ccts executive summary
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ACKNOWLEDGEMENT
The consultants are grateful to Tmt. Susan Mathew, I.A.S., Addl. Chief Secretary to
Govt. & Vice-Chairperson, CMDA and Thiru Dayanand Kataria, I.A.S., Member -
Secretary, CMDA for the valuable support and encouragement extended to the Study.
Our thanks are also due to the former Vice-Chairman, Thiru T.R. Srinivasan, I.A.S.,
(Retd.) and former Member-Secretary Thiru Md. Nasimuddin, I.A.S. for having given an
opportunity to undertake the Chennai Comprehensive Transportation Study. The
consultants also thank Thiru.Vikram Kapur, I.A.S. for the guidance and encouragement
given in taking the Study forward.
We place our record of sincere gratitude to the Project Management Unit of TNUDP-III
in CMDA, comprising Thiru K. Kumar, Chief Planner, Thiru M. Sivashanmugam, SeniorPlanner, & Tmt. R. Meena, Assistant Planner for their unstinted and valuable
contribution throughout the assignment. We thank Thiru C. Palanivelu, Member-Chief
Planner for the guidance and support extended. The comments and suggestions of
the World Bank on the stage reports are duly acknowledged.
The consultants are thankful to the Steering Committee comprising the Secretaries to
Govt., and Heads of Departments concerned with urban transport, chaired by 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 Port Trust, Chennai
Traffic Police, Chennai Sub-urban Police, Commissionerate of Municipal
Administration, IIT-Madras and the representatives of NGOs.
The consultants place on record the support and cooperation extended by the officers
and staff of CMDA and various project implementing organizations and the residents
of Chennai, without whom the study would not have been successful.
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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 theconcomitant 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 systemcapable 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.
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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 studytechniques 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
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Vinoba Sunder Singh
R. Krishnamurthy
N. Seshadri
Lila P.C
Vittal Puvvada
Jeena Pradeep
M Bhoominathan
Saswati Ghosh Belliappa
DR. S. P. Palaniswamy
S.Suma
S.Saraswathy
Swetha Reddy
V.Suneer
Nrupesh
Dr. Udayakumar
V.N.K.Satyasai Tata
K. Sankar
A. Sudheer
Ganesh Raja
G.S Ramanujam
Janaki Sarma
D. Manjula
STUDY TEAM
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LIST OF ABBREVIATIONS
ADB Asian Development Bank
ATC Area Traffic Control
AVI Average Income
BMC Brihath Mumbai Municipal Corporation
BPR Bureau of Public Roads
BRT
Bus Rapid Transit
BRTS Bus Rapid Transit System
CBD Central Business District
CCTS Chennai Comprehensive Transportation Study
CCTV Closed Circuit Television
CDP City Development Plan
CMA Chennai Metropolitan Area
CMBT Chennai Mufussil Bus Terminal
CMDA Chennai Metropolitan Development AuthorityCMRL Chennai Metro Rail Limited
Co Carbon Monoxide
CoC Corporation of Chennai
CRTM Consorcio Regional Transport Madrid
CTH Road Chennai Thiruvallur High Road
CTP Chennai Traffic Police
CTSS City Traffic Signal System
CTTS Comprehensive Traffic and Transportation Study
DCF Discounted Cash Flow
DIC District Industrial CentreDoH Department of Highways
EIRR Economic Internal Rate of Return
EMP Employment
EMPC Employment (Commercial + Industrial + Other)
EMPCI Employment (Commercial + Informal)
ENPV Economic Net Present Value
FDI Foreign Direct Investment
FVRD Fraser Valley Regional District
GHMC Greater Hyderabad Municipal Corporation
GNT Road Grand Northern Trunk RoadGoI Government of India
GoTN Government of Tamil Nadu
GR Government Resolution
GST Road Grand Southern Trunk Road
GVTA Greater Vancouver Transportation Authority
GWT Road Grand Western Trunk Road
HATS Hyderabad Area Transportation Study
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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 TransportIRC Indian Roads Congress
IRR Inner Ring Road
ITES Information Technology Enabled Services
ITS Intelligent Transportation Systems
JnNURM Jawaharlal Nehru National Urban Renewal Mission
KMPH Kilometers per Hour
LCV Light Commercial Vehicle
LRT Light Rail Transit
LTA Land Transport Authority
MAV Multi axle VehicleMEPZ Madras Export Processing Zone
MMRDA Mumbai Metropolitan Region Development Authority
MMTS Multi Modal Transport System
MoB Mobility Study
MPO Metropolitan Planning Organization
MRTS Mass Rapid Transit System
MSRDC Maharashtra State Road Development Corporation
MTA Metropolitan Transportation Authority
MTC Metropolitan Transport Corporation
MTP Metropolitan Transportation PlanMUDP Madras Urban Development Project
NPV Net Present Value
NH National Highways
NHAI National Highways Authority of India
NMT Non-motorized transport
NMV Non-Motorized Vehicle
NOV Number of Vehicles
NUTP National Urban Transport Policy
O & M Operation and Maintenance
ORR Outer Ring Road
PCE Passenger Car Equivalent
PCMC Pimpri Chinchwad Municipal Corporation
PCTR Per Capita Trip Rate
PCU Passenger Car Units
PHT Passenger Hours of Travel
PMC Pune Municipal Corporation
PMPML Pune Mahanagar Parivahan Mahamandal Ltd
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PMTA Pune Metropolitan Transport Authority
POP Population
Pphpd passengers per hour per direction
PPP Public-private partnership
PWD Public Works Department
RoB Road Over BridgeRoW 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 PlanSPM Suspended Particulate Matter
STIF Syndicat des Transports dIle-de-France
STP Strategic Transportation Plan
STPOP Student Population
STRR Satellite Town Ring Road
TAZ Traffic Analysis Zone
TDM Travel Demand Management
TFL Transport for London
TIP Transportation Improvement Program
TLRN Transport for London Road NetworkTMC Traffic Management Center
