executive summary reports/cmp/madurai... · 2017-01-04 · final report comprehensive mobility plan...

Final Report Comprehensive Mobility Plan for Madurai

Madurai Corporation ES-1 Mukesh & Associates

EXECUTIVE SUMMARY

ES.1.0 BackgroundMadurai is located in the south west part of Tamil Nadu. Madurai city the district head quarters ofMadurai district. Madurai city which is developed around the temple has a CBD around the temple.Being an important tourist destination, it attracts large number of tourist vehicle into the heart of thecity, the floating population is of the order of 2,00,000.

Presence of whole sale market, grocery market and private transport offices in the CentralBusiness District (CBD) attracts large number of heavy goods vehicle into the central part of thecity. Movement of such goods vehicles in the central part of city increases the congestion level inthe main arterial roads and other main roads in the CBD area. Also excessive delays, lack offacilities for pedestrians are the key problems at intersection.

Presence of number of commercial establishment along the main road in the CBD generatesparking demand. On-street parking in the CBD severely affects the free flow of traffic along themajor corridors.

Keeping in view the increasing economic growth of Madurai city and consequent growth in thetraffic Madurai Corporation have initiated efforts to identify traffic and transportation problems andimplement improvements measures under funding assistance from Central Government underJnNURM scheme. The focus of such an effort is to analyze the existing traffic scenario, the patternof growth of the town in all its aspects and traffic and transportation requirement in the next 20years, identifying the causative factors for traffic impediments and to suggest relief andimprovement measures.

In this context, Madurai Corporation has entrusted the work ‘Preparation of Comprehensive MobilityPlan’ to M/s Mukesh & Associates, Salem.

ES.2.0 Study area profileThe study area covered under the local planning area extending over an around 720.97 Sq km. Thelocal planning area was notified under Town and country planning Act, 1971. The LPA includesMadurai Corporation, four municipalities (Thirumanagalam, Thiruparamkundram, Avaniyapuramand Anayyur), five town Panchayats and 179 Villages. Urban settlements, in LPA cover an area of



approximately 143.74 Sq. Km and the Madurai Corporation covers approximately 36 percent of theUrban Area in LPA. Rural settlements, 179 revenue villages cover an area of approximately577.23 Sq. Km.

The Madurai is well connected by roads, rail and air. The city has the distinction of being served byNational Highways, State Highways and District roads in addition to being a Railway junction.

The major roads serving the town are:

Dindigul Road (NH-7)

Alanganalur Road

Natham Road

Alagarkoil Road (SH)

Trichy Road (NH-45B)

Sivagangai road

Rameswarm Road (NH-49)

Arupukotai Road

Tirunelveli road (NH-7)

Teni Road (NH-49B ext)

Chennai - Kanyakumari and Chennai - Rameswaram broad guage lines pass through city andprovide good connectivity by rail to other parts of the state and country. Madurai junction railwaystation is the main railway station serving as interchange for Rameswaram and Kanyakumariroutes. There are three other railway stations within the city limit which serve for the purpose ofshort distance trains (passenger trains). Madurai has domestic airport located at perungudi about15 Km away from city.

Key Developmental IssuesKey Issues are elaborated below:

i. Madurai Corporation encompasses only 36 percent of the LPA’s urban area although ithouses approximately 80 percent of the urban population of LPA, thus indicating a need fordelimitation of the ULB area.

ii. Very high population density pattern noticed inside the Corporation limits is deterioratingthe quality of life. This has resulted in high real estate prices within the Corporation area,thus channelizing development towards the adjacent Local Bodies and areas beyondCorporation limits.



iii. A review of the Revised Master Plan, 2021, has indicated that the proposed area for thefuture development is grossly inadequate given the population growth trend. Futureincrease in area for residential use is not supported with increase in area for traffic andtransport use, which will create bottleneck for future development. In addition, no increaseis noticed in area for recreational use, which shall impact the quality of life over the Planperiod.

iv. Currently, increased demand for urban services is proving as bottleneck for presentdevelopment of the City.

The existing and proposed land use plan for Madurai city and rural area is given Figure 2.2 – 2.5

ES.3.0 Primary Survey and Secondary Data BaseIn order to assess the traffic, travel, socio-economic and transport system characteristics of thestudy area various traffic survey and studies have been carried out.

ES.3.1 Primary surveysVarious primary surveys, which were undertaken for the present study, included the following:

1) Road inventory survey2) Speed and delay study3) Classified traffic volume count4) Origin – Destination study5) Intersection Turning Movement Survey6) Parking Survey7) Pedestrian Survey8) Truck terminal survey

Road inventory surveyRoad network characteristics are useful towards assessing existing capacities of roads, their cross-sectional details, identifying the constraints, if any, and assessing the potential for improvement/upgradation of the road network to cater to the existing and projected traffic demand. For the presentstudy, a detailed inventory of 157.15 km of road network was carried out. The road networkinventory data was analysed in terms of parameters like type of surface, right –of-way (ROW),carriageway width, number of lanes and median availability, width of median, drainage facilities andabutting land use.



Speed and delay characteristicsJourney speed is an important characteristic of traffic. Its measurement is necessary to assess theefficiency of traffic operation under given condition besides providing vital inputs in transportplanning and modeling. Further, it is also useful in economic analysis of improvement plans. Forthe present study speed and delay survey was carried using the “Floating Car Method” along theprimary network (157.15 km) identified.

It is observed that the average journey speeds range between a minimum of 16 Kph along masistreet to a maximum speed of 45 Kph along ring road. Table ES.1 shows average journey speedsalong major road corridors in the study area.

Table ES.1 Average journey speed along major roads

S.No. Road name Average Journey speeds

National Highways / State highways

City limit Urban limit

1 Dindigul road NH-7 35.00 40.002 Bypass road 37.00 -3 Tirunelveli road -NH-7 31.00 42.004 Cochin road - NH 49 - 36.005 Melur road NH-45B 29.00 41.006 Rameswaram road NH 49 20.00 39.007 Aruppukotai road 24.00 39.008 Sivagangai road 32.00 45.00

City roads

9 Ring road 45.00

10 East veli street 22.00

11 South veli street 26.00

12 West veli street 21.00

13 North veli street 22.00

14 Masi street 16.00

15 Tiru-vi-ka Salai (Work shop road) 19.00

16 Tamil Sangam road 23.00

17 Marrat street 22.00




18 Sellur road 22.00

19 Victor bridge 32.00

20 Sellur bridge 25.00

21 Alagar kovil road 24.00 35.00

22 Natham road 30.00 41.00

Outer cordon locationsOuter cordon survey was carried out at 9 locations. It is found that an average of 1,48,528 vehicles(2,04,843 PCU) enter and leave the study area. In terms of PCU’S it is observed that Dindigul roadwhich account for the 16% of traffic followed by Melur road and Tirunelveli road location accountsfor 14% share. Traffic composition at outer cordon locations (Table 5.4) reveals that Aruppukottairoad and Rameswaram road constitute higher percentage of goods traffic with 39% and 32%respectively with the Natham road and Alagar kovil road constitute higher percentage of passengertraffic with 96% and 87% respectively.

Mid block and screen line locationsMid block and screen line traffic volume counts was carried out at 13 locations. Among the midblock locations done in 13 locations, the maximum 12 hr. traffic was observed at North Veli Street(71843 vehicles), followed by Alagar Kovil near Post Office (65724 vehicles). For screen linelocations maximum intensity of traffic in 16 hours occur at AV bridge (75,261 vehicles) followed byYanaikal bridge (67253 vehicles). The minimum intensity of traffic was observed at Arrapalayamcauseway (18086 vehicles). Traffic composition at mid block reveals that Rameswaram shows ahigh share (98.3%) of passenger traffic, with the least passenger movement in Ring Road ( 76.1%).Similarly, maximum goods movement is found in Ring Road (23.9%), followed by Tirunelveli Road(8.7%).

Origin - Destination surveyIn order to assess the travel pattern of passenger and goods vehicle, origin-Destination andcommodity survey was carried out at 9 outer cordon locations.

Traffic composition at outer cordon reveals that Aruppukotai road and Rameswaram road constitutehigher percentage of goods traffic with 39% and 32% respectively. Whereas Natham road andAlagar kovil road constitute higher percentage of passenger traffic with 96% and 88% respectively.



The share of fast passenger vehicle varies between 80% at Sivagangai Road to 97% at Tirunelveliroad, whereas the share of slow passenger vehicle varies from a low of 3% at Tirunelveli road tohigh of 20% at Sivagangai road. In case of goods traffic share of fast vehicle varies between 88%at Natham road to 100% at Aruppukotai road. Figure 5.4 shows the percentage share of passengerand goods traffic at outer cordon locations.

Passenger trafficLocation wise travel pattern of passenger traffic at the outer cordon is presented in Table ES.2. It isobserved that overall nearly 11% of total passenger traffic is through in nature. The through trafficis predominant on Rameswaram road (24%) followed by Tirunelveli road (22%).

Table ES.2

Passenger Traffic

Location Totalvolume

DestinedTraffic

%Destined

ThroughTraffic

%Through

% cordonwise

Dindigul Road 13616 11729 86 1887 14 11Natham Road 21817 21657 99 160 1 18Alagar Kovil Road 11382 10887 96 495 4 9Melur Road 20066 18134 90 1932 10 17Sivagangai Road 13027 10855 83 2172 17 11Rameswaram Road 9884 7557 76 2327 24 8Aruppukottai Road 4355 3637 84 718 16 4Tirunelveli Road 10679 8280 78 2399 22 9Cochin Road 15605 14640 94 965 6 13



Goods trafficData collected from origin-destination survey has been analyzed to assess the movement pattern offreight vehicles. Table ES.3 presents the movement pattern of freight traffic.

Table ES.3: Location wise movement pattern of freight vehicles

Movement pattern of Goods Traffic

Location Total Volume Destined % Destined Through % Through

Dindigul Road 5054 3689 73 1365 27Natham Road 1021 990 97 31 3Alagar Kovil Road 1713 1422 83 291 17Melur Road 3648 1751 48 1897 52Sivagangai Road 2027 1520 75 507 25Rameswaram Road 4592 2663 58 1929 42Aruppukottai Road 2838 880 31 1958 69Tirunelveli Road 4337 2082 48 2255 52Cochin Road 2242 1995 89 247 11

It is seen from the table that 38% of the total freight traffic is through in nature. This proportion ofthrough traffic varies from a low of 3% at Natham road to a high of 69% at Arrupukotai road. Overall Percentage of destined traffic is 62% which is very high for a city. Dindigul road contributeshighest destined traffic followed by Rameswaram road.

Table ES.4 shows the daily movement of commodities by type to and from the study area. Out ofthis 61% is destined and 39% is through commodity. Among the commodity food grains andbuilding material contribute 31% and 16 % respectively.

Table ES.4 Commodity Movement by Type

Commodity Type Destined%

Through% Total % commodity

wise

FOOD GRAINS 61 39 8417 31%

FRUITS/VEG 65 35 1476 6%

TEXTILE & READYMADE GARMENT 45 55 1121 3%

IRON AND STEEL 43 57 1338 4%



Commodity Type Destined%

Through% Total % commodity

wise

ELECTRICALS 66 34 545 2%

BLDG. MATERIAL 65 35 4001 16%

CHEMICALS & FERTILIZERS 26 74 710 1%

AUTO PARTS 53 47 479 2%

PAPERS 55 45 725 2%

OIL & GAS 36 64 678 2%

OTHERS 69 31 7368 31%

Intersection Traffic CharacteristicsIntersection turning movement surveys were conducted at twelve (16) locations. The trafficcharacteristics at the intersections are described herewith.

Table ES.5 Peak hour traffic volume at the intersections

S.No Location Peak HourTraffic Volume (PCUs)

1. Kamarajar Salai - East Veli Street Junction 11249

2. Goripalayam Junction 12047

3 Hayathkhan Junction 6156

4. Kalavasal Junction 10103

5. Yannaikal Junction 17379

6. St.Marys’Junction 5727

7. Milk Depot Junction 4303

8. Amman Sannathi Junction 3350

9. AlagarKoil – Melur Junction 5427

10. TPK Road Junction 7779

11. Kappalur Ring Road Junction 2983

12. Mellur Ring Road 3606

13. Veeramamunivar Junction 3915

14 BCC Road & Yanaikkal Junction 7064

15. Byepass & TBK Road 4912



S.No Location Peak HourTraffic Volume (PCUs)

16. CENTRAL LIBRARY 8765

17 Kamarajar Junction 4895

18 Kamarajar salai - Palace Road Junction 5026

19 Yanaikkal Junction-II 11474

It was observed that Yanaikal intersection exhibits maximum peak hour flow of 17379 PCU/hr..Goripalayam, Kamarajar-East veli intersection and Kalavasal intersections have recorded peakhour flow of more than 10000 PCU. The other important intersections in terms of traffic intensityare Hayath khan, South veli – Aruppukotai road, Melur - Alagarkovil road and milk depot junctionswhere traffic range between 3000 PCU’S to 8000 PCU’S.

Parking characteristicsThere various whole sale & retail activities within the CBD demand space for parking. On-streetparking is the predominant parking observed. Except at few places (Near complex bus stand &Jansi Rani Park) there is no off streets parking facility to meet the parking demand. Intense onstreet parking is observed on all streets. As a result of whole sale activities in CBD truck parkingwas observed which not only occupy large space on the road but also severely affect the trafficflow. Following Table ES.6 gives the parking accumulation along the various streets.

Table ES. 6 MAXIMUM PARKING ACCUMULATIONS

S.No Parking locations Total (vehicles) Total (ECS)1 East Masi Street 1432 4612 North Masi Street 1007 2923 South Masi Street 1151 3244 West Masi Street 640 2285 East Avani Moola Veethi 548 1556 South Avani Moola Veethi 423 1167 West Avani Moola Veethi 355 1338 West Veli Street 253 1129 East Veli Street 676 26010 South Veli Street. 436 13011 North Veli Street 135 47



S.No Parking locations Total (vehicles) Total (ECS)12 East Marret Street 412 23013 West Marret Street 204 13814 Munisalai Road 467 18915 Palace Road 384 15216 Amman sannathi 535 14517 Kamarajar Street 279 10318 South Chitrai Street. 208 6619 Town Hall Road 361 11820 Nethaji Road 612 16421 Scott Road 253 67

From the analysis it was found that maximum parking was observed in East Masi Street. In generaltwo wheeler was observed to be the major parking vehicle followed by cycle, cars and 3 wheelers.Cars parking were observed to be predominant on East Masi Street (between Om Muruga Sareesto Amman Sannathi corner) and West Marret Street.

Railway level crossingWithin the city limit there are number of railway level crossing are located on various roads. Ofthese Muthupatti, Nedunkulam, Tiruparankuram and Palanganatham level crossing are identifiedas critical location where higher traffic volume and significant delay were observed. Train vehicleunit at the above locations are in excess of 100000 units.

Pedestrian flow characteristicsPedestrian volume surveys were carried out at 21 locations to assess the requirement of pedestrianfacilities where significant pedestrian movement was observed. The pedestrian flow characteristicsare given in Table ES.7

Table ES.7 Pedestrian flow characteristics

Sl.No Location Direction Towards No.ofPedestrian

TrafficVolume(V)

1 Kamarajar Junction Kamarajar Salai to South Masi Street 486 2236

Mahal Vadampokki Street to East Masi 594 4402

Palace Road to East Marret Street 182 4402

East to west 465 511

2 Milk Depot East to West (Avin Milk to Anna Bus Stand) 210 1971




TrafficVolume(V)

North to South(Court to Anna Nagar) 210 2395

East to West (Milk Diary to PAMC) 128 1939

North to South (Court to Avin Milk) 166 1991

3 PalanganathamJunction

East to West(Periyar Bus Stand) 185 2919

East to West (Thirumangalam Road) 915 2919

4 Kalavasal Junction North to South(Arasaradi Road) 581 4656

East to West ( Dindigul Road) 614 4350

North to South (Theni Road) 952 5847

East to West(Palanganatham Road) 1195 4743

5 Mattuthavani North to South 323 3213

North to South 310 3213

6 Near Court South to North(Towards Court) 226 3937

East to West(Highway Department) 230 3937

7 Near Periyar BusStand

East to West 4345 3823

East to West (Townhall Road) 1692 5720

8 Near Post Office West to East (Gandhi Musiam to PTRRoad) 390 7238

West to East (PTR Road to GandhiMusiam) 298 7890

9 Madurai RailwayJunction

East to West ( Railway Exit) 795 5720

East to West ( Railway Entrance) 512 5720

10 Sakthi Sivam TheaterJunction

Tamilsangam Road to West Masi Street 632 2565

West Masi Street to Tamilsangam Road 632 2565

11 St.Marys Junction East Veli Street to Palace Road 93 6571

Palace Road to Magalipatti 179 4391

12 St.Marys Junction East Gate to St. Marys School 986 3071


R.C.School to East Gate 130 644

St.Marrys to R.C.Middle School 615 4391


13 Thallakulam PerumalKovil

OCPM School to Thallakulam PerumalKovil 346 3224

14Thevar Junction

East to West( Alagar Kovil street) 863 7891

East to Wet ( AV Bridge) 266 4087




TrafficVolume(V)

North to South (Dindigul road) 367 4826

North to South ( Anna bus stand) 876 5499

15 Yanaikal Junction Simakkal to Anna Salai 296 7263

Vilakkuthoon to Sellur Bridge 195 6729

Arun Ice Cream to NAZZ 264 6966

Simakkal to NAZZ 110 8076

16 East Veli - Ammansannathi StreetJunction

Nelpettai to St. Mary's School (AmmanSannathi side) 169 740

Munichalai to Amman Sannathi(St.Mary's school side) 467 1519

Munichalai to Ammansannathi(Nelpettai side) 387 1771

Munichalai to St.Mary' School(Munichalai side) 338 1558

17 Kamarajar East VeliStreet Junction

Nelpettai to St. Mary's School(Munichalai side) 88 6503

East veli Street to St. Mary's School(Vilakuthoon side) 42 5031

Kamarajar Salai to Vilakkuthoon(Nelpettai side) 730 3941

Vilakkuthoon to Kamarajar Salai(St.Mary's School side) 243 3515

19 Eco Park Eco Park To Opp 272 3583

20 Alagar Kovil Road North to South (Madurai Natham road nearPeriyar Statue) 248 1247

East to West (Mattuthavani Main Road) 241 2543

21 North Veli - ThalavaiStreet North to South 1051 5575

It is observed that pedestrian intensity is higher in the evening compared to morning hours at mostof the locations. Across West Veli Street near Periyar bus stand exhibits the highest intensity ofpedestrian flow in evening peak with 4345 pedestrians. Also higher pedestrian volume wasobserved at Tevar statue junction, Thalakulam Perumal Kovil, St.Mary’s junction and Kalavasaljunction. High traffic volume was observed at the above locations.



Truck Terminal and market surveyPresence of whole sale markets attracts large number heavy goods vehicles within the CBD area.Also at present there is no truck terminal for Madurai area, hence goods transport offices are alsolocated within the CBD area. To assess the quantity and type of market activity a details survey hasbeen carried out. Details regarding the location and size of market are given in the Table ES.8

TABLE ES.8Details of Discussion Held with Various Trade organization Regarding Shifting of Wholesale

Activities to outside Urban Limit

S.No Name of tradersassociation

Existing details

Present location Numberof shops

Size ofshops

TotalArea

1 Onion wholesaletraders association East Marret street 50 50'x20' to

100'x30'100000

sft

2 Fruits wholesaletraders association

North Marret St. Yanikal St. Northmasi st., North veli st., Oldchokanathar kovil st., Thalavai st.,Vakil new st., and East masi St.

200 50'x20' to100'x20'

300000sft

3 Coconut wholesaletraders association

Scatterly located within the velistreet 50 30'x15' 22500

sft

4 Banana wholesaletraders association

Yanaikal, Obula padithurai, Pudupalam 15-20 1000 sft to

20000sft50000

sft

5 Lorry ownersassociation

Transport offices are mainly onNorth masi street and other placeswithin veli streets. Lorries areparked along the street and roadswhere the space is available

2500 trucks being operated. 1000trucks enter and 700 trucks leavethe madurai daily.About 650transport booking offices locatedwithin the city. Dindigul road,Trichy road, Tirunelveli road andAruppukotai road are the mainroutes the trucks being operated

6 Omni bus operators Complex bus stand About 65 buses

7 Workshop andassociated markets

Tamil sangam road, Workshoproad, Bypass road and Kochadairoad

360 4mx6m to6mx12m

8 Building materialmarket

Goods shed road, Mela PerumalMestri street and west Masi Street

60 shops on goods shed road, 100shops on West Masi and 14 shopson Mela Perumal Mestri Street

9 Central warehousegodowns

Palanganatham and Near TNSTCdepot



Bus Terminal surveyAt present two bus terminals serve for the purpose of intercity buse services. Mattuthavani busstand is the facility which caters to the east and south bound buses. Though facility inside the busterminus is good, pedestrian facility is not upto the standard. Poor geometry at the entry and exit ofthe bus stand leads to unsafe traffic operation in this area. Arapalayam bus stand cater to north andwest bound buses.

About 1000 buses are being operated from the Mattuthavani integerated bus stand with 1840departures every day. At present there is 102 bus bays provided at the integrated bus stand. FromArrapalayam bus stand about 900 buses are being operated with 1100 departures every day. Thecapacity of the arrapalayam bus stand is 32 buses.

ES.3.2 Secondary dataIn addition to the primary surveys, secondary data was also collected. These included:

1) Development plan (existing and proposed land use)2) Earlier study reports3) Registered vehicle data4) Demographic and socio-economic aspects (land use) comprising household, population,

literacy level and workers by category.5) Road accident data

ES 4.0 Issues and ConstraintsBased on the analysis of baseline information collected through field studies and secondary data, anumber of issues and constraints in addition to potentials, have been identified on various aspectsof city’s urban transport scenario towards evolving appropriate immediate improvement strategiesand actions.

ES 4.1 Road NetworkSome of the outstanding problems related to the road network are:(i) Absence of functional hierarchy of road network as a result of which there is an

intermixing of local traffic with long distance through traffic.(ii) Narrow road network with restricted capacity, particularly in the CBD results in

congestion.



(iii) Intense development along major arterial corridors without adequate provision forits transport demand is affecting the level of service on these corridors. (e.g. Velistreets, Tirunelveli road, Melur Road etc)

(iv) Absence of access control measures and inconsistent carriageway width along thearterial roads is affecting the speeds.

(v) Poor road geometrics along majority of the roads are making them accident-prone.

The details specific to important roads are described as under:

S.No LocationPeak hour

Traffic volumein PCU

CarraigewaycapacityPCU / hr

Congestionidex(V/C)

1. Alagar kovil road 4095 3600 1.41

2. Nedungulam road 1636 1200 1.1

3. Madurai Court 4562 2900 1.5

4. Melur road (nearMattuthavani) 4667 3600 1.3

5. West veli (BS) 3298 2900 1.1

6. West veli Railway Junction 6834 2200 3.1

7 North veli ( near yaniakal) 7021 3500 2.0

10 Tirunelveli road 3637 2900 1.25

11. Rameswaram road 5727 2400 2.3

12. Dindigul road 2814 1500 1.8

13. Sivagangai road 2038 2500 0.8

15. Natham road 1686 2500 06

16. Aruppukotai road 964 1200 0.8

17 AV Bridge 5162 2400 2.1

18 Selur bridge 6322 2400 2.6

i) Dindigul roadThe key issue associated with this road is the insufficient carriageway width and high accident rate.Lack of traffic control devices at the intersections (Veeramamuni junction) along this also increasesthe rate of accidents on this road.



ii) Veli streetOne of the key issues associated with this road is the insufficient width of carriageway betweenperiyar bus stand and Sakthi Sivam junction is severely affect the traffic flow. This segment alsowitness heavy pedestrian movement, but lack of proper footpath and pedestrian facilities createsproblem for the road users (St.Mary’s jn, Kamarajar Jn. and Periyar bus stand). Key issues on theremaining portion of the Veli streets are lack of proper signage, bus bays and control devices.

iii) Alagar kovil roadSegment of road between Goripalayam and Pudur suffer from severe congestion because of hightraffic volume and insufficient carriageway width. Foot path is not up to the standards lead to safetyproblem to the pedestrians. Intense commercial activity and the resulting parking demand affectthe traffic flow on this road

iv) Melur RoadThe road starts from Alagarkovil Junction and move towards Mattuthavani side. Integrated busstand is located on Melur road at Mattuthavani. Due to the bus operation at the bus stand there issevere congestion at the entry and exit. High pedestrian activity was observed near the districtcourt and Meenakshi Hospital and these locations are highly accident prone.

v) BCC RoadThis road provides connectivity between the Dindigul road and the CBD area. Level crossing atThathneri, poor geometry of road severly affects the traffic flow along the road. Also the road sideencroachment and the resulting pedestrian activity make the road accident prone.

vi) Rameswaram RoadThe segment of road between East Veli street and Valaiyankulam is with insufficient carriagewaywidth and there is intense commercial activity was observed on this segment. Lack of carriagewaywidth and proper signages are the key issues.

vii) Aruppukottai RoadThe stretch between South Veli and Avaniyapuram is the critical segment which lack frominadequate carriageway width, proper signages and control devices



viii) Tirunelveli roadThis is an important arterial road which connects Tirumangalam town with Madurai. Though ROWis available the carriageway width is not sufficient to meet the traffic demand. The segmentbetween Muthubrige and Tiruparamkundram is highly accident prone. Intense pedestrian activitywas observed at Palaganatham junction.

ix) Bridges across vaigai riverAt present there is only two high level bridges (i.e AV bridge and Yanaikal bridge) serve for thepurpose of traffic origin/destine from northern side (i.e. Natham road, Alagarkovil road and Melurroad.) to the CBD of Madurai. Due to this there is very high congestion (congestion index - 3.0) wasobserved on these two bridges. Lack of parallel bridges across Vaigai River is the key issues to beaddressed to ease the traffic load these bridges.

x) Road along Vaigai River bundAt present the road along river bund is not being utilized properly. This is due to lack of continuityand substandard geometry. This road shall be developed as a continuous road with standardgeometry to disburse the traffic and thereby reduce the traffic load the parallel roads.

ES.4.2 ParkingParking is a serious issue within the study area and its management needs to be given priority.Some of the major problems are:

(i) Parking demand is high along major roads such as Veli Street, Masi Street, Marretstreet etc. owing to concentration of commercial activities along it.

(ii) There is absence of adequate off-street parking facilities in the study area as a resultof which vehicles are parked on the streets resulting in loss of capacity.

(iii) There is absence of comprehensive parking policy which details out aspects of on andoff street parking provision, utilization of available space for community parking, levyof parking fees, norms and standards for parking, parking management etc.

ES 4.3 Intermediate public transportAs far as intermediate public transport is concerned some of the outstanding issues affecting theseare:

(i) There is little effort to plan for their rational development and growth.



(ii) The existing Para transit system (Auto Rickshaws) though providing useful service,poses a serious road safety problem as observed from their significant involvementin road accident. There is a need to educate auto rickshaw operators about roadsafety and safe driving practices.

(iii) In the context of growing travel demand and multidimensional nature of travelbeing performed by the residents of the city, there is an emergent need forrecognizing the role of Para transit systems and dovetailing them appropriately inthe city’s future transport system.

ES. 4.4 Terminals4.4.1 Bus terminalsSome of the major problems related to the bus terminals are:

Inadequate facilities within the terminal complex such as bus bays and shelter, circulationarea, passenger amenities and facilities, boarding and alighting platforms, passengerinformation system, etc.

Lack of proper interchange facility to the city bus service at both the locations

Lack of proper radius restricts the smooth inflow causes traffic jams along the approachroad.

4.4.2 Truck TerminalAt present the goods transport offices and wholesale markets are located within the CBD areawhich attracts large number of goods vehicles into the heart of the city. Absence of truck terminaland presence of wholesale markets within the city limit are the key issues to be addressed.

4.4.3 IntersectionsIntersections are the critical point of the roads. There are number of intersections present over thecity road network, catering to varied types and volume of traffic. Some of the major issuesconfronted by main intersections in the city are described below.

Parking on the approach roads Absence of signages and road marking High turning movement and conflict points Lack of channelisers Lack of traffic control devices Higher traffic volume in excess of the capacity of the intersection Poor geometry Absence of pedestrian facilities



4.5 Comparative analysis of Urban Transport EnvironmentThe comparative analysis of transport indices which can be utilized for prioritizing the improvementmeasures is performed and presented in the table below.

Transport Indices for Comparative Analysis

Index `Description AverageValue Data Source

Mobility 1 – (Average travel speed/30) 0.10 Base – Year TrafficModel

Walkability (Footpath length / Length of major roads in thecity) x 0.5 + (rate estimated based onestimates of available pedestrian facilities) x0.5

0.40 Road InfrastructureSurvey

City Bus Transport Number of public and private city buses per100,000 people

2.13 Public TransportSurvey

Safety (Number of annual traffic accident deaths per100,000 people) x 0.5 + (Number of fatalitiesper 100,000 people) x 0.5

0.11 Traffic SafetySurvey

Paratransit Number of paratransit vehicles per 100,000people

53.70 Public TransportSurvey

Slow MovingVehicles

Slow moving vehicle share in total trips 0.08 Household O-DSurvey

Trip Distribution Average trip length (km) 4.70 Household O-DSurvey

NMVs Number of NMVs per 100,000 people 43.60 Socio-economicSurvey

Passenger Vehicle Number of passenger vehicles per 100,000people

42.77 Vehicle OwnershipSurvey

ES 5.0 Visions and Goals5.1 Visions

To develop a transport infrastructure addressing the needs of mass mobility

To address traffic and transportation problem of city area giving main thrust on publictransport oriented, pedestrian and NMT friendly options

To decongest the city core area by shifting activities from non conforming area toconforming areas

To reduce dependency on private mode of transport (2W and Cars) by offering morereliable and comfortable public transport

To offer facilities for non motorized transport to access public transport

To relieve bottlenecks on the road network serving the public transport

Identifying and developing new links to reduce the travel distance.



5.2 GOALS

Relieving congestion, improving the environment and improving pedestrian facility in andaround temple by shifting whole sale activities from the core area to the fringes of city limit.

Increasing the share of public transport trips by 20%-30%

Strengthening and Modernising the TNSTC Madurai bus services to offer high coverageand reliable transport option

Reserving pedestrian and NMT space on arterial and sub arterial road

Pedestrian and NMT friendly environment in and around temple for tourists

Providing additional river bridges to reduce the congestion index on the existing bridgesbelow the threshold limit.

5.3 StrategyMadurai is a compact city with high density of population. With strong CBD and temple located inthe central part of city, attracts trips from periphery in the radial direction. Transit orienteddevelopment shall be considered between city and urban – rural settlements. This shall beachieved by the following

Strengthening the TNSTC madurai bus services by introducing modern fleet and increasingthe fleet

Improving the efficiency of city bus service by Introducing BRTS on major arterial roads

Developing bus terminals at nodal points with facilities for modal interchange (Mattuthavanibus terminal Palanganatham terminal, and periyar bus terminal)

Rationalizing the IPT services to cover the non mass transit route

Effecting change in land use along the mass transit corridor to facilitate transit orienteddevelopment

Inside the city area where multiple desire line exist adaptive transit shall be considered. It isproposed to create functional road hierarchy in the city area. Strengthening the city bus service inside the city area, that is operating services to cover only the city area like circular routes and tooffer high frequency services. Since the city area is compact the trips performed within the city limitvaries between 2-5 kms, the role of IPT services should be channelised to cover the entire area.



ES.6.0 Integrated Transport PlanES.6.1 BackgroundThe improvement measures for a city traffic and transport system can normally be grouped underfollowing:

Immediate improvement Short-term improvement Medium term improvement Long-term improvement

ES.6.2 Immediate improvementsES.6.2.1Improvement MeasuresBefore formulating the proposals, stake holders meeting was conducted in order to get theirconsents. In this regard, the concerned authorities from Traders association and Lorry Transportassociation were invited and detailed discussions were held regarding the SHIFTING OFMARKETS, keeping in mind the present and proposed locations. It was noted that, part of tradersin the present vegetable market have already identified space near Paravai on Dindigul road side.Out of total traders in the vegetable market, about 900 traders have decided to shift to the Paravailocation for the Vegetable Market. Similarly, the Wholesale Fruits Traders association has identifiedspace along Alanganallur road near Kadachendanel, for the Fruit Market.

Sl

NoWhole sale markets within CBD which attracts

heavy vehicles Proposals

1 Whole sale vegetable market on Chitirai StreetProposed to be shifted nearParavai & Mattuthavani busstand

2Lorry transport offices (On North Masi Street andother places within Veli streets. Lorries are parkedalong the street and roads where the space isavailable )

Proposed to be shifted toKochadai near Melakal road,Melur road (Mattuthavani) andRing road

3 Whole sale onion Market (On East Marret Street)Proposed to be shifted toArupukotai road (Avaniyapuram)

4Whole sale fruits market ( On North Marret St.Yanikal St. North Masi st., North Veli st., OldChokanathar Kovil st., Thalavai st., Vakil new st.,and East Masi St. )

Proposed to be shifted toAlgarkovil road (Kadachandanel)



Sl



5 Building Materials (On goods shed road, Melaperumal mestri street and West Masi street)

One along the new NHAI bypassbetween Dindigul road and Theniroad and the other location wouldbe along ring road betweenAruppukottai road andRameswaram road. The extent ofarea required for the facility wouldbe about 1 acre at each location.The land required for the proposedfacility is yet to be identified.

