The indicated project cost is Rs.1100 crores of which 80% will be funded by the World Bank. The contract period is 36 months to 42 months. This has four packages for construction. Rs.90 crores is available for Supervision Consultant, through whom the construction will be carried out. Another Rs.90 crores is meant for Land Acquisition and Rehabilitation & Resettlement. Maintenance of Roads: It is proposed to take up maintenance of 2600 km of roads in various districts in four year cycle, with an indicated project cost of Rs.450 crores. The preparation of Detailed Engineering Design and Bid document will be completed through a Consultant. For the first year, the Consultants for maintenance of roads in packages M1 and M2 for 730 km are about to be fixed. The estimated cost of maintenance of 2600 km is Rs.500 crores, which will be absorbed during the Tenth plan period. Institutional Strengthening: Following the acceptance of Institutional Development Study Report prepared by a USA based consultant, the World Bank has allotted Rs. 20 crore for the reform measures. It is proposed to implement the Institutional measures through a suitable consultant during the Tenth Five Year Plan period. Road Safety: Against the provision of Rs.12.5 crores indicated by the World Bank, Consultancy Services will be availed to finance the road safety measures for implementation at a cost of Rs. 45 crores. So far 60 accident prone spots have been identified for improvement measures utilising this provision. Besides, a sum of Rs. 95 crore has been proposed for other programmes connected with this project.

12. Research, Training and Road Safety a) Research The Highways Research Station established at Chennai in 1957 is contributing to all activities in the field of Research, Investigation, Testing and Analysis. The challenge posed by the continued growth of road transport over the years will have to be met by upgrading the technology and bringing about a 740 11.3 Transport

series of innovations. This is possible with systematic research effort for which a provision of Rs. 5 crore is proposed in the Tenth Plan.

b) Training In the plan period it is proposed to impart training to Highways Engineers at all levels. Considering the need, it is proposed to have multi-level training i.e., at entry level, middle level and senior level. For Assistant Engineers, entry level training on investigation, design, construction, supervision and on research is planned. Middle level training with refresher courses, to update the technological development is planned for the middle level officers. Similarly, for senior officers training is planned on administration, management, finance and planning. Suitable course material will be prepared and provided for all the trainees. Highways Research Station would act as a nodal organisation with a Joint Director for this purpose. Other support infrastructure will be provided so as to make the training at HRS as a fullfledged one for engineers engaged in road construction. c) Road Safety There has been phenomenal increase in road traffic accidents over the past four decades in the State. Eventhough, the road network has been improved, the effort to bring down accidents is not matching. As owner of the road, the department has a major role to prevent the accidents which until now not attempted to the required level. Hence, during the plan period a number of steps are proposed to assess, control and prevent accidents. 13. Private Participation The Road Sector has been progressively underfunded in successive Five Year Plans. This has resulted in serious difficulties in maintaining even the existing assets, let alone up-gradation, periodical maintenance and strengthening etc. It should be noted that the new construction of bypasses, bridges, high quality roads also must simultaneously be developed so as to see a revival in the sector. In the present condition, this is possible only with private sector participation in the development of certain important roads. At the first instance, the construction of bypass at Coimbatore and the construction of high level bridge at Karanodai near Chennai have been completed with the private sector participation. A shelf of projects has been identified for the private sector participation to be taken up under BOT. The investment expected is of the order of Rs.2600 crores. As a part of new Road Policy it has been planned to formulate/ set-up the legal modalities, incentives to private sector, general guidelines for participation, transparent and quality based administration in consultation with Government of India. The details of schemes proposed to be implemented during Tenth Plan period for a total outlay of Rs. 6000 crores under “Roads and Bridges” are given in the Table annexed. The monitoring indicators are set out below.

11.3 Transport 741

Monitorable Indicators The goal is to achieve by the end of Tenth Plan period: · 200 km of concrete road in major cities.

· All State Highways will progressively have minimum two lane width. · All villages having 500-1000 population will have black top roads. · All scheduled caste habitations will have black top roads.

· All drawings will be drawn using AutoCad.

· Road safety will be an integral part of Highway planning and will be included in the estimates. · Drainage (both cross and longitudinal) facilities will be provided in all new road constructions. · Ducts will be laid for service utility providers such as EB, water supply, telephones etc. so as to avoid frequent road cutting.

Bus bays at habitations and truck terminals at every 100 km · interval on State Highways will be provided.

· Eighteen major district towns (Nagercoil, Ramnad, Theni, Erode, Thiruvallur, Tiruvannamalai, Ariyalur, Chidambaram, Sirkazhi, Arani, Muttupet, Kumbakonam, Polur, Nagapattinam, Tiruthuraipoondi, Tirukovilur,Vridhachalam, and Tiruvarur) will be decongested by constructing bypasses. · 5000 km of roads will be improved under ODR phase III. · Under World Bank assistance in TNRSP, 2600 km of SH, MDR, ODR will be upgraded under the four year maintenance programme.

· Database on all 3865 km in NH, 7136 km in SH and 7408 km in MDR will be created using Pavement Management System. · 204 distressed bridges in the delta districts will be reconstructed. · Web site for the Department will be opened for publishing tender documents and general information. The address is www.tnhighways.org.

· 37 Grade separators will be provided at railway level crossings

and major intersections.

· Highways engineers of Investigation wing will be trained in use of Total Stations and ROMDAS (Road Management Data Acquisition System) · Refresher training will be imparted to all Assistant Engineers and Junior Engineers. · 1500 km of National Highways will be four-laned divided carriageway.