TNPCB Tamil Nadu Pollution Control Board
TPP Road Thiruvottriyur-Ponneri-Panchetti Road
ULBs Urban Local Bodies
UMTA Unified Metropolitan Transport Authority
UPWP Unified Planning Work Program
USA United States of America
VGF Viability Gap Fund
VHT Vehicle Hours of Travel
VOC Vehicle Operating Cost
VOT Value of Travel Time
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TABLE OF CONTENTS
I. Introduction .................................................................................................. 1
II. Approach ...................................................................................................... 8III. Metropolitan Characteristics ............................................................................... 8
IV. Travel Demand Forecast ................................................................................... 28
V. Transportation Strategies ................................................................................. 41
VI. Long Term Proposals ....................................................................................... 56
VII. Freight Transport Proposals ............................................................................... 63
VIII. Demand Management Proposals .......................................................................... 65
IX. Road Network Improvement Proposals .................................................................. 67
X. New Links .................................................................................................... 70
XI. Road widening ............................................................................................... 70
XII. Block Cost Estimates ....................................................................................... 73XIII. 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 .......................................................................... 128XXIII. 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 ................................................................................. 45 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 .............................................. 1515 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 .......................................................................................... 2925 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 ................................................. 4935 Grid Arrangements of Transport Corridors ................................................... 49
36 Suggested Public Transport Corridors - 2016 ................................................ 58
37 Suggested Public Transport Corridors - 2021 ................................................ 59
38 Suggested Public Transport Corridors - 2026 ................................................ 60
39 Intermodal Station at Saidapet ................................................................ 61
40 Intermodal Station concept at Porur .......................................................... 61
41 Locations of Intercity Bus Terminals .......................................................... 62
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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 ................................................................ 8047 Near Panagal Park ................................................................................ 80
48 Near Tambaram Railway Station ............................................................... 80
49 Near Parrys (NSC Bose Road) ................................................................... 81
50 Location of TMCs ................................................................................. 82
51 Proposed Bicycle Network for Anna Nagar ................................................... 98
52 Proposed Bicycle Network for KK Nagar ...................................................... 99
53 Roads suggested for Ban on On-street parking ............................................. 101
54 Mc Nichols Road and Harrington Road Junction ............................................ 104
55 One way scheme Egmore area ............................................................... 105
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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 .............................................. 245 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 ................................................................. 3915 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 ......................................................... 7125 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 .................................................................. 10735 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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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 toincreased costs due to travel delays, loss of productivity, deteriorating air quality caused by
automobile exhausts and an increased incidence of road accidents.While these are the
problems of today, tomorrows picture is more worrying. Chennai Metropolitan Areas increase
in overall growth will require an adequate and efficient transport system to meet the
anticipated population by 2026. Existing transportation problems would get compounded and
become chaotic if not adequately addressed. From the future needs apart from mobility
corridors and transportation systems, intensive improvements are essential for correcting
deficiencies. In the light of these trends,the current study provides optimal solutions, focusing
on a larger comprehensive thought process and on policy issues on the need to move people
rather than vehicles.
7.
The CCTS, apart from formulating a transport improvement roadmap for Chennai for the
future, includes an identified transport investment program containing short, medium and
long term projects.
Study Objectives
8.