6 Omini buses ( Complex bus stand) Proposed to be shifted adjacentto mattuthavani bus stand

7 Work shop and associated markets (Work shoproad and Tamil sangam road)

Proposed to be shifted adjacentto proposed truck terminals

8. Ware house for food grains (Palanganatham andnear TNSTC depot)

Proposed to be shifted out sideurban limit ( desirable location isalong Dindigul road andAlanganallur road)

9. Commercial center outside city limitsIt is proposed to developcommercial center nearMattuthani in the first phase

Details regarding the present markets, source of commodity, proposed locations and are requiredare elaborated in chapter 10. Keyplan showing the locations of proposed markets and truckterminals are shown in Figure 12.2.

ES.6.3 Short Term Improvement MeasuresAs a part of short term improvement measures, following improvements are proposed for theenhancing the existing traffic condition.

(i) Junction improvements(ii) Parking management(iii) Traffic management measures(iv) Bus only lanes (BOL)(v) Introduction of NMT lanes (for bicycle & cycle rickshaw)(vi) Continuous & adequate pedestrian walk ways(vii) Bus bays with modern bus shelter



ES.6.3.1 Junction ImprovementsEight nos. of junctions have been identified for At Grade improvements. The junctions havingcongestion index less than 0.80 and those have scope for improvements have been identified andsuggested for improvements, the details of which is explained in the following table.

(i) Ring road - Melur road junction(ii) Ring road - Nedungulam road junction(iii) Ring road - Rameswaram road junction(iv) BCC road - Yanaikkal bridge intersection(v) Ring road – Mandela nagar junction

ES.6.3.2 Parking ManagementIn the context of increasing traffic intensity and inadequate network capacity particularly in centralCBD areas, a parking policy for the city needs to be framed which could be used as the tool forformulation and implementation of Transportation Management Plan. Parking policy does notpromise an unending supply, chasing an unsatisfied demand but is an instrument to articulatedemand and supply to achieve a desired balance. The major components of such a policy could be:

Development and management of Off - street parking facility at appropriate locations Organization and regularization of On - street parking facilities including their

identification and regulation Pricing of parking space Institutional arrangement for planning, development and management of parking

facilities Parking norms / standards to be incorporated as part of building byelaws and zoning

regulations

Organized On-street parking needs to be provided within the central area to prevent trafficcongestion on narrow stretches and to allow smooth movement of traffic. Organization of On-streetparking will serve the purpose for small period of time and development of Off - street parkingfacility should be taken up in medium to long term. The suggested regulatory measures are:a) Rationalization of On street parkingb) Municipalisation of parking spacec) Parking norms and standardsd) Parking pricingDetails of suggested regulatory measures are given in chapter 10.



ES.6.3.3 Traffic Management MeasuresIn order to facilitate efficient and safe movement of traffic, various traffic management measureshave been drawn out. This traffic management measures have been finalized through a SubCommittee, constituted with members from Police Department, Transport Department, TransportCorporation, City Corporation and Education institutions. The suggestions drawn out from themeeting are grouped under the heads of Pollution, Road Safety, Safe Transportation, Managementrelated measures and introduction on Bus only Lanes (BOL). Suggestions under each head areelaborated in chapter 12.

ES.6.3.4 Introduction of NMT lanesSlow moving vehicle population is high in Madurai City. About 10% of total vehicle constitutes Cyclepopulation. Out of 565 accidents in the year 2005, 53 accidents involves cyclists. In order to providesafety to non - motorized traffic, it is proposed to introduce NMT lanes on the following roads in thecity.

a. Alagar kovil Road (Goripalayam to Pudur)b. Veli Streets (Part of North & West Veli and East & South Veli )c. Dindigul bypass roadd. Melur road (K.K. Nagar Arch to Mattuthavani Bus stand)e. Natham road (Out post to Iyer Bungalow)

ES.6.3.5 Continuous and adequate pedestrian pathwaysDiscontinuous foot path, encroachment of footpath and poorly designed foot path has forced thepedestrian to walk on the carriageway which leads to safety problems for the pedestrian. Out of 565accidents, 160 accidents involve pedestrians. Hence in order to enhance the pedestrian safety, it issuggested that on all major roads and roads connecting to temple should be provided withcontinuous and encroachment free walkway with hand rail for pedestrian.

ES.6.3.6 Bus bays with modern Bus shelterThere are about 641 city bus service routes operating within Madurai and surrounding areas. Busstops without bus bays severely affects the flow of traffic and on narrow roads, it totally blocks thetraffic. Hence, it is proposed to provide bus bays with modern bus shelters at 17 locations alongmajor bus route roads to facilitate uninterrupted flow of traffic. The list locations suggested for busbays is given below:


Madurai Corporation ES - 25 Mukesh & Associates

a. Railway Stationb. Byepas Road(Jeyam Theatre – Fathima College ,All Bus Stops)c. Christian Mission Hospitald. Nelpettaie. Simmakkalf. South gate (South Side)g. Keelavasalh. Tamil Nadu women’s Polytechnici. Pasumalai ( South side)j. Moolakarai ( North Side )k. Susee Auto (Theni Road)l. District Court ( Muthiah Hall)m. Crime Branch ( South Veli Street)n. Nirmala Hr. Sec . School ( Teppakulam)o. High Court (Ulaganeri)p. Arasaradi ( North Side)q. KPS Hotel ( TPK Road)

ES.6.4 Medium Term Improvement ProposalsFrom the analysis of traffic data and the site conditions, following items are suggested for mediumterm improvements.

i. Flyovers / ROBii. Pedestrian Subwaysiii. Bypassesiv. Development of inner ring road including widening of existing roads and formation of

missing linksv. Widening of major arterial roadsvi. High level bridges across river Vaigaivii. Development of additional bus terminal on two regional routes (Dindigul side and

Tirunelveli side)viii. Development of Off-street parking facilityix. Introduction of Bus Rapid Transit System (BRTS)



ES.6.4.1 Flyovers / ROBAs per IRC: 62-1976 for urban scenario a grade separator shall be considered when the volume oftraffic exceeds the capacity of the intersection. As per IRC: 92-1985 for urban scenario aninterchange shall be considered when the total intersection traffic volume exceeds 10000 PCU/ Hr.The warranty analysis of the critical intersection identified is carried out.

In assessing the grade separator requirement at the intersections, the decrease in numbers ofvehicles due to the shifting of markets from the CBD area and bypass proposals is considered.After calculating the traffic volume, warranty analysis has been carried out for all intersections. It issuggested that in the initial stage, attempt should be made to improve the capacity of intersectionand there after construction of grade separator option is to be considered.

Based on the volume capacity analysis of the intersections (explained in chapter 8) followingintersections are suggested for provision of grade separator.

i. Goripalayam intersectionii. Milk depot intersectioniii. Melur road – Alagarkovil road junctioniv. South veli – Aruppukotai junction (windening of NMR bridge)v. Anna nagar – Sivagangani road junctionvi. MGR statue junction on Melur road

In addition to the above it is proposed to build ROB at four locations namely Muthupatti levelcrossing, Nedunkulam level crossing, Tiruparankundram level crossing and Palanganatham levelcrossing. The ROB proposal at Tiruparankundram and Palanganatham is being under consideredby NH division. At these locations the train vehicle unit exceeds the 100000 units. Details of thelevel crossing and the train vehicle units (TVU) are given in chapter 5. In addition to the abovenumber of ROBs are proposed as a part of other road improvement projects.

ES.6.4.2 Pedestrian SubwaysAs mentioned earlier, out of 565 total accidents in the year 2005, 160 accidents involvepedestrians. In order to identify the critical locations which require improvement measures withrespect to pedestrian safety, pedestrian survey has been carried out. From the analysis of data, itwas found that at most locations the hazard index has exceeded the threshold limit of 2 x 108 (asper IRC 103 – 1988).



At many locations though the hazard index have exceeded 2 x 108 , provision of grade separatedfacility is not desirable at certain locations due to narrow roads, site constraints and possibility ofunder utilization. Keeping in view the above, pedestrian subways are proposed, where adequatewidth is available and hazard index is greater the 2 x 108 . Other locations where PV2 exceed 2 x108 are suggested with controlled pedestrian crossing improvement. Following are the locationssuggested for pedestrian subway.

(i) Goripalayam Junction(ii) St. Mary Junction(iii) Periyar Bus stand(iv) North Veli – Thalavai street

Key Plan showing the locations of proposed flyover & pedestrian subways is given in Figure 12.3.

ES.5.4.3 Bypass proposalTravel pattern of Origin - Destination survey indicates that the first highest interaction is betweenMelur road and Tirunelveli road followed by Aruppukottai road. This traffic is diverted through theexisting ring road.

The through traffic between Tirunelveli road, Aruppukottai road, Cochin road and Dindgul road iscatered by the existing bypass which lies within the city limit. A new bypass (from Samayanallur toThoppur), away from the city limit is under construction.

Also there is considerable volume of through traffic between the Dindigul road, Melur road andRameswaram road. At present this traffic is passing through the city area.

Hence, a bypass on the northern side connecting Melur road, Natham road and Dindigul road is tobe provided. From the OD survey it is found that about 5827 vehicles / day through traffic betweenDindigul road, Natham road, Alagarkovil road, Melur road and Rameswaram road. Hence it issuggested for the base year traffic volume, a two lane road shall be considered and four laningshall be considered after 5 years. NH division has initiated the study to prepare the detailed projectreport for the proposed bypass.



ES.5.4.4 Development of inner ring road with widening of existing roads andformation of missing links

At present, the Veli Street forms a ring type road for the CBD area and this road, having properconnectivity, serves for collecting and disbursing traffic to various directions. There is a partial ringroad connecting Melur road and Tirunelveli road. But this is away from the residential settlementsand about 12 Kms from Veli Street on Aruppukottai road, 16 kms from Tirunelveli road and 5 kmson Rameswaram road. But there is no ring type road connecting the residential area beyond theCBD area. This leads to unnecessary load on the radial roads. In order to provide betterconnectivity for the area around the CBD area, it is proposed to form a ring type road by wideningthe existing road and connecting the existing links with new formation (missing links).

In addition to the above, it is also proposed to provide / improve the link roads which are vital forimproving the connectivity. This provision / improvement of the link roads can be grouped under thefollowing heads as

o New formationo Widening and Strengthening

New formationi. Formation of road connecting Dindigul road (Paravai) and Alanganallur road (Near All India

Radio)ii. Formation of road behind Mattuthavani bus stand, connecting Vandiyur Park road and Ring

Road.

Widening and Strengtheningi. Road connecting Alanganallur road (Near All India Radio), Natham road (Iyer Bungalow)

and Alagarkovil road (Surveyor colony)ii. Road connecting Rameswaram road (Teppakulam) and Aruppukottai road via Gate Lock

road and Anupanadiiii. Link road between Tirunelveli road near Tirunagar and new NHAI bypass near

Thenpallanchi.iv. Link road between Airport and Tirunagar via Nilayur, Parambupatti.v. Integration of SH-32 with NH-7 from TVS Alagappan Nagar-Avaniapuram-Jeeva Nagar-

Airport road



Key plan showing the roads identified for widening and formation of missing links is given inFigure 12.4.

ES.6.4.5 Widening of arterial Roads / New Elevated RoadRadial roads are the arteries serving the needed transportation requirement of the city. Analysis oftraffic data indicates that almost all the radial roads have exceeded the capacity.

The base year traffic is calculated after applying the factor towards the decongestion measure andbypass proposal. The base year traffic is projected to assess the widening requirement for differentperiods.

After traffic projection wherever there is scope for widening, the proposal for widening of roads aresuggested. In exceptional case where there is no scope for widening of road and there is very hightraffic volume, elevated road has been suggested. Accordingly the elevated road is suggestedalong West Veli, North Veli, East veli and South veli between Muthu Bridge on west veli and Nadarvidhya salai on south veli (via periyar bus stand, Simmakal, Anna statue and St.Marys school.Table ES.9 gives the details of traffic projection and the lane requirement for different roads inMadurai city.

Table - ES.9 Widening Proposal for Major Roads

S.No Road Name SectionTrafficvolume(2007)

Lanerequirement

lane requirementLane

requirement(2012)

Lanerequirement

(2017)

Lanerequirement

(2002)

1

Alagar kovilRoad

Natham roadto Melur road 3305 4L – div 4L - div 6L - div 6L - div

2 Melur road toPudur road 3610 4L – div 6L - div 6L - div 6L - div

3Goripalayamroad toNatham road

4730 6L – div 6L - div 8L - div 8L - div

4 NedunkulamRoad

St. Marys toChintamaniroad

1520 2L 4L - div 4L - div 4L – div




Lanerequirement


requirement(2012)

Lanerequirement

(2017)

Lanerequirement

(2002)

5 Melur RoadAlagarkovilroad to KKNagar arch


6KK Nagararch to RingRoad junction


7 West VeliStreet

Muthu Bridgeto RMS 3040 3L oneway 3L oneway 4L oneway 4L oneway

8Periyar busstand toSakthi SivamTheatre

4646 4L – div 6L - div / elehighway

8L - div / elehighway


9 Ring RoadMelur road toTirunelveliRoad

1520 2L 4L - div 4L - div 4L – div

10 North VeliStreet

Sakthi SivamTheatre toSimmakalrountana

2280 4L - div 4L - div / elehighway



11 Simmakal toYanaikkal 6670 4L - one way 6L oneway 6L oneway 6L oneway

12 TirunelveliRoad

VasanthNagar junctionto Thopur

3158 4L – div 4L - div 6L - div 6L – div

13 Thopur toKapalur 228 4L – div 4L - div 4L - div 4L – div

14 RameswaramRoad

Munisalai toTheppakulam 4289 4L – div 6L - div 6L - div 8L – div

15 DindigulRoad

Paravai toFathimaCollege

1793 2L 4L - div 4L - div 4L – div




Lanerequirement


requirement(2012)

Lanerequirement

(2017)

Lanerequirement

(2002)

16 SivagangaiRoad

Goripalayamroad toAppollojunction

1860 2L 4L - div 4L - div 4L – div

17 NathamRoad

Pandiyanhotel toVandipathaijunction

3497 4L – div 6L - div 6L - div 6L – div

18 DindigulBypass

FatimaCollege toVasanthnagar junction


19 East VeliStreet

Anna Statueto St.Marys 3230 3L - Oneway 3L - Oneway 4L - Oneway 4L –

Oneway

ES.6.4.6 Roads along banks of river vaigaiAt present the roads along banks of river vaigai is not continuous and up to the standard. Thisleads to under utilization of the road where as the traffic on the roads parallel to the banks of rivervaigai is high. Hence in order to partly divert the traffic and reduce the traffic load the parallel roads,it is proposed to develop the roads along the banks of river vaigai with beatification measures. Alsoit is proposed to introduce BRTS along the banks of river vaigai.

ES.6.4.7 Widening of sub arterial roads including bus route roadsAs explained in the earlier chapter, the city bus services are operated on 641 routes covering about13476 kms. Madurai city has fair fleet strength in terms of transportation services. Apart from themajor arterial roads, there are number of bus route roads and important roads which are not havingsufficient carrying capacity. This leads to lower operating speed and lower trip frequency. Majorarterial roads forms only 10% of the total network, where as the other important and bus routeroads 20-30% of the road network. Better road infrastructure especially on bus route roads is vitalnot only to achieve better mobility on bus route roads but also to increase the number of passengertrips by public transportation. In order to identify the important roads and bus route roads, a detail



inventory for the bus route roads has been made and the roads which forms part of major bus routehas been selected for improvement. Details of the selected roads for improvements are given inannexure VII. Key plan showing the roads selected for improvement is given in Figure 12.4a.

ES.6.4.8 High level bridges across River VaigaiThe river Vaigai stretches from West to East and bifurcates the city into two. At present very fewhigh level bridges is located across the river, connecting the northern part of city with southern part.This forces the traffic to channalise through the available bridges. Also this leads to very high trafficload on the existing bridges and its approach roads. This is clear from the traffic data that AVBridge which provide connectivity for in bound traffic to CBD caters to a peak hour volume 7927PCU. The traffic carrying capacity of the bridge is 2400 PCU / hour. Similar is the case forYanaikkal Bridge, located parallel to AV Bridge, serving for the out bound traffic from CBD.

In order to provide good connectivity between northern part to southern part and to reduce thetraffic load on the existing bridges, it is proposed to replace the existing causeways with high levelbridges which are vital for improving the connectivity. Following locations are identified for replacingthe existing causeway by high level bridges or for provision of new high level bridges.

i. Arapalayam causeway with approach roadii. Thaikaal causeway with approach road from north veli to Bcc roadiii. Rajaji Hospital causeway with approach roads from panagal road to munichalaiiv. Kurivikaran Salai submergible bridgev. Bangajam Colony with approach road (Moulana sahib street)

Plan showing the proposed locations for high level bridges is given in Figure 12.5.

ES.5.4.9 Shifting of omni bus stand and development of additional bus terminal ontwo regional routesThere are two bus terminals within the Madurai city to serve for the movement of intercity buses,namely Mattuthavani & Arapalayam. Integrated bus stand at Mattuthavani bus stand is the recentlydeveloped facility which caters the intercity bus services towards Chennai, Rameswaram, Tuticorinand Tirunelveli direction. Arapalayam bus terminal serve for the buses bound towards Theni,Coimbatore and Salem direction.



As most of the National Highways are passing through the Madurai city, the city acts as mainconnectivity to move from North to South direction. Also, as intercity buses are operated on all thedirections, it is desirable to develop intercity bus terminals on major regional routes.

The present Mattuthavani bus stand can be utilized for Chennai and Rameswaram direction boundbuses. Two bus terminals are to be developed for other regional bus routes. One along Dindigulroad for Theni, Coimbatore and Salem bound buses and the other along Tirunelveli road forTirunelveli and Tuticorin bound buses. In order to avoid inconvenience to the passengers, circularbuses connecting three bus terminals must be operated.

Also, the omni buses (private long distance buses) which are operating from the present complexbus stand adds to the prevailing traffic congestion in the CBD area. Since the major route of privatebus operation is towards Chennai side, it is suggested to shift the present omni bus stand adjacentto the present Integrated Bus stand at Mattuthavani on Melur road.

ES.5.4.10 Development of Off-street parking facilityIn order to develop the off-street parking facility, the vacant govt. land available in the city isidentified. The land that would be available as a result of the decongestion measures is alsoconsidered. Following are the locations suggested for development off- street parking facility wherethe land for development is available.

Old Thiruvalluvar bus stand on West Veli street (space is available at present)

Palanganatham bus stand adjacent to Tiruparankundram road (space is available atpresent)

Jansi Rani Park on Avani Moola street

The space at Old Thiruvalluvar bus stand and the Palanganatham bus stand shall be utilized for thetourist vehicle (heavy vehicles) parking and suitable transport arrangement shall be made in theform of Shuttle Trip shall be provided to the temple.

Following are the locations suggested for the development of Off- street parking facility, where thespace will be available as a result of decongestion measures



The present whole sale vegetable market near the temple is proposed to be shifted toParavai and Mattuthavani. This created space would be utilized for development of off-street parking facility.

The present omni bus stand, opposite to Periyar bus stand is also proposed to beshifted near Integerated bus stand at Mattuthavani. This created space would beutilized for development of off-street parking facility.

The work shop market on Tilakar tidal on Tamil Sangam road is proposed to be shiftednear the proposed truck terminals. This created space would be utilized fordevelopment of off-street parking facility.

Space at old building material market on West Veli Street (opposite TTDC office) isproposed to be shifted to the proposed building material market. This created spaceshall be utilized for development of off-street parking facility.

Key plan showing the proposed locations identified for development of off-street facility is given inFigure 12.6.

ES.6.4.11 Introduction of Bus Rapid Transit System on pilot basisCity has got good bus transportation system. TNSTC madurai is running the buses with the LPAarea. It is mentioned in the earlier chapter that the aged fleet and low operating speed lead to poorfrequency. In order to improve the public transportation it is proposed to introduce the one of thebest low cost mass rapid transit systems i.e. Bus Rapid Transit System on pilot basis. The selectionof route for introduction of BRTS system has been done keeping in view the traffic dense corridorand required right of way for development.

In most of the cases, high density corridor falls within the CBD area or connecting the CBD area,where the required ROW is not available on the roads within CBD area. Hence wherever therequired ROW is available and the traffic is high, BRTS is proposed in first and second phase.Following stretches have been identified for implementation of BRTS in the first phase

i Bypass road and Allanganallur road from Fatima College to Kumaram ( via FatimaCollege)

ii Road along banks of river Vaigai from Kamarajar Bridge to Ring road.



ES.6.5 Long term Improvement MeasuresThese measures help us to improve the traffic corridor of the city in the long run. Theseimprovements will always be kept in mind, even on achieving immediate, short, medium termproposals. These proposals consume considerable time in achieving the desired ends.

ES.6.5.1 Development route of Bus Rapid Transit SystemGovernment of Tamilnadu has proposed number of IT parks in the city and the work is about tostart. Keeping in view the future development and the requirement, it is proposed to provide BRTSconnecting for this area in the second phase.Following are the routes identified for the development of BRTS.

i Mattuthavani bus stand to Airport along ring road.ii Airport to Palgalai Nagar (via Tirunagar, new bypasses)

Key plan showing the proposed locations routes identified for development of Bus Rapid TransitSystem is given in Figure 12.7.

ES.6.5.2 Introduction of Sub Urban train servicesMadurai has good rail connectivity. There are four rail routes providing connectivity to Madurai citynamely Madurai - Dindigul, Madurai - Theni, Madurai - Tirunelveli, Madurai - Rameswaram lines. Atpresent, only long distance trains are being operated on these routes leading to under utilization ofexisting broad-gauge lines. There is increasing demand for passenger trips on the roads runningparallel to the railway lines. In order to meet the increasing demand from the surroundingsettlements, and to reduce the load on the parallel roads and to utilize the existing railway lineseffectively, it is proposed to introduce sub urban train services to the following locations. The mainline shall be extended to these lines also, providing connectivity to the settlements.

i. Madurai - Virudunagarii. Madurai - Usilampattiiii. Madurai - Vadipattiiv. Madurai – Tirupuvanam

Key plan showing the proposed transportation plan for Madurai is given in Figure 12.8



E.S. 7.0 Summary of improvement proposalsThe improvement proposals given above are summarized below for ready reference.

ES.7.1 Immediate improvements

Sl



1 Whole sale vegetable market on Chitirai Street Proposed to be shifted near Paravai& Mattuthavani bus stand

2Lorry transport offices (On North Masi Streetand other places within Veli streets. Lorries areparked along the street and roads where thespace is available )

Proposed to be shifted to Kochadainear Melakal road, Melur road(Mattuthavani) and Ring road

3 Whole sale onion Market (On East MarretStreet)

Proposed to be shifted to Arupukotairoad ( Avaniyapuram)

4Whole sale fruits market ( On North Marret St.Yanikal St. North Masi st., North Veli st., OldChokanathar Kovil st., Thalavai st., Vakil newst., and East Masi St. )

Proposed to be shifted to Algarkovilroad (Kadachandanel)

5 Building Materials (On goods shed road, Melaperumal mestri street and West Masi street)

One along the new NHAI bypassbetween Dindigul road and Theniroad and the other location would bealong ring road betweenAruppukottai road andRameswaram road. The extent ofarea required for the facility wouldbe about 1 acre at each location.The land required for the proposedfacility is yet to be identified.

6 Omini buses ( Complex bus stand) Proposed to be shifted adjacent tomattuthavani bus stand

7 Work shop and associated markets (Work shoproad and Tamil sangam road)

Proposed to be shifted adjacent toproposed truck terminals

8. Ware house for food grains (Palanganathamand near TNSTC depot)

Proposed to be shifted out sideurban limit ( desirable location isalong Dindigul road andAlanganallur road)

9. Commercial center outside city limitsIt is proposed to developcommercial center near Mattuthaniin the first phase



ES.7.2 Short Term Improvement Measures

Junction Improvements

Parking Management

Traffic Management Measures

Introduction of Bus Only Lanes (BOL)

Introduction of NMT lanes

Continuous and adequate pedestrian pathways

Bus bays with modern Bus shelter

ES.7.3 Medium Term Improvement Proposals

ES.7.3.1 Flyovers / ROBi. Goripalayam intersectionii. Milk depot intersectioniii. Melur road – Alagarkovil road junctioniv. South veli – Aruppukotai junctionv. Anna nagar – Sivagangani road junctionvi. Muthupatti level crossingvii. Nedunkulam level crossing

ES.7.3.2 Pedestrian Subwaysi. Goripalayam Junctionii. St. Mary Junctioniii. Periyar Bus standiv. North Veli – Thalavai street

ES.7.3.3 Bypass proposal bypass on the northern side connecting Melur road Natham road and Dindigul road (

Work under taken by NH division)



ES.7.3.4 Development of inner ring road with widening of existing roads andformation of missing links

New formationi. Formation of road connecting Dindigul road (Paravai) and Alanganallur road (Near All

India Radio)ii. Formation of road behind Mattuthavani bus stand, connecting Vandiyur Park road and

RingRoad.

Widening and Strengtheningi. Road connecting Alanganallur road (Near All India Radio), Natham road (Iyer

Bungalow) and Alagarkovil road (Surveyor colony)ii. Road connecting Rameswaram road (Teppakulam) and Aruppukottai road via

Gate Lock road and Anupanadiiii. Link road between Tirunelveli road near Tirunagar and new NHAI bypass near

Thenpallanchi.iv. Link road between Airport and Tirunagar via Nilayur, Parambupatti.v. Integration of SH-32 with NH-7 from TVS Alagappan Nagar-Avaniapuram-

Jeeva Nagar-Airport road

ES.7.3.5 Widening of Roads / New Elevated Road Elevated road is suggested along West Veli, North Veli, East veli and South veli

between Muthu Bridge on west veli and Nadar vidhya salai on south veli (via periyar busstand, Simmakal, Anna statue and St.Marys school.

Widening of major Radial Roads, subarterial roads and collector street

Widening of roads along banks of river vaigai (Kochadai to PTR bridge)

ES.7.3.6 High level bridges across River Vaigaii. Arapalayam causeway with approach road

ii. Thaikaal causeway with approach road from north veli to Bcc road

iii. Rajaji Hospital causeway with approach roads from panagal road to munichalai

iv. Kurivikaran Salai causeway submergible bridge

v. Bangajam Colony with approach road (Moulana sahib street)



ES.7.3.7 Development of additional bus terminal on two regional routes

Proposed Bus terminal on dindigul road

Proposed Bus terminal on Tirunelveli road

Proposed omni bus stand adjacent to mattuthavni bus stand

ES.7.3.8 Development of Off-street parking facilityi. Old Thiruvalluvar bus stand on West Veli street (space is available at present)

ii. Palanganatham bus stand adjacent to Tiruparankundram road (space isavailable at present)

iii. Jansi Rani Park on Avani Moola street (space is available at present)

iv. Complex bus stand (space will be available as a result of decongestionmeasures)

v. Tilakar tidal (Sandai) (space will be available as a result of decongestionmeasures)

vi. Old building material market opposite TTDC office (space will be available as aresult of decongestion measures)

ES.7.3.9 Introduction of Bus Rapid Transit System on pilot basisi Bypass road and Allanganallur road from Fatima College to Kumaram ( via Fatima

College)ii Road along banks of river Vaigai from Kamarajar Bridge to Ring road.

ES.7.4 Long term Improvement MeasuresES.7.4.1 Development route of Bus Rapid Transit System

i. Mattuthavani bus stand to Airport along ring road.

ii. Airport to Palgalai Nagar (via Tirunagar, new bypasses)

ES.7.4.2 Introduction of Sub Urban train services

i. Madurai - Virudunagar

ii. Madurai - Usilampatti

iii. Madurai - Vadipatti



iv. Madurai – Tirupuvanam

These are the proposals suggested for providing better mobility in and around Madurai city. Theseproposals has been put up under the heads of Immediate, Short term, Medium Term and LongTerm, based on the time range, increasing traffic demand, their need. The proposals have beenworked out to enhance the Madurai city as enumerated in the objectives of JNNURM guidelines.

ES 8.0 RESOURCE MOBILIZATION AND INSTITUTIONAL FRAMEWORKES 8.1 Resource Mobilisation8.1.1 Framework for Resource MobilizationConsidering the quantum of investments required in transport projects, a suitable framework has tobe established to tap various financing sources in a cost-effective manner. The design of thisframework would take into account issues relating to fiscal constraints, leverage, equitycontribution, debt resources, innovative source of local bodies, private sector participation (BOT)and tax and fiscal incentives. Details of each issues are discussed in chapter 13.

8.1.1.1 Innovative Sources of Resource MobilisationTo fund the imposing needs of urban infrastructure in general and transport in particular, there areseveral innovative methods which due to their ease of implementation and high usage, aremethods for many local governments as sources of general revenue. Some of the important areaare listed below:

Real Estate Development

Municipal Bonds

Sale of Government Land and other Property

Development Impact Extraction (DIE)

Valorisation Charge

Advertising Revenue

8.1.1.2 Private Sector ParticipationKeeping in mind the huge deficits in services and funds required for infrastructure development, theprivate sector needs to be brought in to assist the local bodies in development and provision ofinfrastructure to contribute to growth in economy. Some of the widely used form of private sectorparticipation in the financing of urban infrastructure are:



i) Service contracts, for performing specific tasks for short durationii) Management contracts, for operation and maintenance of government owned

businessesiii) Leasing where a lease agreement is signed whereby public facility’s assets are

transferred to a private firm for a fixed time period for which it pays for the right touse the facility in providing service.

iv) Concession, wherein the contractor besides the operation and maintenance alsoassumes additional responsibility of investments

v) BOOT/BOT/DBFO- BOOT is Build, Own, Operate and Transfer wherein private sector is

involved in building, owning and operating the asset during concessionperiod before transferring it back to the government.

- BOT is Build-Operate-Transfer, wherein the physical asset is owned bylocal government while the BOT operator pays for the assets, maintainsthem and retains rights to operating revenues during concession period.

- DBFO means design, build, finance and operate whose source of financeare equity and debt with most equity contribution coming from the privateparty in question.

In India National Highway Authority of India have executed many highway projects on BOT basis.

There is a lot of potential to generate surplus resources for funding transport infrastructure projectsin Madurai city, as evident from success stories in Indian cities. Some of the potential areas ofprivate sector involvement could be:

i) Development of Bus Rapid Transit Systemii) Operation & Maintenance of Bus Rapid Transit Systemiii) Development & Maintenance of Bus Terminals, Truck terminals, Shelters, Depotsiv) Operation of Buses and Para Transit Systemv) Construction and Maintenance of Parking facilitiesvi) Construction and maintenance of Toll facilities (Roads, Bridges)



Besides the private sector services could also be made use of through service/managementcontracts particularly in the area of:

i) Street cleaning and maintenanceii) Maintenance of Parking Lotsiii) Maintenance of Terminalsiv) Street Lighting

8.1.1.3 Tax and Fiscal IncentivesThe Government of India have since announced the various tax/fiscal concessions and otherincentives to facilitate private sector participation, inter-alia, in roads and highways, bridges, railsystem, inland waterways and ports and other transport development projects. The Central Boardof Direct Taxes (CBDT) Ministry of Finance, Government of India vide Notification No. S.O. 469(E)dated 27th June 1997 have notified that Mass Rapid Transit System (MRTS), Light Rail TransitSystem (LRTS), Expressways, intra-urban/peri-urban roads like ring roads/urban by-pass/fly-overs,Bus and Truck terminals and subways will be treated as public facilities similar in nature to theinfrastructure facility for the purpose of tax concession under the Income Tax Act, 1961.

8.1.2 Implementation Strategy8.1.2.1 Identification and Ranking of Potential BOT/Toll Road ProjectsIn order to make a preliminary determination of which projects are suitable for implementationthrough BOT processes, a simple financial analysis has to be performed for general ranking ofprojects with a preliminary indication of each project’s financial feasibility.

The analysis would involve the following steps:

Preliminary identification of individual projects that require improvements and whichcould be financed through the collection of user charges based on preliminary cost,traffic and revenue estimates; and

Ranking of projects based on order of magnitude estimates of financial feasibility.

After ranking potential projects, the most promising projects should be subjected to more detailedengineering, financial and economic analysis.

8.1.2.2 Packaging of BOT Projects



In most cases of CMP projects, Madurai Corporation should set the user charge, and theconcession period which is the deciding factor – the concession will be won by the bidder offeringthe shorter concession period (under this policy the most profitable concessions would normallyhave the shortest periods).Upon expiration of the concession, the project is handed over to MaduraiCorporation for maintenance. It may actually be in the best interest of the Madurai Corporation tohave longer concession periods, and therefore have the concessionaire maintain the projects for alonger period of time.

One way to do this is to create packages of BOT projects in which some of the less profitableprojects would be linked with the most profitable ones, thus requiring bidders to offer longerconcession periods. These bigger BOT packages would have advantages for the concessionaires,since they would be able to take advantage of economies of scale in construction, maintenance,operations, user fee collection, financing and other project aspects. These large BOT packagesshould attract only those contractors that are well organized and are capable of managing theprojects efficiently.