742 11.3 Transport

Details of Schemes and outlay proposed to be undertaken under “Roads And Bridges” during the Tenth Plan Period (Rs. in crores) Sl. Programme Outlay No. I. Spillover Schemes 1. State Highways 4.45 2. Major District roads 1.75 3. Other District Roads 2.24 4. Other Roads 0.80 5. ROBs / RUBs in lieu of existing level crossings (41 nos.) (50%) 272.03 6. Rehabilitation of distressed bridges & culverts 0.05 7. Rural road & bus route improvement (10%) 12.35 8. TRAMP Component works under TNUDP 37.18 9. Improvement to ODRs & Construction /Reconstruction of 5.60 bridges with loan assistance from NABARD (10%) 10. Chennai & Madurai Radial roads 25.00 11. Construction/reconstruction of bridges on SH, MDRs 14.20 and ODRs with loan asst. from NABARD & HUDCO 12. Improvement to SH, MDRs, ODRs under HUDCO loan asst. 3.00 Total-I Spillover Schemes 378.65 II. New Schemes 1. State Highways 250.00 2. Major District Roads 220.00 3. Other District Roads 500.00 4. Other Roads 2.00 5. Road Safety Improvement to accident prone spots 25.00 6. Ring road to Tiruvannamalai 30.00 7. Tools and Plant 3.00 8. Avenues 4.00 Rehabilitation of distressed bridges & culverts loan 9. 80.00 assistance from HUDCO (20%) 10. Land acquisition for bye-passes 45.00 11. Rural roads & Bus route improvement (10%) 58.00 12. Research & Development 5.00 13. Pro-rata Establishment 348.25 Improvement to ODRs & Construction /reconstruction of 14. bridges with loan assistance from NABARD (10%) 58.00 Roads under Economic and Interstate Importance scheme 15. 50.00 50% State Share 16. Tamil Nadu Road Sector Project (20 % margin) 370.00 11.3 Transport 743

Sl. Programme Outlay No. (Rs. in crores) 17. Improvements to the roads in Industrial areas 50.00 Road Over/Under Bridges in lieu of existing level crossings - 18. 318.00 53 number 50% State Share Total- II New Schemes 2887.00 Total - State Schemes (I & II) 3265.65

Schemes with Loan Assistance from NABARD III. a. Spillover Schemes 1. Rural roads & Bus route improvement (90%) 111.15 Improvement to ODRs & Construction /reconstruction of 2. 50.40 bridges with loan assistance from NABARD (90%) 3. Chennai & Madurai Radial Roads (80%) 100.00 Construction/reconstruction of bridges on SH, MDRs 4. and ODRs with loan asst. from NABARD & HUDCO (80%) 56.80 Improvements to SH, MDRs, ODRs under HUDCO loan 5. assistance (80%) 12.00 New Schemes Rural Roads and Bus Route Improvement Scheme - 1. 522.00 NABARD loan (90%) Improvement to ODRs & Construction/reconstruction of 2. 522.00 bridges with loan assistance from NABARD (90%) Rehabilitation of distressed bridges & culverts on SH and 3. 320.00 MDRs with loan assistance from HUDCO (80%) Total-III Loan component from NABARD/HUDCO 1694.35 IV. Externally Aided Project 1. Tamil Nadu Road Sector Project (80%) 1480.00 Grand Total - Roads & Bridges 6000.00 V. Centrally Shared Schemes 1. Roads under Economic and Interstate Importance Scheme 50.00 2. ROBs/RUBs in lieu of existing level crossings (Railways) Spillover Schemes 272.00 ROBs/RUBs bridges in lieu of existing level crossings 3. 318.00 (Railways) (New Schemes) Total – IV Centrally Shared Schemes 640.00 (including Railways)

744 11.3 Transport

Road And Inland Water Transport

I. Road Transport Services Overview A well - knit and coordinated system of transport plays an important role in the sustained economic growth of the country. The present transport system of the country comprises several modes of transport including rail, road, coastal shipping, air transport etc. Rail and Road are the dominant modes of transport in Tamil Nadu. Railways provide track services for bulk movement of certain essential commodities and passenger transport. Road transport provides long distance services for other commodities besides taking up the medium haul and short haul traffic including feeder and distribution activities. Road transport offers advantages of lower cost for short hauls as well as flexibility in operation. Passenger mobility in India heavily relies on rail and road networks. In the last 5 decades, there has been a quantum leap in the number of passengers travelling both by rail and by road. Road-based passenger movement increased by 9.79% per annum from 1950 to 1995, whereas rail based passenger movement increased by 3.7% per annum. Today, the road share is estimated to be 85% of surface passenger transport. The population of Tamil Nadu has increased from 30.12 million in 1951 to 62.11 million in 2001. However, the vehicle population in Tamil Nadu has increased almost 189 times from 27,325 numbers in 1951 to 51.62 lakhs in 2001. The road network has not kept pace with this increase, growing at only 4.39 times, from 32,307 Km to 1.57 lakh Kms. This exponential growth of traffic has imposed serious capacity constraints on the existing road network. The Density of road network in Tamil Nadu (as on 1.9.2001) is 269.69 Km per lakh of population and 1115.83 Kms. per 100 sq.Km. area, as against the all India figures of 258.20 Km. lakh of population and 74.90/100 sq.km. area (as on 1.4.97). An efficient network of Road transportation services is necessary for mobility of people and movement of goods.

A. State Transport Undertakings Before Independence bus transport was in the private sector. After Independence, the State Government adopted nationalisation policy in stages. A policy to nationalise the stage carriages was formulated in 1967. The stage carriages of private operators who owned more than 50 buses were acquired under the Tamil Nadu Fleet Operators Stage Carriages (Acquisition) Act, 1971. The idea was that the monopoly of big private operators in the State should be checked. In August 1972, the Government announced its policy to nationalise the entire passenger transport service within 5 years. Accordingly, the Tamil Nadu Stage Carriages and Contract Carriages (Acquisition) Act, 1973 was enacted. But, again there was a change in Policy in 1976 and by an Amendment in 1984, small bus operators, i.e. those holding 5 or less stage carriage permits, were exempted.

11.3 Transport 745

Finally, the Tamil Nadu Motor Vehicles (Special Provision) Act, 1992 was enacted allowing private operators to operate on the already permitted routes, the route length operated by them being frozen and grant of new permits to private operators on the approved scheme routes banned. Presently there are 5427 private buses in Tamil Nadu, contributing to 25% of the public transport. The State Transport Undertakings (STUs) are functioning on a regional basis. There are 18 State Owned Transport Corporations. In order to reduce the administrative overheads and unhealthy competition among the Corporations the process of amalgamation into 7 Corporations has been initiated. Having regard to the fact that the STUs though enjoying monopoly rights in public transport operations were unable to cater to the needs of the people living in remote villages, the Government of Tamil Nadu introduced the mini bus scheme in 1997 to ply in unserved rural areas. Each mini bus can ply upto a route length of 20 Kms. with a provision to overlap up to 4 Kms. in served route. Around 4000 mini buses are plying in the State. The network of Government buses, private buses and mini buses covers almost every town and hamlet in Tamilnadu. Further there is an increase in other modes of public transport such as autorickshaws, taxis, motor cars and omni buses, and there is also phenomenal increase in the personalized vehicles like car, motorcycles, scooters etc. reflecting a change in the demand pattern for transportation specially urban transportation. Transport Corporations in Tamil Nadu have a reputation for their operational efficiency and professional management. A comparative statement showing the performance of State Transport Units of select states is furnished in the Annexure. The vehicle productivity in Tamil Nadu is the highest in the country. The fleet utilization is around 90%. K.M. operated per day is around 61 lakhs and 1.62 Crore passengers utilize every day the fleet operated by the Transport Corporations. The fleet strength increased from 16,228 as on 31.3.1997 to 16,797 as on 31.3.2002, the fuel performance from 4.20 KMPL to 4.30 KMPL during the same period while the Km. efficiency went down slightly. The men-bus ratio which was 6.95 as on 31.3.1997 became 6.98 as on 31.3.2002. There was a reduction in number of breakdowns and accidents including fatal accidents. 746 11.3 Transport