The broad objectives are given hereunder:
Suggest policies, long-term strategies and programmes for the improvement of urban
transport in Chennai for the horizon year 2026
Develop an Urban Transport Planning Model using the state-of-the-art modeling technique
appropriate to the conditions and planning needs of the study area
Identify for all modes, a phased programme of appropriate investments and policy
proposals up to 2026 through scientific analysis; and also integrate various modes of mass
transit systems
Identify a medium-term investment programme by prioritizing the identified investment
proposals
Suggest financing mechanisms which may include levy of dedicated taxes
Suggest policies for Unified Metropolitan Transport Authority (UMTA) for Chennai to
facilitate proper institutional mechanism
Help strengthen the transport planning skills and transfer data/tools/knowledge obtained
through the study to CMDA and other agencies.
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Figure: Population Growth in CMA
Figure: Growth trend in Vehicle Population
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.
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.
11.Personalized vehicles (two wheelers and cars) account for close to 31% of the total trips.
Vehicle growth trends reveal that the fleet of buses has seen a very marginal increase over
the years, while two wheelers experienced a remarkable increase from 4 lakhs (1991) to 21.6
lakhs (2009).
12.
A comparison of household vehicle ownership between 1992 and 2008 is presented in the
Figure.
35.0446.01
58.1870.41
82.6
125.82
0
20
40
60
80
100
120
140
1971 1981 1991 2001 2008 2026
PersonsinL
akhs
Population Growth in CMA
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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.
Figure: Growth in traffic volume on major roads over the years
0 5000 10000 15000
Durgabhai Deshmukh Road near Sathya Studio
Anna Salai near Saidapet
Kamaraj Salai at Napier Bridge
Anna Salai near Chindadripet Rly Stn
Periyar EVR Salai near Aminjikarai Mrkt
Anna Nagar 3rd Avenue ne ar K3 P.Stn
Nelson Manickam Road near Nungambakkam
NSK Salai near Kodambakkam Rly Stn
Growth in peakhour Traffic (pcus)
Year 2008 Year 1993
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Figure: Percapita trip rate
Figure: Trend in road accidents
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.
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.
0
0.2
0.4
0.6
0.8
1
1.2
1.4
1.6
1.8
1971 1984 1992-95 2008
PCTR
Year
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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.
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
g/m3
level g/m3
Carbon Monoxide (Co) 908 to 4198 2000
Suspended particulate 264 to 451 200
Matter (SPM)
23.
Acute shortage of parking supply is witnessed in commercial areas of Anna Salai, Periyar EVR
Salai, T. Nagar, Purasawalkam, George Town, Nungambakkam, Adyar and Mylapore. The
haphazard parking has led to loss in the road capacity that ranges between 15% to 65%. The
parking Index which is the ratio of peak parking demand to the supply at important locations
in Chennai is shown in the Figure.
20%
11%
14.2%
6%
0
5
10
15
20
25
1970 1984 1992-95 2008
Share(%)
Year
Decline in Bicycle Share
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Figure: Parking Index
24.Chennai, in recent years, is seeing expansion of the city due to many upcoming projects
initiated to promote growth of IT and ITES. The future growth of the city, while being fuelled
by the IT and ITES industries, will be channeled along certain developments in the city. These
include a second container terminal in Chennai Port to be comissioned in 2011, the Special
Economic Zone (SEZ) planned to enhance the economic opportunities of the Ennore Port, the
expansion of the existing airport to make it world class, the proposed new Greenfield airport
at Sriperumbudur, increased concentration of industries on IT Corridor (Rajiv Gandhi Salai
from Madhya Kailash junction to Siruseri), a Telecom Corridor of over 210 acre industrial site
in Sriperumbudur attracting huge investments and development of Special Economic Zones
(SEZ) attracting Foreign Direct Investment (FDI). In addition, a number of multi-national car
companies have set up their companies in the vicinity of the CMA and are on an expansion
spree. The proposed developments will give impetus to growth and development of CMA in
south and south-westerly direction. CMAs increase in overall growth will require an adequate
and efficient transport system to meet the increase in job potential and population increase
anticipated by the year 2026.
25.