8.1.2.3 Options for Executing BOT ProjectsThere are numerous options available to the Madurai Corporation for the execution of BOTprojects. Each of these options depends upon the viability of a particular project. Options that canbe adopted by the Madurai Corporation include:

Awarding bids to private parties to build the projects and collect revenues beforetransferring them to Madurai Corporation. These bids can be awarded in three ways:- on the basis of the shortest transfer period;- on the basis of the minimum transfer fee (in cases where the transfer period is

fixed); or- on the basis of minimum user fee levied if the transfer period or the transfer fee is

fixed

Awarding contracts to joint ventures (“Special Purpose Vehicle”) formed between stateagencies and domestic financial institutions for the execution of the project; and

Awarding contracts to joint ventures between domestic financial institutions for theexecution of the project.



ES 8.2 Institutional ArrangementImplementation of a CCTS Project is an opportunity to identify and strengthen the institutionsresponsible for planning, development, operation and management of the city transport system andbuild capacity in them to take up the programmes under the short term and long term plan,policies and programmes through public institutions on/or private sector participation.

8.2.1 Institutional Framework for Public Institutions (ie. MADURAI CORPORATION)The Madurai Corporation has been envisaged as the most important institution responsible for theplanning, development and maintenance of the city transport system particularly of its road networksystem, parking areas, bus terminals, bus transport, Light Rail Transit System (LRTS) etc. While itis not contemplated to restructure MADURAI CORPORATION under the CMP project, the followingproposals are recommended to enable MADURAI CORPORATION to undertake and monitor CMPprojects:

Establish Traffic Engineering and Management Unit in MADURAI CORPORATION Establish Madurai Transport Development Fund

Promote Private Sector Participation

Provide Logistics Support to Traffic Police

Education and TrainingDetails of each section is described in chapter 13.

8.2.2 Institutional Framework for Private Sector Participation on Build, Operate & Transfer(BOT) Basis

The primary relationship in BOT structure is between a government agency (i.e. MADURAICORPORATION) and a private party. The private promoter subsequently enters into othercontractual relationships for design, construction, financing, operation and maintenance. Theexecution of this concept is based on contractual relationships, with each party having recourse tothe project for its returns.

Special Purpose Vehicle (SPV)The BOT projects are conventionally set-up as separate legal/corporate entities to facilitate theindependent execution of the project. The SPV format enables the project to access sector



investors and lenders. The lenders can collateralise the cash flows of the project for recovery oftheir financial exposure to the Project.

Madurai Integrated Transport Company Ltd. (MITCL) as a Special Purpose Vehicle (SPV)

proposed to be incorporated by Private Promoters (Concessionaire) for promoting, developing,

financing, operating and implementing the CMP Project.

The Board of Directors of MITCL will be responsible for the operations of the Company. The MITCLBoard will have representatives from Madurai Corporation, Government of Tamil Nadu, besides thePrivate Promoters

Project Sponsors / Private PromotersThe Private Promoters, the successful bidder selected on the basis of International CompetitiveBidding (ICB), will be the project sponsors.

A Memorandum of Agreement is to be signed between Madurai Corporation / Govt. of TN andMITCL to undertake the development and implementation of CMP project on commercial format.

Project Concept and Cost EstimatesThe construction cost of the CMP Project includes costs associated with land acquisition, civilconstructions, Environmental Management Plan, Rehabilitation and resettlement costs, operation &maintenance cost etc.

Based on the construction cost of the project, the landed costs have been arrived at byincorporating the establishment & pre-operative expenses, Insurance, legal & Mortgage fees,project management fees, mobilization and other financial charges, physical contingencies, interestduring construction, etc.

Establishment and pre-operative expenses relate to the miscellaneous expenses that are beingincurred during project development phase. These include SPV incorporation, registration fees,stamp duties payable, pre-operative expenses incurred by project co-sponsors, administrativeoverheads, etc



Project Implementation ActivitiesBased on the CMP Report, Request for Qualification (RFQ) and thereafter Request for Proposal

would be issued to the bidders for their bids on Construction and Operation & Maintenance of the

project. The salient features of the bidding process would include the following:-

(1) Provide detailed designs to the bidder by way of the detailed feasibility report(2) The bidder shall have an option to suggest alternate or modified designs(3) Certain parameters such as width of carriageway, Right of Way, shall be fixed

and bidder will not be allowed to vary these parameters even in his alternatedesigns

(4) The Construction Contract shall be a lumpsum fixed price contract. Since, thebidder will be submitting the bids based on his designs, the design risk willpass on to him

(5) An O&M price shall be quoted by Contractor for base year and would be paidupon escalation formulae. The O&M price shall be in three parts:-

Routine Maintenance

Major Maintenance

Parking Fee Bus Fare

Operations

Project Management and SupervisionProject Engineer:- for the purposes of ensuring compliance of technical standards andspecifications, the SPV would be appointing a Project Engineer (PE)

Independent Engineer: - In addition to the Project Engineer who would basically represent theConcessionaire, the Project Lenders, Concessionaire and MADURAI CORPORATION will appointan independent, internationally reputed firm of engineers to act as an Independent Engineer (IE).The IE would be responsible for determining and ensuring compliance with technical standards,specification and costs during the construction period. The IE would also have additionalresponsibilities during the operation phase including review of operations, submission of monthlyreports, etc. The IE, however, will not be involved with day to day implementation and maintenanceof the project



Independent Auditor:- The Lenders, the Concessionaire and MADURAI CORPORATION wouldjointly appoint an Independent Auditor (IA) for the entire length of the Concession Agreement. TheIA would approve the format for maintenance of accounts, the accounting standards and themethod of cost accounting to be followed by the Concessionaire. The IA would audit and certify thebooks of accounts of the Concessionaire and shall also certify the project cost. In addition, the IAwould also furnish requisite data to the Project Oversight Board at the request of theConcessionaire

8.2.3 Setting up of Greater Madurai Transport Authority (GMTA)Considering the importance of Madurai city and the need for concerted development andcoordinated operation of its transport system, the consultants during the course of ComprehensiveMobility Plan for Madurai city have recommended that Greater Madurai Metropolitan TransportAuthority (GMTA) may be constituted and established early. It needs to be appropriately structured,adequately supported by logistics and suitably empowered with legal and administrative authority.The GMTA may be a body of about 15 members and may be chaired by the Honorable Minister ofUrban Development, GoTN and may include representatives of the people of the city and otherstakeholders. It may include eight full time members who are professionals with expertise andexperience in the areas of Urban Transport Planning, Traffic Engineering Technology, TransportSystem Management, Resources and Finance, Legal, Human Resource Development andInformation System.

ES 9.0 Mobility Improvement Measures and NUTP objectivesMobility Improvement MeasuresImprovement measures suggested in CMP for improving the mobility in the study area are drawnkeeping in view the objectives National Urban Transport Policy. Summary of relationship betweenthe NUTP objectives and the measures proposed in the CMP is given below



Summary of Mobility improvement measures in relation to NUTP objectivesSl. No NUTP Objectives Proposed Mobility Improvement measures

1. Priority forpedestrians

Proposed predestination around the Temple for safe movement oftourist

Continuous and adequate pedestrian walk ways are proposed in allmajor roads and commercial area.

Separate signal phase is proposed on all major signalizedintersections

Five pedestrian subways are planned at the busy pedestrian crossingareas.

Pedestrian underpasses (Pedestrians are at grade and vehicles atelevated level) are proposed along the BRTS corridor.

2. Priority for NonMotorized vehicles

Proposed introduction of cycle tracks on roads having adequate width

Separate cycle track is proposed on BRTS corridors

Proposed free parking fee for cycles.

3. Priority for PublicTransport

Proposed development of BRTS on four corridors.

Suggested improvement of road network along the bus route road forimproving the operational efficiency.

Rationalization of routes of city bus service and

Rationalization of IPT services and introducing regulating measures

4. Parking Five off street parking facilities have been proposed – including onemultilevel car parking facility

Suggested possible option of PPP in off. Street parking development

Pricing of parking is suggested for on street parking

5. Integration of Landuse and TransportPlanning

Improve measures suggested are recommended in line with growthscenario envisage in Master plan.

BRT in phase have been suggested keeping in view the residential,commercial and industrial areas

Densification of residential and commercial use is recommendedalong BRT routes.



Sl. No NUTP Objectives Proposed Mobility Improvement measures6. Equitable Allocation

of Road space Bus only lanes have been suggested on existing road where BRT is

not feasible.

BRT is suggested on four corridors

Renovation of pedestrian foot path in the city area is suggested

Introduction of cycle lanes are suggested on five corridors apart fromthe BRTS corridors.

7. Integrated publicTransport system

Proposed to shift the Arrapalayam intercity bus terminal towardsnorthern side.

Proposed to develop addition intercity bus terminal on southern side tocater to south bound buses.

Proposed to rationalize and improve the inter model facility at the busterminals and Railway stations.

8. Para – transitservices

Proposed to regularize and organize the mini buses and shared autoservices

9. Freight trafficimprovement

Suggested number of decongestion measures Proposed shift the whole sale markets (vegetable, fruits and building

material) out side the city limit. Proposed develop three truck terminals with booking offices and work

shops.

E.S. 10.0 Costing and phasingES 10.1 Costing and phasingThe total cost of the proposed Transport Development Plan is estimated to be Rs 1636 Cr. Thisdoes include the cost of land acquisition and rolling stocks. Break up of cost for improvementproposal is given under.



Project proposalsCost (Cr.)

Phase – I2008-2013

Phase – II2013-2018

Phase –III2018-2027

1 Shifting of markets

1Whole sale vegetable market(mattuthavani) 60

2 whole sale onion market (Avaniapuram) 18.53 Whole sale fruit market (Kadchendenal) 46

4Building material market (1- Along Melurroad, 2-Along ring road) 46

2Development of commercial center outsideCBD areaDevelopment of Shopping mall at Mattuthavani 106

3 Truck terminals1 Proposed truck terminal at Kochadai 372 Proposed truck terminal along melur road 193 Proposed truck terminal along ring road 23

4 Junction improvement 65 Bus bays with modern bus shelters 3

6 Road marking, signages etc. ( 100 Km ofArterials roads & Other important roads 15

7 Flyovers1 Melur road – Alagarkovil road junction 342 Goripalayam intersection 283 Milk depot intersection 234 Anna nagar – Sivagangani road junction 255 Nedunkulam ROB 116 Muthupatti ROB 117 M.G.R. Statue junction 25

8 South veli – Aruppukotai junction (i.e.widening of NMR bridge) 15




Phase – I2008-2013

Phase – II2013-2018


8 Pedestrian subway1 Goripalayam Junction 2.52 St. Mary Junction 13 Periyar Bus stand 14 North Veli – Thalavai street 0.75

9 Development of inner ring road and linkroads1. New formationLink roads, 1 ROB near paravai 49

2. Widening proposal 561 ROB at aunupanadi, 2- Tenpalanchi

10 Widening and strengthening of arterialroads and new elevated road2l to 4l 159Elevated road (Veli streets) 100

11 Widening and strengthening of sub arterialroads including bus route roads 67

12 High level bridges

1 Arapalayam causeway with approachroad 10

2 Thaikaal causeway with approach roadfrom north veli to Bcc road 10

3 Rajaji Hospital causeway with approachroads from panagal road to munichalai 10

4 Kurivikaran Salai submergible bridge 10

5 Bangajam Colony with approach road(Moulana sahib street) 10




Phase – I2008-2013

Phase – II2013-2018


13 Development and extenstion of busterminals

1Development of two additional regionalintercity bus terminals(Tirunelvli road and Dindigul road) 30

2 Extension of mattuthavani bus stand 20

3 Development of omni bus stand atmattuthavani 76

14 Development of off street parking facility

1 Multi level car parking at shoppingcomplex 26

2 Off- street parking at three locations 6

15 Bus Rapid Transit System-phase I

1 Dindigul by pass ( Palanganatham toKumaram Via Fatima College) 139

2 Road along banks of river Vaigai fromKamarajar Bridge to Ring road.

a. BRTS corridor on Northern bank 87b.Parallel road for BRTS on Southern bank 67

16 BRTS – phase II

1 Mattuthavani bus stand to Airport along ringroad. 144.00

2 Airport to Palgalai Nagar (via Tirunagar,new bypasses) 160.00TOTAL 1074.00 206.00 357.00

ES 10.2 Economic AnalysisGiven the importance of infrastructure investment to urban development vis-à-vis the scarcity ofresources and competing demands from various sectors, it becomes extremely important toallocate available resources in the most beneficial manner amongst various sectors and within a



sector, amongst various schemes. In view of the above, it is necessary to ensure that the projectsselected for investment are evaluated thoroughly to determine the economic and social benefitsoffered by the project.

ES 10.2.1Evaluation FrameworkThe proposed evaluation framework is based on a cost-benefit analysis, which sets a monetaryvalue where possible on all financial, economic and social costs and benefits over the lifetime of theproject. The underlying principles for this analysis are as follows:

The lifetime of a project for the present analysis is considered as the period for whichreliable traffic forecasts can be made. A discount rate is then applied to futureeconomic costs and benefits to arrive at the Net Present Value (NPV) of the project.The Economic Internal Rate of Return (EIRR) of the project is also computed.

To analyze the cash flow at constant prices, an allowance is made for relative priceinflation.

The discount rate is expressed in real terms.

The standard methodology used for the economic evaluation for transport projects has beenadopted. The concept of economic feasibility is to maximize the returns on investments. This isaccomplished by determining the appropriate improvement proposal that leads to minimum totaltransport cost, which comprises of two basic components shown below.

Total Transport Cost

Road Agency Costs Road User Costs

Construction

Maintenance

Vehicle Operating Costs

Other user costs (like travel time costs)

Accidents

The reduced costs are treated as benefits calculated over the project life. The results areexpressed in Economic Internal Rate of Return (EIRR) and Net Present Value (NPV). Theeconomic analysis is carried out using World Bank developed “Highway Development andManagement Model” (HDM-4). The model generates total transport costs (user plus agency cost)in “with” and “without” the project situation. The differences in costs due to road improvement (withthe project) are considered as the benefit accruing from road improvement. In HDM-4, economic



analysis is carried out using Project Analysis Option, which is concerned mainly with evaluation ofinvestment options. The economic indicators such as the EIRR and NPV at the discount rate of 12% are calculated.

In order to evaluate the pavement alternatives selected, analysis has been carried out using“present value” method. This helps to compare the costs related to the development using aparticular type of pavement on present value terms. For carrying out the same, all costs areestimated at the anticipated years and have been discounted to the present day worth using a pre-determined discount rate.

ES 10.2.2 Basic Approach and MethodologyEconomic evaluation has been carried out based on incremental costs & benefits comparing thetotal net benefits in “Without improvement” situation with “With improvement” situation. The term“Without improvement” is defined as the base strategy for economic analysis i.e. continuing existingsituation with minimum improvement. The term “With project” is defined as transportation plan withall the projects like shifting of markets, BRTS, elevated road and development of missing links etc.

ES.10.2.3 Input to the ModelThe HDM-4 working methodology requires specifying the traffic, road and environment procedurefor the following:

Characteristics of the road sections using road network

Characteristics of the vehicles that use the road sections

Traffic growth rates

The proposed improvement measures with their improvement cost

The values of input data that has been used in HDM Model for the present project are as follows: -

General AssumptionsThe following assumptions were used for the analysis using the HDM Model.



Table ES.10 General Assumptions for HDM Model

Analysis period 20 yearsDiscount rate 12%Standard Conversion factor used for converting financialcost to economic cost 0.9

Salvage Value 15 %

Traffic Forecast & Growth RatesTraffic forecast analysis has been carried out for 30 horizon years using a combination of followingmethods: -

Time series trend in traffic growth

Temporal trends in vehicle registrations

Socio-economic characteristics

Temporal trends in the growth of economyThe growth rates used as an input to the model are as tabulated below.

Table ES.11 Traffic Growth Rates

Vehicle Type 2007 -2011

2012 -2016

2017 -2021

2022 -2027

Two-wheeler 26 21 17 12Car 13 12 10 8Bus/ Minibus 9 8 7 6Trucks / LCV 12 10 9 8

ES.10.2.4 Project CostIn order to improve the traffic situation in Madurai it is proposed to implement the projectssuggested in the Comprehensive Mobility Plan (CMP). Some of the important projects are shiftingof markets, BRTS, High level bridges, flyovers, elevated road and development of missing links.The cost includes civil construction cost only, land acquisition and R&R cost in not included.Economic cost has been worked out by converting the financial cost using standard conversionfactor of 0.9 as suggested by World Bank for infrastructure projects in India.

The capital cost of the project is enclosed in the following table



Financial Cost(Rs. in Crores)

Economical Cost(Rs. in Crores)

1636 1472

Inputs values pertaining to the maintenance cost, characteristics of vehicles, vehicle utilisation, fuelprice etc have been given based on the current situation.

ES.10.2.5 Results of Economic AppraisalWith the capital cost of Rs. 1636 cr. spread over a period of twenty years, the rate of return andNPV for the discount rate of 12% is calculated using the HDM. Using the data input to the ModelHDM the annual stream of cost savings (VOC + journey Time cost saving) derived from analysis“Without” improvement (base case) and “With” improvement is developed. The relevant EIRR andcorresponding NPV are presented below

EIRR and NPV

Scenario With Time savings

EIRR (%) NPV (Rs. In million)

Base Costs and Base Benefits 21.50% 3186.19

The EIRR value given above is an indication of overall rate of return integrating the improvementmeasures suggested in the CMP. The individual projects proposed in the CMP would have varyingcost and benefits depending upon the type of facility and benefits accrued by it. Hence each of theprojects will have different rate of return depending upon the importance of the project. The projectspecific economic appraisal will be submitted along with the detailed project report of each project.

ES 10.3 Funding patternThe total estimated cost for the implementation of traffic and transportation projects is worked to beRs. 1636 crores. Ministry of Urban Development is funding for urban development underJawaharlal Nehru National Urban Renewal Mission (JnNURM). Madurai Corporation is one of themission cities falls under the cities/UAs with 1 million plus population category. Under the financingpattern of mission, MoUD would grant 50% of the project cost as GOI share. State government



would grant 20% and ULBs should share 30% of the project cost. According to the phasing ofprojects more than 60% of the project falls under the mission period.Funding pattern of the group of projects described under CMP is given below

ES.10.3.1 Shifting of markets, Truck terminals, commercial centersTotal investment required for shifting of markets, development of truck terminals and commercialcenters is estimated to 355 crores. Since the above projects would generate revenue during theoperation period, it is proposed to implement the proposed projects on PPP mode with fundingpattern as 50% GOI, 20% GoTN and 30% BOT operator. Among the above projects the proposedcommercial centers would be implemented on BOT basis without any support from GOI. Followingtable show the funding pattern of each project.

Sl.No Type of projects

Funding pattern (Cr.)

GoI - 50% GoTN –20 %

M C / PPPoperator

– 30%1 Shifting of markets 85 34 512 Development of Shopping mall at Mattuthavani 1063 Truck terminals 40 16 234 Junction improvement, signalization etc. 12 5 7

Total 135 55 187

ES.10.3.2 Medium Term improvement measuresThe total investment required for implementation of medium term improvement measures is about954 crores. Following are the funding pattern suggested for the projects suggested under mediumterm improvement measures in CMP. Madurai Corporation (MC) would source the funding from theinternal resources / revenue generated by the PPP projects/ debt financing.

Sl.No Type of projectsFunding pattern

GoI GoTN M C

1 Flyovers / ROB (7 Nos) 74 30 44

2 Pedestrian subway 3 1 2

3 Development of inner ring road and link roads 53 21 31




GoI GoTN M C

4 Widening and strengthening of arterial and subarterial road and development of elevated road 98 39 58

5 High level bridges across river vaigai 25 10 15

6 Development of Bus terminals 63 25 38

7 Development of Off- street parking facility 16 6 10

8 Bus Rapid Transit system phase I 146 59 88

Total 478 191 286

ES.10.3.3 Long Term improvement measuresTotal funding requirement for the long term improvement measures is about Rs. 304 crores.Funding pattern proposed is as follows:


GoI GoTN M C1 Bus Rapid Transit System – phase II 152 61 91

Plate 2.4:

Sharp

C - 1

FINAL REPORTCCOONNTTEENNTTSS

Executive Summary….……………………………………………………………………………….ES 1 - 581.0 Introduction………………………………………………………………………………………...1- 4

1.1 Background…………………………………………………………………………………1-11.2 Objectives of the Study……………………………………………………………………1 - 21.3 Scope .……………………………………………………………………………………....1 - 3

2.0 Study Area Profile ....................................................................................................... .. 2 - 132.1 General……………………………………………………………………………………2 - 12.2 Transport Network Profile………………………………………………………………..2 - 12.3 Demographic and Socio Economic Profile…………………………………………….2 - 22.3.1 Demographic Aspects……………………………………………………………………2 - 22.3.2 Social Profile……………………………………………………………………………...2 - 82.4 Existing Land use Pattern……………………………………………………………...2 - 82.5 Proposed Land use Pattern…………………………………………………………...2 - 92.6 Development Patterns - Growth Areas and Direction…………………………….2 - 102.7 Growth Constraints and Developmental Potentials…………………………………2 - 112.8 Vehicle Characteristics…………………………………………………………………2 - 122.9 Key Developmental Issues.……………………………………………………………2 - 13

3.0 Primary Survey and Secondary Database………………………………………………….3 - 123.1 Background……………………………………………………………………………….3 - 13.2 Zoning System ................................................................................................ ….3 - 13.3 Primary Surveys ............................................................................................... ….3 - 33.3.1 Cordon, screen line and mid block survey locations………………………….3 - 33.3.2. Survey Description ......................................................................................... ….3 - 33.3.2.1 Road Inventory Survey..................................................................................... ….3 - 33.3.2.2 Speed and Delay Survey…………………………………………………………………….3 - 33.3.2.3 Classified traffic volume count survey………………….………………………………3 - 43.3.2.4 Origin - Destination survey…………………………………………………………...3 - 63.3.2.5 Intersection turning movement survey……………………………………………..3 - 63.3.2.6 Parking Survey ……………………………………………………………………………3 - 83.3.2.7 Pedestrian Survey……………………………………………………………………….3 - 103.3.2.8 Stake holders meeting and public consultation…………………………………3 - 123.4 Secondary data………………………………………………………………………....3 - 12

C - 2

4.0 Road Network Characteristics……………………………………………………………….... 4 - 54.1 Background…….…………………………………………………………………………....4 - 14.2 Network Characteristics.…………………………………………………...………………4 - 1

4.2.1 Road length by carriageway width……………………………………………………… 4 - 1

4.2.2 Road length by median availability………………………………………………………4 - 1

4.2.3 Road length by type of surface……………………………………………………………4 - 2

4.3 Speed and delay characteristics ………………………………………………………... 4 - 2

4.3.1 Background ………………………………………………………………………………... 4 - 2

4.3.2 Speed profile along major roads..……………………………………………………….. 4 - 2

4.3.3 Road length by journey speed……………………………………………………………4 - 5

5.0 Traffic Characteristics………………………………………………………………………….5 - 26

5.1 Traffic Flow Characteristics……………………………………………………………...5 - 1

5.1.1 Background…………………………………………………………...………………….... 5 - 1

5.1.2 Average Daily Traffic (ADT) ………………………………………………………….5 - 1

5.1.2.1 Outer cordon location……………………………………………………………..............5 - 1

5.1.2.2 Mid block location………………………………………………………………………….5 - 2

5.1.2.3 Screen line location…………………………………………………………….................5 - 4

5.1.3 Traffic Composition …………………………………………………………….................5 - 6

5.1.3.1 Outer cordon location …………………………………………………………….............5 - 6

5.1.3.2 Mid block location ……………………………………………………………...................5 - 7

5.1.3.3 Screen line location…………………………………………………………….................5 - 8

5.1.4 Peak hour traffic characteristics………………………………………………………5 - 10

5.1.4.1 Outer cordon location ……………………………………………………………...........5 - 10

5.1.4.2 Mid block locations…………………………………………………………….................5 - 11

5.1.4.3 Screen line locations…………………………………………………………….............5 - 12

5.2 Traffic movement pattern ……………………………………………………………….5 - 13

5.2.1 Passenger traffic ……………………………………………………………........................5 - 13

5.2.1.1 Movement Pattern of vehicles by location…………………………………………… 5 - 13

5.2.1.2 Movement Pattern by mode type …………………………………………………... 5 - 15

5.2.1.3 Average Occupancy………………………………………………………................... 5 - 16

C - 3

5.2.1.4 Mode wise movement pattern of passengers trips …………………………………..5 - 16

5.2.2 Freight Traffic…………………………………………………………….........................5 - 17

5.2.2.1 Movement Pattern by Location ………………………………………………………… 5 - 17

5.2.2.2 Movement pattern of goods vehicle by mode type …………………………………..5 - 19

5.2.2.3 Average Pay load……………………………………………………………....…………5 - 20

5.2.2.4 Movement of Commodities……………………………………………………………….5 - 21

5.3 Intersection Traffic Characteristics …………………………………………………….5 - 22

5.3.1 Peak Hour Traffic……………………………………………………………...................5 - 22

5.4 Pedestrian flow characteristics …………………………………………………….... 5 - 23

5.4.1 Peak hour pedestrian flow……………………………………………………………....5 - 23

5.5 Railway level crossing……………………………………………………......................5 – 25

5.5.1 Muthupatti level crossing..….……………………………………………......................5 – 255.5.2 Nudunkulam level crossing...……………………………………………......................5 – 255.5.3 Thiruparankunram level crossing………………………………………………………...5 - 265.5.4 Palanganatham level crossing including palanganatham intersection………………..5 - 265.6 Road Accidents……………...……………………………………………......................5 – 26

6.0 Parking Characteristics………..……………………………………………………………......6 - 21

6.1 Background……………………………………………………………...............................6 - 1

6.2 Parking characteristics…………………………………………………………….........6 - 1

6.2.1 Veli Street……………………………………………………………..................................6 - 1

6.2.2 Marret Street ……………………………………………………………............................6 - 4

6.2.3 Masi Street ……………………………………………………………...............................6 - 6

6.2.4 Avani Moola Street…………………………………………………………….................6 - 11

6.2.5 Town Hall road, Nethaji road, Scott road and South Chithirai Street ……………..6 - 14

6.2.6 Muni salai, Palace road, Amman Sannathi and Kamarajar Salai………………….6 – 17

7.0 Public Transport and Market Area Characteristics………..……........................................7 - 5

7.1 Public Transport Characteristics …………………………………....................................7 - 1

7.1.1 Market Area Inventory……………………………………………................................7 - 3

C - 4

8.0 Issues and Constraints................................................................................................................. 8 - 9

8.1 Background……………………………………………………………...............................8 - 1

8.2 Issues……………………………………………………………........................................8 - 1

8.2.1 Whole sale markets within the city ………………………………..................................8 - 1

8.2.2 Road Network…………………………………………………………...............................8 - 1

8.2.3 Parking …………………………………………………………….....................................8 - 4

8.2.4 Intermediate Public Transport ……………………………………...............................8 - 4

8.2.5 Terminals……………………………………………………………..................................8 - 4

8.2.5.1 Bus Terminals………………………………………………………..................................8 - 4

8.2.5.2 Truck Terminals……………………………………………………..................................8 - 5

8.2.6 Intersection…………………………………………………………......................................8 - 5

9.0 Planning and Employment forecast……....................................................................................9 - 4

9.1 Background……………………………………………………………...............................9 - 1

9.2 Population..……………………………………………………………...............................9 - 1

9.2.1 Growth Trends………………………………………………………................................9 – 1

9.2.2 Forecast……………………………………………………………...................................9 – 1

9.3 Employment……………………………………………………………..............................9 - 2

9.3.1 Existing Profile……………………………………………………………..........................9 - 2

9.3.2 Growth Trends……………………………………………………………..........................9 - 3

9.3.3 Forecast ……………………………………………………………...................................9 - 3

10.0 Traffic Forecast and Deficiency Analysis ...............................................................................10 - 8

10.1 Background…………………………………………………………................................10 - 1

10.2 Traffic Forecast ……………………………………………………................................10 - 1

10.3 Deficiency Analysis………………………………………………...................................10 - 1

10.3.1 Critical Intersections………………………………………………....................................10 - 1

10.3.2 Critical locations for pedestrian movement…………………......................................10 - 3

10.3.3 Critical Roads ………………………………………………….......................................10 – 6

10.4 Comparative analysis of Urban Transport Environment………………………….……10 - 8

C - 5

11.0 Visions and Goals…………………...………………..………................................................11 – 211.1 Vision……………………………………………………………………………….......11-111.2 Goal……………………………………………………………………………………….11.111.3 Strategy……………………………………………………………………………………11.1

12.0 Integrated Transport System Plan ………………..……….................................................12 - 2412.1 Background………………………………………...............................................................12 - 1

12.2 Immediate Improvement Measures………….................................................................12 - 2

12.3 Improvement Measures……………………….................................................................12 - 3

12.3.1 Proposed Vegetable Market………………….................................................................12 - 3

12.3.2 Proposed Wholesale Fruit Market…………...................................................................12 - 4

12.3.3 Proposed Whole Sale Onion Market…………...............................................................12 - 4

12.3.4 Proposed Market for Building Materials…….................................................................12 - 5

12.3.5 Proposed Truck Terminals……………………...............................................................12 - 5

12.3.6 Proposed Workshops and Associated Markets for Heavy Vehicles.........................12 - 6

12.3.7 Proposed Ware Houses for Food Grains……...............................................................12 - 7

12.3.8 Commercial Center outside city limits….……...............................................................12 - 7

12.4 Short Term Improvement Measures…………...............................................................12 - 7

12.4.1 Junction Improvements………………………..................................................................12 - 8

12.4.2 Parking Management………………………….................................................................12 - 9

12.4.3 Traffic Management Measures..…………....................................................................12 - 10

12.4.4 Introduction of NMT lanes……………………...............................................................12 - 11

12.4.5 Continuous and adequate pedestrian pathways........................................................12 - 11

12.4.6 Bus bays with modern Bus shelter................................................................................12 - 12

12.5 Medium Term Improvement Proposals ……...............................................................12 - 12

12.5.1 Flyovers / ROB ……………………………….................................................................12 - 13

12.5.2 Pedestrian Subways………………………….................................................................12 - 14

12.5.3 Bypass proposal ………………………………...............................................................12 - 14

12.5.4 Development of inner ring road with widening of existing roads and formation of

missing links……………………………………...............................................................12 - 15

12.5.5 Widening of Roads / New Elevated Road…… …......................................................12 - 16

C - 6

12.5.6 Roads along banks of river vaigai.................................................................................12 - 19

12.5.7 Widening of sub arterial roads including bus route roads…………………………12 - 1912.5.8 High level bridges across river Vaigai……………………………………………….12 - 19

12.5.9 Shifting of omni bus stand and development of additional bus terminal on tworegional routes………..……………………………………………………………….12 - 20

12.5.10 Development of Off-street parking facility...................................................................12 – 21

12.5.11 introduction of Bus Rapid Transit system on pilot basis..........................................12 – 22

12.6 Long term improvement Measures ……………………… .........................................12 - 23

12.6.1 Development of Bus Rapid Transit System….…………. .........................................12 - 23

12.6.2 Introduction of Sub Urban Rail System……...............................................................12 – 23

13.0 Resource mobilization and Institutional Frame work ….................................................13 - 16

13.1 Resource Mobilisation……..............................................................................................13 – 1

13.1.1 Framework for Resource Mobilization……...................................................................13 – 1

13.1.1.1Innovative sources of resource Mobilisation.................................................................13 – 2

13.1.1.2 Private Sector Participation……....................................................................................13 – 4

13.1.1.3 Tax and Fiscal Incentives…….......................................................................................13 – 5

13.1.2 Implementation Strategy…….........................................................................................13 – 6

13.1.2.1Identification and Ranking of Potential BOT/Toll Road Project ...............................13 – 6

13.1.2.2Packing of BOT Projects .................................................................................................13 – 6

13.1.2.3Options for Executing BOT Projects .............................................................................13 – 7

13.2 Institutional Arrangement…….........................................................................................13 – 7

13.2.1 Institutional Framework for Public Institutions..............................................................13 – 7

13.2.2 Institutional Framework for Private Sector Participation on Build, Operate & Transfer

(BOT) Basis……............................................................................................................13 – 10

13.2.3 Setting up of Greater Madurai Transport Authority (GMTA)……...........................13 – 14

14.0 Mobility Improvement measures and NUTP Objectives...................................................14 - 3

15.0 Costing & Phasing ……………………………………………...................................................15 - 9

15.1 Costing and phasing……………………........................................................................15 – 1

15.2 Economic Analysis ……………………………..............................................................15 – 4

15.2.1 Evaluation Framework……………………………………………………....................15 – 5

C - 7

15.2.2 Basic Approach and Methodology…………………. ...................................................15 – 6

15.2.3 Input to the Model…………………………………….....................................................15 – 6

15.2.4 Results of Economic Appraisal……………………......................................................15 – 7

15.3 Funding Pattern……...…………………………….........................................................15 – 8

15.3.1 Shifting of markets, Truck terminals, commercial centers ........................................15 – 8

15.4 Medium Term improvement measures..…………......................................................15 – 9

15.5 Long Term improvement measures ...……………......................................................15 – 9

List of Figures

Figure: 2.2 Existing Land Use Plan for Madurai city area - 2001Figure: 2.3 Existing Land Use Plan for Madurai rural area - 2001Figure: 2.4 Proposed Land Use Plan for Madurai city area - 2021Figure: 2.5 Proposed Land Use Plan for Madurai rural area - 2021Figure: 12.1 Key Plan showing the location of Existing Wholesale MarketsFigure: 12.2 Key Plan showing the location of Proposed Markets & Truck TerminalsFigure: 12.3 Key Plan showing the Proposed Locations for Flyover and Pedestrian SubwaysFigure: 12.4 Key Plan showing the Strengthening & Widening, New formation of Link Roads

& Ring RoadsFigure: 12.4a Key plan showing the radial roads, bus route roads and other important roadsFigure: 12.5 Key Plan showing the Proposed Locations for High Level Bridges & Elevated

CorridorFigure: 12.6 Key Plan showing the Proposed Locations for Offset Parking FacilityFigure: 12.7 Key Plan showing the Proposed Corridor for Bus Rapid Transit SystemFigure: 12.8 Key plans showing the Integrated Transportation plan for Madurai


Madurai Corporation Mukesh & Associates1 - 1

CHAPTER - 1INTRODUCTION

1.1 BackgroundMadurai is located in the south west part of Tamil Nadu. Madurai city the district head quarters ofMadurai district. The district is bounded by the Dindigul, Pudukottai, Sivagangai, Virudunagar andTheni districts. Madurai city is about 100 meters above mean sea level. Geographically the city is

located on 955’ north latitude and 787’east longitude. Madurai city is well connected by road, rail

and air. Figure 1.1 shows the location of the project town.