SlNo. Indicators As on 31.3.97 As on 31.3.02 I. Fleet Strength (in Nos.) 1. – City Services 2475 2582 2. Town Services 5319 5598 3. Mofussil Services 5147 5775 4. Express Services 1027 813 5. Ghat Services 437 503 Total 14405 15271 1. Spares and Repair Buses 1823 1526 Total Strength 16228 16797 II. Operational efficiency Fuel Performance (KMPL) 1. Chennai Town Services 4.09 4.13 2. Mofussil Services 4.36 4.50 3. Express Services 4.21 4.36 4. Ghat Services 3.34 3.37 Overall Performance 4.20 4.30 5. Total KM operated per day (lakh KM) 58.36 61.25 6. Total Passenger carried per day 175.19 162.31 (in lakhs) 7. % of Fleet Utilisation 90.19 90.20 8. KM Efficiency (Excl. Specials) 95.56 95.15 9. KM Efficiency (Incl. Specials) 99.03 98.26 Occupancy ratio 10. Chennai Town Services 70.86 71.14 11. Mofussil Services 94.06 87.39 12. Express Services 79.51 80.37 13. Ghat Services 99.90 99.41 Overall performance 14. Engine oil per 10,000 KM 14.68 12.13 15. KM run per tyre condemned (inLakh/Km) 1.38 1.54 16. Retreading Factor 3.68 3.98 17. Men/Bus 6.95 6.98 Breakdowns/Accidents 18. Breakdown per 10,000 Kms. 0.73 0.31 19. Accidents per 10,000 Kms. 0.54 0.37 20. Total – Accidents 11414.00 8281.00 21. Fatal Accidents 1564.00 1332.00 22. No. of persons dead 1814.00 1661.00

Budgetary Support from the State Government during the last 10 years Though term loans are available from TDFC for capital purchases, due to unviable operations, the STUs have been forced to take ways and means advances from the State Government in order to meet their day to day working capital requirements, mainly due to their inability to raise fares and recover costs in line with increase of input costs, especially increase in prices of diesel and lubricants and wage increases consequent on wage negotiations. The Share Capital of all the STUs put together stood at Rs. 32.10 crores as of 31.3.1992. By 31.3.1996, the State Government infused an additional Rs. 918.01 lakhs as capital and Rs. 10830.57 lakhs as loan, bringing the Government equity of Rs. 33.75 crores. During 1996-97, Rs. 11.3 Transport 747

7150 lakhs was given as loan. Subsequently, outstanding loan instalments (including interest) amounting to Rs. 11093.77 lakhs was converted as Government equity. As on 31.3.1997, the share capital of STUs stood at Rs. 79.33 crores. In 1997-98, a further amount of Rs. 15053.40 lakhs was converted from loan to equity. Similar infusion of capital in 1998-99, 1999- 2000 and 2000-01 brought the share capital to Rs. 839.36 crores as of 31.3.2002. Details of financial support from Government in the last 10 years are at table below:

Government's Contribution to STUs (Rs. in lakhs) Year Nature Capital Loan Total 1991-92 0.00 0.00 0.00 1992-93 878.01 3535.57 4413.58 1993-94 0.00 0.00 0.00 1994-95 40.00 2475.00 2515.00 1995-96 0.00 4820.00 4820.00 1996-97 7150.00 6852.00 14002.00 Conversion 11093.77 -11093.77 0.00 1997-98 0.00 10000.00 10000.00 Conversion 15053.40 -15053.40 0.00 1998-99 20000.00 0.00 20000.00 1999-2000 11100.00 0.00 11100.00 2000-01 380.00 0.00 380.00 Conversion 14783.97 -14783.97 0.00 80479.15 -13248.57 67230.58 (Interest) Share Capital as on 31.3.1992 : Rs. 32.10 crores Share Capital as on 31.3.2002 : Rs. 839.36 crores (including share advances)

The above sum includes Rs. 100 crores for 1998-99 and Rs.111 crores for 1999-00 provided for purchase of buses in the Ninth Five Year Plan. The balance represents the amount provided for improving the financial position of STUs. Thus the State has increased substantially the equity during the Ninth Plan mainly to offset the losses incurred due to non-revision of fares in time or revision not being commensurate with increase in cost of operations including increase in pay and wage packets of employees. The State Government had also to spend considerable amount under non-plan by way of subsidising fares for various categories of commuters such as school students (100% concession) college students (50% concession), freedom fighters, physically / mentally handicapped person, select drama artists, accredited journalists, MLAs, MPs / ex MLAs, ex MPs, etc. The State's contribution towards reimbursement of concession for the different categories of commuters during the Ninth Plan Period are indicated below: 748 11.3 Transport

1997-98 to 2001-02 (Rs. in lakhs) Categories Amount provided by Govt. School Students (100%) 44650.75 College Students (50%) 5087.94 Freedom fighters 4.39 Cancer Patients 3.22 Physically Handicapped 202.93 Drama Artist 0.85 MLAs/MPs/Ex-MLAs/Ex-MPs. 29.98 Total 49980.06

The balance reimbursable portion of the above concession i.e. social cost borne by the STUs in respect of the above concessions, works out to Rs. 195 crores during the Ninth Plan Period. This has added to the losses of the STUs. The prescribed normal life of a bus is 7 lakh kms or 6 years for Mofussil STUs, 8 years in the case of MTC and 3 years for State Express buses. As per the above norms, the STUs have to replace an average of 2800 buses every year. There is also the need for fleet augmentation whenever new roads or services are introduced. The number of new buses introduced both for fleet augmentation and replacement during the last 10 years is as follows:

Year No. of new buses for augmentation / replacement VIII Plan 1992-93 2282 1993-94 1565 1994-95 2529 1995-96 2210 1996-97 1391 Total for VIII Plan 9977 IX Plan 1997-1998 4091 1998-1999 1902 1999-2000 1358 2000-2001 1464 2001-2002 434 2001-2002 434 Total 9249

It was decided to purchase 1550 buses with loan assistance from LIC/TDFC for 2001-02 and only 434 buses were actually put on road upto 31.3.2002 including 171 buses purchased during previous year. The balance buses are to be purchased during 2002-03, and from April 2002 to July 2002, the STUs had purchased 790 chassis. The lower rates of replacement during the last four years have raised the average age of existing buses as on 30.6.2002 to 5.35 years.

11.3 Transport 749

An outlay of Rs. 685.25 crores was provided for Road Transport Services for the Ninth Plan period, of which Rs. 613.17 crores was provided as assistance by way of Equity Contribution. As against the outlay, the actual expenditure during the Ninth plan period was Rs. 766.78 crores.

Problems in the State Transport Sector Nationalisation of bus services has played a vital role in ensuring connectivity to even remote habitations as well as to the poorest sections of society. The process has enabled access to markets, educational institutions and hospitals. Almost every village in Tamil Nadu is connected by State Transport Undertaking buses today. The dominance of public road transportation by the public sector has however had its share of problems. Though the State Transport Corporations are individual corporate entities, they do not have adequate autonomy as they have been functioning as wings of the State Government Transport Department. The Public Sector Undertakings are broadly governed by the guidelines of the Bureau of Public Enterprises under the State Finance Department in respect of pay fixation, service conditions of staff, tender policies etc. The workers are governed by various provisions of Factories Act, Industrial Disputes Act etc. State Government plays a major role in wage negotiation and wage fixation and has also the responsibility for fare fixation. Increases in establishment expenditure and input costs such as diesel cannot be automatically compensated by the State Transport Undertakings by fare increases. Decision on routes and services are also not entirely within the purview of the State Transport Undertakings as a result of which certain State Transport Undertakings operate a large number of uneconomical routes without being subsidised by the Government. In view of the above facts, the State Transport Undertakings have incurred heavy losses over the years. Losses of STUs which were Rs. 164 crores on 31.3.91 went upto Rs. 532.98 crores on 31.3.96 and Rs. 2160.52 crores (provisional) as on 31.3.2002. This has necessitated frequent bail-outs by the State Government by way of ways and means advances (subsequently, converted to equities), Government guarantees for bank loans, investing of additional share capital etc. As on date the State Government have invested Rs. 839.36 crores in the STUs. Government have received no dividend from the STUs since their take over /inception. 1. It is necessary to ensure that the 18 STUs have greater autonomy in regard to various matters like fixation of wages, bonus, bus-fares, etc. 2. The Tariff Advisory Committee constituted to undertake the fare revision keeping in view various parameters including demand and supply, railway fares and cost of operation needs to be made operational. 3. Other management inputs are also necessary for efficient operations such as HRD, training to staff and workers, rationalisation of routes and services, replacement of aged fleet and regular maintenance, optimum use of infrastructure and contracting out selected functions, introduction of productivity linked wages and HRD. 750 11.3 Transport

4. Wages, bonus and perquisites of staff and workers need to be linked to productivity.

Public Transport Policy 1. Demand for transport is directly affected by structural changes in the economy. The diversification of economy is likely to increase the share of high value, low volume traffic which calls for greater flexibility in transport planning. Demand for passenger traffic will be pulled by increasing urbanisastion. Freight transport both through rail and road will have to be given much higher priority in the changing economy. To promote intermodalism for safe, efficient, customer friendly and faster movement of goods and passengers, inland contained depots have to be increased at the crossings of the three modes of transport viz. rail, road and inland waterways. Road freight transport has remained stagnant and needs technological upgradation. 2. In view of the very large requirement of resources in the sector, internal generation of funds through rational pricing and other user charges has to be built into the policy. All social costs need to be taken into account in pricing transport services. The policy will also have to ensure adequate generation of resources through budgetary of extra - budgetary sources as well as internal gernation for capacity augmentation, quality and productivity improvement through the technology upgradation and modernisation. All social costs are to be taken into account in pricing the transport services. 3. Planning for public transportation needs to take into account the desired modal mix between rail and road transport. The mix has to be dynamic and capable of changing according to changing needs. 4. A study undertaken by the Indira Gandhi Institute of Development Research, Mumbai indicates that road passenger traffic will account for 95% of surface based passenger traffic by 2016. Rail will continue to dominate in long distance passenger traffic. Average annual growth rates during 1995-96 to 2015-16 are estimated at 7.35% for road- based and 2.28% for rail based passenger movement. As road transport is more energy intensive than rail transport, energy availability will be an area of concern. The personalized modes of transport are highly energy consuming. Much of the rapid growth of personalised motor vehicles including two and three wheelers specially in cities is a reflection of the inadequacy, unreliability or insufficiency of the public transport systems. Not only does this haphazard growth put an enormous strain on the road network and also slows down movement, it also results in high emission levels leading to air pollution. Provision of efficient and adequate public transport system can reduce fuel consumption by 40% and also reduce pollution level from vehicles. Implementation of Euro - II norms has been made effective from 1.4.2000 and Euro-III is likely to be made effective for new vehicles in the near future. Enforcement of these norms need to be done effectively for control of pollution levels. 11.3 Transport 751

5. A policy decision has been taken by Government to privatise certain selected routes, services and operations with a view to provide better services to the public, to reduce the losses of the STUs and also to improve the operational efficiency by fostering healthy competition. A Committee has been constituted to study the legal and other aspects for giving effect to the decision.

Tenth Plan For the normal fleet operations, replacement of buses, capital works etc., TDFC will continue to play a major role by providing loan facilities to STUs. The Government will extend minimum support to STUs for operational expenses, augmentation and replacement of buses till their position improve.