The Chennai Metropolis is expected to become one of the Mega Cities in the world with more
than 10 million population, in the next 10 years. The Chennai City Corporation with 176 sq.km
area will accommodate about 59 lakh population while the rest of the Metropolitan Area with
an extent of 1013 sq.km will accommodate about 67 lakh population by 2026 as indicated
hereunder:
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
0 0.5 1 1.5 2 2.5
South Usman Road
G.N Chetty Street
N.S.C. Bose Road
Sardar Patel Road
General Patters Road
Anna Nagar 2nd Avenue
Parking indexYear 2008 Year 2003
Population 2008 2026
CITY 4746766 5855332
CMA 3520165 6726333
TOTAL 8266930 12,582,137
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Figure: Chennai Metropolitan Area
Overview of Urban Transport Systems
Road Networ k
29.The city has a radial- circumferential arrangement of road network. The radial pattern road
network converges at George Town which is the CBD of the CMA. The road network is
primarily based on four National Highways, leading to Kolkota (NH5), Bangalore (NH4), Trichy
(NH45) and Thiruvallur (NH 205) as shown in the Figure. Other radial roads include Kamarajar
Salai, East Coast Road, Rajiv Gandhi Salai (OMR), NSK Salai (Arcot Road) and Thiruvottiyur
High Road. Orbital road network includes Jawaharlal Nehru Road (IRR), Pallavaram-
Thorapakkam Road, Chennai Bye-pass Road etc.
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Figure: Road network
Rail Net wor k
30.
The commuter rail system in the CMA operated by the Southern Railways consists of four BG
lines:
Chennai Beach Tambaram line running south-west
Chennai Central Tiruvellore line running east-west
Chennai Central Gummidipoondi line running north-south
Mass Rapid Transit System (MRTS) operates on Chennai Beach - Velachery section for alength of about 20 km.
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Figure: Buses per lakh population
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.
Goods Tr anspor t
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 todata 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
3 Speed and delay survey 12 hours84 Corridors in
CMA
4 Pedestrian crossing count 12 hours 47
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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.
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
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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; Usedin traffic assignment and in development of speed flow curves.
Saturation flow survey-Passenger car units (PCU) for different modes were established
for the study area, which are used for converting vehicles into equivalent PCU.
37. In addition to the above mentioned surveys, the following surveys were also carried out to
understand in Chennai, aspects like the safety of pedestrians, cycling, parking demand, goods
management etc.
Pedestrian count:conducted to evaluate the need for various facilities such as pedestrian
subway, foot over bridge, zebra crossings etc. on priority basis in the short and medium
time frame for safe pedestrian movement Cyclist Survey:Purpose of this survey is to assimilate the travel characteristics of cyclists
as well as their issues related to the travel i.e., safety and comfort.
Parking survey: carried out to understand the demand- supply gap and to suggest
measures to handle the present growth.
Goods focal Point survey/Truck operator survey: This survey focused on the trip
characteristics of goods vehicles like origin/destination, frequency of shipment, average
lead, annual kilometerage, type of goods transported, etc. This survey also covered the
routes of goods movement within the CMA and its impact on the general traffic stream
along with the loading and unloading characteristics at the terminal point.
38.
The locations of screen line survey and those of road side Interviews are shown in the Figures.
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Figure: Screen line survey locations
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.
Inner and Outer Cordon
CBD Cordon
Outside City
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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
No. LocationPeak hour
PCUDailyPCU
Peak Hour Factor (PeakPCU/Daily PCU) (%)
1Durgabhai Deshmukh Roadnear Sathya Studio
11061 139633 7.9
2Gandhi Mandapam Road nearAdyar Villa
7039 86659 8.1
3Anna Salai at SaidapetMaraimalai Adigal Bridge
13640 186419 7.3
4Alandur Bridge near GuindyIndustrial Estate
1096 14281 7.7
5Jawaharlal Nehru RoadCrossing Adyar River nearEkkattuthangal
7429 116161 6.4
6Kamaraj Salai at NapierBridge
8548 96375 8.9
7Anna Salai near ChindadripetRailway Station
8048 99413 8.1
8Arunachala Street at StAndrews Bridge
2,773 39264 7.0
9Adithanar Road at HarrisBridge
7635 83149 9.2
10Binny Road near Quaid -e-Millath College
8051 99735 8.1
11Pantheon Road near Co-Optex
10070 109720 9.2
12Mc Nichols Road crossing
Cooum River10750 146440 7.3
13Harrington Road crossingCooum River
2893 35287 8.2
14Periyar EVR Salai nearAminjikarai Market
5656 82388 6.9