Madurai Municipal Corporation, covering 51.96 sq.kms, comprises of a total population of 928,869persons, whereas the Madurai Urban Agglomeration comprising the city and surroundingsettlements accommodates a population of 11,94,665 persons.

Figure 1.1Locational Details of Madurai

MADURAI



Madurai city which is developed around the temple has a CBD around the temple. Three NationalHighways (NH-7, NH-49 and NH-45B) beside State Highways and district roads are passingthrough the city. Partial ring road connects NH-45B with NH-7 on Tirunelveli side. Absence ofcontinuous ring road forces the bypassable traffic to enter into the city and cause congestion in thecity. Being an important tourist destination, it attracts large number of tourist vehicle into the heartof the city, the floating population is of the order of 2,00,000.

Presence of whole sale market, grocery market and private transport offices in the CentralBusiness District (CBD) attracts large number of heavy goods vehicle into the central part of thecity. Movement of such goods vehicles in the central part of city increases the congestion level inthe main arterial roads and other main roads in the CBD area. Also excessive delays, lack offacilities for pedestrians are the key problems at intersection.

Presence of number of commercial establishment along the main road in the CBD generatesparking demand. On-street parking in the CBD severely affects the free flow of traffic along themajor corridors.

Keeping in view the increasing economic growth of Madurai city and consequent growth in thetraffic Madurai Corporation have initiated efforts to identify traffic and transportation problems andimplement improvements measures under funding assistance from Central Government underJnNURM scheme. The focus of such an effort is to analyse the existing traffic scenario, the patternof growth of the town in all its aspects and traffic and transportation requirement in the next 20years, identifying the causative factors for traffic impediments and to suggest relief andimprovement measures.

In this context, Madurai Corporation has entrusted the work ‘Preparation of Comprehensive MobilityPlan’ to M/s Mukesh & Associates, Salem.

1.2 Objectives of the StudyThe objectives of the present study are to specifically analyze the existing traffic scenario, thepattern of growth of the town in all its aspects and the traffic and transportation requirements in thenext 20 years, identify the causative factors for the traffic impediments and to suggest relief andimprovement measures, both from technical and traffic management perspective, keeping in view



the increase in population and resultant increase in the travel demand considering theenvironmental, ecological, archaeological and religious issues and green city concepts.

1.3 ScopeThe broad scope of the study as per the Terms of Reference is described through the followingtasks:-

i) Secondary data collection and appraisal of reportsii) Carry out traffic surveys and investigations, namely:

a. Traffic Volume Count Surveyb. Parking Surveyc. Origin - Destination (OD) Surveyd. Speed and Delay Surveye. Commuter Surveyf. Vehicle Operator Survey

iii) Data Analysis to elicit traffic and travel characteristicsiv) Carry out engineering studies, namely

a. Inventory of existing roadsb. Topographic survey of key stretches and junctions

v) Planning of short term measures including preliminary cost estimates and phasing forimplementation of various low cost improvement schemes

vi) Planning of medium range measures and proposals within 5 – 10 years time durationvii) Planning of long-term measures and proposals for the years beyond 2011 including

planning for mass transport systemsviii) Carry out economic evaluation of various alternative forms of transport systemsix) Selection of transport system for future and its preliminary engineering feasibilityx) Estimation of preliminary cost and operating expenditure of the selected mass

transport systemxi) Suggesting institutional frame work and resource for funding the projectxii) Suggesting suitable Phasing of investment

Madurai being a tourist place attracts large number of tourist through out the year. The city ismainly depending on the tourism related activity for the economy in addition to other industries. In



the coming year tourism will remain key factor and continue to attract tourist. Considering theabove, change in travel pattern in the city will be minimum. Also the city has reached saturationlevel in the land development. Any change in travel pattern would necessitate huge land acquisitionand resettlement issues. Keeping in view the limitation in the data available, the accuracy level inthe future travel demand and the nature of city travel demand modeling is not considered essential.

Plate 2.4:

Sharp



CHAPTER - 2STUDY AREA PROFILE

2.1 GeneralThe study area covered under the local planning area extending over an around 720.97 Sq km. Thelocal planning area was notified under Town and country planning Act, 1971. The LPA includesMadurai Corporation, four municipalities (Thirumanagalam, Thiruparamkundram, Avaniyapuramand Anayyur), five town Panchayats and 179 Villages. Urban settlements, in LPA cover an area ofapproximately 143.74 Sq. Km and the Madurai Corporation covers approximately 36 percent of theUrban Area in LPA. Rural settlements, 179 revenue villages covers an area of approximately577.23 Sq. Km.

Details of area and population of city, urban and rural area of LPA is given below

Table - 2.1City

S. No. Aspects Values

1 Area 51.96 sq.km

2 Population 928869

3 Density 17876 pers/sqkm

Urban settlementsS. No. Aspects Values

1 Area 91.78 sq km

2 Population 265796

3 Density 2896 pers./sq.km

RuralS. No. Aspects Values

1 Area 577.23 sqkm

2 Population 320477

4 Density 555 pers./sqkm

2.2 Transport network profileThe Madurai is well connected by roads, rail and air. The city has the distinction of being served byNational Highways, State Highways and District roads in addition to being a Railway junction.



The major roads serving the town are:

Dindigul Road (NH-7)

Alanganalur Road

Natham Road

Alagarkoil Road (SH)

Trichy Road (NH-45B)

Sivagangai road

Rameswarm Road (NH-49)

Arupukottai Road

Tirunelveli road (NH-7)

Teni Road (NH-49B ext)

In addition, a 2-lane ring road on the eastern part of city connects Melur road and Tirunelveli road.On the western side of city NH-7 bypass connects Tirunelveli road and Dindigul road. This bypassis located within the city limit. Within the CBD area Veli streets forms a ring type road.

Chennai - Kanyakumari and Chennai - Rameswaram broad guage lines pass through city andprovide good connectivity by rail to other parts of the state and country. Madurai junction railwaystation is the main railway station serving as interchange for Rameswaram and Kanyakumariroutes. There are three other railway stations within the city limit which serve for the purpose ofshort distance trains (passenger trains). Madurai has domestic airport located at perungudi about15 Km away from city. Figure 2.1 shows transport network of the Madurai city.

2.3 Demographic and socio economic profile2.3.1 Demographic aspectsMadurai Municipal Corporation, covering 51.96 sq.km. comprises a total population of 928,869persons (Census 2001), whereas the Madurai Urban Agglomeration comprising the city andsurrounding settlements accommodates a population of 11,94,665 persons. The population growthis presented in Table 2.2.



Population growth trend

0

200

400

600

800

1,000

1,200

1,400

1951 1961 1971 1981 1991* 2001** 2004#

Year

Popu

latio

n (1

000'

s)Table - 2.2

Population growth in Madurai

Year

Population DecadalGrowth Rate

CompoundedAnnual Growth

RateMale Female Total

Nos. Nos. Nos. % %1951 183,950 177,831 361,781 - -1961 217,638 207,172 424,810 17.42 1.621971 280,927 268,187 549,114 29.36 2.601981 420,739 400,152 820,891 49.49 4.101991* 481,598 459,391 940,989 14.63 1.372001** 469,396 459,473 928,869 (1.29) (0.13)

* - Madurai district was bifurcated into Madurai and Dindigul** - Madurai district was bifurcated into Madurai and Theni.Source - Census Reports



Figure 2.1 : Transport network of the city



The town experienced growth rates in the range of 31 percent to 51 percent. Notable surge ingrowth rate to 50 percent, registered in 1971 -1981, can be attributed to the upgradation of the ULBinto a Corporation (1974), and subsequent annexing of 13 panchayats into corporation limits. Thedecline in the town growth rate in the past two decades can be attributed to the bifurcation ofMadurai district twice, firstly, in 1984 into Madurai and Dindigul and secondly, in 1997 into Maduraidistrict and Theni district. The Compounded Annual Growth Rate (CAGR) has reduced from 4.10percent during 1971-81 to 1.37 percent during 1991-2004. As indicated by the TourismDepartment, the average daily floating population in the city is 2.10 lakh persons.

The Municipal Corporation manages delivery of services in all 72 wards within corporation limits,covering an area of 51.96 sq. Km. The City is divided into four Zones namely, North Zone (21wards), South Zone (19 wards). West Zone (16 wards) and East Zone (16 wards), as tabulatedbelow in Table.

Table - 2.3Zonewise Details of Municipal Corporation

Details

North Bankof RiverVaigai

South of River Vaigai Numberof Wards

North Zone East Zone South Zone West ZoneWards (Nos.) 21 16 19 16 72Ward List 1 to 21 44 to 59 31 to 43 & 60

to 6522 to 30 & 66

to 72 1 to 72

Population(2004) 353,893 207,793 269,915 277,154 1,108,755

Area (sq. km) 19.50 6.12 7.40 18.78 51.96

The population density of Madurai City is very high, approximately 213 Persons per Ha in 2004.Despite the high density, the average population density has increased from 181 Persons per Ha.In 1991 to 213 Persons per Ha in 2004 (notable increase of 18 percent). The municipal area hasbeen unchanged since its inception as a Corporation, in 1971, thus indicating need for area de-limitation.



High density within the corporation has resulted in heavy demand for urban services withincorporation limits, high real estate prices and demand for growth areas beyond the Corporationlimits, in the adjacent Local Bodies. Three local bodies, Thiruparangundram and Avanaiyapuram insuth, and Anayyaur in North, have been upgraded from Town Panchayat Status to Municipality, in2005.

Economic DevelopmentAccording to Census 2001, the urban workforce participation rate (WPR) (percentage of main andmarginal workers to the total population) is 34.18 percent (including 1.35 percent marginalworkers). Madurai urban WPR in 1991 was 31.87 percent (including 0.64 percent marginalworkers). The positive growth in WPR in urban area, by more than 3 percent over the last decade,can be attributed to the growth in the Service Sector. In the absence of a detailed breakdown ofsector/category-wise workers for 2001, the figures for 1991 are used to examine the composition ofthe workforce. Table presents the category-wise workforce composition in Madurai Corporation,according to Census 1991.

Table - 2.4Occupational pattern

S. No. Year 1991 2001Population 940,988 928,869

SectorPrimary Sector

1 Cultivators & Agricultural Laborers 7,069 3352 Livestock & Mining 1,489 -

Sub-Total-Primary 8,558Secondary Sector

3 Household & Industry 24,795 9,6234 Construction 16,662 -

Sub-Total-Secondary 41,457Tertiary Sector

5 Trade & Commerce 92,271 -



S. No. Year 1991 20016 Transport & Communication 28,778 -7 Other Services/Other Main Workers 61,848 291,489

Sub-Total- Tertiary 182,897 291,489*8 Marginal Worker s 6,025 12,506

Total Workforce 299,941 317,4539 Non-Workers 641,048 611,416

10 Work Force Participation Rate 31.87% 34.18%

Source: Census ReportsNote: *Includes the figures of Livestock & Mining, HH & Industry and the tertiary sector.

Industrial DevelopmentThe town has always been weak in industrial base although, historically it has been an importanttrading center for Handloom, Silk weaving, Pottery, leather Industry, etc., the significance of which(trade and commerce) reduced over a period of time. Lack of entrepreneurship and limitedresources are the main reasons for non-development of industries in this district. However, the citymaintains its significance as a major tourism destination in India.

The three major industrial estates in the district are K. Pudur Industrial Estate, Automobile Co-operative Industrial Estate at Kappalur and Industrial Estate at Urranganpatti for Hosiery products(refer Table 2.5). Apart from the above, a functional Electrical and Electronic Industrial estate hasbeen established at Kappalur. All major estates are located along the periphery of the MunicipalCorporation, and serve the town in terms of employment opportunity. There are some Small ScaleIndustries located within the City.

Table - 2.5Salient Features of Industrial Estates

Industrial EstatesArea Work ShedsHa Nos.

K. Pudur Estate 50.054 74Kappalaur Estate 136 148Urranganpatti Estate 69 147



Presently, the economy is solely dependent on tourism business and competition from other townsand other states has altered the potentials of the town leading to reduced growth rates and as wellreduced the inflow of floating population. The total floating population of Madurai is estimated at2,10,000 visitors per day. The inflow of foreign tourists is more during the period from November toMarch, while the influx of domestic visitors stretches from April to June. Tourism related activitiesstrive in the City since Madurai serves as a transit place for religious tours to southern towns likeTiruchendur, Rameswaram, Kanyakumari and other places in southern Kerala. However, the regionof Madurai is attracting large investments in textiles and associated industries. It has been notedthat three integrated textile parks are coming up in the region which would boost the economy,particularly the export economy having significant economic opportunities it the region.

2.3.2 Social profileAccording to census 2001 there were 7,30,245 literates in 2001 in the city resulting in a literacylevel of 79.12 %. The female literacy rate was 74.17 % while male literacy rate was 83.96%. Overthe years the literate population has increased from 1,43,978 literates in 1951 to 7,30,245 in 2001resulting in literacy level increasing from 40% to 79.12%. The sex ratio in city was 977 as per 2001population.

2.4 Existing land use patternReview of the land use pattern of Madurai City, for 2001, indicates that approximately 88 percent ofland is being put to developed use as against 72 percent in 1994. Presently, approximately 48percent of developed area is put to residential use, 18 percent area under transportation and 9percent area under commercial use.

Area under commercial & education use has increased by more than 200 percent each, which isnot adequately supported by allocation of area for circulation and transportation. There is marginalincrease in area under residential use, thus increasing the residential density of the existing area.Land use pattern for Madurai City as existed in 1984 and in 2001 is as follows in the Table 2.6. Theexisting Land use plan of Madurai city and rural is given Figure 2.2 & 2.3



Table - 2.6 Existing Land use Pattern, 2001

Land use TypeArea

(1994)% to Developed

area Area (2001)% to

Developedarea

Sq. km Percent Sq. km PercentResidential 21.45 57.49 21.79 47.77Commercial 1.94 5.32 4.14 9.07Industrial 2.10 5.63 3.12 6.84Education 1.72 4.61 3.62 7.93Public & Semi-public 2.65 7.10 4.66 10.23Transportation/Circulation 7.41 19.85 8.29 18.18Sub-Total(DevelopedArea) 37.32 100.00 45.61 100.00

Water Bodies 5.03 2.07Agriculture 9.48 4.14Sub-Total(un-DevelopedArea) 14.06 6.21

Total 51.82 51.96

Source: Master Plan for Madurai, 2001 & Revised CDP for Madurai, 2021.

2.5 Proposed Land Use PatternThe Local Planning Authority has proposed Revised City Development Plan for Madurai City for2021. Proposed land use is elaborated below in Table2.7.

Review of the proposed land use pattern of Madurai City, for 2021, indicates that approximately 95percent of land is being put to developed use as against 88 percent presently. Approximately 51percent of developed area is proposed to be put to Residential use, served by 17 percent areaunder Circulation and 10 percent area under Commercial Use.

Approximately 300 Ha of additional area is proposed for residential use over 20 years, ascompared to present area. This area is minimal as compared to the demand, due to populationgrowth, and shall result in further densification of the existing wards. Also, there is no increase inarea proposed for transportation or circulation use, which is likely to cause bottlenecks for



development of infrastructure over the Plan period. There are approximately 21 major water bodies(2.07 sq.km), maintained by the Public Works Department (PWD) and have been retained over thePlan period. The proposed Land use plan of Madurai city and rural is given Figure 2.4 & 2.5

Table - 2.7Proposed Land use Pattern, 2021

Land use TypeArea (2021) % to Developed area

Sq. km PercentResidential 24.75 50.36Commercial 4.70 9.57Industrial 3.12 6.35Education 3.62 7.36Public & Semi-public 4.66 9.49Transportation/Circulation 8.29 16.86Sub-Total(Developed Area) 49.14 100.00Water Bodies 2.07Agriculture 0.61Sub-Total (un-Developed Area) 2.68Total 51.96

Source: Revised CDP for Madurai, 2001.

2.6 Development Patterns - Growth Areas and DirectionHistorically, development of the City was noticed around the temple, which is the focal point in thesouthern part of river Vaigai, followed by growth in urban area surrounding the Old City. Later,developments came up in the northern side of the river which has gained prominence over the lasttwo decades with the establishment of government offices and institutional buildings.

As in case of most of the cities, Madurai’s growth pattern is also guided along the majortransportation corridors, 2 National Highways and 7 Major District Roads.

Trend of spatial growth within LPA is noticed along NH 7 (towards Thirunelveli and towardsDindigul) and towards Airport, in the South and towards Alagarkoil, Mellur and Natham in the North.Towards the South of Madurai Corporation, a notable increase in population growth is observed in



Thirumangalam Town and Tirupparankundaram Town, along NH 7, and in Avaniapuram Townalong Airport Road, in the past few years. Low density growth is also noticed along NH 7, towardsRameswaram. In the Northern side, population increase is noticed, in and around Anayyur Townand along Alagarkoil Road. In keeping with the growth pattern, the government has identified andupgraded three Town Panchayat’s (Thiruppurankundaram, Avaniyapuram and Anayyur) intoMunicipality in 2005.

Growth Trend towards North: Major development activities are noticed towards the Northern sidewithin Corporation limits, along Alagarkoil Road and Puddur/Mellur Road, attributed to thedevelopment of High Court and Bus Stand (Mattuthavani Bus Stand). New and Upmarketresidential development is noticed along Mellur Road and along Natham Road. In the southernside, low intensity development is noticed along Theni Road, and areas beyond the By-Pass Road,and also along road to Theyagaraja Engineering College. Newly developing commercial area arenoticed, in North Central Areas, along the Alagarkoil Road main road.

Growth Trend towards South: The newly developed neighborhoods, such as Alagappan Nagar,Shenoy Nagar, West Ponnagaram extension, TVS Nagar, Anna Nagar and KK nagar, are wellplanned with open spaces and low density. The commercial hub of the City and the region is theCore City, with high density of shopping and commercial establishments.

High Density Low Income Areas. Major low income areas include Sellur, Thatheneri in North Zone,Areas along the Bank of Vaigai in the North and South Zone, and Fringe Areas near toAvaniyapuram and Villupuram in the South.

2.7 Growth Constraints and Developmental PotentialsMajor constraint for growth in Madurai, is the limited area available for development and the highpopulation density (56 wards of a total of 72 wards have density above 200 Persons per Ha), withinthe corporation limits thus making it saturated. This has put excess pressure on the infrastructureservices and deteriorated the quality of life in the recent years.

Very high residential density pattern is observed in the core City area (more than 1000 Persons perHa). Although, the actual density in this area is far higher than the indicated figures, given thepresence of floating population and the commercial establishments located in and around the Core



City area. Major constraint noticed here is rapid conversion to mixed landuse and lack of openspaces, which is again deteriorating the quality of life, coupled with traffic congestion. Also, CentralMarket, the wholesale market for vegetable and flowers spread over 2.06 ha, and its associatedactivities adds to the congestion in CBD area.

One of the major deviations with respect the Master Plan, 1994, is the growth of the City towardsNorthern region, along Mellur Road and Alagarkoil Road, at a faster pace as compared to theSouthern Region, along the Thirunelveli Road and Airport Road. Investigation have revealed thatmajor constraint to growth in the south is Poor quality and Inadequate availability of ground water inthe Southern region along the Airport Road. Also the growth is facilitated by presence ofinstitutional, government (High Court) and service facilities (Mattuthavani Bus Stand) towards theNorth.

Growth potential needs to be explored at regional level, within the LPA. The very high populationdensity within the ULB limits is resulting in high real estate prices and increased pressure on urbanservices. There is a need to capitalize on the growth potentials nodes in the LPA, throughtransportation linkages and special development areas, to increase the spatial growth potential ofthe ULB. As propagated in the Master Plan, 1994, there is need to identify and develop newlydeveloped Urban Nodes.

The regional development Potentials of the region is linked to its economic and industrial base,hence a comprehensive program to review and revamp sick industries in the region. This inturn willinduce development potentials in the region.

2.8 Vehicular CharacteristicsAs on April 2006 the number of registered vehicles in Madurai city is 344283. The city is largelydepended on personalized vehicles for mobility. With regard to private vehicles two wheelersaccounting for 85% followed by cars 6% of the total vehicular population. Commercial vehicleconstitutes about 9% of the total vehicle population. Autorickshaw constitute about 3% and trucksconstitute about 2%. The average annual growth rate witnessed is about 23% with two wheelersexhibiting a highest growth rate 27% followed by trucks 22%. The average annual growth rate for



cars, autorickshaws and buses are 13%, 14% and 8% respectively. Table 2.8 gives the details ofregistered vehicle in Madurai city.

Table 2.8 Registered Vehicles in Madurai City

Typeof

vehiclesNumber of vehicles

(Apr 06) Percentage

Averageannualgrowth

rateBuses 2000 0.6% 8%

Mini buses 229 0.1% 8%

Auto rickshaw 8649 2.5% 14%

Cars / jeep 21229 6.2% 13%

Two wheelers 292695 85.0% 27%

Tractor 6306 1.8% 10%

Trucks 7383 2.1% 12%

LCV 4743 1.4% 12%

others 1049 0.3% -

2.9 Key Developmental IssuesKey Issues are elaborated below:

i. Madurai Corporation encompasses only 36 percent of the LPA’s urban areaalthough it houses approximately 80 percent of the urban population of LPA, thusindicating a need for delimitation of the ULB area.

ii. Very high population density pattern noticed inside the Corporation limits isdeteriorating the quality of life. This has resulted in high real estate prices withinthe Corporation area, thus channelizing development towards the adjacent LocalBodies and areas beyond Corporation limits.

iii. A review of the Revised Master Plan, 2021, has indicated that the proposed areafor the future development is grossly inadequate given the population growth trend.Future increase in area for residential use is not supported with increase in areafor traffic and transport use, which will create bottleneck for future development. Inaddition, no increase is noticed in area for recreational use, which shall impact thequality of life over the Plan period.

iv. Currently, increased demand for urban services is proving as bottleneck forpresent development of the City.


Madurai Corporation 3 - 1 Mukesh & Associates

CHAPTER - 3PRIMARY SURVEY AND SECONDARY DATA BASE

3.1 BackgroundKeeping in view the requirements of TOR the Consultants have undertaken various traffic surveysand studies in order to assess the traffic, travel, socio-economic and transport systemcharacteristics of the study area.

3.2 Zoning SystemOne of the essential requisites in transport planning is a well-established spatial framework in theform of traffic zones for ascertaining the spatial, temporal and socio-economic characteristics of thestudy area at micro-level and its impacts on urban travel. In the present study a zoning systemcomprising 97 internal zones and 14 external zones was evolved. For internal zones within thecorporation limits wards were considered as traffic zones and for zones outside the corporation limitthe roads, rail and natural boundaries were considered. The zoning system for the study is shownin Figure 3.1. The details of each zone are shown in Annexure IV



Figure 3.1 - Zoning System for the Study Area



3.3 Primary surveysVarious primary surveys, which were undertaken for the present study, included the following:

1) Road inventory survey2) Speed and delay study3) Classified traffic volume count4) Origin - Destination study5) Intersection Turning Movement Survey6) Parking Survey7) Pedestrian Survey

3.3.1. Cordon, screen line and mid block survey locationsOuter cordon was identified which was an imaginary line engulfing the study area and defining its boundary.Screen line was identified to check the accuracy of data collected and for travel demand model validation.The survey locations were selected by studying the existing development pattern and supporting logistics inthe study area. The locations were selected in a manner such that they do not cause any disturbance in themovement of traffic.

3.3.2. Survey descriptionThe broad objective and methodology adopted for conduct of identified surveys is discussed below:

3.3.2.1. Road inventory surveyThe objective of the road inventory survey was to assess the physical characteristics of the roads in studyarea, identify physical constraints such as bottlenecks and assess the potential capacity of the road network.About 157.15 kms of primary road network was identified for the inventory. This primary network was codedinto nodes and links and information on road characteristics collected by physical measurement and visualevaluation. The data collected included right of way, carriageway, surface type, median, abutting land use,drainage etc.

3.3.2.2. Speed and delay surveyThe objective of this survey was to assess the speed and delay characteristics on identified primary roadnetwork, identify bottleneck locations and probable cause for bottlenecks. The survey along identified roadnetwork was carried out by Floating Car Method during peak and off peak hour. The data collected helped inidentifying congestion locations besides facilitating compilation of zone-to-zone travel matrix to be used intransport demand modeling.



3.3.2.3. Classified traffic volume count surveyClassified traffic volume count surveys were conducted to assess the traffic characteristics in terms of trafficvolume, composition, peak hour and directional split. These surveys were conducted for 24 hrs at 9 outercordon stations, 12 hours at 13 mid block locations and 16 hours at 5-screen line count stationsrespectively. The details of count stations are shown as under. Figure 3.2 shows traffic volume countlocations.

Outer Cordon1) Dindigul Road2) Alagar kovil road3) Natham Road4) Melur road5) Sivagangai road6) Rameswaram road7) Aruppukotai road8) Tirunelveli road9) Cochin (Teni ) road

Mid-Block1) Alagarkovil road2) Melur road3) Sivagangai road4) Tirunelveli road5) West veli6) North Veli7) East veli8) Tamil sangam road9) Aruppukotai road10) Ramewsaram road11) Natham road12) Teni road13) Ring road

Screen Line1) AV bridge2) Yanikkal bridge3) Arrapalayam causeway4) Kuruvikaran salai5) Kamarajar bridge



Figure 3.2 - Key plan showing traffic count survey locations



3.3.2.4. Origin - Destination surveyThe objective of the O-D survey was to ascertain the travel patterns of passenger and goods trafficincluding the intensity of destined and through trips. The survey was carried out at all the outercordon stations simultaneously along with the classified traffic volume survey adopting ‘RoadsideDirect Interview’ method. The survey was carried out for 24 hours on sample basis. It providedinformation regarding the travel pattern in terms of size and travel desire, trip purpose, trip length,mode of travel, journey times and cost. In addition, for goods movements, details related tocommodity in terms of quantity, type of commodity, mode used, occupancy etc. were also obtained.

3.3.2.5. Intersection turning movement surveyThe objective of turning movement survey was to assess the traffic flow and delay characteristics atintersections. The survey was carried out at 16 intersections in the city for sixteen hours at eachlocation on a normal working day. The survey locations of count stations are shown in Figure 3.3.Locations for intersection turning movement survey are described as under:1. Goripalayam junction2. Alagarkovil road - Melur road junction3. TPK-Bypass road junction4. Kalavasal junction5. Viramamuni junction6. BCC road- Yanikkal junction7. Kamarajar salai – east veli junction8. Yanaikal junction

9. Milk depot junction10. TPK road - south veli junction11. Hayath khan junction12. Central library junction13. Ring road – Melur road junction14. Ring road – Tirunelveli road junction15. East veli - Amman santhi junction16. St. Mary’s junction

Plate 3.1 & 3.2 Shows the view of St.mary’s junction and Sakthi Sivam theater junctionrespectively.

Plate 3.1. Sakthi Sivam theatre junction Plate 3.2. St. Mary’s junction



Figure 3.3 - Locations of intersections taken up for Turning Movement Survey



3.3.2.6. Parking surveyThe main objective of parking survey was to appreciate the parking demand and supplycharacteristics, identify issues and suggest appropriate policies for meeting target year demand.Parking survey was conducted at 21 locations (on street) for 12 hours at each location. Suchsurveys provide information on the peak accumulation, composition of parked vehicle and parkingduration. Figure3.4 shows the sites for parking surveys. The parking survey locations are as under:

i) Veli streets(a) North veli street(b) East veli street(c) South veli street(d) West veli street

ii) Masi streets(a) North Masi street(b) East Masi street(c) South Masi street(d) West Masi street

iii) Avani moola streets(a) North Avani moola street(b) East Avani moola street

(c) South Avani moola street(d) West Avani moola street

iv) Chitirai streets(a) South chitirai street

v) Kamarajar streetvi) Town hall roadvii) Nethaji roadviii) Amman sannathiix) Scott roadx) Marret streetxi) Muni Salaixii) Palace road

Plate 3.3 & 3.4 Shows the view of on-street parking at vakil new street and omni bus parking atcomplex bus stand.

Plate 3.3 View of on-street parking alongvakil new street

Plate 3.4 View of complex bus stand



Figure 3.4 - Key plan showing Parking Survey locations



3.3.2.7. Pedestrian surveyThe objective of this survey was to assess the pedestrian flow along and across the importantroads and to suggest measures for safe movement of pedestrian at intersections and at mid blocks.The survey was conducted for 16 hours at each of the locations shown as under:

1) Goripalayam junction2) St. Marys Junction3) Kamarajar – East veli junction4) Palaganatham junction5) Periyar bus stand6) Railway station7) Sakthi sivam junction

8) Yanikal junction9) Milk depot junction10) Kalavasal junction11) Near district court12) Near thallakulam Post office13) Mattuthavani bus stand14) Thallakulam perumalkovil jn.

Information related to intensity of pedestrian flow across and along important roads was obtainedfrom this survey. This will be useful in planning pedestrian facilities at the above locations.Figure 3.5 shows the locations of pedestrian survey stations.

Plate 3.5 Shows the view of pedestrian vehicular conflict near railway station. Plate 3.6 Show theview of pedestrian crossing at Goripalayam intersection

Plate 3.5 View of pedestrian crossingnear railway station

Plate 3.6 View of pedestrian crossing atGoripalayam intersection



Figure 3.5 - Key plan showing Pedestrian Survey location



3.3.2.8. Stake holders meeting and public consultationIn order to ascertain the view and suggestions of stake holders a meeting has been arrangedinviting various govt. departments, public representatives, associations and NGO,s. Problemsrelated to traffic and transportation in the city presented by the stakeholder has been recorded.

Projects identified with respect to the shifting of whole sale activities have been discussed in themeeting. In continuation, concerned associations with regard to the whole sale activities in the CBDhas been contacted and a series of consultation has been carried out to identify the problem andissues in shifting the activities out the city limit.

Plate 3.7 Shows the view of consultation with lorry owners association.

3.4 Secondary dataIn addition to the primary surveys, secondary data was also collected. These included:

1) Development plan (existing and proposed land use)2) Earlier study reports3) Registered vehicle data4) Demographic and socio-economic aspects (land use) comprising household,

population, literacy level and workers by category.5) Road accident data

Plate 3.7- View of consultation with lorry ownersassociation



CHAPTER - 4ROAD NETWORK CHARACTERISTICS

4.1 BackgroundRoad network characteristics are useful towards assessing existing capacities of roads, their cross-sectional details, identifying the constraints, if any, and assessing the potential for improvement/upgradation of the road network to cater to the existing and projected traffic demand. For the presentstudy, a detailed inventory of 157.15 km of road network was carried out. The road networkinventory data was analysed in terms of parameters like type of surface, right –of-way (ROW),carriageway width, number of lanes and median availability, width of median, drainage facilities andabutting land use.

4.2 Network CharacteristicsA detailed analysis of the primary network in terms of right of way, carriageway width, surface type,number of lanes, median availability, drainage facilities and abutting land use is described asunder;

4.2.1 Road length by carriageway widthTable 4.1 shows the distribution of road length by width of carriageway. It is observed that 73% ofroad length has a width of 7m to 9m while 12% and 8% of road lengths have widths of 11m and14m respectively.

Table - 4.1Distribution of road length by carriageway

Carriage Way (mt) Road length(km) %7 to 9 114.65 73

9 to 11 19.30 1211 to 14 13.05 8

Above 14 10.16 6Total 157.15 100

4.2.2 Road length by median availabilityThe distribution of road length by median availability as presented in Table 4.2 shows that 13% ofthe road length has median while 87% of length is without median.



Table - 4.2Distribution of road length by median availability

Status Road length(km) %Available 28.29 18

Not available 128.86 82Total 157.15 100

4.2.3 Road length by type of surfaceNearly 95% of primary network length has bituminous surface. Table 4.3 shows the distribution ofroad length by type of surface.