B) Transport Development Finance Corporation Ltd.(TDFC) Transport Development Finance Corporation was set up as a company in 1975 with a view to cater to the financial needs of the STUs. The authorized capital of the company is Rs. 70 crores and the paid up capital Rs. 61.74 crores, of which the Government has contributed Rs. 43.03 crores and STUs Rs. 18.71 crores. The number of deposits, amount outstanding at the close of financial year and the profit earned etc. are as follows:

Year No. of Amount Retained profit deposits (Rs. in crores) (Rs. in crores) 1997-1998 140425 637.21 15.43 1998-1999 136612 615.05 10.00 1999-2000 165873 740.28 12.35 2000-2001 207210 807.51 10.21 2001-2002 206151 872.33 11.88

Around 68% of the deposits are from institutional depositors. During the Ninth Plan period a sum of Rs. 17 crores was provided to TDFC as share capital assistance and the Government released the entire amount to TDFC during the Ninth Plan period. TDFC lends to STUs by way of hire purchase/leasing and long term and short term loans. The total financial assistance given to STUs in the last 5 years is as follows:

Year Rs. in crores Upto 1996-97 2081.14 1997-1998 662.52 1998-1999 164.62 1999-2000 576.91 2000-2001 649.45 2001-2002 420.94

The STUs outstandings as on 31.03.2002 were around Rs. 1030 crores. The nature of assistance by TDFC to STUs has been increasingly in the form of short term loans to tide over the working capital problems. The defaulted loans have often been converted into fresh loans. During 2001-02, TDFC availed of Rs. 40 crores loan from LIC for lending to the STUs for 752 11.3 Transport

chasis. Due to unviability of the STUs operations the loan defaults have been increased. However, the upper revision of fares effected during December 2001, is expected to improve the financial position of the STUs enabling them to repay their defaulted loans over the next few years.

Tenth Five Year Plan Proposals Since no budgetary support is proposed for the STUs during the Tenth Plan, TDFC will continue to play a major role in extending financial assistance for normal fleet operations, replacements, capital works of the STUs, etc. It is estimated that the financial lending to the STUs will be of the order of Rs. 250 crore per annum for the next five year period. The privatisation policy will impringe upon TDFC's role in the Transport Sector. TDFC may have to redefine its role so that its loan portfolio can also be diversified to other activities. The Government has also permitted amendment of the Memorandum of Association of the Company to permit infrastructure financing as well as higher purchase financing of light vehicles to Government Departments/Undertakings.

C) Motor Vehicles Maintenance Department (MVMD) The Tamilnadu Motor Vehicles Maintenance Department is a service Department which undertakes maintenance and repair of approximately 10,000 Government vehicles. There are 20 workshops in the districts and one service station at the Secretariat. 10 Consumer Petrol Bunks, 2 in Chennai and the rest at Thanjavur, Madurai, Salem, Coimbatore, Trichy, Cuddalore and Nagercoil supply fuel and lubricants to the Government vehicles. The Department has introduced some improvements in repair and upkeep of the Government vehicles by “Unit Replacement System” and “Batch wise Production System”. This Department also undertakes condemnation and disposal of the Government vehicles. During the year 2001-2002, 541 vehicles have been condemned and disposed off by the Department. It has achieved 85.44% efficiency in major repairs and 64.48% medium repairs and 170.75% minor repairs. In order to provide better service, the following initiatives have been taken. 1. A mobile team has been set up to attend preventive maintenance and minor repairs of the vehicles at the office premises of the vehicle owning officers. 2. Two batches of maintenance workers to attend to the repair works in Government Central Automobile Workshop on holidays. 3. It is proposed to maintain different types of floats to reduce the downtime of Government vehicles.

Ninth Plan Performance As against the outlay of Rs. 7 crores for the Ninth Plan, an amount of Rs. 10.21 crores was spent by the MVMD.

11.3 Transport 753

Tenth Five Year Plan Proposals The ongoing schemes have to be continued for which Rs. 9 crore will be required in the Tenth Plan. Further, Rs.1 crore is proposed for new schemes, viz., special repairs to workshop buildings at Chennai and other units and for provision of float assemblies. The total requirement will thus be Rs. 10 crores for the Tenth Plan period.

D) Pallavan Transport Consultancy Services Limited The Pallavan Transport Consultancy Limited (PTCS) was incorporated in April 1984 with an authorised capital of Rs. 5 lakhs and paid up capital of Rs. 2 lakhs and during 2000, it has been increased to Rs. 50 lakhs and Rs. 10 lakhs respectively. This Government undertaking has expertise in the areas of software development management and traffic and transportation. It has started participating in tenders as Consortium, by associating with reputed consultancy organisations which are having good experience in the relevant fields. The Company’s turnover during the last five years are as follows:

Year Rs in lakhs 1997-98 39.96 1998-99 55.66 1999-00 132.17 2000-01 58.87 2001-02 50.00 (Provisional)

The accumulated loss up to 31.03.2001 was Rs. 23.70 lakhs. The Company is unable to generate revenues to cover its fixed and variable cost. A decision will have to be taken on the future role of the Company including diversification of activities.

E) Institute of Road Transport (IRT) The Institute of Road Transport is a registered Society under the Indian Societies Act 1860. The Institute has a capital fund of Rs. 102 crore comprising of interest free loans from State Transport Undertaking employees invested in TDFC and the interest obtained is used for IRTs operation. The main activities are transport research, training and testing of automobile components. The Automobile Research Oriented Engineering College (Institute of Road and Transport Technology), Perundurai, the Medical College and Research Centre and the three Polytechnics started by IRT are functioning. It is also running Driver Training Centres and up to 2000-01, 30,393 persons were trained as drivers and 3500 candidates had undergone training during 2001-02. The Institute is also imparting training for driving light vehicles. The Institute has also identified a land in Suthumalli village in district for starting a Driver-Training Centre for the benefit of southern districts. No budgetary support from the Government is provided to IRT.