15Anna Nagar 3rd Avenue nearK3 Police Station
5927 79498 7.5
16Bridge crossing Cooum Rivernear Anna Adarsh College
2423 27789 8.7
17Jawaharlal Nehru Road nearKoyambedu
7841 107604 7.3
18Rajaji Salai near RoyapuramRailway Station
2050 25202 8.1
19Mannarswamy Koil Street
near Chetty Thottam
5351 73632 7.3
20Monegar Choultry Roadbehind Stanley Medicalcollege
1,644 20917 7.9
21Thiruvottriyur High Roadnear Washermanpet RailwayStation
5356 65335 8.2
22Kathivakkam High Road nearHarinarayanapuram Postofiice
2,610 30440 8.6
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No. Location
Peak hourPCU
DailyPCU
Peak Hour Factor (PeakPCU/Daily PCU) (%)
23Erukkanchery High Roadnear Venkateshapuram
4438 62126 7.1
24
Perambur Barracks Road
near Vyasarpadi JeevaRailway Station
5,072 64683 7.8
25Perambur High road nearPerambur Railway Station
4516 66751 6.8
26Perambur Loco Works 1 nearJawahar Nagar
2337 26529 8.8
27Perambur Loco Works II nearJawahar Nagar
2041 29052 7.0
29TVS junction on JawaharlalNehru road
4276 56846 7.5
30CTH Road near AgathiarNagar
7294 111236 6.6
31Nelson Manickam Road nearNungambakkam Railway
Station
9294 118442 7.8
32NSK Salai nearKodambakkam RailwayStation
7970 105447 7.6
34 Duraiswamy Road subway 7091 89997 7.9
35 Madley Road Subway 5268 61611 8.5
36 Aranganathan Road Subway 5083 63154 8.0
37Saidapet Market Roadsubway
5211 54965 9.5
38Mount Poonamallee Roadnear MIOT Hospital
5131 80279 6.4
39
Causeway at Cowl Bazaar
Road 339 4293 7.9
40Bridge at Pammal KunrathurRoad
1572 19087 8.2
41Golden George RathnamSalai near Nerkundram
1692 20670 8.2
42Causeway near MGREngineering College
2169 26095 8.3
43Bridge at Vanagaram -Ambattur Road
2336 29243 8.0
44 Thiruverkadu Causeway 1206 15406 7.8
45Bridge at Avadi-Poonamallee Road
2,551 38719 6.6
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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Figure: Road Classifications in CMA
Figure: Type of Junctions 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.
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.
Six Lane
divided5%
Four Lane
divided20%
Four LaneUn-divided
6%
Two Lane
63%
Single lane
6%
Rotary12.6%
Signals30.7%
Un Controlled54.1%
Grade separated1.7%
Grade SeparationUnder
Construction1.0%
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Figure: Average Journey speed on selected Corridors
Table: Comparison of Peak Hour Journey speed
Sl NO Road Namekmph
1992-1993 2008
1 Dr Muthulakshmi Road 39 20
2 Periyar EVR Salai 32 25
3 Jawaharlal Nehru Road 43 274 Sardar Patel Road 49 24
5 Durgabai Deshmukh Road 9 25
6 Santhome High Road 33 28
7 Kamaraj Salai 46 34
8 Rajaji Salai 29 24
9 Anna Salai 43 28
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Sl NO Road Namekmph
1992-1993 2008
10 Radhakrishnan Salai 40 26
11 Walaja Road 46 31
12 RK Mutt Road 27 17
13 Greenways Road 36 35
14 Gandhi Mandapam Road 45 30
15 Burkit Road 26 14
16 Venkata Narayana Road 25 13
17 GN Chetty Road 31 21
18 MGR Salai 25 15
19 VOC Road 24 21
20 Old Jail Road 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.No.
Location Name Peak Pedestrian Countin Numbers/ Hour
Total Count(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 Vadapalani Bus stand 3674 16543
6 Arcot Road Vs Jawaharlal Nehru Road 4369 31982
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Sl.No.
Location NamePeak Pedestrian Count
in Numbers/ HourTotal Count
(12 Hrs)
7 Broadway 10037 75665
8 Light House 913 6975
9 Doveton 2547 21943
10 Egmore Railway Station 4686 3722411 In front of Parambur Bus Stand 2040 16939
12Jawaharlal Nehru Road in front of centralMofussil Bus Terminus
1233 7849
13 Kamaraj Salai near Queen Marys College 1058 4272
14 Kathipara Junction 2731 24992
15 Koyambedu Junction 1652 13645
16Lattice Bridge Road near ThiruvanmiyurBus Stand Junction
8631 47957
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 1047521 Periyar EVR Salai Vs E.V.K.Sampath Road 899 7402
22 In front of Raja Annamalai Mandram 2055 21025
23Rattan Bazaar - Evening Bazaar RoadIntersection
13888 128008
24Royapettah High Road VsDr.Radhakrishnan Salai
1281 9396
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
30 South Usman Road In front of T. NagarBus Stand 11518 83074
31Taramani Velachery Road Vs VelacheryMain Road
3660 24803
32Taramani Velachery Road Vs VelacheryByepass Road
5834 39027
33Thiruvottriyur High Road near WimcoNagar Railway Station
1362 10839
34Poonamallee Trunk Road Vs Avadi RoadJunction
699 3897
35 Arcot Road at Porur Junction 5622 34770
36CTH Road in front of Ambattur Estate BusStand
3388 21227
37 CTH Road in front of Ambattur Bus Stand 3634 18876
38 CTH Road near Avadi Bus Stand 5613 4112239 GST Road near Pallavaram Bus stand 3875 33008
40 GST Road near Tambaram Bus Stand 4179 34486
41 GST Road near Chromepet Bus stand 4781 31328
42Kathivakkam High Road near EnnoreRailway Station
870 6499
43Mount Poonamallee Road in front ofIyyapanthangal Bus Stand
1254 7016
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Figure: Turning volume count survey locations
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Table: Intersections with Peak Hour PCU above10000
SlNo
LocationNo.