Table - 4.3Distribution of road length by type of surface

Surface Type Road length(km) %Bituminous 152.81 95

Concrete 8.34 5

Total 157.15 100

4.3 Speed and delay characteristics4.3.1 BackgroundJourney speed is an important characteristic of traffic. Its measurement is necessary to assess theefficiency of traffic operation under given condition besides providing vital inputs in transportplanning and modeling. Further, it is also useful in economic analysis of improvement plans. Forthe present study speed and delay survey was carried using the “Floating Car Method” along theprimary network (157.15 kms) identified.

4.3.2 Speed profile along major roadsIt is observed that within city limit the average journey speeds range between a minimum of 16Kmph along Masi Street to a maximum speed 41 Kmph along Natham road. In the urban limit, Teniroad recorded a minimum speed of 36 kmph and Sivgangai road recorded a maximum of 45 kmph.Table 4.4 shows average journey speeds along major road corridors in the study area. TheFigure 4.1 shows the average journey speed along the primary road network.



Table 4.4: Average journey speeds along major roads


National Highways / State highwaysCity limit Urban limit

1 Dindigul road NH-7 35.00 40.002 Bypass road 37.00 -3 Tirunelveli road -NH-7 31.00 42.004 Teni road - NH 49 - 36.005 Melur road NH-45B 29.00 41.006 Rameswaram road NH 49 20.00 39.007 Aruppukotai road 24.00 39.008 Sivagangai road 32.00 45.00

City roads9 Ring road 45.00

10 East veli street 22.0011 South veli street 26.0012 West veli street 21.0013 North veli street 22.0014 Masi street 16.0015 Tiru-vi-ka salai (Work shop road) 19.0016 Tamil sangam road 23.0017 Marret street 22.0018 Sellur road 22.0019 A V bridge 32.0020 Yanaikal bridge 25.0021 Alagar kovil road 24.00 35.0022 Natham road 30.00 41.00



Figure 4.1 shows the average journey speed along the primary road network.

Figure 4.2: Average journey speeds along primary road network



4.3.3 Road length by journey speedThe distribution of road length by journey speeds as shown in Table 4.5 indicates that 39% of roadlength offers operating speeds between 20-30 Kph followed by 24 % length each in the speed range30-40 Kmph and 13% of length with 10-20 kmph.

Table - 4.5Distribution of road length by average journey speed

Avg. JourSpeed (Kph)

Road length(km) %

10-20 20.5 1320-30 61.6 3930-40 38.4 2440-50 36.6 23Total 157.15 100



CHAPTER - 5TRAFFIC CHARACTERISTICS

5.1 Traffic flow characteristics5.1.1 BackgroundTraffic characteristics help in appreciating the spatial and temporal feature of traffic within and to / fromthe study area, relationship of traffic intensity, network capacity and prevailing level of service obtainedon various transport corridors in the area. Its assessment aids in appreciating the need for organizingthe traffic in an efficient and economical manner. It is usually expressed in terms of Average DailyTraffic (ADT), traffic composition, peak hour and directional distribution.

In order to assess the traffic characteristics of the study area, Classified Traffic Volume Counts andOrigin-Destination Studies were carried out at a number of locations, as outlined in previous chapters.

5.1.2 Average Daily Traffic (ADT)5.1.2.1 Outer cordon locationOn an average 1,48,528 vehicles (2,04,843 PCU) enter and leave the study area as observed fromtraffic counts at the outer cordon. Table 5.1 shows the average daily traffic flow at outer cordon. Interms of PCU’s, it is observed that Dindigul road location account for the 16.13 % of traffic followed byMelur road & Tirunelveli road location accounts for 14.19% and 13.71% share respectively. Figure 5.1shows the directional distribution of traffic observed daily at the outer cordon locations. Cordon wisetraffic volume summary sheet is enclosed in Annexure IV.

Table 5.1Average Daily Traffic at outer cordon locations

S.No Road NameInward direction Outward direction Total

Vehicle PCU % share Vehicle PCU % share Vehicle PCU

1. Dindigul roadDindigul to Madurai Madurai to Dindigul

18715 330379705 17696 54% 9010 15342 46%

2. Natham RoadNatham to Madurai Madurai to Natham

22878 2181612019 11295 52% 10859 10521 48%

3. Alagar kovil roadAlagarkovil to Madurai Madurai to Alagarkovil

13132 139137296 7855 56% 5836 6059 44%

4. Melur roadMelur to Madurai Madurai to Melur

23754 2905713096 15892 55% 10658 13165 45%



S.No Road NameInward direction Outward direction Total

Vehicle PCU % share Vehicle PCU % share Vehicle PCU

5. Sivagangai roadSivagangai to Madurai Madurai to Sivagangai

15191 168189063 9825 58% 6128 6993 42%

6. Rameswaram roadRameswaram to Madurai Madurai to Rameswaram

14705 265937252 13743 52% 7453 12850 48%

7. Aruppukotai roadAruppukotai to madurai Madurai to Aruppukotai

7210 157593995 9055 57% 3215 6704 43%

8. Tirunelveli roadTirunelveli to Madurai Madurai to Tirunelveli

15033 280807226 13311 47% 7807 14769 53%

9. Cochin roadCochin to Madurai Madurai to cochin

17910 197697583 8849 45% 10327 10920 55%

Figure 5.1 - Percentage share of directional distribution of traffic at outer cordon locations

5.1.2.2 Mid block locationAmongst mid-block locations done in 13 locations, the maximum 12 hr. traffic was observed at NorthVeli Street (71843 vehicles), followed by Alagar Kovil near Post Office (65724 vehicles). Table 5.2shows the traffic volume observed at mid block locations. Figure 5.2 shows the intensity of traffic at midblock by direction. Traffic volume summary sheet for mid block locations is enclosed in Annexure II.



Table - 5.2 Traffic volume at mid block locations (12 hr.)

S.No

LocationDirection - 1 Direction - 2 Total

Vehicle PCU % Vehicle PCU % Vehicle PCU

1.Thalla KulamPerumalTemple

Natham to Goripalayam Goripalayam to Natham

16026 19108 55.26 14468 15468 44.74 30494 34576

2. Madurai CourtMadurai Corporation to

MattuthavaniMattuthavani to Madurai

Corporation

16459 22301 54.93 17261 18299 45.07 33720 40599

3. MattuthavaniJunction

Madurai to Oothakarai Oothakarai to Madurai

20101 30355 64.97 11331 16367 35.03 31432 46722

4. Periyar BusStand

Thirupparamgundram Road toSimmakkal

28633 29042 100 28633 29042

5. RailwayJunction

Periyar Bus Stand toSimmakkal

Simmakkal to PeriyarBus Stand

26777 29303 51.03 25853 28125 48.97 52630 57428

6. Ring RoadValayakulam to Melur Melur to Valayakulam

3752 6659 45.26 3809 8117 54.74 7560 14776

7.Alagar KovilNear PostOffice

Goripalayam toAlagarkovil

Alagarkovil toGoripalayam

37437 38147 57.08 28287 28683 42.92 65724 66829

8. Natham RoadNatham to Madurai Madurai to Natham

8023 7529 57.09 5647 5659 42.91 13670 13189

9. Rameswaram

Tappakulam to VeliStreet

Veli Street ToTappakulam

20324 25507 80.76 5486 6078 19.24 25810 31584

10. SivagangaiRoad

Milk Depot toSivagangai Sivagangai to MilkDepot

8284 8365 39.69 13077 12708 60.31 21361 21073



S.No

LocationDirection - 1 Direction - 2 Total

Vehicle PCU % Vehicle PCU % Vehicle PCU

11. ThirunelveliRoad

Kappalur toPalanganatham

Palanganatham toKappalur

17952 20989 59.93 13665 14035 40.07 31617 35024

12. TamilsangamRoad

Central Library toArasaradi Road

Arasaradi Road toCentral Library

9983 10842 45.29 14018 13096 54.71 24001 23938

13. North VeliStreet

Simmakkal to Yannaikal

71843 73338 100.00 0.00 71843 73338

Figure 5.2 - Percentage Distribution of Directional Traffic at Mid Blocks

5.1.2.3 Screen line locationTraffic volume counts observed at screen line locations (Table 5.3) indicate that maximum intensity oftraffic in 16 hours occur at AV bridge (75,261 vehicles) followed by Yanaikal bridge (67253 vehicles).The minimum intensity of traffic was observed at Arrapalayam causeway (18086 vehicles). Figure 5.3shows the intensity of total traffic at screen line locations by directions. Traffic volume summary sheetfor screen locations is enclosed in Annexure III.



Table - 5.3Traffic Volume at Screen line locations Average daily traffic at screen line locations

S.No

Screen linelocations

Direction 1 Direction 2Total

Vehicles PCUVehicle PCU % share Vehicle PCU % share

1 AV bridgeGoripalayam to Yanaikkal

75261 7183075261 71830 100

2 Yanikkalbridge

Yanaikkal to sellur road67253 68536

67253 68536

3 Kamarajarbridge

Kalavasal JN to Dindigul Road Dindigul Road to Kalavasal JN59344 66004

25413 26010 39.4 33931 39994 60.6

4 ArapalayamCause Way

Arapalayam Bus Stand toThathaneri

Thathaneri to Arapalayam BusStand

18086 159359474 8211 51.5 8612 7724 48.5

5 KurivikaranSalai

Aravind Hospital to GaneshTheatre

Ganesh Theatre to AravindHospital 23730 23803

12512 12591 52.9 11218 11212 47.1

Figure 5.3 - Percentage Distribution of Directional Traffic at Screen lines



5.1.3 Traffic Composition5.1.3.1 Outer cordon locationTraffic composition at outer cordon locations (Table 5.4) reveals that Aruppukottai road andRameswaram road constitute higher percentage of goods traffic with 39% and 32% respectively withthe Natham road and Alagar kovil road constitute higher percentage of passenger traffic with 96% and87% respectively. The share of fast passenger vehicle varies between 80% at Sivagangai Road to 97%at Tirunelveli road, whereas the share of slow passenger vehicle varies from a low of 3% at Tirunelveliroad to high of 20% at Sivagangai road. In case of goods traffic, fast vehicle varies between 88% atNatham road to 100% at Aruppukotai road. Figure 5.4 shows the percentage share of passenger andgoods traffic at outer cordon locations.

Table - 5.4Traffic composition at outer cordon

S.No.

Outer cordonlocations

Passenger GoodsOver

allTotalFast Slow Total

%share(pass.Veh.)

Fast Slow Total%

share(goods.

Veh.)

1 Dindigul road 12509 1107 13616 73 4959 95 5054 27 18670

2 Natham Road 19003 2814 21817 96 897 124 1021 4 22838

3 Alagar kovil road 9137 2245 11382 87 1499 214 1713 13 13095

4 Melur road 18512 1554 20066 85 3553 95 3648 15 23714

5 Sivagangai road 10392 2635 13027 87 1833 194 2027 13 15054

6 Rameswaram road 8231 1653 9884 68 4461 131 4592 32 14476

7 Aruppukottai road 4214 141 4355 61 2830 8 2838 39 7193

8 Tirunelveli road 10411 268 10679 71 4304 33 4337 29 15016

9 Cochin road 13337 2268 15605 87 2022 220 2242 13 17847



Figure 5.4 - % Share of Passenger and goods traffic at outer cordon location

5.1.3.2 Mid block locationOf the 13 locations where Mid block survey was carried out, the survey at Rameswaram shows a highshare (98.3%) of passenger traffic, with the least passenger movement in Ring Road ( 76.1%).Similarly, maximum goods movement is found in Ring Road (23.9%), followed by Tirunelveli Road(8.7%). Table 5.5 and Figure 5.5 shows the traffic composition at mid block locations.

Table - 5.5Traffic composition at mid block locations

S.No. Mid block locations

Passenger Goods

OverallTotalFast Slow Total

%share

ofpasss.Veh.

Fast Slow Total

%share

ofgoods.

Veh.

1. Thalla Kulam Perumal Temple 27598 1773 29371 96.3 1058 65 1123 3.7 30494

2. Madurai Court 29656 2931 32587 96.6 1098 35 1133 3.4 33720

3. Mattuthavani Junction 27846 2429 30275 96.3 1130 27 1157 3.7 31432

4. Periyar Exit 24340 3513 27853 97.3 765 15 780 2.7 28633

5. Railway Junction 43933 6770 50703 96.3 1880 47 1927 3.7 52630

6. Ring Road 5328 425 5753 76.1 1752 56 1808 23.9 7560

7. Alagar Kovil Near Post Office 54174 7988 62162 94.6 3535 27 3562 5.4 65724



S.No. Mid block locations

Passenger Goods


%share

ofpasss.Veh.

Fast Slow Total

%share

ofgoods.

Veh.

8. Natham Road 11671 1477 13148 96.2 515 7 522 3.8 13670

9 Rameswaram 17842 7533 25375 98.3 403 32 435 1.7 25810

10. Sivagangai Road 17284 3113 20397 95.5 846 118 964 4.5 21361

11. Tirunelveli Road 25742 3120 28862 91.3 2714 41 2755 8.7 31617

12. Tamilsangam Road 21561 1557 23118 96.3 876 7 883 3.7 24001

13. North Veli Street 52793 17089 69882 97.3 1906 55 1961 2.7 71843

Figure 5.5 - Traffic composition at mid block locations

5.1.3.3 Screen line locationTraffic composition at the screen line location indicates that at most of the locations, percentage shareof passenger traffic is high with maximum intensity at AV bridge with 97% and minimum of 87% atKamarajar bridge. Maximum percentage share of goods vehicles was observed at Kamarajar Bridge.Table 5.6 and Figure 5.6 shows the traffic composition at screen line locations.



Table - 5.6Traffic composition at screen line

S.No


Passenger Goods


% shareof pass.

Veh.Fast Slow Total

% shareof

GoodsVeh.

1 AV bridge 72450 448 72898 97 2319 44 2363 3 75261

2 Yanikkal bridge 54083 10920 65003 97 2175 75 2250 3 67253

3 Kamarajar bridge 42549 9016 51565 87 7686 93 7779 13 59344

4 ArapalayamCause Way 12150 5585 17735 98 341 10 351 2 18086

5 Kurivikaran Salai 17193 5336 22529 95 1128 73 1201 5 23730

Figure 5.6 - Traffic composition at screen line locations



5.1.4 Peak hour traffic characteristics5.1.4.1 Outer cordon locationTable 5.7 shows the peak hour traffic characteristics at outer cordon. The morning peak hour share oftraffic in the ADT varies from 5% at Aruppukottai Road to 8% at Melur Road, Sivagangai road & CochinRoad. Higher percentage share of peak hour traffic is due to influence of local traffic. The evening peakhour share of traffic in the ADT varies from 6% at Rameswaram Road, Aruppukottai Road, DindigulRoad, Rameswaram Road to 9% at Alagar Koil Road. Figure 5.7 shows the observed composition inthe form of bar chart.

Table - 5.7Peak hour traffic composition at outer cordon

S.No. Road Name

Morning Peakhour ADT-

PCU%

share

Evening Peakhour ADT-

PCU%

shareVehicle PCU Vehicle PCU

1 Dindigul road 1331 1932 33037 6 1172 2085 33037 6

2 Natham Road 1823 1539 21816 7 1777 1686 21816 8

3 Alagar kovil road 888 1011 13913 7 987 1224 13913 9

4 Melur road 1990 2205 29057 8 2154 2120 29057 7

5 Sivagangai road 1134 1267 16818 8 1305 1390 16818 8

6 Rameswaram road 876 1478 26593 6 945 1476 26593 6

7 Aruppukottai road 398 770 15759 5 445 911 15759 6

8 Tirunelveli road 789 1564 28080 6 1329 2283 28080 8

9 Cochin road 1598 1622 19769 8 1229 1627 19769 8

Figure 5.7 - Peak hour traffic composition at outer cordon



5.1.4.2 Mid block locationsTable 5.8 shows the peak hour traffic characteristics at mid block locations. The morning peak hourshare of traffic in the ADT varies from 8.39% at Tirunelveli Road to 11.67% at Natham road. Theevening peak hour share of traffic in the ADT varies from 8.30% at Tamil Sangam Road to 11.84% atThalla Kulam Perumal Temple. Figure 5.8 shows the observed composition in the form of bar chart.

Table - 5.8Peak hour share at mid blocks

S.No Location

Morning Peak Hour Evening Peak Hour

Vehicle PCUTotalPCU

(12 Hrs)% Vehicle PCU

TotalPCU

(12 Hrs)%

1. Thalla KulamPerumal Temple 2540 3162 34576 9.15 3224 4095 34576 11.84

2. Madurai Court 3939 4562 40599 11.24 2469 3889 40599 9.58

3. MattuthavaniJunction 3213 4667 46722 9.99 2617 3991 46722 8.54

4. Periyar Exit 2841 2825 29042 9.73 3361 3298 29042 11.36

5. Railway Junction 5720 6277 57428 10.93 5235 5618 57428 9.78

6. Ring Road 858 1522 14776 10.30 683 1416 14776 9.58

7. Alagar Kovil NearPost Office 6025 6262 66829 9.37 6531 6667 66829 9.98

8. Natham Road 1823 1539 13189 11.67 1481 1379 13189 10.46

9. Rameswaram 2430 3047 31584 9.65 2653 3330 31584 10.54

10. Sivagangai Road 2197 2150 21073 10.20 1991 2030 21073 9.63

11. Tirunelveli Road 2891 2938 35024 8.39 2575 3853 35024 11.00

12. Tamil SangamRoad 2882 2665 23938 11.13 2092 1987 23938 8.30

13. North Veli Street 6473 6607 73338 9.01 6938 7213 73338 9.84



Figure 5.8 - Peak hour share at mid blocks

5.1.4.3 Screen line locationsThe morning peak hour lies between 8.00 to 11.00 hrs. The peak hour share ranges from 7% to 9% of16 hour traffic. Evening peak hour varies between 17.00 hrs to 20.00 hrs with peak hour share from 7%to 11%. AV Bridge exhibits maximum peak hour volume of 6398 vehicles in morning and 8064 vehiclesin evening. Table 5.9 shows peak hour share at screen line locations. Figure 5.9 shows peak hourtraffic composition at screen line locations.

Table - 5.9Peak hour share at screen line locations

S.No.


Morning peak Evening peak

Vehicles PCU TotalPCU

%share(PCU)

Vehicles PCU TotalPCU

%share(PCU)

1. AV bridge 6398 5441 71830 8 8064 7927 71830 11

2. Yanikkal bridge 4971 5076 68536 7 5625 5546 68536 8

3. Kamarajar bridge 4487 4510 66004 7 4191 4797 66004 7

4.ArapalayamCause Way 1732 1438 15935 9 1367 1206 15935 8

5. Kurivikaran Salai 1890 1849 20918 9 2227 2340 20918 11



Figure 5.9 - Peak hour share at screen line locations

5.2 Traffic movement patternOrigin-Destination surveys were conducted at nine outer cordon locations to understand the traveldesire pattern of traffic entering and leaving the study area. As a part of this survey, detail of passengerand freight traffic related to movement pattern, average occupancy, mode used, trip purpose,commodity carried, payload etc. were collected. The observed characteristics have been presented inthe following section.

5.2.1 Passenger traffic5.2.1.1 Movement pattern of vehicles by locationLocation wise travel pattern of passenger traffic at the outer cordon is presented in Table 5.10. It isobserved that in overall nearly 11% of total passenger traffic is through in nature. The through traffic ispredominant on Rameswaram road (24%) followed by Tirunelveli road (22%). Figure 5.10 shows thepercentage share of passenger vehicle at different outer cordon survey locations.



Table - 5.10Movement pattern of passenger vehicle at outer cordon

Passenger Traffic

Location Totalvolume

DestinedTraffic

%Destined

ThroughTraffic

%Through

%cordon

wise

Dindigul Road 13616 11729 86 1887 14 11

Natham Road 21817 21657 99 160 1 18

Alagar Kovil Road 11382 10887 96 495 4 9

Melur Road 20066 18134 90 1932 10 17

Sivagangai Road 13027 10855 83 2172 17 11

Rameswaram Road 9884 7557 76 2327 24 8

Aruppukottai Road 4355 3637 84 718 16 4

Tirunelveli Road 10679 8280 78 2399 22 9

Cochin Road 15605 14640 94 965 6 13

Figure 5.10 - Percentage share of passenger vehicles at outer cordon



Travel pattern of passenger vehicles from all outer cordon locations is presented in the form of desiredline diagram. Figure 5.11 show the desire line diagram of passenger vehicles. Cordon wise travelpattern of passenger vehicles in form of O-D matrix and desire line diagram is enclosed in Annexure IV.

Figure 5.11 - Desire line diagram of passenger vehicles

5.2.1.2 Movement pattern by mode typeTable 5.11 shows the movement pattern of passenger vehicle by type of vehicle. It is observed that23% of car/van/jeep traffic is through in nature. Likewise, in destined traffic, Auto rickshaw ranks first(98%), followed by Two wheelers (95%), Cycle (95%), Cycle Rickshaw (95%).

Table - 5.11Movement pattern of passenger vehicle by modes

S.No Vehicle Type Through % of shareThrough Destined % of share

Destined Total

1 Car/Jeep 6649 23 21649 77 28298




Destined Total

2 2 wheeler 2893 5 52643 95 55536

3 Auto Rickshaw 169 2 7054 98 7223

4 Buses 691 5 13141 95 13832

5 Cycle 625 5 11093 95 11718

6 Cycle rickshaw 52 5 899 95 951

5.2.1.3 Average OccupancyAverage mode wise occupancy of vehicles at outer cordon is shown in Table 5.12. It is observed thatthe average occupancy varies from 1.02 to 1.40 in case of two-wheeler and 15.48 to 35.36 for buses.

Table - 5.12Average mode wise occupancy at outer cordon

S.No Location Car / Jeep 2- Wheeler 3- Wheeler Buses

1 Alagar Koil Road 1.75 1.40 1.57 35.36

2 Aruppukottai road 2.27 1.07 1.91 30.15

3 Cochin road 1.10 1.12 1.15 21.20

4 Melur road 1.81 1.16 1.10 31.25

5 Natham road 1.15 1.21 1.02 17.56

6 RameswaramRoad

1.22 1.17 1.10 22.50

7 Sivagangai Road 1.95 1.02 1.10 15.48

8 Tirunelveli Road 1.57 1.18 1.47 32.25

9 Dindigul Road 1.77 1.29 1.21 18.35

5.2.1.4 Mode wise movement pattern of passengers tripsAn estimated 5,13,458 passengers enter and leave the city daily by different modes. As shown inTable 5.13 it is clear that 92% of the trips are destined within the study area whereas only 8% arethrough in nature. Figure 5.12 shows the percentage share of passenger trips by modes at outercordon.



Table - 5.13Passenger trip movement pattern by mode of travel

S.No Vehicle Type Through %Through Destined %Destined Total

1 Car/Jeep 34532 78 9740 22 44272

2 2 wheeler 62553 95 3292 5 658453 Auto Rickshaw 8279 98 169 2 84484 Buses 355913 94 22718 6 3786315 Cycle 14736 96 614 4 153506 Cycle rickshaw 702 95 37 5 739

Total 476872 92 36585 8 513458

Figure 5.12 - Percentage share of passenger trips by modes at outer cordon

5.2.2 Freight Traffic5.2.2.1 Movement pattern by locationData collected from Origin-Destination survey has been analysed to assess the movement pattern offreight vehicles. Table 5.13 presents the movement pattern of freight traffic.



Table - 5.14Location wise movement pattern of freight vehicles

Movement pattern of Goods TrafficLocation Total Volume Destined % Destined Through % Through

Dindigul Road 5054 3689 73 1365 27

Natham Road 1021 990 97 31 3

Alagar Kovil Road 1713 1422 83 291 17

Melur Road 3648 1751 48 1897 52

Sivagangai Road 2027 1520 75 507 25

Rameswaram Road 4592 2663 58 1929 42

Aruppukottai Road 2838 880 31 1958 69

Tirunelveli Road 4337 2082 48 2255 52

Cochin Road 2242 1995 89 247 11

It is seen from the table that 38% of the total freight traffic is through in nature. This proportion ofthrough traffic varies from a low of 3% at Natham road to a high of 69% at Aruppukottai Road.Figure 5.13 shows the distribution of freight vehicles at outer cordon locations in the form of bar chart.

Figure 5.13 - % Distribution of goods vehicles at outer cordon



Travel pattern of goods vehicles from all outer cordon locations is presented in the form of desired linediagram. Figure 5.11 show the desire line diagram of passenger vehicles. Cordon wise travel pattern ofgoods vehicles in form of O-D matrix and desire line diagram is enclosed in Annexure IV.

Figure 5.14 - Desire line diagram of good vehicles

5.2.2.2 Movement pattern of goods vehicle by mode typeIt is observed that the overall share of through freight traffic is 40%. Nearly 59% of the MAV traffic isthrough in nature followed by trucks (47%). Table 5.14 shows the movement pattern of goods vehiclesat outer cordon. Figure 5.15 gives the mode wise share of through traffic at outer cordon locations.

Table - 5.15Movement pattern of goods vehicles by mode


Destined Total

1. Truck 6415 47 7300 53 13715

2. Tempo/LCV/Goods auto 2717 27 7395 73 10112

3. Hand / Animal drawn 5 1 446 99 451

4. Multi axle 1468 59 1019 41 2487



Figure 5.15 - Percentage share of goods vehicles by mode at outer cordon

5.2.2.3 Average Pay loadThe average payloads for trucks, tempo/LCV and MAV are 4.2 tonnes, 1.54 tonnes and 3.31 tonnesrespectively. The average payload per freight vehicles is 10.37 tones. Table 5.16 shows the averagepayload for various freight modes.

Table - 5.16Average mode wise payload for various freight modes

S.No Location TruckTempo,Tractor,Others

HandAnimalDrawn

MAV

1. Alagar Koil Road 1.72 1.13 0.31 0.00

2. Aruppukottai road 5.62 2.29 0.00 6.74

3. Cochin Road 2.96 1.16 0.00 3.25

4. Melur Road 5.06 2.76 0.00 5.94

5. Natham Checkpost 3.60 0.48 0.00 0.00

6. Rameswaram Road 4.02 0.20 2.67 4.73

7. Sivagangai Road 7.40 1.99 1.44 2.19

8. Tirunelveli Road 4.38 1.74 3.11 3.51

9. Villangudi 3.07 2.07 4.36 3.44



5.2.2.4 Movement of commoditiesTable 5.17 shows the daily movement of commodities by type and quantity to and from the study area.In all 86,649 tons of commodities move through various outer cordon points. Out of this 61% is destinedwhile rest is through. Figure 5.16 shows the commodity wise destined tonnage in the form of bar chart.

Table - 5.17Commodity Movement by Type

Commodity Type Destined %Destined Through %

Through Total%

commoditywise

Food grains 5109 61 3308 39 8417 31%Fruits / Veg 965 65 511 35 1476 6%Textile & readymade garment 503 45 618 55 1121 3%Iron and steel 579 43 759 57 1338 4%Electrical 361 66 184 34 545 2%Bldg. Material 2589 65 1412 35 4001 16%Chemicals & fertilizers 186 26 524 74 710 1%Auto parts 253 53 226 47 479 2%Papers 402 55 323 45 725 2%Oil & gas 244 36 434 64 678 2%Others 5071 69 2297 31 7368 31%

Figure 5.16 - Percentage distribution of commodity type



5.3 Intersection Traffic CharacteristicsIntersection turning movement surveys were conducted at nineteen (19) locations as shown in previouschapter. The salient traffic characteristics at intersection are described herewith.

5.3.1 Peak Hour TrafficThe morning and evening peak hour traffic observed at the intersections is presented in Table 5.18.

Table - 5.18Peak hour traffic at intersections

S.No LocationMorning Peak Hour Evening Peak Hour

Vehicle PCU Vehicle PCU

1. Melur road - Alagarkovil roadJunction 5428 5427 5493 5321

2. BCC Road & YanaikkalJunction 6239 7064 5180 5717

3. Bypass & TBK Road 4268 4766 3885 49124. Central Library 8790 8765 8915 86465. Goripalayam 11590 12047 10184 102766. Kalavasal Junction 9798 10103 9453 98577. Melur Ring Road 2294 3294 2161 36068. Kappalur Ring Road Junction 1327 2983 1226 28899. TPK Road Junction 5629 7265 6762 7779

10. Veeramamunivar Junction 2640 3285 3154 391511. St.Mary's Junction 5965 5727 4652 449312. Hayathkhan Junction 5082 5877 5549 615613. Kamarajar Junction 4953 4739 5299 489514. Milk Depot 4259 4275 4148 430315. Yanaikkal Junction 16630 15941 17546 17379

16. Amman Sannathi - East Veli StJunction 2794 3350 2373 2777

17. Kamarajar salai - East Velistreet junction 9495 11249 8249 9305

18. Kamarajar salai - Palace RoadJunction 4909 5026 3811 4747

19. Yanaikkal Junction-II 9481 11474 8257 9879



It is observed that the two junctions namely Goripalayam, Yanaikkal Junction exhibits maximum peakhour flow of 12047 PCUs & 15941 PCUs respectively in the morning and 10276 PCUs & 17379 PCUsrespectively in the evening. The other important intersections have the PCUs in the range of 2700 to11474PCUs. Traffic volume summary sheet for intersection turning movement is given in Annexure I.

5.4 Pedestrian flow characteristicsPedestrian volume surveys were carried out at 21 locations to assess the requirement of pedestrianfacilities where significant pedestrian movement was observed. The pedestrian flow characteristics arebriefly discussed below:

5.4.1 Peak hour pedestrian flowFrom the pedestrian survey data, the pedestrian volume corresponding to the peak hour vehicle trafficis obtained. It is observed at the most of the locations pedestrian intensity is higher in the eveningcompared to morning hours. Highest pedestrian volume of 4345 was observed across west veli streetat Periyar Bus Stand. St. Mary’s junction, Kalavasal junction, Goripalayam junction and Railway stationare the locations where the pedestrian volume is observed to be more than 1000. The peak hourpedestrian flow characteristics are shown in Table 5.19. Hourly pedestrian volume data for 21 locationsis enclosed in Annexure VI.

Table - 5.19Peak hour pedestrian flow characteristics

Sl.No LocationDirection Towards

No.ofPedestrian

TrafficVolume(V)

1 Kamarajar Junction Kamarajar Salai to South Masi Street 486 2236Mahal Vadampokki Street to East Masi 594 4402Palace Road to East Marret Street 182 4402East to west 465 511

2 Milk Depot East to West (Avin Milk to Anna BusStand) 210 1971North to South(Court to Anna Nagar) 210 2395East to West (Milk Diary to PAMC) 128 1939North to South (Court to Avin Milk) 166 1991


East to West(Periyar Bus Stand) 185 2919East to West (Thirumangalam Road) 915 2919

4 Kalavasal Junction North to South(Arasaradi Road) 581 4656East to West ( Dindigul Road) 614 4350North to South (Theni Road) 952 5847East to West(Palanganatham Road) 1195 4743



5 Mattuthavani North to South 323 3213North to South 310 3213

6 Near Court South to North(Towards Court) 226 3937East to West(Highway Department) 230 3937

7 Near Periyar BusStand

East to West 4345 3823East to West (Townhall Road) 1692 5720

8 Near Post Office West to East (Gandhi Musiam to PTRRoad) 390 7238West to East (PTR Road to GandhiMusiam) 298 7890

9 Madurai RailwayJunction

East to West ( Railway Exit) 795 5720East to West ( Railway Entrance) 512 5720

10 Sakthi Sivam TheaterJunction

Tamilsangam Road to West Masi Street 632 2565West Masi Street to Tamilsangam Road 632 2565

11 St.Marys Junction East Veli Street to Palace Road 93 6571Palace Road to Magalipatti 179 4391

12 St.Marys Junction East Gate to St. Marys School 986 3071Palace Road to Magalipatti 178 4391R.C.School to East Gate 130 644St.Marrys to R.C.Middle School 615 4391Palace Road to Magalipatti 443 3824

13 Thallakulam PerumalKovil

OCPM School to Thallakulam PerumalKovil 346 3224

14

Thevar Junction East to West( Alagar Kovil street) 863 7891East to Wet ( AV Bridge) 266 4087North to South (Dindigul road) 367 4826North to South ( Anna bus stand) 876 5499

15 Yanaikal Junction Simakkal to Anna Salai 296 7263Vilakkuthoon to Sellur Bridge 195 6729Arun Ice Cream to NAZZ 264 6966Simakkal to NAZZ 110 8076

16 East Veli - Ammansannathi StreetJunction

Nelpettai to St. Mary's School (AmmanSannathi side) 169 740Munichalai to Amman Sannathi(St.Mary's school side) 467

1519Munichalai to Ammansannathi(Nelpettai side) 387

1771Munichalai to St.Mary' School(Munichalai side) 338

155817 Kamarajar East Veli

Street JunctionNelpettai to St. Mary's School(Munichalai side) 88

6503



East veli Street to St. Mary's School(Vilakuthoon side) 42

5031Kamarajar Salai to Vilakkuthoon(Nelpettai side) 730

3941Vilakkuthoon to Kamarajar Salai(St.Mary's School side) 243

351519 Eco Park Eco Park To Opp 272 358320 Alagar Kovil Road North to South (Madurai Natham road

near Periyar Statue) 248 1247East to West (Mattuthavani Main Road) 241 2543

21 North Veli - ThalavaiStreet

North to South1051 5575

5.5 Railway level crossingWithin the city limit there are number of railway level crossing are located on various roads. Of theseMuthupatti, Nedunkulam, Tiruparankundram and Palanganatham level crossing are identified as criticallocation where higher traffic volume and significant delay were observed. As per railways notificationROB is necessary when the train vehicle unit at the level crossing exceed 100000 units. Train vehicleunit is the product of number of vehicles and number train passing at the level crossing. Accordingly thetrain vehicle units at the two level crossings are calculated.