754 11.3 Transport

Tenth Plan Outlay for Road Transport Services An outlay of Rs. 690 crores is proposed for Road Transport Services including assistance to TDFC and MVMD as given below:

(Rs. in crores)

Sl.No. Name of the Scheme Outlay 1. Assistance towards operational expenses of 80.00 STUs 2. Assistance towards augmentation and 100.00 replacement of buses 3. Share Capital Assistance to TDFC 500.00 4. Motor Vehicle Maintenance Department 10.00 Total 690.00

II. Inland Water Transport Overview The demand for transport is directly affected by the growth in GDP and structural changes in the economy. Public transportation should ensure development of various modes in such a way that the integrated transport system is efficient sustainable, safe and balanced. Planning for public transportation also needs to take into account the desired modal mix of various kinds of transport system such as Rail, Road and Inland Waterways. In this direction, the Government of India have constituted Inland Water Transport Development Council so as to facilitate co-ordinated development of Inland Water Transport (IWT). The measures envisaged by the Council are as follows: · Formation of co-ordination committee for policy formulation and functional co-ordination within the State and setting up of separate division/directorate for such co-ordination activities. · Preparation of status paper by each State on Inland Waterways evolving strategy for developing and linkage with National Waterways wherever possible and to draw a comprehensive plan. · Declaration of new National Waterways with a view to extend advantage of coverage of IWT in the country. · Empower panchayats to undertake various supporting activities such as desilting ponds/tanks, construction of approach roads, jettis, watch and ward activities for development and maintenance of waterways for generation of economic activity and employment. · Revamping of Centrally Sponsored Scheme to include all passenger vessels with 100% grants for North Eastern Region and 50% grant for other States. · Transporting all types of hazardous and over dimensional cargo through IWT sector wherever possible. · Framing of concession as provided by GOI for movement of cargo etc. for encouraging IWT sector and identification of joint venture / BOT projects for that purpose. 11.3 Transport 755

· Providing road connectivity to all types of terminals location on top priority. · Framing rules for registration operation and safety of the vessels under Inland Vessel Act and creating an institutional mechanism for their enforcement. In respect of Tamilnadu the following programmes were highlighted for the consideration of the Council. · Development of Buckingham Canal to be taken up with financial assistance from GOI. · AVM Canal from Kanniyakumari to Cochin has to be taken up for improvement for navigational purpose. · IWT should be linked to development of minor ports with coastal shipping for greater synergy in order to ease congestion in rail road traffic and improving international trade. · Fishing harbours and jetties could be used to promote IWT. · Several canals and river ways have been encroached reducing the width. A crash programme for eviction of encroachment by introducing suitable rehabilitating and resettlement policy for the displaced persons.

Tenth Plan Proposals The Water Resources Organization has prepared a proposal for reviving the IWT in Buckhingham Canal from Sriharikotta to Marakkanam Lake for an amount of Rs. 240 crores. The above project is proposed for navigation purposes in four reaches between (1) Sriharikota and Basin Bridge, (2) Basin Bridge and Adyar South Lock, (3) Adyar South Lock and Mahabalipuram and (4) Mahabalipuram and Marakkanam lake. The items of work involved in this scheme are desilting and excavation of canal for bringing to the required dimensions and improvements to existing locks of the system. Provisions for intermittent terminal facilities and Basin Bridge and Adyar South Lock by rehabilitating and resettling the slum dwellers, maintenance of dredging and reconstruction of low level bridges to high level bridges are to be made for maintaining IWT in this reach. The navigational survey conducted by M/s. RITES India between Ennore and Mahabalipuram provides basis for excavation works. The survey indicates the dimension of the canal to have a bed width of 10 metres, depth below sounding datum as 2.5 metres and side slopes as 2:1. The first priority will be the two reaches from Adyar South Lock to Marakkanam Lake to facilitate the movement of salt, lime and firewood from the districts of Chengalpattu and Villupuram to Chennai City. The second priority will be from Sriharikotta () to facilitate the easy movement of cargo from northern sides of Andhra Pradesh to Chennai. Finally, the second reach between the Basin Bridge to Adyar South Lock will be taken up since a lot of issues in city limits like raising the low level bridges to high level bridges, mass rapid transport system etc. will have to be solved. The sub-committee constituted for preparing the proposal considered that the revival of Buckingham Canal is worth undertaking even if the Central stretch 756 11.3 Transport between Basin Bridge and Adyar Lock could not be made as navigable. The total cost for the 3 reaches as prioritised above is Rs. 240 crore as indicated below:

Sl.No. Reach Outlay (Rs. in crores) 1. Sriharikotta to Basin Bridge (57.03 Km) 83.35

2. Adyar South Lock to Mahabalipuram 45.38 Km) 83.70 3. Mahabalipuram to Marakkanam (48.0 Km) 57.39 Provision for reconstructing low level bridges 4. to high level to clear obstruction for 15.56 navigation Total 240.00

Outlay Out of the total cost of Rs. 240 crores for the above three reaches, the share of IWA will be Rs.192 crores, i.e. 80% of the total cost. The balance cost of Rs. 48 crore i.e. 20% will be borne by the State Government. Since the project proposal is under preparation and is expected to commence in the third year of the Tenth Plan, a lumpsum provision of Rs. 10 crores is proposed for all the above three reaches for the Tenth Plan. Summing up, a total outlay of Rs.700 crores is preposed for "Road and Inland Water Transport Services" for the Tenth Plan as indicated below:

(Rs. in crores) Sl.No. Name of the Scheme Outlay 1. Assistance towards operational expenses of 80.00 STUs 2. Assistance towards augmentation and 100.00 replacement of buses 3. Share Capital Assistance to TDFC 500.00 4. Motor Vehicle Maintenance Department 10.00 5. Lumpsum grant to IWT 10.00 Total 700.00

11.3 Transport 757

Port, Lighthouse And Shipping

Overview Tamil Nadu has a vast coast line of 992 km. with 3 major ports and 14 minor ports. While the 3 major ports at Chennai, Ennore and Thoothukudi are coming under the control of Government of India, the 14 minor ports are administered by the Tamilnadu Maritime Board of the State Government. The 14 minor ports are Cuddalore, Nagapattinam, Rameshwaram, Pamban, Valinokkam, Kanyakumari, Colachel, Kattupalli, Ennore Minor Port, Thiruchopuram, PY3 Oil Field, Thirukkadaiyur, Punnakayal and Manappadu. All the above 14 minor ports are anchorage ports of which the ports at Kattupalli, Ennore, Thiruchopuram, PY 3 Oil field, Thirukadaiyur, Punnakayal and Manappadu have been declared as Captive Ports at the request of the private companies for their captive use. The infrastructural facilities at the above Captive Ports are to be developed by the private companies themselves. Despite their limitations of mechanized handling, storage area, etc. the minor ports assume importance and attract more trade due to cheap labour and quick turn over at times of congestion in the major ports. They have the potential for development of exports and imports of specific items which can be economically handled and transported. Since most of the minor ports are situated in rural areas, development of these ports generates employment in the rural areas.