LocationPeak Hour Volume
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 1065011 20 Periyar EVR Salai Vs Raja Muthiah Road 11487 10330
12 21 Arcot Road Vs Jawaharlal Nehru Road 13826 16283
13 23 Village Road Vs Nungambakkam High Road 12727 13707
14 26Periyar EVR Salai Vs Guruswamy Bridge VsVasu Street
14517 16038
15 29 Periyar EVR Salai Vs Dr. Nair Road 18100 17866
16 30 Sardar Patel Road Vs Rajiv Gandhi Road 14550 14389
17 31 Lattice Bridge Road Vs Thiruvanmiyur Road 8010 11138
18 35 Anna Nagar 3rdAvenue Vs New Avadi Road 15517 13835
19 37 Periyar EVR Salai Vs Nelson Manickam Road 13238 12216
20 38 Anna Salai Vs Walajah Road 13956 13169
21 39Anna Salai Vs Venkatnarayana Road VsChamiers Road
20592 21985
22 40 Anna Salai Vs CIT Nagar I & III Main Road 13492 16276
23 41Anna Salai Vs Thyagaraya Road Vs EldamsRoad
16827 17703
24 42Anna Nagar II Avenue Vs Jawaharlal NehruRoad
21661 32976
25 43 Anna salai Vs Bharathidasan Salai 15630 16002
26 44 Anna Salai Vs General Patters Road 13255 12015
27 48Avadi Poonamallee Road Vs ChennaiTiruvallur High Road
6273 11057
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).
Figure: Trip Purpose
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.
Work/Business
76%
Education
16%
Social
8%
Very
Essential
64%
Desirable
20%
Not
required
7%
Noidea
9%
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Table: Purpose wise average trip length (in Kms)
Purpose oftrips
AutoRickshaw
SharedAuto
Taxi Maxi cab
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)
Travel Mode City (%)CMA
ExcludingCity (%)
CMA (%)
Bus 27 25 26
Train 4 7 5
Car/Taxi 7 5 6
Fast two wheelers 26 24 25
Auto rickshaw 6 2 4Bicycle 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)
Sl. No. Mode
Percentage of trips by 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
S. No Trip PurposeAverage Trip Length
Km (2008)Average Trip Length
Km (1992-95)
1 Home based work 7.85 7.0
2 Home based education 5.55 3.53 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
Travel ModeAverage Trip Length Km (2008) Average Trip
Length Km(1992-95)City
CMA ExcludingCity
CMA
Walk 1.43 1.66 1.55 1.1
Bicycle 4.83 4.53 4.68 2.8
IPT (Taxi/Autorickshaw/shared Auto/ Maxi cab)
8.51 7.08 7.80 12.2
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 14.4Train 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 planningneeds 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: Highway NetworkFigure: 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 andcommercial 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
Fi ure: Zone ma
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peak period. Trip Matrices were also developed for commercial vehicles LCVs, Trucks & Multi Axle
Trucks.
45.Observed travel demand for the morning, evening and off peak hour is estimated. The
observed highway and public transport matrices were assigned on the network and theassigned 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 supplyingobserved values of both the dependent and independent variables. The observed values of
variables are obtained from the surveys of actual travel patterns. Once satisfactory estimates
of the parameters for all models have been obtained, the models were checked to assure that
they adequately perform the functions for which they are intended. This has been done by
(process called validation) assigning the developed matrices on the network and checking the
assigned flows across the screen line/cordon against the observed count. Few other
parameters that were compared include trip length distribution, journey time, and mode
share. This process established the credibility of the model by demonstrating its ability to
replicate actual traffic patterns.
Trip End models
47.
Trip generation models were built to forecast the number of person trips that will begin from
or end in each travel analysis zone with in the region for a typical day of the target year.
Separate trip- generation and attraction models were developed for work, education, business
and other purposes.Multiple regression method has been adopted for developing trip end
equations. Trip end models are presented in Table.