5.5.1 Muthupatti level crossingThis level crossing is located at LC no. 367 on Madurai – Tirunelveli line. Road connecting tirunelveliroad and muthupatti intersects the railway line at this level crossing. From the traffic volume and delaysurvey, it is observed that the daily traffic at the level crossing is 5653 vehicles. The number of trainpassing through the level crossing is 36 trains. Thus the train vehicle unit calculated to be 203508. Asthe train vehicle unit at the LC 367 is 203508, the level crossing to be replaced with ROB. Since, therailway line is located very close the Tirunelveli road, the ROB proposal should be integrated with theintersection at Tirunelveli road.

5.5.2 Nudunkulam level crossingThis level crossing is located at LC no. 5 on Madurai – Rameswaram line. Road connecting East velistreet and Nedunkulam intersects the railway line at this level crossing. From the traffic volume anddelay survey, it is observed that the daily traffic at the level crossing is 25929 vehicles. The number oftrain passing through the level crossing is 12 trains. Thus the train vehicle unit calculated to be 311148.As the train vehicle unit at the LC 5 is 311148, the level crossing to be replaced with ROB.



5.5.3 Tiruparankunram level crossingThis level crossing is located on Madurai – Tirunelveli line. Road connecting tirunelveli road andTiruparankundram & Nilayur intersects the railway line at this level crossing. The Tiruparankunram -Nilayur road provide direct connectivity to the airport for the vehicles approaching from northern andwestern part of the city. The train vehicle unit the level crossing exceeds the 1 lakh units and the levelcrossing shall be replaced with ROB.

5.5.4 Palanganatham level crossing including palanganatham intersectionThis level crossing is formed by the crossing of Madurai – Tirunelveli railway line and TVS nagar –palanganatham road. Also palanganatham intersection which is a busy intersection located very closeto the railway line. The TVU at the level crossing is in excess of 1 lakh units. Hence the level crossingshall be replaced with ROB. But the distance between the railway line and the palanganathamintersection is not sufficient to accommodate the ramp. Hence the ROB proposal at the level crossingshould be integrated with palanganatham intersection.

5.6 Road AccidentsThe temporal trend in accident in the city as shown in Table 5.20 indicates that there has been adownward trend in accidents, which declined from 555 in 2005 to 327 in 2006. In terms of fatalaccidents, it has declined from 81 in 2005 to 66 in 2006.

Table - 5.20Trend in accidents in Madurai City (2005-06)

Year Fatal Grievous injury Minor - injury Non-injury Total

2005 81 57 108 309 555

2006 66 14 148 99 327Some of the accident-prone locations in the city are:

i) Dindigul By Pass roadii) Alagar Kovil roadiii) Panagal roadiv) Alagar kovil roadv) Palam station roadvi) Arasaradivii) Anna Nagar road

viii) Meenachi Hospitalix) Melur Roadx) Simmakkal Roundanaxi) T.P.K Main Roadxii) Theni main roadxiii) Vakkil New Streetxiv) West Veli Street



CHAPTER - 6PARKING CHARACTERISTICS

6.1 BackgroundParking survey was carried out to provide information on parking demand, extent of usage ofparking facility and availability of parking space. In the present study, parking survey at 21 stretcheswas conducted to assess parking demand characteristics in terms of parking accumulation, parkingduration and composition of parked vehicles. Parking survey was conducted on Veli streets, MarretStreet, Masi streets, Avani Moola streets, Town hall road, Nethaji road, Scott road, Chithirai streets,Muni salai, Amman sannathi, Kamarajar Street and Palace road. The salient findings of the surveyare described below in detail.

6.2 Parking characteristicsData on peak hour parking accumulation, composition of parked vehicle and parking duration alongvarious road sections have been compiled and are shown in following section.

6.2.1 Veli streetVeli streets form the outermost ring in the CBD area. On veli streets, parking is predominant onEast Veli Street. It can be seen that peak parking accumulation varies between 368 vehicles atEast Veli Street (between Muthoot bank to church) to 135 vehicles at North Veli Street (SakthiSivam Junction to Narasus coffee). Table 6.1 gives the details of maximum parking accumulationalong Veli Street. The peak hour period for parking generally occurs between 14:00 - 19:00 hrs.Figure 6.1 shows the maximum parking accumulation at various locations in the form of a bar chart.

Table - 6.1Maximum parking accumulation

S.No Parking locations Time Total(vehicles)

Total(ECS)

1. West Veli streetPeriyar Bus stand to Royal court 12.30 - 1.00 253 112

2. East Veli streeti. Anna statue to Muthoout Bank 14.30 -15.00 308 130ii. Muthoout Bank to Church (St. Mary) 18.30 -19.00 368 129



050

100150200250300350400

Periyar Busstand to Royal

court (WestVeli Street)

i. Anna statueto MuthoutBank (EastVeli Street)

ii. MuthoutBank toSt.Mary

Church (EastVeli Street)

i. TherkuvasalSouth Gate to

MahalipattyRoad (SouthVeli Street)

ii. South Gateto PoliceQuarters

(South VeliStreet)

Sakthi SivamJunction toNarasus

coffee (NorthVeli Street)

Location

Vehi

cle

/ EC

S

Vehicles ECS

S.No Parking locations Time Total(vehicles)

Total(ECS)

3. South Veli street

i. Therkuvasal south Gate to Mahalipatty Road 10.00 -10.30 218 58

ii. South Gate to police Quarters 11.00 -11.30 218 724. North Veli street

Sakthi Sivam Junction to Narasus coffee 16.00 -16.30 135 47

Figure 6.1 - Maximum parking accumulation at Four Streets of Veli Street

Composition of parked vehiclesGenerally two wheeler accounts for a share varying from 63% at Periyar Bus stand to Royal courtstretch along West Veli street to 99% at Therkuvasal south Gate to Mahalipatty Road stretch alongSouth Veli street. Maximum cars (19%) and auto rickshaws (19%) were parked at Periyar Busstand to Royal court stretch along West Veli Street. Table 6.2 shows the composition of parkedvehicles along Veli Street.



Table 6.2Composition of parked vehicles (12 hrs)

S.No.

Parkinglocation Direction 2

Wheeler % Car % 3Wheeler % Total

(vehicles)Total(ECS)

1. West Velistreet

Periyar Bus stand toRoyal court 845 63 250 19 250 19 1345 586

2. East Velistreet

a) Anna statue toMuthoout Bank 1189 81 137 9 140 10 1466 504

b) Muthoout Bank toChurch (St. Mary) 934 84 142 13 41 4 1117 396

3. South Velistreet

a)Therkuvasal southGate to MahalipattyRoad

547 99 4 1 4 1 555 143

b) South Gate to PoliceQuarters 719 95 15 2 19 3 753 204

4. North Velistreet

Sakthi Sivam Junction toNarasus coffee 1154 76 253 17 106 7 1513 595

Parking durationThe average parking duration for two wheelers varies from 34 min. at Periyar Bus stand to Royalcourt along West Veli Street to 115 min. at Therkuvasal south Gate to Mahalipatty Road alongSouth Veli Street. Similarly the average parking duration for cars varies from 30 min. atTherkuvasal south Gate to Mahalipatty Road along South Veli Street to 61 min. at Muthoout Bankto St. Mary Church along East Veli Street. Table 6.3 shows the parking duration characteristicsacross different locations.

Table 6.3Average parking duration at various locations along Veli Street (12 hrs.)

S.No. Parking locations

Average parking duration inminutes (mode wise)

2-wheeler Car 3-

wheeler1. West Veli street Periyar Bus stand to Royal court 34 31 30

2. East Veli streeti. Anna statue to Muthoout Bank 42 43 42ii. Muthoout Bank to Church (St.Mary) 63 61 59





2-wheeler Car 3-

wheeler

3. South Veli streeti. Therkuvasal south Gate toMahalipatty Road 115 30 30

ii. South Gate to Police Quarters 89 46 49

4. North Veli street Sakthi Sivam Junction toNarasus coffee 42 32 30

6.2.2 Marret streetMarret streets form the second tier ring of the CBD area, next to Veli Street. Parking was observedon West and East Marret Street. Parking is predominant on East Marret Street. It can be seen thatpeak parking accumulation varies between 206 vehicles at East Marret Street (between Lakshmitrades - Yanikal junction) to 94 vehicles between Kamarajar salai to Chithrakara 2nd Street.Table 6.4 gives the details of maximum parking accumulation along Marret streets. The peak hourperiod for parking generally occurs between 12.30 - 13.00 hrs. Figure 6.2 shows the maximumparking accumulation at various locations in the form of a bar chart.


Parking locations Time Total(vehicles)

Total(ECS)

East Marret Street

i. Lakshmi Trade – Yanikal Junction 12.30 - 1.00 206 127

ii.2nd Cross Chithrakara Street – Lakshmi Trades 12.30 - 1.00 112 59

iii. Kamarajar Salai – Chithirakara 2nd Street 12.00 - 12.30 94 45

West Marret Street

i.Jayaram Bakery to Taxi Stand 9.30 - 10.00 104 58

ii. Taxi Stand to Petrol Bank 11.00 - 11.30 100 81



Figure 6.2 - Maximum parking accumulation at various locations along Marret street

Composition of parked vehiclesGenerally two wheeler accounts for a share varying from 35% at Taxi Stand to Petrol Bank stretchalong West Marret Street to 78% at Kamarajar Salai – Chithirakara 2nd Street stretch along EastMarret Street. Maximum cars were parked at Jayaram Bakery to Taxi Stand (48%) while autorickshaws are predominant at Taxi Stand to Petrol Bank stretch with a share 20% along WestMarret Street. Table 6.5 shows the composition of parked vehicles along Marret Street.

Table 6.5Composition of parked vehicles on Marret streets (12 hrs.)

S.No. Parkinglocation Direction 2


(vehicles)

1.East

MarretStreet

i. Lakshmi Trade - YanikalJunction 311 71 46 10 84 19 441ii. 2nd Cross ChithrakaraStreet – Lakshmi Trades 194 64 50 17 58 19 302iii. Kamarajar Salai -Chithirakara 2nd Street 268 78 49 14 25 7 342

2.West

MarretStreet

i. Jayaram Bakery to TaxiStand 198 36 261 48 90 16 549ii. Taxi Stand to Petrol Bank 147 35 192 45 87 20 426



Parking durationThe average parking duration for two-wheelers varies from 52 min. at Jayaram Bakery to TaxiStand along West Marret Street to 107 min. at Lakshmi Trades – Yanikal Junction along EastMarret Street. Similarly cars varies from 44 min. at 2nd Cross Chithrakara Street – Lakshmi Tradesalong East Marret Street to 112 min. at Taxi Stand to Petrol Bank along West Marret Street. Table6.6 shows the parking duration characteristics across different locations.

Table - 6.6Average parking duration at various parking locations along Marret Street (12 hrs.)



2wheeler Car 3

wheeler

1. East MarretStreet

i. Lakshmi Trades - YanikalJunction 107 55 59

ii. 2nd Cross Chithrakara Street -Lakshmi Trades 65 44 39

iii. Kamarajar Salai - Chithirakara2nd Street 75 53 38

2. West MarretStreet

i. Jayaram Bakery to Taxi Stand 52 102 93

ii. Taxi Stand to Petrol Bank 73 112 60

6.2.3 Masi StreetMasi Street forms the next ring of connectivity after Marret Street. It can be seen that peak parkingaccumulation is along Harish Bakery to Amman sannathi corner in East Masi Street amounting to565 vehicles with 699 vehicles in North & East Masi Junction to Sri Raja Rajeswari Temple alongNorth Masi street. Similarly, peak parking accumulation is along Veeraiya Perumal kovil to Junction(West Masi street) of South Masi street amounting to 299 vehicles and the West Masi Street hasmaximum parking accumulation along the South Masi to Arya Bhavan with 257 vehices.

Table 6.7 gives the details of maximum parking accumulation along Masi streets. The peak hourperiod for parking has been varying for the different Masi streets, based on the type of activityinvolved in those stretches. Figure 6.3 shows the maximum parking accumulation at variouslocations in the form of a bar chart.





Total(ECS)

1. East Masi Street

i. Om Muruga sarees to Amman sannathi corner 6.00 - 6.30 413 120

ii. Harish Bakery to Amman sannathi corner 6.00 - 6.30 565 155

iii. Kelamasi street (Yanaikal Junction) to BSNL Office 12.00 - 12.30 159 80

iv. BSNL to Thear mooti 10.30 - 11.00 295 106

2. North Masi street

i. Ujjaini Amman Kovil to City ceramics 9.00 - 9.30 174 66

ii. North & East Masi Junction to Sri Raja RajeswariTemple 10.00 - 10.30 699 189

iii. City ceramics to Arasamaram Pillaiyar kovil 9.00 - 9.30 134 37

3. South Masi street

i. Meenakshi Sundaresware to Manjanakara Street 6.00 - 6.30 198 62

ii. Manjanakara Street to Maravar Savadi 1.00 - 1.30 176 59

iii. Vadamboki Street to Nawabh Gana Street 11.30 -12.00 215 56

iv. Chinnakadai Street to VP Street 8.30 - 9.00 263 70

v. Veeraiya Perumal kovil to Junction (West Masistreet) 11.00 -11.30 299 78

4. West Masi Street

i. South Masi to Arya Bhavan 6.00 - 6.30 257 85

ii. Arya Bhavan to Union Bank of India ATM 5.30 - 6.00 226 70

iii. Union Bank of India ATM To Junction (Ala MaramJunction) 5.00 - 5.30 157 73



Composition of parked vehiclesThe composition attains maximum percentage (100%) for two wheelers in City ceramics toArasamaram Pillaiyar Kovil Stretch of North Masi Street with its least (41%) in Om Muruga sareesto Amman sanathi corner along East Masi Street. The cars are found to be nil in many of thelocations in Masi Street as is seen in

Chinnakadai Street to VP street along South Masi Street Veeraiya Perumal kovil to Junction (west Masi street) along South Masi Street City ceramics to Arasamaram Bilaiyar kovil along North Masi Street

The cars form a maximum composition (50%) in the stretch from Om Muruga sarees to Ammansanathi corner along East Masi Street. Three wheelers form a negligible percentage of around 1% -9% in Masi Streets. The Table 6.8 shows the composition of parked vehicles along Masi streets.

Maximum parking accumulation along Masi street

0

100

200

300

400

500

600

700

800

i. Om

murug

a

iii. Ke

lamas

i

i. Ujja

ini

iii. Cit

y

i. Mee

naks

hi

iii. Va

damb

oki

v. Ve

eraiya

i. Sou

th ma

si

iii. U

nion

Location

Vehi

cle /

ECS

Vehicles ECS

Figure 6.3 - Maximum parking accumulation at various locations along Masi Street



Table - 6.8Composition of parked vehicles on Masi streets (12 hrs.)

S.No.




1.EastMasi

Street

i. Om Murugasarees to Ammansanathi corner

152 41 185 50 35 9 372 241

ii. Harish Bakeryto Ammansannathi corner

478 68 185 27 35 5 698 322

iii. Kelamasi street(YanaikalJunction) to BSNLOffice.

732 88 63 8 35 4 830 264

iv. BSNL to Thearmooti 400 86 38 8 26 6 464 151

2.NorthMasi

Street

i. Ujjaini Ammankovil to cityceramics

298 84 24 7 32 9 354 115

ii. North & Eastmasi Junction toSri RajaRajeswariTemple.

370 86 31 7 28 7 429 138

iii. City ceramicsto ArasamaramBilaiyar kovil.

816 100 0 0 0 0 816 204

3.SouthMasi

Street

i.MeenakshiSundaresware toManjanakaraStreet.

417 84 76 15 5 1 498 183

ii. ManjanakaraStreet to Maravarsavadi.

698 86 77 9 38 5 813 271

iii. Vadambokistreet to Nawabhgana street.

396 97 4 1 10 2 410 108

iv. Chinnakadai 935 98 0 0 17 2 952 242



S.No.




street to VP street

v. VeeraiyaPerumal kovil toJunction (westmasi street)

1153 99 4 0 7 1 1164 296

4.WestMasistreet

i. South masi toArya Bhavan 958 83 166 14 31 3 1155 421

ii. Arya Bhavan toUnion Bank ofIndia ATM

879 86 89 9 60 6 1028 339

iii. Union Bank ofIndia ATM ToJunction (AlaMaram Junction)

848 89 36 4 69 7 953 283

Parking durationThe average parking duration for two-wheelers varies from 52 min. at City Ceramics - ArasamaramPillaiyar Kovil along North Masi Street to 119 min. at BSNL- Amman sannathi along East MasiStreet. Similarly the average parking duration for cars varies from 30 min. at VP Street - West MasiStreet of South Masi Street to 98 min. at Om muruga sarees - Amman sannathi corner of East MasiStreet. The three wheelers stay in for a maximum duration of 109 min. in Ujjaini Amman Kovil - CityCeramics along North Masi Street. Table 6.9 shows the parking duration characteristics acrossdifferent locations.

Table 6.9Average parking duration at various locations along Masi Street (12 hrs.)

S.No. Parking Locations


2wheeler Car 3 wheeler

1EastMasistreet

a) Om muruga sarees - Amman sannathicorner

104 98 44

b) Amman sannathi to Harish bakery 84 50 39

c) Yanaikkal - BSNL 70 65 38

d) BSNL- Amman sannathi 119 81 61



S.No. Parking Locations


2wheeler Car 3 wheeler

2NorthMasistreet

a) North Masi Junction to Sri Raja RajeswariTemple

64 36 33

b) Ujjaini Amman Kovil - City Ceramics 118 74 109

c) City Ceramics - Arasamaram PillaiyarKovil

52 - -

3SouthMasistreet

a) Vadampokki street - Nawabh Gana street 68 38 30

b) M.A Temple to Manjanakara street 78 87 30

c) Masi street to Manavar savadi 64 69 77

d) Chinnakadai VP street 74 - 48

e) VP street - West Masi street 57 30 30

4WestMasistreet

a) South Masi Junction - Aryabhavan 72 76 81

b) Aryabhavan - Union bank 55 49 45

c) Union bank - North Masi Junction 58 42 51

6.2.4 Avani moola streetThe Avani Moola Street gives connectivity to the CBD area, next to Masi Street. It can be seen thatpeak parking accumulation varies between 98 vehicles at Melakopuravasal to junction (North &West Avani Moola Veethi) along West Avani Mola veethi to 357 vehicles at Amman sannathi toJadamuni Kovil Street along East Avani Mola veethi.

Table 6.10 gives the details of maximum parking accumulation along Avani Moola Streets. Thepeak hour period for parking generally occurs between 8.00 - 10.00 hrs. Figure 6.4 shows themaximum parking accumulation at various locations in the form of a bar chart.





Total(ECS)

East Avani Mola veethi

i. Amman sannathi to Naveen Bakery 12.00 - 12.30 191 58

ii. Amman sannathi to Jadamuni Kovilstreet 9.00 - 10.00 357 97

South Avani Mola Veethi

i. M.M.S Jewellery to Rajmahal 4.30 - 5.00 204 55

ii. L.K.S Jewellery to Thangamail Jewellery 8.00 - 8.30 219 61

West Avani Mola veethi

i. Melakopuravasal to junction (North &West Avani Moola Veethi) 2.00 - 2.30 98 58

ii. Melakopuravasal to Church 7.00 - 7.30 257 75

Figure 6.4 - Maximum parking accumulation at various locations along Avani Moola Street

Composition of parked vehiclesGenerally two wheeler accounts for a share varying from 75% at Melakopuravasal to junction(North & West Avani Moola Veethi) along West Avani Moola street to 98% at M.M.S Jewellery to



Rajmahal along Avani Moola street. Maximum cars and three wheelers were parked atMelakopuravasal to junction (North & West Avani Moola Veethi) along West Avani Moola street.Table 6.11 shows the composition of parked vehicles along Avani Moola street.

Table - 6.11Composition of parked vehicles on Avani moola streets (12 hrs.)

S. No. Parkinglocation Direction

2Wheeler

% Car %3

Wheeler%

Total(vehicles)

Total(ECS)

1.

EastAvaniMola

Veethi

i. Amman sannathi toNaveen Bakery 1124 88 74 6 82 6 1280 396

ii. Amman sannathito jadamuni kovilstreet.

676 94 25 3 17 2 718 203

2.SouthAvaniMola

Veethi

i. M.M.S Jewellery toRaj mahal 1221 98 13 1 14 1 1248 325

ii. L.K.S Jewellery toThangamailJewellery

1130 92 30 2 70 6 1230 348

3.

WestAvaniMola

Veethi

i. Melakopuravasal tojunction (North &West Avani MoolaVeethi)

583 75 114 15 82 11 779 301

ii. Melakopuravasalto Church. 236 79 25 8 38 13 299 103

Parking durationThe average parking duration for two-wheelers / three wheelers varies from 40 min / 30 min. atM.M.S Jewellery - Raj Mahal along South Avani Mola Veethi to 154 min / 132 min. atMelakovaravasal to Chruch along West Avani Mola Veethi. Similarly the average parking durationfor cars varies from 31 min. at LKS Jewellery – Thanga mail Jewellery along South Avani MolaVeethi to 109 min. at Amman sannathi - Jadamuni Kovil Street along East Avani Mola Veethi.Table 6.12 shows the parking duration characteristics across different locations.



Table - 6.12Average parking duration at various parking locations along Avani Moola Street (12 hrs.)


Average parking duration in minutes(mode wise)

2 - wheeler Car 3 - wheeler

1. East Avani Mola Veethi

a) Naveen Bakery -Amman sannathi 70 62 48

b) Amman sannathi -Jadamuni Kovil street 99 109 42

2. South Avani MolaVeethi

a) M.M.S Jewellery - RajMahal 40 35 30

b) LKS Jewellery-Thangamail Jewellery 46 31 35

3. West Avani MolaVeethi

a) Melakovaravasal -Junction (North & WestAvani Moola Veethi

59 40 40

b) Melakovaravasal toChruch 154 85 132

6.2.5 Town Hall road, Nethaji road, Scott road and South Chithirai StreetChithirai Streets forms the immediate ring around the temple area. Town Hall road connects theWest Veli street (Railway station) and West Chithirai veethi (West Gate). Nethaji Road connectsTPK Road and junction of South & West Chithirai Street. Scoot road connects Veli Street to TamilSangam Road.

It can be seen that peak parking accumulation is maximum at 432 vehicles in Arya Bhavan toYMCA Complex stretch of Nethaji Road, due to the types of land use there. In other stretches, itvaries between 118 vehicles at Tamil Sangam to Meenakshi Bazaar in Scott Road to 208 vehiclesat Police quarters (S E ) to Archana’s shops (S W) along South Chithirai Street. Table 6.13 givesthe details of maximum parking accumulation along Town Hall road, Nethaji road, Scott road andSouth Chithirai Street. The peak hour period for parking generally occurs between 11.00 – 11.30hrs. Figure 6.5 shows the maximum parking accumulation at various locations in the form of a barchart.





Total(ECS)

Town Hall Roadi. West Veli street (Railway station) to West masistreet (Sharp electronic) 11.00 -11.30 167 51

ii. West chithirai veethi to west masi (Krishnasweets) 12.00 -12.30 194 68

Nethaji Roadi. Arya Bhavan to YMCA Complex 11.00 - 11.30 432 110ii. Periyar Bus stand to Arya bhavan Hotel 4.00 - 4.30 180 54Scott Roadi.Tamil Sangam to Meenakshi Bazaar 6.00 - 6.30 118 31ii.Meenakshi Bazaar to Tamil Sangam 11.00 - 11.30 135 36South Chithirai StreetPolice quarters (S E ) to Archana’s shops (S W) 5.00 – 5.30 208 66

Figure 6.5 - Maximum parking accumulation at various locations alongTown hall road, Nethaji road, Scott road and South Chithirai Street



Composition of parked vehiclesGenerally two wheeler accounts for a share as high as 94% at Meenakshi Bazaar to Tamil Sangamstretch along Scott Road to 74% at Police quarters (South East) to Archana’s shops (South West)stretch along South Chithirai Street. Maximum cars (21%) are found along Police quarters (SouthEast) to Archana’s shops (South West) stretch along South Chithirai Street while auto rickshaws(8%) were parked at Arya Bhavan to YMCA Complex stretch along Nethaji Road and West velistreet (Railway station) to West masi street (Sharp electronic) stretch along Town Hall road. Table 6.14shows the composition of parked vehicles along Town Hall road, Nethaji road, Scott road andSouth Chithirai Street.

Table - 6.14Composition of parked vehicles on Town Hall road, Nethaji road, Scott road and South

Chithirai Street (12 hrs.)

S.No Parkinglocation Direction 2


(vehicles)

1. Town HallRoad

i. West veli street (Railwaystation) to West masistreet (Sharp electronic)

959 81 125 11 95 8 1179

ii. West chithirai veethi towest masi (Krishnasweets)

788 91 43 5 37 4 868

2. NethajiRoad

i. Arya Bhavan to YMCAComplex 374 80 58 12 36 8 468

ii. Periyar Bus stand toAryabhavan Hotel 944 93 36 4 32 3 1012

3. Scott Road

i. Tamil Sangam toMeenakshi Bazaar 391 93 20 5 8 2 419

ii. Meenakshi Bazaar toTamil Sangam 713 94 38 5 4 1 755

4.SouthChithiraistreet

Police quarters (SouthEast) to Archana’s shops(South West)

467 74 135 21 27 4 629



Parking durationThe extremities in parking duration for two-wheelers & three wheelers are seen once again inNethaji Road and it varies from 59 min. to 103 min. for Cars and 30 min. to 83 min for threewheelers. The average parking duration for cars varies from 30 min. to 76 min at Nethaji road. Boththe extremities of high and low parking duration are seen in Nethaji Road. Table 6.15 shows theparking duration characteristics across different locations.

Table - 6.15Average parking duration at various parking locations along Town Hall road, Nethaji road,

Scott road and South Chithirai Street (12 hrs.)



2-wheeler Car 3-wheeler

1. Town Halli. West veli street (Railway station) toWest masi street (Sharp electronic) 53 34 32

ii. West chithirai veethi to west masi(Krishna sweets) 75 37 41

2. Nethaji roada) Arya bhavan - YMCA complex 103 76 83

b) Periyar Bus stand to AryabhavanHotel 59 30 30

3. Scott Roada) Tamil Sangam to MeenakshiBazaar 84 54 38

b) Meenakshi Bazaar to TamilSangam 55 39 38

4. South Chithiraistreet Police quarters to Archana's shop 54 74 46

6.2.6 Muni salai, Palace road, Amman sanathi and Kamarajar salaiMuni Salai connects East Veli Street to Muni Salai Junction. Palace Road connects East Veli Streetto Kamarajar Street. Amman sannathi Street connects East Gate to East Masi Street. KamarajarStreet connects Villakuthun to East Veli Street.



It can be seen that peak parking accumulation is on the higher side in Amman sannathi road (525vehicles). On an average around 208 – 260 vehicles are found in these stretches of MunisalaiRoad. Extremities of traffic are found in Palace Road with 149 vehicles in one stretch and 235vehicles in another stretch of Palace Road. Medium level of traffic is observed in Kamarajar salai.Table 6.16 gives the details of maximum parking accumulation along Muni salai, Palace road,Amman sanathi and Kamarajar salai. The peak hour period for parking generally occurs in theafternoon time. Figure 6.6 shows the maximum parking accumulation at various locations in theform of a bar chart.



Total(ECS)

Munisalai Road

i.Kamarajar Salai junction to Ismailpuram 9th Street. 3.00 - 3.30 208 78

ii.Ismailpuram to P.R.Hospital 2.30 - 3.00 259 111

Palace Road

i. Pandian Co op Market to JP Coffee Corners 11.30 - 12.00 149 74

ii. East Market Palace Road Junction to Pandian Co opMarket 12.30 - 1.00 235 78

Amman sannathi

i. East chithirai veethi to East masi street 11.00 - 11.30 535 145

Kamarajar street

i. East masi street to palace Road 11.30 - 12.00 125 50

ii. Vadampoki Street to palace Road 8.00 - 8.30 154 53



Maximum parking accumulation along Muni salai, Palace road, Ammansannathi and Kamarajar street

0

100

200

300

400

500

600

i.Kamarajar Salaijunction to

Ismailpuram 9thStreet (Munisalai

Road)

ii.Ismailpuram toP.R.Hospital

(Munisalai Road)

i.Pandian Co-opMarket to JP

Coffee Corners(Palace Road)

ii.East MarretPalace RoadJunction to

Pandian Co - opMarket (Palace

Road)

East chithiraiveethi to Eastmasi street(Amman

Sannathi Road)

i. East masistreet to palaceRoad (Kamarajar

Street)

ii. VadampokiStreet to PalaceRoad (Kamarajar

Street)

Location

Vehi

cle/

ECS

Vehicles ECS

Figure 6.6 - Maximum parking accumulation at various locations along Muni salai, Palaceroad Amman sanathi and Kamarajar salai

Composition of parked vehiclesTwo wheeler accounts for a share varying from 67% at Munisalai Road to 89% at VadampokiStreet to Palace Road stretch along Kamarajar Street. Maximum cars (21%) were parked at Eastmasi street to Palace Road of Kamarajar street while auto rickshaws are predominant at MunisalaiRoad with a share 20%. Table 6.17 shows the composition of parked vehicles along Muni salai,Amman sanathi, Kamarajar salai and Palace road.

Table - 6.17Composition of parked vehicles on Muni salai, Amman sanathi,

Kamarajar salai and Palace road (12 hrs.)

S.No Parkinglocation Direction 2 Wheeler % Car % 3 Wheeler % Total

(vehicles)

1. MunisalaiRoad

i. Kamarajar Salaijunction toIsmailpuram 9thStreet

374 67 77 14 106 19 557

ii. Ismailpuram toP.R.Hospital 423 67 94 15 111 18 628



S.No Parkinglocation Direction 2 Wheeler % Car % 3 Wheeler % Total

(vehicles)

2.Palace Road

i. Pandian Co-opMarket to JPCoffee Corners

322 83 5 1 59 15 386

ii. East MarketPalace RoadJunction toPandian Co – opMarket

394 81 54 11 38 8 486

3. Ammansannathi

i. East chithiraiveethi to East masistreet.

110 71 28 18 16 10 154

4. Kamarajarstreet

i. East masi streetto palace Road 412 71 122 21 45 8 579

ii. VadampokiStreet to PalaceRoad

426 89 5 1 48 10 479

Parking durationThe average parking duration for two-wheelers varies from 59 min. in Palace Road to 127 min. inAmman Sannathi Road. Similarly the average parking duration for cars varies from 30 min. inPalace Road to 100 min. in Kamarajar Salai. Three wheelers vary from 46 min in Munisalai Salai to84 min. in Amman Sannathi Road. Table 6.18 shows the parking duration characteristics acrossdifferent locations.

Table - 6.18Average parking duration at various parking locations along Muni salai, Amman

sannathi, Kamarajar salai and Palace road (12 hrs.)

S.No Parking locations



1.Munisalai Salai

a) Kamarajar SalaiJunction to Ismailpuram9th street

68 45 46

b) Ismailpuram 9th Streetto P.R. Hospital 65 44 64



S.No Parking locations



2.Palace Road

a) Pandian Co - opmarket to JP CoffeeCorners

60 30 63

b) East Market PalaceRoad Junction to PandianCo - op market

59 41 47

3. Amman Sannathi 127 98 84

4. Kamarajar Salai 71 100 63

Details of hourly parking accumulation along each road section are enclosed in Annexure V.



CHAPTER - 7PUBLIC TRANSPORT AND MARKET AREA CHARACTERISTICS

7.1 Public Transport CharacteristicsIn general TNSTC Madurai is the main bus operator for the intra city operation. In addition, privatemini buses are also being operated to the interior parts of sub urban areas. TNSTC Maduraiprovides services covering an area of 720 sq km with a fleet strength of 806. City bus services areoperated on 641 routes covering about 13476 kms. The average trip length of TNSTC Madurai cityservice is 16.74 kms. Longest trip length of 37.5 kms between Integrated BS and Tirumangalam.With regard to fleet distribution about 14% of fleet is operated for the trip length of less than 10kms,33% in the range of 10-20 kms, 33% in the range of 20-30 kms and 20% in the range of 30-40 kmstrip length. Out of 641 routes 458 routes are being operated from periyar bus stand. Highestnumber of fleet operation is in the route between Periyar bus stand to Melur followed by circularroute for Integrated bus stand. With respect to the Periyar bus stand Highest fleet of operations isto Melur followed by Vadipatti and Kariapatti. Periyar bus stand act as a main terminal. Other nodalterminals present within the city limit are Anna Nagar, Virattipathu, Tiruparankundram and Pudur.

In case of intercity bus services there are two bus terminals located in the city. One of the busterminals is integrated bus stand at Mattuthavani which cater to the requirement of north east, eastand south bound buses. About 1000 buses are being operated from this bus stand. On an average1900 buses arrive and 1840 buses depart daily from this bus terminal. Capacity of the bus terminalis 102 buses. Following table gives the details of bus route operation from integrated bus stand atMattuthavani bus stand.