Tamilnadu Maritime Board With a view to provide necessary infrastructure facilities to the minor ports, improve their cargo handling capacity, decongest the traffic at major ports so as to improve their productivity, create conducive atmosphere for export/import facilities and in turn to facilitate industrial development in the State, the Tamilnadu Government created a separate Board viz., the Tamil Nadu Maritime Board in the year 1997 under the Tamilnadu Maritime Board Act 1995 and announced its Port Policy detailing the investment and opportunities available for the development of ports in Tamil Nadu. One of the major objectives of the Board is to develop captive ports and allied facilities such as jetties, mooring systems, etc. through active private sector participation. The natural depth of the sea, supportive industrial environment, conducive labour relations and policy support from the State Government make Tamilnadu an ideal destination for setting up ports.

Port Policy of Tamilnadu The salient features of the Port Policy of Tamilnadu are as follows: · To promote port based Thermal Power Plants by providing exclusive port facilities for import of coal/ naphtha/ oil/ natural gas. · To provide port facilities to promote export oriented industries and port based industries along the coastal districts of Tamilnadu. 758 11.3 Transport

· To decongest highways and railways by providing facilities for coastal traffic of passengers and cargo along the east coast. · To promote tourism by providing facilities for leisure and water sports activities along the coast line. · To provide facilities to encourage ship-repairing, ship-breaking and manufacture of cranes and floating crafts. · To increase the share of Tamilnadu State in the export and import sector, in national and international trade and commerce in port- liberalisation and globalisation era. · To cater to the needs of increasing traffic of Southern states by providing efficient facilities and services and to support the country’s domestic and international trade. · To decongest the major ports in Tamilnadu and to improve their productivity. · To create sufficient infrastructure facilities to handle 25% of India’s total cargo in Tamilnadu maritime waters.

Ninth Plan Performance Financial An outlay of Rs. 100 crore was provided in the Ninth Plan Period for Ports, Lighthouse and Shipping. As against this outlay, the expenditure during the Ninth Plan Period was Rs. 45 lakhs only out of which an amount of Rs. 24.96 lakh was provided for Sethusamuthiram Project and Rs. 20 lakh as Grants to Maritime Board.

Physical During the Ninth Plan period 20.24 lakh MTs of cargo was handled by the Minor Ports of which 6.85 lakh MTs are by way of imports and 13.39 lakh MTs are by exports. The revenue realized by the minor ports during the Ninth Plan period is Rs. 1218.38 lakh. Captive Ports - Ennore Minor Port was developed by EID Parry (I) Ltd., for exclusive use of handling liquid ammonia for the fertilizer plant. The chemical is discharged from the vessel to the storage tanks in the factory premises through the submarine pipelines. The system is the first of its kind in India. The port is functioning regularly from 1996. At present 70,000 Mts. of Liquid Ammonia is handled in the port per annum. Py3 - Oil field has been declared as minor port for the exclusive use of M/s. Hardy Exploration & Production (I) Inc., This port commenced its operation in 1997. Crude oil extracted from four oil wells situated at the field is being stabilized, stored and transported through the shuttle tankers to Chennai. The technology of loading crude oil from storage vessel to shuttle tankers by a system called Tandem Mooring System is the first of its kind in India. About 1 to 2 lakh Mts. of crude oil is handled at this port annually. 11.3 Transport 759

Thirukaddiyur Port has been declared for the captive use of PPN Power Generating Co., for handling Naphtha required for their 330 MW Gas combined cycle Power Project at Pillaiperumal Nallur. The Naphtha is discharged through single point mooring system. This port came into operation from 2001 and at present about 2 to 3 lakh Mts. of Naphtha is handled by this port per annum. Besides the above minor ports functioning now, the following ports which were programmed to be implemented during Ninth Plan Period are likely to commence their operation soon. 1) A minor port is proposed to be set up at Manappad by M/s. Indian Gas Ltd., Chennai to handle natural gas for their proposed 2000 MW Power project at Vembar. The port is expected to commence its operation in the middle of 2002, after obtaining the financial position. 2) A minor port at Thiruchopuram has been declared for the captive use of M/s. Nagarjuna Oil Corporation Ltd., Chennai to handle 6.5 million tonnes of crude oil per annum for imports and 2.8 million tonnes refined oil products per annum for exports. The company is yet to obtain financial closure. 3) A Port in Punnakkayal is declared for the captive use of M/s. Dharangathara Chemical Works Ltd. for handling the 5 Lakh Mts. per annum of liquid cargoes such as VCM, LSHS and LPG etc. The port is yet to commence its operation. 4) Kattupalli Port is declared for the captive use of M/s. VOPAC SICAL Terminals Ltd. for handling various kinds of petro-products. Environment clearance is awaited to commence the project. The details of the cargo handled by the minor ports and the portwise revenue realised during the Ninth Plan period are given in Annexures - I & II respectively.

Tenth Five Year Plan Proposals The measures envisaged by the Tamil Nadu Maritime Board for expanding the growth of minor ports in Tamil Nadu during the Tenth Five Year Plan include the following: · The existing Minor Ports will be offered for private participation for construction / development of ports and jetties based on merits. · To maintain transparency, competitive bids will be invited through Global Notice/Tenders. · The project will be on the principle of Build, Own, Operate and Transfer (BOOT). · The period of BOOT will initially be for 30 years and may be extendable upto 50 years. · The minimum quantum to be handled will be fixed in a phased manner. · The Government will recover a reasonable amount per tonne on the cargo handled. 760 11.3 Transport

The Ports at Cuddalore and Nagapattinam will be developed through private participation either wholly or partly. Since these are only anchorage ports it is proposed to extend the existing break water and increase the depth to 5 mts. by dredging these ports and create cargo related infrastructure like wharves, approach road, etc. The total cost of the above works will be around Rs. 150 crore and Rs. 50 crore respectively. A lumpsum provision of Rs. 10 crores for each of the above ports is proposed for the Tenth Plan. Efforts will be taken to develop Colachel Port as International Transhipment Hub Port with internal support to increase cargo handling capacity. Government of Malaysia will provide financial assistance to Tamilnadu Maritime Board in developing Colachel Port as a Container Hub Port at a total cost of Rs. 2310 crore. M/s Construction Industry Development Board (CIDB) functions as a nodel agency on behalf of Government of Malaysia. The Tamil Nadu Government has proposed to contribute Rs. 103 crores towards Capital Cost of which Rs. 58.00 crores is towards the cost of land and Rail Road connectivity. The balance Rs. 45 crores will be towards 11% equity contribution by Government to the Apex Company. The proposal is being negotiated with Government of Malaysia through the nodal agency. A lumpsum provision of Rs. 10 crores is proposed for the scheme for the Tenth Plan.