Morning Peak Hour
Purpose Trip Production Equation Trip Attraction Equation
Work Trips Y = 0.170 AVI+ 0.018 POP
699 Y = 730 + 0.118 EMP
Education Trips Y = 39.23 + 0.078 STPOP Y = 160.93 + 0.009 SCEN
Business Trips Y = 15.43 + 0.143 EMPCI Y = 0.50 + 0.155 EMPCI
Other Trips Y = -6.30 + 0.15 NOV Y = 13.73 + 0.0004 POP +0.114 EMPCI
Evening Peak Hour
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Table: Trip End Models
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= riGisjAj Fijm
Where T= number of inter zonal trips between zone i & j and by mode m
G= Total generation trip ends by zone
A= Total attraction trip ends by zone
i=Generation Zone
j= Attraction Zone
r,s=Balancing factors (constants)
Fijm= Deterrence function for mode m
Fijm= Kme-cijmCijm
Where K= Constant Factor
C=Generalized Cost
= Calibration Constant Exponential function
=Calibration Constant- Power function
Double Constraints are imposed by ensuring that
iJm
ij GT = And iij AT =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.
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
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
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Figure: Forecast Model
Base Year Highway
NetworkBase year Planning
Variables
Base year
Transit Network
Synthetic peak
hour trip ends
PCU (Mode-wise)OD Matrices
HighwayAssignment
TransitAssignment
ConvergenceCriteria
PT Passenger
OD Matrix
Generalized Cost
TransitCAR, TW, AUTO
PT Skims
Yes
No No
- HighwayAssignment
TransitAssignment
Generalized Cost
No No
Highway Skims
Combined trip
distribution and
mode choice model
Tri end model
Synthetic Mode wise
OD Matrices
External Passenger
Tri s
Preload Commercial
Vehicle and NMT
flow
Skims Skims
Compare with comparable observed
Modal SplitTrip costdistribution
Sector leveltrip
matrices
Satisfactory
Transit flowHighway flow
Unsatisfactory
Revise matrix area
definition and
repeat calibration
cycle
Calculate K factors
as necessary
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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 InputVariables
2008 2026
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
Note: L-Lane, D-Divided
Table: Committed Schemes - Public Transport
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.
HIGHWAY
NameLanes
CharacteristicsFrom To
Length of theCorridor(km)
Outer Ring Road 6L-2W-D Vandalur Minjur 62Freight ElevatedCorridor
4L-2W-D Chennai Port Maduravoyal 18
NH Bypass 4L-2W-D Maduravoyal Red Hills 13
PUBLIC TRANSPORT
Name From ToLength of the
Corridor(km)Lines
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 OFSUB-URBAN RAIL
Chennai Central Avadi 19.5 4 to 6
Chennai Central Attipattu 21.6 2 to 4
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Table: Trips assigned in horizon years
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%.
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 Travel59.
Hours of travel represent the extent and presence of congestion of transport network.
Passenger Hours of Travel (PHT) and Vehicle Hours of travel (VHT) are presented in the Table.
Table: Passenger Hours of Travel (PHT) and Vehicle Hours of travel (VHT)
Travel Characteristics2008 2016 2026
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/VehicleKilometer in lakhs*
22 37.4 3.6 30.4 61.5 5.1 40.4 99.4 13.3
Passenger/Vehicle hoursin lakhs*
0.7 2.13 0.12 1.17 3.29 0.20 2.50 6.66 0.99
60.
For PV and IPT the numbers are in Vehicle km and Vehicles hours for PT the numbers are in
Passengers km and Passenger hours. Details are given in the Table.
YearPCTR
(All Vehicles)PCTR
(Motorized)Trips assigned
(Motorised)
2008 1.6 1.06 7,63,091
2016 1.69 1.12 11,12,4942026 2.14 1.41 17,09,938
Figure: Mode share
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Table: Travel Characteristics
Modes OccupancyVoc in Rs. /Kmfor Base Year
Average TripLength (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/minMode 2009 2026
Work
Two wheeler 0.53 0.76
Car 1.08 1.54
Auto 0.35 0.5
Taxi 0.42 0.6Bus 0.32 0.46
Train\MRTS\Metro 0.5 0.71
Business
Two wheeler 1.06 1.51
Car 2.16 3.09
Auto 0.7 1
Taxi 0.84 1.2
Bus 0.64 0.91
Train\MRTS\Metro 0.995 1.42
Education
Two wheeler 0.26 0.37
Car 0.54 0.77
Auto 0.18 0.26
Taxi 0.21 0.3
Bus 0.16 0.23
Train\MRTS\Metro 0.25 0.36
Others
Two wheeler 0.26 0.37
Car 0.54 0.77
Auto 0.18 0.26
Taxi 0.21 0.3
Bus 0.16 0.23
Train\MRTS\Metro 0.25 0.36
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Network Speed
61.