Table - 7.1Mofussil Buses Operation from Integrated Bus Stand at Mattuthavani

S.No Sector Buses Departure

1 Trichy 62 108

2 Pudhukkottai 6 11

3 Thanjavur 32 65

4 Kumbakonam 16 16




5 Karaikudi,etc., 46 115

6 Ponnamaravathi 19 39

7 Others 18 53

8 Natham 23 63

9 Manamadurai 25 65

10 Paramakudi 19 49

11 Ramanathapuram 30 55

12 Rameswaram 42 77

13 Sivagangai 15 38

14 Thondi 23 59

15 Aruppukottai/Tiruchendur 112 217

16 Rajapalayam/Sankarankoil/Saptur 71 152

17 Shencottai/Papanasam 54 80

18 Sivakasi/Virudhunagar/Koilpatti 93 207

19 Thiruneveli/Nagercoil 119 171

Second intercity bus terminal is located at Arrpalayam bus stand. This bus stand serve for thepurpose of west and north bound buses. About 900 buses are being operated from this busterminal. Average of 1200 buses arrives and 1100 buses depart from the bus terminal. Capacity ofArrapalayam bus terminal is 32 buses. Following table gives the details of intercity bus operationfrom Arrpalayam bus stand.



Table - 7.2Mofussil Buses Operation from Arappalayam Bus Stand


1 Coimbatore 68 74

2 Thiruppur/Sathy/Gobi 42 42

3 Salem 50 50

4 Erode 35 38

5 Coimbatore,Palani,Pollachi 36 81

6 Dindigul,Karur 51 154

7 Batlagundu,Periakulam 39 118

8 Kodaikanal 11 11

9 Nilakkottai 8 21

10 Kumili 22 41

11 Cumbum 39 74

12 Bodi/Munnar 17 34

13 Chinnamanoor / Thevaram 7 14

14 Theni 45 93

15 Varusanadu 5 11

16 M.Kallupatti,etc., 8 33

17 Crossing Services 212 212

7.1.1 Market Area InventoryO-D survey reveals that about 62% of the goods vehicles are destined traffic. In order to identify themarkets present within the city area, a detailed market inventory regarding the type of market,location, size of market is made. Details of market inventory are presented in the Table 7.3.



Table - 7.3Details of whole sale markets present in the city

S.No Name of tradersassociation

Existing details

Present location Numberof shops

Size ofshops

TotalArea

1 Onion wholesaletraders association East Marret street 50

50'x20'to

100'x30'100000

sft

2 Fruits wholesaletraders association

North Marret St. Yanikal St.North masi st., North veli st., Oldchokanathar kovil st., Thalavaist., Vakil new st., and East masiSt.

20050'x20'

to100'x20'

300000sft

3 Coconut wholesaletraders association

Scatterly located within the velistreet 50 30'x15' 22500

sft

4 Banana wholesaletraders association

Yanaikal, Obula padithurai,Pudu palam 15-20

1000 sftto

20000sft50000

sft

5 Lorry ownersassociation

Transport offices are mainly onNorth masi street and otherplaces within veli streets. Lorriesare parked along the street androads where the space isavailable

2500 trucks being operated.1000 trucks enter and 700trucks leave the maduraidaily.About 650 transportbooking offices located withinthe city. Dindigul road, Trichyroad, Tirunelveli road andAruppukotai road are the mainroutes the trucks being operated

6 Omni bus operators Complex bus stand About 40 buses

7 Workshop andassociated markets

Tamil sangam road, Workshoproad, Bypass road andKochadai road

3604mx6m

to6mx12m

8 Building materialmarket

Goods shed road, Mela PerumalMestri street and west MasiStreet

60 on goods shed road, 100 onWest Masi and 14 on MelaPerumal Mestri Street

9 Central warehousegodowns

Palanganatham and NearTNSTC depot



In addition to the above, it was noted that large number of commercial activities are located withinthe Veli streets which attracts significant number of vehicles into the CBD. Lack of commercialnodes outside CBD area force people commute to CBD for their needs resulting in congestion.Hence, balanced growth has to be maintained by promoting commercialization outside CBD area.



CHAPTER - 8ISSUES AND CONSTRAINTS

8.1 BackgroundBased on the analysis of baseline information collected through field studies and secondary data, anumber of issues and constraints in addition to potentials, have been identified on various aspectsof city’s urban transport scenario towards evolving appropriate improvement strategies and actions.

8.2 Issues8.2.1 Whole sale markets within the cityOrigin and destination survey reveals that about 60% of the goods traffic is destined traffic which isa serious issue needs to be addressed immediately on priority basis. Market area inventory revealsthat there are about 8 types of whole sale markets and goods transport offices present within theCBD area. These markets are mainly concentrated on the northern side. Presence of such wholesale markets within the CBD area not only attracts goods vehicles in the city but also degrade theenvironment because of the market waste disposed. Plate 8.1& 8.2 shows the view of onionmarket and unloading of goods at vegetable market on Chitirai Street respectively.

8.2.2 Road NetworkSome of the outstanding problems related to the road network are:

(i) Absence of functional hierarchy of road network as a result of which there is anintermixing of local traffic with long distance through traffic.

Plate 8.1- View of onion market on EastMarret Street

Plate 8.2 - View of heavy vehicle nearwhole sale vegetable market



(ii) Narrow road network with restricted capacity, particularly in the CBD results incongestion.

(iii) Intense development along major arterial corridors without adequate provision forits transport demand is affecting the level of service on these corridors. (e.g. Velistreets, Tiruparankundram road, Melur Road etc)

(iv) Absence of access control measures and inconsistent carriageway width along thearterial roads is affecting the speeds.

(v) Poor road geometrics along majority of the roads are making them accident-prone.

i) Dindigul roadThe key issue associated with this road is the insufficient carriageway width and high accident rate.Lack of traffic control devices at the intersections (Veeramamuni junction and Vasanth Nagarjunction) along this road, absence of service road also increases the rate of accidents on this road.

ii) Veli streetOne of the key issues associated with this road is the insufficient width of carriageway betweenPeriyar bus stand and Sakthi Sivam junction is severely affect the traffic flow. This segment alsowitness heavy pedestrian movement, but lack of proper footpath and pedestrian facilities createsproblem for the road users (St.Mary’s jn, Kamarajar Jn. and Periyar bus stand). Key issues on theremaining portion of the Veli streets are lack of proper signage, bus bays and control devices.

iii) Alagar kovil roadSegment of road between Goripalayam and Pudur suffer from severe congestion because of highvehicular and pedestrian traffic volume and insufficient carriageway width. Foot path is not upto thestandards lead to safety problem to the pedestrians. Intense commercial activity and the resultingparking demand affect the traffic flow on this road

iv) Melur RoadThe road starts from Alagarkovil Junction and move towards Mattuthavani side. Integrated busstand is located on Melur road at Mattuthavani. Due to the bus operation at the bus stand there issevere congestion at the entry and exit. High pedestrian activity was observed near the districtcourt and Meenakshi Hospital and these locations are highly accident prone.



v) BCC RoadThis road provide connectivity between the Dindigul road and the CBD area. Level crossing atThathneri, poor geometry of road severely affects the traffic flow along the road. Also the road sideencroachment and the resulting pedestrian activity make the road accident prone.

vi) Rameswaram RoadThe segment of road between East Veli street and Valaiyankulam is with insufficient carriagewaywidth and there is intense commercial activity was observed on this segment. Lack of carriagewaywidth and proper signages are the key issues.

vii) Aruppukottai RoadThe stretch between South Veli and Avaniyapuram is the critical segment which lack frominadequate carriageway width, proper signages and control devices

viii) Tirunelveli roadThis is an important arterial road which connects Tirumangalam town with Madurai. Though ROWis available the carriageway width is not sufficient to meet the traffic demand. The segmentbetween Muthu Bridge and Tiruparamkundram is highly accident prone. Intense pedestrian activitywas observed at Palaganatham junction.

ix) Bridges across Vaigai RiverAt present there is only two high level bridges (i.e AV bridge and Yanaikal bridge) serve for thepurpose of traffic origin/destine from northern side (i.e. Natham road, Alagarkovil road and Melurroad.) to the CBD of Madurai. Due to this there is very high congestion (congestion index - 3.0) wasobserved on these two bridges. Lack of parallel bridges across Vaigai River is the key issues to beaddressed to ease the traffic load these bridges.

x) Road along Vaigai River bundAt present the road along river bund is not being utilized properly. This is due to lack of continuityand substandard geometry. This road shall be developed as a continuous road with standardgeometry to disburse the traffic and thereby reduce the traffic load the parallel roads.



8.2.3 ParkingParking is a serious issue within the study area and its management needs to be given priority.Some of the major problems are:

(i) Parking demand is high along major roads such as Veli Street, Masi Street, MarretStreet etc. owing to concentration of commercial activities along it.

(ii) There is absence of adequate off-street parking facilities in the study area as a resultof which vehicles are parked on the streets resulting in loss of capacity.

(iii) There is absence of comprehensive parking policy which details out aspects of on andoff street parking provision, utilization of available space for community parking, levyof parking fees, norms and standards for parking, parking management etc.

8.2.4 Intermediate Public TransportAs far as intermediate public transport is concerned some of the outstanding issues affecting theseare:

(i) There is little effort to plan for their rational development and growth.(ii) The existing Para transit system (Auto Rickshaws) though providing useful service,

poses a serious road safety problem as observed from their significant involvementin road accident. There is a need to educate auto rickshaw operators about roadsafety and safe driving practices.

(iii) In the context of growing travel demand and multidimensional nature of travelbeing performed by the residents of the city, there is an emergent need forrecognizing the role of Para transit systems and dovetailing them appropriately inthe city’s future transport system.

8.2.5 Terminals8.2.5.1 Bus TerminalsSome of the major problems related to the bus terminals are:

(i) Inadequate facilities within the terminal complex such as bus bays and shelter,circulation area, passenger amenities and facilities, boarding and alightingplatforms, passenger information system, etc.

(ii) Lack of proper interchange facility to the city bus service at both the locations(iii) Lack of proper radius restricts the smooth inflow causes traffic jams along the

approach road.



8.2.5.2 Truck TerminalsAt present the goods transport offices are located within the CBD area which attracts large numberof goods vehicles into the heart of the city. Absence of truck terminal is the key issues to beaddressed.

8.2.6 IntersectionThere are number of intersections present over the city road network, catering to varied types andvolume of traffic. Some of the major issues confronted by main intersections in the city aredescribed below.

i) Goripalayam JunctionThis intersection is formed by the intersection of Algarkovil road, Panagal road and BCC road. Thisintersection cater to a peak hour traffic volume of 12047 PCU/hr. The intersection is being operatedby automatic traffic signal. On-street parking on Alagarkovil road and high pedestrian volume wasobserved at the intersection. From the geometry of the intersection and site condition the capacityof the intersection works out to be 10700 pcu/hr. It is expected that the decongestion measuressuggested would bring down the traffic volume on the roads, especially in the CBD area. Keeping inview the impact of decongestion measures, the traffic volume at the intersection is works to be11871 PCU/hr. The resulting congestion index is 1.1.

ii) Yanikkal IntersectionYanaikal intersection is located on the southern side of river Vaigai. This intersection handle thehighest traffic volume in the city with 17629 pcu/hr. Except east veli street all the road joining theintersection is function as one-way road. Capacity of the intersection is 6700 pcu/hr. Traffic volumeat the intersection considering the decongestion measures is 17331 pcu/hr. The congestion indexworks out to be 2.58. Lack of traffic control devices and poor geometry and turning radius affect thetraffic flow at the intersection. Proximity of next intersections affect the traffic operation at thisintersection.

iii) Kalavasal junctionKalavasal junction located on the Dindigul bypass road caters to high peak hour traffic volume of10103 PCU/hour. This intersection is located on the present Dindigul bypass which is in the citylimit. Also four lane bypass for the NH 7 from Samayanallur to Thoppur is under construction. It isexpected that the present volume of truck traffic would use the proposed bypass. Hence the



reduction factor for the truck traffic is considered for estimating the intersection volume. The volumeof intersection after applying the reduction factor is 9390 PCU / hour. From the geometry of theintersection and site condition, the capacity of intersection works out to be 7000 PCU / hour. Thecongestion index (volume / capacity) of the intersection works out to be 1.34 and the intersection isconsidered as critical.

iv) Kamarajar Salai - East Veli junction.This is a four arm square type intersections. The Kamarajar Street is acting as two way street,western side leading to Villakuthoon and the eastern side leading towards Rameswaram road. Thisintersection is operated with the help of traffic signal. Excessive delay during the peak hour at theintersection was observed while approaching from Rameswaram road. From the turning movementsurvey it was observed that the peak hour traffic volume is 11249 PCU/hr. From the geometry ofthe intersection, the capacity of intersection works out to be 6600 PCU. From the traffic volumedata and the geometry of the intersection, volume capacity analysis has been carried out. It isfound that the congestion index of the intersection is 1.8. This indicates that the intersection ishandling the traffic volume much beyond its capacity. Madurai Corporation has proposed variousimprovement schemes like development of vegetable market and goods terminal, outside the citylimit. Consequently the number goods vehicles entering into the city would get reducedsignificantly. Keeping in view the future development, it is estimated that traffic volume at theintersection would be 10757 PCUs. From the above it is clear that even with the proposeddecongestion measures, traffic volume of the intersection exceed the capacity of the intersection.Hence the intersection is considered critical.

In adequate capacity of approach arms, lack of proper control and pedestrian vehicular conflict arethe key issues at the intersection.

v) Alagarkovil road - Melur road - Natham road junctionThis intersection is a staggered type intersection. The Natham road intersection is operated asrotary type intersection with the help of temporary arrangements. This intersection cater to a peakhour volume of 5427 pcu/hr. Based on the geometry and site condition the capacity of theintersection works out to be 4550 pcu/hr. Traffic volume of intersection considering thedecongestion measures is 5377 pcu/hr. The resulting congestion index is 1.18 and the intersectionis considered as critical.



vi) Milk depot junctionThis intersection is a square type four arm intersection located on Sivagangai road. Peak hourtraffic volume of intersection is 4303 pcu/hr. Peak hour traffic volume considering the decongestionmeasures is 4231 pcu/hr. Based on the site condition and the geometry of the intersection thecapacity of the intersection works out to be 5200 pcu/hr. Thus the congestion index works out to be0.81. Volume of intersection would exceed the capacity of the intersection within next 5 years.Inadequate width along sivaganagai road, absence of traffic control device and traffic signage arethe key issues at the intersections.

vii) Hayath khan junctionThis junction formed by the intersection of the TPK road and the Hayathkhan Sahib Street – WestVadambokki Street road. The TPK road serves as one way road which runs continuous from Netajiroad in the North to the Crime Branch Police station in the South. The West Vadambokki road istwo way. The peak hour traffic observed from the turning movement survey is 6156 PCU/hr. Peakhour traffic volume considering the impact of decongestion measure is 6080 pcu/hr. The capacity ofthe intersection based on geometrics derived from the topographic survey, works out to be 6000PCU/hr. As the congestion index is 1.01 the intersection is considered as critical.

viii) Veeramamuni junctionThis intersection is a skewed type three arm intersection formed by the intersection of Dindigul roadand BCC road. Though channelising islands are provided, the traffic operation at the intersection isambiguous to the vehicle users. Peak hour traffic volume of the intersection is 3915 pcu/hr. Thereduced peak hour traffic volume due to the impact of decongestion measure is 3253 pcu/hr. Thecapacity of the intersection is 3600 pcu/hr. The congestion index would be 0.9. Low carriagewaywidth and lack of traffic control devices are the key issues at the intersection.

ix) Vasanth Nagar junctionThis intersection is a skewed type three arm intersection formed by the intersection of Dindigulbypass road and Tiruparankunram road. Peak hour traffic volume of the intersection is 4912 pcu/hr.The reduced peak hour traffic volume due to the impact of decongestion measure is 4402 pcu/hr.The capacity of the intersection is 4500 pcu/hr. The congestion index would be 0.97. Lowcarriageway width, absence of chanellisers and lack of traffic control devices are the key issues atthe intersection.



x) Amman sannathi junctionThis intersection is located on east Veli Street with intersection roads from Amman Sannathi andmunichalai road. Peak hour traffic volume of the intersection is 3350 pcu/hr. The reduced peak hourtraffic volume due to the impact of decongestion measure is 3221 pcu/hr. The capacity of theintersection is 4350 pcu/hr. The congestion index would be 0.74. Parking on approach roads, lackof signage and high pedestrian volume are the key issues at the intersection.

xi) Melur road - Ring road junctionThis intersection is located on Melur road formed by the intersection of ring road. Peak hour trafficvolume of the intersection is 3606 pcu/hr. The reduced peak hour traffic volume due to the impactof decongestion measure is 3428 pcu/hr. The capacity of the intersection is 4900 pcu/hr. Thecongestion index would be 0.78. lack of traffic control devices, absence of signage and inadequatechannelisers are the key issues at the intersection.

xii) Kapalur – Ring road junctionThis intersection is located on Tirunelveli road formed by the intersection of ring road. Peak hourtraffic volume of the intersection is 2983 pcu/hr. The reduced peak hour traffic volume due to theimpact of decongestion measure is 2101 pcu/hr. The capacity of the intersection is 4000 pcu/hr.The congestion index would be 0.52. Lack of traffic control devices, absence of signages andinadequate channelisers are the key issues at the intersection.

xiii) Central library junctionThis intersection is five arm intersection located on North Veli Street. Peak hour traffic volume ofthe intersection is 8765 pcu / hr. The reduced peak hour traffic volume due to the impact ofdecongestion measure is 8672 pcu/hr. The capacity of the intersection is 5400 pcu / hr. Thecongestion index would be 1.61. Poor intersection geometry, high conflict point, Lack of trafficcontrol devices, absence of signages and inadequate channelisers are the key issues at theintersection.

xiv) St. Mary’s junctionThis intersection formed by the intersection of East Veli Street and old kuyavar palayam road. Peakhour traffic volume of the intersection is 5727 pcu/hr. The reduced peak hour traffic volume due tothe impact of decongestion measure is 5551 pcu/hr. The capacity of the intersection is 6700 pcu/hr.The congestion index would be 0.82. Lack of traffic control devices, absence of signages, parkingon approach road and high pedestrian volume are the key issues at the intersection.



xiv) South Veli - TPK road junctionTwo intersections are located at close intervals and this intersection formed by the intersection ofSouth Veli Street, South Marret Street, TPK road and West Veli Street. Peak hour traffic volume ofthe intersection is 7779 pcu/hr. The capacity of the intersection is 7200 pcu/hr. Close intervalbetween junction, Lack of traffic control devices and absence of signages are the key issues at theintersection.

xiv) BCC road - Yanaikkal bridge junctionThis intersection is located at close intervals and this intersection formed by the intersection ofSouth Veli Street, South Marret Street, TPK road and West Veli Street. Peak hour traffic volume ofthe intersection is 7779 pcu/hr. The reduced peak hour traffic volume due to the impact ofdecongestion measure is 6918 pcu/hr. The capacity of the intersection is 5400 pcu/hr. High volumeof traffic Yanaikal Bridge, poor geometry, inadequate width of approach road on Goripalayam side,and absence of signages are the key issues at the intersection.

xv) South veli – Aruppukotai intersectionThis intersection formed by the intersection of south veli street and Aruppukotai road. South veliprovide connectivity for the vehicles approach from northern and western part of the city.Aruppukotai road provide connectivity to avaniyapuram, airport in the southern part of the city. Thevolume / capacity ratio of the intersection exceed 1 and hence the intersection shall be providedwith flyover to ease the congestion.

xvi) Sivaganagai – Anna nagar road intersectionThis intersection formed by the intersection of sivagangai road and Anna nagar road. Sivagangairoad provide connectivity for the vehicles approach from eastern part of the city. Anna nagar roadprovide connectivity between melur road on northern side and rameswaram road on southern side.The congestion index i.e volume / capacity ratio of the intersection exceed 1 and hence theintersection shall be provided with flyover to ease the congestion.

xvii) Palanganatham intersectionThis intersection formed by the intersection of Tirunelveli road, Madakulam road and TVS nagarroad. Tirunelveli road provide connectivity to Tirunagar, Kappalur and Tirumangalam on southernside and Dindigul bypass and Periyar bus stand on northern side. The congestion index i.e volume/ capacity ratio of the intersection exceed 1 and hence the intersection shall be provided withflyover to ease the congestion.



CHAPTER - 9PLANNING AND EMPLOYMENT FORECAST

FOR HORIZON YEAR - 2037

9.1 BackgroundIn order to forecast travel demand for horizon year 2037 it is necessary to forecast planning variablessuch as population and employment in the study area for the horizon year in facilitating transportdemand modeling.

9.2 Population9.2.1 Growth TrendsThe population in the study area in 2001 as per census was 9,28,869 person. Table 9.1 shows thegrowth trend of population in the study area.

Table 9.1: Growth Trend of PopulationYear Population1951 361,7811961 424,8101971 549,1141981 820,8911991 940,9892001 928,869

9.2.2 ForecastAlternate mathematical methods of population forecasting taking into account the past trend ofpopulation have been utilized in forecasting the population.

The population in the study area has been forecasted adopting following techniques:

i) Trend extrapolation by curve fittingii) Growth rate approach.

In the first technique various alternative methods were utilized taking 1951-2001 data base ofpopulation and linear, power and exponential trend curve fitting approach was adopted whereas asgrowth rate technique was based on population data for 1951-2001. Table 9.2 shows estimates ofpopulation for year 2037 obtained using above mentioned techniques.



Table 9.2: Population Forecast for 2037 using Alternate MethodsMethods Population

Trend Extrapolation Linear 1482511

Exponential 2330383

Power 1261716

Growth Rate (1951-2001) 1904880

It is observed that power trend fitting provides lowest estimate of population i.e. 12,61,716 whileexponential curve fitting gives as estimate of 23,30,383 which is the highest. The City DevelopmentPlan for Madurai prepared for Madurai Corporation provides for an estimate population size of18,48,812 by 2037. Of all the estimate it is proposed that growth rate estimate of 19,04,880 is themost reasonable estimate of population since it is also closest to the estimate of City DevelopmentPlan in the present study.

9.3 Employment9.3.1 Existing profileThe temporal variation in workforce indicates (Table 9.3) that share of ‘other’ category workersincreased from 62.9% in 1991 to 95.7 in 2001.

Table 9.3: Occupational pattern of workers (2001)

S. No. Year 1991 2001Population 940,988 928,869

SectorPrimary Sector

1 Cultivators & Agricultural Laborers 7,069 3352 Livestock & Mining 1,489 -

Sub-Total-Primary 8,558Secondary Sector

3 Household & Industry 24,795 9,6234 Construction 16,662 -

Sub-Total-Secondary 41,457Tertiary Sector

5 Trade & Commerce 92,271 -6 Transport & Communication 28,778 -



S. No. Year 1991 20017 Other Services/Other Main Workers 61,848 291,489

Sub-Total- Tertiary 182,897 291,489*8 Marginal Worker s 6,025 12,506

Total Workforce 299,941 317,4539 Non-Workers 641,048 611,416

10 Work Force Participation Rate 31.87% 34.18%

9.3.2 Growth TrendsThe total number of main workers in the study area have increased from 2,99,941 in 1991 to 3,17,453in 2001 with work force participation rate increased from 31.87% to 34.18%. Table 9.4 shows theoccupational pattern of main workers.

Table 9.4: Growth Trend of Main Workers in MaduraiYear Workers1981 2439321991 2999412001 317453

9.3.3 ForecastThe employment in the study area has been forecasted adopting following alternate approaches.

i) Trend extrapolation by curve fitting.ii) Growth rate (1981 – 2001)

In the first approach three methods of trend curve fitting namely linear, power and exponential havebeen taken on workers database for 1981-2001 while in second approach growth rate method hasbeen adopted for 1981-2001. Table 9.5 shows the workers forecast by three alternate approaches.

Table 9.5: Workers Forecast by Alternate Method for Year 2037Sl. No. Methods Workers WFPR (%)

1 TrendsExtrapolation

Linear 456211 30.7

Exponential 507714 21.7

Power 402274 31.8

2 Growth Rate 499431 26.2

It is observed that the work force participation rate (WFPR) adopting Trend Extrapolation varies from21.7% to 31.8% while that by Growth Rate based approach results in WFPR of 26.2% which is lessthan the existing WFPR of 34.18%. It is expected that in horizon year (2037) the WFPR is likely to be



around 26% resulting in 4,99,431 workers in the city and the same has been adopted in the presentstudy

The proposed occupational pattern in 2037 would emerge out of the changing profile of occupationalstructure over the years since 1981. It is expected that by 2037 the occupational structure of the citywould be like the one proposed in Table 9.6.

Table 9.6: Proposed Occupational Structure of Madurai in Horizon Year 2037

Sl. No. Category percentage1 Primary 12 Secondary 53 Tertiary 944 Total 100



CHAPTER - 10TRAFFIC FORECAST AND DEFICIENCY ANALYSIS

10.1 BackgroundIn order to identify immediate and short-term improvement measures in city’s transportinfrastructure short term traffic forecast has been carried out and deficiencies in variousinfrastructure components such as roads, intersections, parking, pedestrian facilities, terminal,public transport has been identified.

10.2 Traffic ForecastDuring the year 1998 a comprehensive traffic study has been carried out for Madurai city. Also as apart of comprehensive mobility plan a detailed traffic survey has been carried out. The presenttraffic data at the important locations and the traffic data of the year 1998 have been used forestablishing a growth trend. From the growth trend the annual average compound growth rate hasbeen calculated. Amongst various survey locations the traffic counts at the screen line locationsnamely AV Bridge, Kalpalam Bridge, kuruvikaran salai and Kamarajar bridge has been taken as arepresentative count location for which trends in traffic counts in peak hour for 1996 and 2007 areavailable. It was found that the traffic volume has increased from 49897 pcu to 65053 pcu atkamarajar bridge and from 28957 pcu to 62940 pcu in 2007 at Kuruvikaran salai at an AACGR of5%. Hence a growth rate of 5% per annum has been considered to be appropriate for forecast oftraffic in the city.

10.3 Deficiency AnalysisBased on projected traffic growth rate of 5% per annum the deficiencies have been assessed invarious transport infrastructure components described below:

10.3.1 Critical IntersectionsThe 18 intersections in the city for which traffic volume count surveys were carried out, have beenevaluated on the basis of V/C Ratio (Volume to Capacity Ratio) for each of the approach arms. V/CRatios have been worked out to identify critical locations.

For V/C Analysis of the approach arms, the peak hour traffic from all the approach arms is taken as‘V’ and the capacity (C) of the intersection is calculated based on the approach width, access



control and parking activity. If V/C exceeds the value 0.8, the intersection has been termed ascritical. Table 10.1 shows the V/C Ratios in the base year

Table - 10.1Volume / Capacity Ratios of the intersection

S.No Location Peak hour trafficvolume Capacity Congestion

index (V/C)

1 Mellur road - Alagarkovil roadJunction 5427 4550 1.19

2 BCC Road & Yanaikkal Junction 7064 5400 1.313 Byepass & TBK Road 4912 4500 1.094 Central Library 8765 5400 1.625 Goripalayam 12047 10700 1.136 Kalavasal Junction 10103 7000 1.447 Mellur Ring Road 3606 4900 0.748 Kappalur Ring Road Junction 2983 4000 0.759 TPK Road south veli Junction 7779 7200 1.08

10 Veeramamunivar Junction 3915 3600 1.0911 St.Mary's Junction 5727 6700 0.8512 Hayathkhan Junction 6156 6000 1.0313 Kamarajar Junction 4895 5150 0.9514 Milk Depot 4303 5200 0.8315 Yanaikkal Junction 17379 6700 2.59

16 Amman Sannathi - East Veli StJunction 3350 4350 0.77

17 Kamarajar salai - east veli streetjunction 11249 6600 1.70

18 Kamarajar salai - Palace RoadJunction 5026 4400 1.14

19 Yanaikkal Junction-II 11474 4800 2.39

From the above table it is observed that most of the intersections where the congestion index hasexceeded 1. As per IRC 62 – 1976, intersection require grade separator when the volume ofintersection exceed the capacity. Accordingly most of the intersections are warranted for a gradeseparator as the V/C ratio exceeds 1. As per IRC 92 – 1985, when the intersection traffic volumeexceeds 10000 pcu / hr. At six intersections the traffic volume is around 10000 pcu / hr. Though



many intersections are warranted for flyover, the site condition and approach width play major rolein finalising the requirement of grade separator.

10.3.2 Critical locations for pedestrian movementThe locations have been evaluated on the basis of PV2 values at the approach arms near theselected intersections. The number of pedestrians crossing the road/arm in peak hour is designatedas ‘P’ while, the total number of vehicles passing along the road/arm during the peak hourconstitutes ‘V’. As per Indian Road Congress (IRC) norms if PV2 exceeds 2 x 108, then the locationis considered critical and separate pedestrian phase has to be provided or for further improvementin case pedestrian phase already exists, provision of grade separated pedestrian crossing maycome necessary.

However values marginally in excess of 2 x108 were observed to be under utilization of gradeseparated facilities at various location under various condition. This is due to lesser width ofcarriageway width, longer distance traveled through subway and poor maintenance. Hence,location for finalizing the pedestrian subway has to be done in relation with site condition.

Presence of temple and wholesale market within the CBD area attracts large volume of pedestrianvolume on the streets. This is clear from the pedestrian volume that locations within CBD areawitnessed higher pedestrian volume through out the day.

Table - 10.2Hazard index (PV2 ) values for surveyed pedestrian locations

S.No Location Direction Towards

No.ofPedestrian

TrafficVolume

(V)Hazard Index(P*V2) (10^8)

1Kamarajar -south masiJunction

Kamarajar Salai to South Masi Street 486 2236 24.30Mahal Vadampokki Street to East Masi 594 4402 115.10Palace Road to East Marret Street 182 4402 35.27East to west 465 511 1.21

2 Milk Depot

East to West (Avin Milk to Anna Bus Stand) 210 1971 8.16North to South(Court to Anna Nagar) 210 2395 12.05East to West (Milk Dairy to PAMC) 128 1939 4.81North to South (Court to Avin Milk) 166 1991 6.58




No.ofPedestrian

TrafficVolume



East to West(Periyar Bus Stand) 185 2919 15.76East to West (Thirumangalam Road) 915 2919 77.96

4 KalavasalJunction

North to South (Arasaradi Road) 581 4656 125.95East to West (Dindigul Road) 614 4350 116.18North to South (Theni Road) 952 5847 325.46East to West (Palanganatham Road) 1195 4743 268.83

5 MattuthavaniNorth to South 323 3213 33.34North to South 310 3213 32.00

6Near Court South to North(Towards Court) 226 3937 35.03

East to West(Highway Department) 230 3937 35.65

7 Near PeriyarBus Stand

East to West 4345 3823 635.04East to West (Town hall Road) 1692 5720 553.60

8 Near PostOffice

West to East (Gandhi Museum to PTR Road) 390 7238 204.32West to East (PTR Road to Gandhi Museum) 298 7890 185.51

9MaduraiRailwayJunction

East to West ( Railway Exit) 795 5720 260.11

East to West ( Railway Entry) 512 5720 167.52

10Sakthi SivamTheaterJunction

Tamilsangam Road to West Masi Street 632 2565 41.58

West Masi Street to Tamilsangam Road 632 2565 41.58

11 St.MarysJunction

East Veli Street to Palace Road 93 6571 40.16Palace Road to Magalipatti 179 4391 34.51

12 St.MarysJunction

East Gate to St. Marys School 986 3071 92.99Palace Road to Magalipatti 178 4391 34.32R.C.School to East Gate 130 644 0.54St.Marrys to R.C.Middle School 615 4391 118.58Palace Road to Magalipatti 443 3824 64.78

13 ThallakulamPerumal Kovil OCPM School to Thallakulam Perumal Kovil 346 3224 35.96

14 ThevarJunction

Alagar kovil road East to West 863 7891 537.37

GH side 876 4087 264.89




No.ofPedestrian

TrafficVolume


Dindigul road 367 4826 85.48

Av bridge side 266 5499 44.43

15 YanaikalJunction

Simakkal to Anna Salai 296 7263 156.14

Vilakkuthoon to Sellur Bridge 195 6729 88.29

Arun Ice Cream to NAZZ 264 6966 128.11

Simakkal to NAZZ 110 8076 71.74

16East Veli -Ammansannathi StreetJunction

Nelpettai to St. Mary's School (AmmanSannathi side) 169 740 0.93

Munichalai to Amman Sannathi (St.Mary'sschool side) 467 1519 10.78

Munichalai to Ammansannathi(Nelpettai side) 387 1771 12.14

Munichalai to St.Mary' School(Munichalai side) 338 1558 8.20

17Kamarajar EastVeli StreetJunction

Nelpettai to St. Mary's School(Munichalai side) 88 6503 37.21

East veli Street to St. Mary's School(Vilakuthoon side) 42 5031 10.63

Kamarajar Salai to Vilakkuthoon(Nelpettai side) 730 3941 113.38

Vilakkuthoon to Kamarajar Salai(St.Mary's School side) 243 3515 30.02

19 Eco Park Eco Park To Opp 272 3583 34.92

20North veli street- Talavai streetjn.