Tenth Plan Outlay The total State's outlay required for developing the above three ports will be as follows:

(Rs. in crores) Sl. Name of the work Outlay No. Extending the existing break water by 150 1. capital dredging in Cuddalore Port Extending the existing break water by capital 2. 50 dredging in Nagapattinam Port Developing the Colachel Port a Container Hub 3. Port with assistance from Government of Malaysia 500 at a total cost of Rs. 2310 crores Total 700

11.3 Transport 761

Tenth Plan Outlay

A lumpsum provision of Rs. 30 crores is proposed for Ports, Lighthouse and Shipping for the Tenth Five Year Plan as indicated below.

(Rs. in crores) Sl.No. Name of the Scheme Tenth Plan Outlay 1. Lumpsum provision for the Development of 10 Cuddalore Port 2. Lumpsum provision for the Development of 10 Nagapattinam Port 3. Lumpsum provision for Colachel Port 10 Total 30

762 11.3 Transport

Annexure - I Cargo Handled by Minor Ports during Ninth Plan period (in metric tonnes) Name of the 1997- 1998- 1999- 2000- 2001-02 Commodity Goods 98 99 00 01 wise Total Import Edible Oil 33596 70267 46134 149997 Fertilizer 14929 14929 Flourspar 4921 16601 21522 Liquid Ammonia 36308 42624 44331 55036 50368 228667 Naphtha 40551 164406 204957 Propylene 6288 6058 3077 1514 16937 General Cargo 54 13525 24398 4250 5371 47598 Total-Import 62500 78808 102325 173181 267793 684607 Export Crude Oil 205560 393620 303480 161325 264195 1327820

Edible Oil 3159 3159 General Cargo 28 8078 8106 Total-Export 205560 393648 311558 161325 267354 1339445 Total Cargo 268060 472456 413883 334506 535147 2024052 handled

11.3 Transport 763

Annexure – II Details of Portwise Receipts during Ninth Plan period (Rs. in lakhs) Sl. Name of the Port 1997-98 1998-99 1999-00 2000-01 2001-02 No (Provl.) 1. Head Office, Chennai 3.16 0.89 2.62 1.87 1.03 2. Cuddalore 135.36 46.86 23.78 37.34 41.46 3. Nagapattinam 6.63 15.64 36.63 65.51 53.44

4. Rameswaram 7.14 5.32 6.39 7.73 4.85 5. Pamban 0.90 0.78 1.07 0.61 0.83 6. Valinokkam 0.41 2.17 1.63 0.31 0.78 7. Colachel 0.09 0.20 0.06 0.00 0.07 8. Kanyakumari 5.49 4.92 5.84 9.80 8.54 9. Ennore Minor Port 22.59 27.58 26.75 25.97 23.63 10. PY-3 Oil Field 0.00 122.65 95.75 51.08 85.07 11. Thirukkadaiyur 0.00 2.85 23.86 38.78 54.75 12. Thiruchopuram 0.00 0.09 34.55 34.23 0.05 Total 181.77 229.95 258.93 273.23 274.50

764 11.3 Transport

Comparative statement on physical performance of STUs of various States for the year 2000 - 2001

Particulars Andhra Maharash-tra Gujarat Uttar Calcutta Tamil All India Pradesh Pradesh Nadu average STUs Utilisation of fleet Utilisation of fleet (%) 99.0 94.1 87.1 87.5 92.6 93.7 78.2 66.5 92.1 90.8 Effective Kilometre (in 217.81 179.44 115.17 53.84 52.41 59.71 36.25 5.78 229.02 1196.69 crores) Bus utilisation per day (on buses on road in 318.0 308.8 368.1 263.2 326.3 285.1 283.6 193.0 408.1 313.4 km) Capacity utilisation Load factor (%) 61.34 59.76 65.40 56.68 62.40 69.90 84.53 73.72 77.72 66.54 Passenger lead (km) 17.52 23.90 28.45 71.42 52.20 27.92 19.40 9.46 17.97 19.54 Passengers/bus (on 590 409 437 113 204 385 806 781 1154 608 road)/day Quality of service Breakdowns per 0.24 0.33 0.45 0.46 0.24 0.17 NA 11.49 0.34 0.43 10,000 effective Km Accidents per lakh 0.10 0.23 0.17 0.18 0.17 0.16 NA 0.53 0.38 0.23 effective Km Manpower productivity Manpower productivity/ 43.84 43.84 51.57 39.88 57.37 67.64 28.43 16.83 49.93 43.04 day (Km) Men per bus ratio (to average buses on 7.15 6.86 6.89 7.93 6.07 4.20 7.83 10.77 7.81 7.26 road) Fuel and Tyre performance KMPL (HSD) 5.08 4.66 5.30 4.72 4.82 4.67 3.94 3.46 4.25 4.55 Tyre Kilometre 150820 101382 NA NA 122393 126944 103969 99531 142701 132417 Retreadability factor 3.12 2.16 NA NA 2.09 2.45 4.41 2.11 4.12 3.01 Source: 'State Transport Undertakings - Profile and performance 2000-2001' published by ASRTU, New

11.3 Transport 765

Operational Performance of TN STUs

Sl.No. Year Fleet Effective No. of No. of Strength Kms. in Routes Employees Lakhs 1 1991-92 13972 17202 7570 100562 2 1992-93 14533 18818 7882 107120 3 1993-94 14949 19274 7886 109887 4 1994-95 15408 20399 7986 112508 5 1995-96 15857 21307 7967 115333 6 1996-97 16628 21306 8027 118499 7 1997-98 17284 22243 8704 124899 8 1998-99 17008 23072 8866 126024 9 1999-00 17035 22991 8997 126343 10 2000-01 16969 22902 8131 127055 11 2001-02 16797 22358 8133 124211

766 11.3 Transport