Commuters desire to travel is readily related to travel speeds on the network. Average
speeds for the two scenarios are prepared. The average network speed estimated is 19 kmph.
Average network speed for Do something scenario is presented in the Table.
Table: Average network speed for Do- minimum scenario
Emission Levels
62.The emission levels with committed network scheme is presented in the Table.
Table: Emission levels with Do minimum scenario
Scenarios
2008 2016 2026
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 citys Second Master Plan (SMP). The strategies seek to address the concerns of all
segments of commuting population. By emphasizing the pre-eminence of public transport and
non-motorized modes of travel; adopting various elements of Travel Demand Management and
integrating with the landuse development scenarios, the urban transport strategies seek to
achieve the vision set out for CMA.
Average Journeyspeed
Base year Do Minimum
2008 2016 2026
25 26 19
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Table: CCTS Goals
Numbers in parenthesis indicate motorized vehicle percentage
Numbers in parenthesis indicate motorized vehicle percentage
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.
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.
Category Index 2008 Goal (2026)
ModalShares
(all trips)
Public Transport 27% (41%) 46% (70%)
IPT 7% (11%) 5% (8%)
Private Transport 32% (48%) 15 % (22%)
NMT 34% 34%
Benchmarks Goal
Public Transit Share 46% (70%)*
Walkability (Footpath Length /RoadLength
70
Cyclability (Cycle path Length /RoadLength 10
Fatality Index (Fatalities/LakhPopulation)
Reduce by 50%
On Street Parking Index 0-5%
Non-Motorized Travel Index 35
Emissions(Tonnes/Day) Reduce by 50%
Average Journey Speed 30
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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 furtherstates 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
1
Moving people ratherthan vehicles
Augmenting the coverage and capacity of the rail and bus transits Removing bottlenecks in the rail transit and bus transit networks Priority for bus transit by reservation of lanes along major arterial roads
Differential pricing commensurate with the LOS for public transit. Running mini-buses for railway stations access
2
Integrating land useand urban
transportation
Developing a transport network based on CTS Restructuring the land use distribution around transit nodes Ascertaining the adequacy of the road and transport supply vis--vis, the land
use Reduce the gap in the supply of 2nd and 3rd order roads in the Outer-CMA
3Priorities to non-
motorized transport(NMT)
Footpaths in residential streets and on major roads with commercial activities Redeeming the existing footpaths from encroachments & obstructions Propose legal framework for evicting the encroachments on footpaths / roads Demarcating road space exclusively for movement by pedestrians and cyclists Providing safe passage of pedestrian / cyclists by sub-ways.
4
Optimizing theexisting road and
transportinfrastructure
Widening critical road links and intersections
Deploying Area Traffic Control (ATC) system Phased widening of roads to their prescribed street alignment width Articulating the road network by developing missing links Selected junction improvements for improving corridor throughput Introducing high occupancy vehicles (HOV) lanes along critical road corridors Upgrading high density corridors as multi-modal transit corridors Introducing additional sub-urban rail stations along existing rail corridors Quadrupling the existing sub-urban rail system Shifting the inter-regional terminals from city core to the city fringe Increasing the length of trains (6/9/12 coaches)
5Reorganize parking
Mandative off-street parking norms for various landuses Develop multi-level parking at major traffic generating locations Develop park-and-ride facility at all critical sub-urban / RTS / metro rail
stations
Develop park-and-ride facility at all critical bus terminals Enforce effectively accommodating visitors parking within flats
Restrict/ban on-street parking on critical commercial streets Introduce the concept of community parking Use the underneath space of flyovers for parking Ban transport vehicle operators if the operators do not have parking of their
own Parking pricing to reduce the use of private modes Construction of parking complexes on government agencies land Review the adequacy of parking standards periodically
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No. Strategy Policy
6
Redefining the roleof Para-transit
Encourage wider coverage and capacity by the Para-transit Provide parking for Para-transit at public transport terminals Regulate the operation of Para-transit by enforcing minimum safety norms.
Segregating freighttraffic & passenger
traffic
Plan and develop exclusive elevated corridors for freight traffic within the City
core Plan and develop orbital roads in the form of urban bypasses Enhance the connectivity of seaports with National Highways and Plan and develop outstation truck terminals and parking
8
Deploying varioustravel demand
management (TDM)measures
Stagger the school & office & market times zone- wise Encourage car-pooling and van-pooling
Encourage the coverage and fleet size of share autos and maxi-cabs Allocate HOV lanes along major arterial roads Encourage new industrial complexes to have residential quarters within their
premises Decentralize major activities to reduce traffic Encourage tele-shop