North veli to thalavai street 1051 5575 326.65

21 Alagar KovilRoad

North to South (Madurai Natham road nearPeriyar Statue) 248 1247 3.86

East to West (Mattuthavani Main Road) 241 2543 15.59



10.3.3 Critical roadsSeveral roads (Arterial and Sub-arterial corridors) in the city experience traffic related problemssuch as encroachments, congestion, poor geometrics, on-street parking, pedestrian vehicularconflict, mixed traffic conditions, road safety, etc. Table 10.3 shows the projected traffic volumesand V/C along major roads.

Table - 10.3Projected traffic volume and level of service along major roads

S. No Road name SectionTrafficvolume(2007)

Traffic projection2012 2017 2022

1

Alagarkovil road

Natham road to melur road 3305 4218 4890 5669

2 melur road to pudur road 3610 4607 5341 6192

3 goripalayam to natham road 4730 6037 6998 8113

4 Nedunkulamroad St.Marys to Chintamani road 1520 1940 2249 2607

5Melur road

algar kovi road to KK nagar arch 4190 5347 6199 7186

6 Kk nagar arch to ring road junction 4361 5565 6452 74797

West veli streetMuthu bridge to RMS 3040 3880 4498 5214

8 Periyar BS to Sakthi sivam theatre 4646 5930 6875 7970

9North veli street

Sakthi sivam theatre to simmakal 2280 2910 3373 3911

10 Simmakal to Yanikkal 6670 8513 9869 11440

11 Tirunelveli road Vanath nagaar jn. To Thopur 3158 4030 4672 541612 Thopur to kapalur 2288 2920 3385 3924

13 Rameswaramroad Munisalai to Thepakulam 4289 5474 6346 7357

14 Dinidgul road paravai to Fathima college 1793 2288 2652 3075

15 Sivagangai road Goripalayam to Appollo jn. 1860 2374 2752 3190

16 Natham road Pandiyan hotel to vandipathai jn. 3497 4463 5174 5998

17 Dindigul bypass Fatima college to Vasanth nagar jn. 3909 4989 5784 6705

19 East veli street Anna statue to St.marys 3230 4122 4779 5540

20 Ring road melur road to Tirunelveli road 1522 1940 2249 2607



From the above table it is observed that following roads have been prioritized as critical in varioushorizon years in terms of carrying capacity and capacity augmentation needs to be carried outwherever feasible for the various horizon years. Table 10.4 showing critical roads which need to beimproved.

Table - 10.4Roads to be improved in different periods

SlNo Road name Section

Lane requirement2007 2012 2017 2022

1

Alagarkovil road

Natham road to melur road 4L div 4L-div 6L-div 6L-div

2 Melur road to Pudur road 4L div 6L-div 6L-div 6L-div

3 Goripalayam to Nathamroad 6L div 6L-div 8L-div 8L-div

4 Nedunkulam road St.Marys to Chintamaniroad - 4L-div 4L-div 4L-div

5Melur Road

Alagar kovi road to KKNagar arch 4L div 6L-div 6L-div 8L-div

6 KK Nagar arch to ring roadjunction 4L div 6L-div 6L-div 8L-div

7

West veli street

Muthu Bridge to RMS - 3L-oneway

4L-oneway 4L-oneway

8 Periyar BS to Sakthi sivamtheatre 4L div

6L-div/Ele.Highwa

y

8L-div /ele.

Highway

8L-div /ele.

Highway

9North veli street

Sakthi sivam theatre tosimmakal 4L div

4L-div/ele.Highwa

y

4L-div/ele.

Highway4L-div/ele.Highway

10 Simmakal to Yanikkal - 6L-oneway

6L-oneway 8L-oneway

11Tirunelveli road

Vanath nagaar jn. ToThopur 4L div 4L-div 6L-div 6L-div

12 Thopur to kapalur 4L div 4L-div 4L-div 4L-div

13 Rameswaramroad Munisalai to Thepakulam 4L div 6L-div 6L-div 8L-div



SlNo Road name Section

Lane requirement2007 2012 2017 2022

14 Dinidgul road paravai to Fathima College 2L 4L-div 4L-div 4L-div

15 Sivagangai road Goripalayam to Appollo jn. 2L 4L-div 4L-div 4L-div

16 Natham road Pandiyan hotel toVandipathai junction. 4L div 6L-div 6L-div 6L-div

17 Dindigul bypass Fatima college to VasanthNagar jn. 4L div 6L-div 6L-div 8L-div

18 East veli street Anna statue to St.marys - - 4L-oneway 4L-oneway

19 Ring road Melur road to Tirunelveliroad 4L-div 4L-div 4L-div 4L-div

10.4 Comparative analysis of Urban Transport EnvironmentThe comparative analysis of transport indices which can be utilized for prioritizing the improvementmeasures is performed and presented in the table below.

Table 11 Index for Comparative Analysis

Index `Description AverageValue Data Source

Mobility 1 – (Average travel speed/30) 0.10 Base – YearTraffic Model

Walkability(Footpath length / Length of major roads in thecity) x 0.5 + (rate estimated based on estimates ofavailable pedestrian facilities) x 0.5

0.40Road

InfrastructureSurvey

City BusTransport

Number of public and private city buses per100,000 people 2.13 Public Transport

Survey

Safety(Number of annual traffic accident deaths per100,000 people) x 0.5 + (Number of fatalities per100,000 people) x 0.5

0.11 Traffic SafetySurvey

Paratransit Number of paratransit vehicles per 100,000people 53.70 Public Transport

SurveySlow Moving

Vehicles Slow moving vehicle share in total trips 0.08 Household O-DSurvey

Trip Distribution Average trip length (km) 4.70 Household O-DSurvey

NMVs Number of NMVs per 100,000 people 43.60 Socio-economicSurvey

PassengerVehicle

Number of passenger vehicles per 100,000people 42.77 Vehicle

Ownership Survey



CHAPTER - 11VISIONS AND GOALS

11.1 VISION

To develop a transport infrastructure addressing the needs of mass mobility

To address traffic and transportation problem of city area giving main thrust on publictransport oriented, pedestrian and NMT friendly options

To decongest the city core area by shifting activities from non conforming area toconforming areas

To reduce dependency on private mode of transport (2W and Cars) by offering morereliable and comfortable public transport

To offer facilities for non motorized transport to access public transport

To relieve bottlenecks on the road network serving the public transport

Identifying and developing new links to reduce the travel distance.

11.2 GOALS

Relieving congestion, improving the environment and improving pedestrian facility in andaround temple by shifting whole sale activities from the core area to the fringes of city limit.

Increasing the share of public transport trips by 20%-30%

Strengthening and Modernising the TNSTC Madurai bus services to offer high coverageand reliable transport option

Reserving pedestrian and NMT space on arterial and sub arterial road

Pedestrian and NMT friendly environment in and around temple for tourists

Providing additional river bridges to reduce the congestion index on the existing bridgesbelow the threshold limit.

11.3 StrategyMadurai is a compact city with high density of population. With strong CBD and temple located inthe central part of city, attracts trips from periphery in the radial direction. Transit orienteddevelopment shall be considered between city and urban – rural settlements. This shall beachieved by the following



Strengthening the TNSTC madurai bus services by introducing modern fleet and increasingthe fleet

Improving the efficiency of city bus service by Introducing BRTS on major arterial roads

Developing bus terminals at nodal points with facilities for modal interchange (Mattuthavanibus terminal Palanganatham terminal, and periyar bus terminal)

Rationalizing the IPT services to cover the non mass transit route

Effecting change in land use along the mass transit corridor to facilitate transit orienteddevelopment

Inside the city area where multiple desire line exist adaptive transit shall be considered. It isproposed to create functional road hierarchy in the city area. Strengthening the city bus service inside the city area, that is operating services to cover only the city area like circular routes and tooffer high frequency services. Since the city area is compact the trips performed within the city limitvaries between 2-5 kms, the role of IPT services should be channelised to cover the entire area.



CHAPTER - 12INTEGRATED TRANSPORT SYSTEM PLAN

12.1 BackgroundThis Chapter deals with the summarization of the various Conclusions and Findings arrived fromthe extensive study done for the preparation of the Comprehension Mobility Plan for Madurai city.

In order to study the traffic and transportation problem of the city and suggest improvementmeasures Government of Tamil Nadu has formed a state level committee under the chairmanshipof Chief Secretary. As a part of state level committee, four sub-committees have been formed withvarious stake holders as members of committee. Following number of stake holders meeting, on24th sep 2007 state level meeting under the chairmanship of Chief secretary has been held toreview the traffic and transportation problem and suggest improvement measures. Other importantmembers attended the meeting were Highways secretary, Transport secretary, PWD Secretary,Collector, IG of Police, SP of Police, DSP of Police, Commissioner of Police, Commissionermadurai corporation and sub committee members. Plate12.1 showing the view of discussion at thestate level meeting held at the conference room of collector office.

Plate12.1 View of High level committee meeting onComprehensive mobility Plan for Madurai at Madurai Collectorate



Based on the study finding, comments and suggestions emanated out from the meeting, theimprovement measures are proposed under the heads of

o Immediate Improvement Measureso Short term Improvement Measureso Medium term Improvement Measureso Long term Improvement Measures

12.2 Immediate Improvement MeasuresDecongestion measure is the immediate improvement measure proposed for Madurai city. It isproposed to shift the various whole sale markets located within Madurai city, as they form the primereason of traffic Congestion, as indicated by the Origin & Destination survey, explained in Chapter5 of this report.

FindingsThrough the Origin & Destination Survey, Market Area Survey, the following markets have beenidentified as major source for the attraction of goods vehicle into the city.

(i) Wholesale vegetable market(ii) Wholesale fruits market(iii) Wholesale onion market(iv) Building materials market(v) Truck Terminals - Lorry transport offices(vi) Work shops(vii) Ware houses for Food Grains

Besides, detailed surveying has been done to identify the type and size of markets, as thesemarkets attract about 60% of heavy goods vehicle into the city market area. The details regardinglocation of markets and size of shops have been presented in the Chapter 5 of this report. Apartfrom the wholesale activity there is number of commercial activity which attracts significant numberof vehicles into the CBD. Also lack of commercial nodes outside the CBD area makes imbalance inthe land use with regard to commercial activity. In absence of commercial nodes out side CBDarea, commuters depend on the commercial area in the CBD for their needs. This resulting insignificant number of vehicles attracted towards CBD area.



From the findings of Origin & Destination Survey, it is found that 8069 goods vehicles enter into thecity from the identified nine radial roads. The major number of vehicles comes from the followingroads among the nine radial roads.

Roads Vehicle Contribution

Dindigul road -- 1764 vehicles

Melur road -- 1364 vehicles

Aruppukottai road -- 1191 vehicles

Tirunelveli road -- 1093 vehicles

Based on the commodity distribution, the Vegetable and Fruit related items arrive mainly fromDindigul and Melur road. In case of building materials, Rameswaram road is the main sourcefollowed by Cochin road, Melur road and Dindigul road. From the market area survey, it wasnoticed that about 2500 trucks are being operated from Madurai city which has the booking office inthe city limits. Location of whole sale markets present within the city is shown in Figure 12.1.

12.3 Improvement MeasuresBefore formulating the proposals, stake holders meeting was conducted in order to get theirconsents. In this regard, the concerned authorities from Traders association and Lorry Transportassociation were invited and detailed discussions were held regarding the SHIFTING OFMARKETS, keeping in mind the present and proposed locations. It was noted that, part of tradersin the present vegetable market have already identified space near Paravai on Dindigul road side.Out of total traders in the vegetable market, about 900 traders have decided to shift to the Paravailocation for the Vegetable Market. Similarly, the Wholesale Fruits Traders association has identifiedspace along Alanganallur road near Kadachendanel, for the Fruit Market.

12.3.1 Proposed Vegetable MarketThe main source of vegetable market is from Dindigul road and Melur road. The land availabilityand proximity to the city is the key factor in finalizing the proposal. As part of traders has identifiedland along Dindigul road, the possibility of land availability near Paravai location has been explored.



Considering that the second major source of vegetables is from Melur road, the possibility ofshifting the market near Melur road was explored. There is adequate land, belonging to Maduraicorporation is available on Melur road near Mattuthavani. Therefore, it is proposed to accommodatea part of whole sale vegetable market at Paravai along Dindigul road and a part at Mattuthavanialong Melur road.

Also, there is considerable amount of whole sale coconut market within the CBD area. This coconutmarket demands as area of 1.5acres and it is proposed to be accommodated within the proposedvegetable market at Mattuthavani.

12.3.2 Proposed Wholesale Fruit MarketFrom the detailed analysis of Origin – Destination survey and Market Area Survey, it was found thatthe main trunk road for the movement of Fruit commodity is through Dindigul road and Theni road.

At present, wholesale fruit market is located in North Marret Street, Yanaikal Street, East MasiStreet, Old Chokanathar Kovil Street, Thalavai Street, North Masi Street, North Veli Street, andVakil New Street. There are about 200 shops / godowns present in the CBD area. This implies thatthe proposed facility should have 200 fruit shops, of which 100 shops shall be provided with anarea of 1000 sq.ft and the remaining 100 shops shall be provided with an area of 2000 sq.ft. Thetotal area required for this proposed fruit market is about 10 acres.

As indicated by the Fruits Traders association in the Stake holders meeting, they have alreadyidentified land for this purpose along Alanganallur road near Kadachendanel. Keeping theirsuggestion in mind, the possibility of getting the land near Kadachendanel along Alanganallur roadwas explored and this location was finalized for development of wholesale fruit market as theAlanganallur road is located near Dindigul road, one of the main trunk routes for Fruit Commoditymovement.

12.3.3 Proposed Whole Sale Onion MarketThe present whole sale onion market is located in East Marret Street and Palace road, well withinthe CBD area. The onion load arrives from various radial roads to the city, of which Dindigul roadon the northern side and Aruppukottai road on the southern side have a major say in the movementof onion commodity.



From the land availability point of view, the identified land at Avaniyapuram on Aruppukottai roadbelongs to the Corporation, which is quite away from the main CBD. The proposed facility shouldhave at least 60 shops of sizes varying from 1000 sq. ft to 3000 sq. ft. The proposed buildingshould have office rooms on first floor with godowns in the ground floor. It is estimated that theproposed facility would require about 4 acres of land for development.

12.3.4 Proposed Market for Building MaterialsFrom the analysis of Origin - Destination survey, it was found that about 8% of total destined goodsvehicles cater to building materials. Predominantly, the building materials arrive from Rameswaramroad followed by Cochin road, Melur road and Dindigul road. In order to avoid the trucks enteringinto the city loaded with building materials, it is proposed to develop market facility for buildingmaterials at various locations.

At present, there are about 60 whole sale shops with their godowns located on Goods Shed Roadand 14 timber shops on Melaperumal Mestri Street. In order to shift the building material market, itis proposed to develop the facility at two locations. One along the new NHAI bypass betweenDindigul road and Theni road and the other location would be along ring road between Aruppukottairoad and Rameswaram road. The extent of area required for the facility would be about 1 acre ateach location. The land required for the proposed facility is yet to be identified.

12.3.5 Proposed Truck TerminalsThe Market area survey reveals that there are about 650 lorry transport booking offices within thecity limit. Around 2500 trucks are plying in and out of Madurai. On an average, 1000 trucks enterinto and 700 trucks leave Madurai daily. From the analysis of Origin - Destination survey, it wasfound that predominantly trucks arrive to the city from Dindigul road followed by Melur road,Aruppukottai road and Tirunelveli road. Hence it is proposed to develop truck terminals in thesedirections.

For the purpose of trucks arriving from Dindigul road and Theni road land at Kochadai has beenidentified for developing truck terminal. This location has got better accessibility from the four laneroad of Dindigul – Tirunelveli road and it belongs to the Corporation of Madurai. It is estimated thatfor a base year capacity of 200 trucks, the extent of area required would be about 12 acres, forwhich the available land at the proposed location at Kochadai is adequate.



For the purpose of trucks arriving from Melur road and Sivagangai road, it is proposed to developtruck terminal with a base year capacity of 250 trucks along the Melur road. The land atMattuthavani, belonging to Corporation shall be utilized for this purpose. The area required for thefacility would be about 8 acres, for which the available land at the proposed location atMattuthavani, is adequate.

For the purpose of trucks arriving from Aruppukottai road and Rameswaram road, it is proposed todevelop truck terminal with a base capacity of 300 trucks along ring road between Aruppukotai roadand Rameswaram road. The area required for the facility would be about 10 acres. The land for thisfacility is yet to be identified.

Also, the proposed truck terminals should have the following facility.(i) 150 to 200 nos. of booking offices having storage area of about 500 sq.ft to 1000 sq.ft(ii) Basic amenities(iii) Work shop(iv) Petrol pump(v) Security(vi) Bank with ATM(vii) Rest room with communication facility(viii) Weigh bridge(ix) Saloon and restaurant(x) Health clinics etc.,

12.3.6 Proposed Workshops and Associated Markets for Heavy VehiclesAt present, there are about 225 shops located within the city limit. The activity of these shopsdepends on the trucks which arrive into the city. As the proposed truck terminal is to be locatedoutside the city limit, it would be desirable to locate these workshops near the proposed truckterminal. Hence it is proposed to develop the workshop facility at three locations adjacent to theproposed truck terminals, i.e. at Kochadai, at Mattuthavani, at new location. The extent of arearequired for the facility would be about one acre at each location. The land required for theproposed facility is to be identified near these three proposed truck terminals.



12.3.7 Proposed Ware Houses for Food GrainsThere are two warehouses located within the city limit to cater the storage and distribution of foodgrains. The existing ware houses are located at Palaganatham and near TNSTC depot. The warehouse located at Palaganatham serve for distribution to the southern districts and the ware housenear TNSTC depot serve for Madurai and adjacent districts. For these ware houses, grains &pulses arrive from the Koodal Nagar goods shed.

On an average, nearly 250 trucks / day are plying between Goods shed at Koodal Nagar and warehouses at Palangantham and bypass road. The existing ware houses are provided with Godown oflarge sizes with cold storage facility. As a part of decongestion measure, it is proposed to shift theware house from the present location to a new location present outside the city limit, either inDindigul road or in Alanganallur road. These locations are identified as the existing good shed atKoodal Nagar, is easily accessible through these two roads. Shifting of ware house requires largeextent of area and their possibility is yet to be explored.

12.3.8 Commercial center outside city limitsAs explained earlier in this chapter, absence of commercial nodes outside CBD area forcecommuters to approach CBD area for their needs. Hence a balance in the commercial activity hasto be maintained for the growth of city. This could be done by effecting necessary changes in theland-use and promoting commercial activity in the fringes of city limit. To initiate, it is proposed todevelop commercial center near Mattuthavni in the first phase. Similar activity shall be proposed inother direction of the city for balanced growth of city.

Details regarding locations of proposed markets and truck terminals are shown in Figure 12.2.

12.4 Short Term Improvement MeasuresAs a part of short term improvement measures, following improvements are proposed for theenhancing the existing traffic condition.

(i) Junction improvements(ii) Parking management(iii) Traffic management measures(iv) Introduction of NMT lanes (for bicycle & cycle rickshaw)(v) Continuous & adequate pedestrian walk ways(vi) Bus bays with modern bus shelter



12.4.1 Junction ImprovementsTwelve nos. of junctions have been identified for At Grade improvements. The junctions havingcongestion index less than 0.80 and those have scope for improvements have been identified andsuggested for improvements. At some locations though the congestion index is more due to siteconstraints only at –grade improvement is proposed, the details of which is explained in thefollowing table.

(i) Ring road - Melur road junction(ii) Ring road - Nedungulam road junction(iii) Ring road - Rameswaram road junction(iv) Palanganatham junction(v) BCC road - Yanaikkal bridge intersection(vi) Ring road – Mandela nagar junction

S. No. Intersection Name Proposed Improvement Measures

1. Ring road - Melur roadjunction

Pedestrian crossings to be provided Signs and markings to be provided Traffic flow to be regularized Signalization of intersection

2. Ring road - Nedungulamroad junction

Intersection to be redesigned as rotary typeintersection

Signage to be redesigned Blinkers to be provided

3. Ring road - Rameswarmroad intersection

Intersection to be redesigned as rotary typeintersection

Blinker to be provided Signage to be redesigned

4. BCC road - Yanaikkalbridge junction

Intersection geometry is to be improved Chanellisers to be introduced Signages and road marking to be provided

5. Ring road – Mandela nagarjn.

Channelising island to be redesigned Bus bay to be provided Pedestrian facility to be provided



12.4.2 Parking ManagementIn the context of increasing traffic intensity and inadequate network capacity particularly in centralCBD areas, a parking policy for the city needs to be framed which could be used as the tool forformulation and implementation of Transportation Management Plan. Parking policy does notpromise an unending supply, chasing an unsatisfied demand but is an instrument to articulatedemand and supply to achieve a desired balance. The major components of such a policy could be:

Development and management of Off - street parking facility at appropriate locations Organization and regularization of On - street parking facilities including their

identification and regulation Pricing of parking space Institutional arrangement for planning, development and management of parking

facilities Parking norms / standards to be incorporated as part of building byelaws and zoning

regulations

Organized On-street parking needs to be provided within the central area to prevent trafficcongestion on narrow stretches and to allow smooth movement of traffic. Organization of On-streetparking will serve the purpose for small period of time and development of Off - street parkingfacility should be taken up in medium to long term. The suggested regulatory measures are:

a) Rationalization of On street parkingThe on street parking, which is presently disorganized, needs to be organized and laid out inconsonance with the circulation system.

b) Municipalisation of parking spaceIn order to prevent the misuse of parking space for commercial and other uses by its owner,Municipalisation of parking spaces created should be enforced as part of building byelaws underthe Municipal Corporation, who will levy the parking fee and contract out the service.

c) Parking norms and standardsThe zoning regulation and building byelaws need to be updated to facilitate parking of vehicleskeeping in the view the high intensity of personalized vehicle ownership and their usage.



d) Parking pricingProvision of parking spaces costs large resources, which should be recovered from the users.Pricing of parking facilities is an instrument not only to generate resources but also to promotevarious components of parking facilities. Differential parking fees based on duration of parking withfree of charge for short duration and higher fees for long duration may be fixed in commercialareas. As there is considerable long term parking by the employees and shop owners, paid parkingwill help to control the on street parking. However, separate measures shall be worked out toachieve this end.

S. No. Vehicle TypeParking Charge (Rs.)

Short term ( < 2 hrs) Long term ( > 2 hrs)1 Car / Jeep / Van / Auto Nil 1 / hr2 Scooter / Motor Cycle Nil 0.5 / hr

12.4.3 Traffic Management MeasuresIn order to facilitate efficient and safe movement of traffic, various traffic management measureshave been drawn out. This traffic management measures have been finalized through a SubCommittee, constituted with members from Police Department, Transport Department, TransportCorporation, City Corporation and Education institutions. The suggestions drawn out from themeeting are grouped under the heads of Pollution, Road Safety, Safe Transportation, Managementrelated measures.

PollutionThe sub-committee has suggested that the green area in the city should be increased by way ofplantation of trees and preservation of the existing green space, etc. In this regard, committee alsosuggested that agricultural department shall be consulted to identify plants which absorb morecarbon dioxide. Also it is suggested to introduce AUTO LPG / CNG in the city to reduce the level ofvehicle emissions.

Road SafetyFollowing suggestions were made in the sub committee for the Road Safety.

Introduction of complete traffic signage system with standard sizes. Broadcasting road safety message in the television Road marking Zebra crossing with signalization of major pedestrian crossing.



Safe transportationFollowing suggestions were made in the sub committee for the Safe Transportation.

Introduction of automatic hydraulic door locks in the buses to prevent foot boardtraveling

Emergency exit is to be provided for buses. The drivers in the unorganized transportation sector to be trained periodically and also

working hours & upper age limit of the drivers is to be specified. Speed governors or Speed Limitation devices has to be introduced in vehicles.

Management Measures

Introduction of Bus only lanes (BOL) on bus route roads where adequate road width isavailable

Staggering of school and college hours

Staggering of week holidays for the commercial area in the CBD

Staggering of cinema theatre timing

Introduction of lane system on roads of adequate width.

12.4.4 Introduction of NMT lanesSlow moving vehicle population is high in Madurai City. About 10% of total vehicle constitutes Cyclepopulation. Out of 565 accidents in the year 2005, 53 accidents involves cyclists. In order to providesafety to non - motorized traffic, it is proposed to introduce NMT lanes on the following roads in thecity.

a. Alagar kovil Road (Goripalayam to Pudur)b. Veli Streets (Part of North & West Veli and East & South Veli )c. Dindigul bypass roadd. Melur road (K.K. Nagar Arch to Mattuthavani Bus stand)e. Natham road (Out post to Iyer Bungalow)

12.4.5 Continuous and adequate pedestrian pathwaysDiscontinuous foot path, encroachment of footpath and poorly designed foot path has forced thepedestrian to walk on the carriageway which leads to safety problems for the pedestrian. Out of 565accidents, 160 accidents involve pedestrians. Hence in order to enhance the pedestrian safety, it is



suggested that on all major roads and roads connecting to temple should be provided withcontinuous and encroachment free walkway with hand rail for pedestrian.

12.4.6 Bus bays with modern Bus shelterThere are about 641 city bus service routes operating within Madurai and surrounding areas. Busstops without bus bays severely affects the flow of traffic and on narrow roads, it totally blocks thetraffic. Hence, it is proposed to provide bus bays with modern bus shelters at 17 locations alongmajor bus route roads to facilitate uninterrupted flow of traffic. The list locations suggested for busbays is given below:

a. Railway Stationb. Byepas Road(Jeyam Theatre –

Fathima College ,All Bus Stops)c. Christian Mission Hospitald. Nelpettaie. Simmakkalf. South gate (South Side)g. Keelavasalh. Tamil Nadu women’s Polytechnici. Pasumalai ( South side)

j. Moolakarai ( North Side )k. Susee Auto (Theni Road)l. District Court ( Muthiah Hall)m. Crime Branch ( South Veli Street)n. Nirmala Hr. Sec . School (

Teppakulam)o. High Court (Ulaganeri)p. Arasaradi ( North Side)q. KPS Hotel ( TPK Road)

12.5 Medium Term Improvement ProposalsFrom the analysis of traffic data and the site conditions, following items are suggested for mediumterm improvements.

i. Flyovers / ROBii. Pedestrian Subwaysiii. Bypassesiv. Development of inner ring road including widening of existing roads and formation of

missing linksv. Widening of major roads and road along banks of river vaigaivi. High level bridges across river Vaigaivii. Development of additional bus terminal on two regional routes (Dindigul side and

Tirunelveli side)



viii. Development of Off-street parking facilityix. Introduction of Bus Rapid Transit System (BRTS)

12.5.1 Flyovers / ROBAs per IRC: 62-1976 for urban scenario a grade separator shall be considered when the volume oftraffic exceeds the capacity of the intersection. As per IRC: 92-1985 for urban scenario aninterchange shall be considered when the total intersection traffic volume exceeds 10000 PCU/ Hr.The warranty analysis of the critical intersection identified is carried out.

In assessing the grade separator requirement at the intersections, the decrease in numbers ofvehicles due to the shifting of markets from the CBD area and bypass proposals is considered.After calculating the traffic volume, warranty analysis has been carried out for all intersections. It issuggested that in the initial stage, attempt should be made to improve the capacity of intersectionand there after construction of grade separator option is to be considered.

Based on the volume capacity analysis of the intersections (explained in chapter 8) followingintersections are suggested for provision of grade separator.

i. Goripalayam intersectionii. Milk depot intersectioniii. Melur road – Alagarkovil road junctioniv. South veli – Aruppukotai junction (windening of NMR bridge)v. Anna nagar – Sivagangani road junctionvi. MGR statue junction on Melur road

In addition to the above it is proposed to build ROB at four locations namely Muthupatti levelcrossing, Nedunkulam level crossing, Tiruparankundram level crossing and Palanganatham levelcrossing. The ROB proposal at Tiruparankundram and Palanganatham is being under consideredby NH division. At these locations the train vehicle unit exceeds the 100000 units. Details of thelevel crossing and the train vehicle units (TVU) are given in chapter 5. In addition to the abovenumber of ROBs are proposed as a part of other road improvement projects which are explained inthe subsequent chapter.



12.5.2 Pedestrian SubwaysAs mentioned earlier, out of 565 total accidents in the year 2005, 160 accidents involvepedestrians. In order to identify the critical locations which require improvement measures withrespect to pedestrian safety, pedestrian survey has been carried out. From the analysis of data, itwas found that at most locations the hazard index has exceeded the threshold limit of 2 x 108 (asper IRC 103 – 1988).

At many locations though the hazard index have exceeded 2 x 108 , provision of grade separatedfacility is not desirable at certain locations due to narrow roads, site constraints and possibility ofunder utilization. Keeping in view the above, pedestrian subways are proposed, where adequatewidth is available and hazard index is greater the 2 x 108 . Other locations where PV2 exceed 2 x108 are suggested with controlled pedestrian crossing improvement. Following are the locationssuggested for pedestrian subway.

(i) Goripalayam Junction(ii) St. Mary Junction(iii) Periyar Bus stand(iv) North Veli – Thalavai street

Key Plan showing the locations of proposed flyover & pedestrian subways is given in Figure 12.3.

12.5.3 Bypass proposalTravel pattern of Origin - Destination survey indicates that the first highest interaction is betweenMelur road and Tirunelveli road followed by Aruppukottai road. This traffic is diverted through theexisting ring road.

The through traffic between Tirunelveli road, Aruppukottai road, Cochin road and Dindgul road iscatered by the existing bypass which lies within the city limit. A new bypass (from Samayanallur toThoppur), away from the city limit is under construction.

Also there is considerable volume of through traffic between the Dindigul road, Melur road andRameswaram road. At present this traffic is passing through the city area.

Hence, a bypass on the northern side connecting Melur road, Natham road and Dindigul road is tobe provided. From the OD survey it is found that about 5827 vehicles / day through traffic betweenDindigul road, Natham road, Alagarkovil road, Melur road and Rameswaram road. Hence it is



suggested for the base year traffic volume, a two lane road shall be considered and four laningshall be considered after 5 years. NH division has initiated the study to prepare the detailed projectreport for the proposed bypass.

12.5.4 Development of inner ring road and link roads with widening of existing roads andformation of missing links

At present, the Veli Street forms a ring type road for the CBD area and this road, having properconnectivity, serves for collecting and disbursing traffic to various directions. Beyond that there is apartial ring road connecting Melur road and Tirunelveli road. But this is away from the residentialsettlements and about 12 Kms from Veli Street on Aruppukottai road, 16 kms from Tirunelveli roadand 5 kms on Rameswaram road. But there is no ring type road connecting the residential areabeyond the CBD area. This leads to unnecessary load on the radial roads. In order to provide betterconnectivity for the area around the CBD area, it is proposed to form a ring type road by wideningthe existing road and connecting the existing links with new formation (missing links).

In addition to the above, it is also proposed to provide / improve the link roads which are vital forimproving the connectivity. This provision / improvement of the link roads can be grouped under thefollowing heads as

o New formationo Widening and Strengthening

New formationi. Formation of road connecting Dindigul road (Paravai) and Alanganallur road (Near All India

Radio)ii. Formation of road behind Mattuthavani bus stand, connecting Vandiyur Park road and Ring

Road.

Widening and Strengtheningi. Road connecting Alanganallur road (Near All India Radio), Natham road (Iyer Bungalow)

and Alagarkovil road (Surveyor colony)ii. Road connecting Rameswaram road (Teppakulam) and Aruppukottai road via Gate Lock

road and Anupanadiiii. Link road between Tirunelveli road near Tirunagar and new NHAI bypass near

Thenpallanchi.iv. Link road between Airport and Tirunagar via Nilayur, Parambupatti.



v. Integration of SH-32 with NH-7 from TVS Alagappan Nagar-Avaniapuram-Jeeva Nagar-Airport road

Key plan showing the roads identified for widening and formation of missing links is given inFigure 12.4.

12.5.5 Widening of arterial Roads and New Elevated RoadRadial roads are the arteries serving the needed transportation requirement of the city. Analysis oftraffic data indicates that almost all the radial roads have exceeded the capacity.

The base year traffic is calculated after applying the factor towards the decongestion measure andbypass proposal. The base year traffic is projected to assess the widening requirement for differentperiod.

After traffic projection wherever there is scope for widening, the proposal for widening of roads aresuggested. In exceptional case where there is no scope for widening of road and there is very hightraffic volume, elevated road has been suggested. Accordingly the elevated road is suggestedalong West Veli, North Veli, East veli and South veli between Muthu Bridge on west veli and Nadarvidhya salai on south veli (via periyar bus stand, Simmakal, Anna statue and St.Marys school.Table 12.1 gives the details of traffic projection and the lane requirement for different roads inMadurai city.



Table - 12.1 Widening Proposal for Major Roads

S.No Road Name Section

Trafficvolume(2007)

Lanerequirement

Traffic projection and lane requirement

2012 Lanerequirement 2017 Lane

requirement 2022 Lanerequirement

1

Alagar kovilRoad

Natham road to Melur road 3305 4L - div 4218 4L - div 4890 6L - div 5699 6L - div

2 Melur road to Pudur road 3610 4L - div 4607 6L - div 5341 6L - div 6192 6L - div

3 Goripalayam road to Nathamroad 4730 6L - div 6037 6L - div 6998 8L - div 8113 8L - div

4 NedunkulamRoad St. Marys to Chintamani road 1520 2L 1940 4L - div 2249 4L - div 2607 4L – div

5Melur Road

Alagarkovil road to KK Nagararch 4190 4L - div 5347 6L - div 6199 6L - div 7186 8L - div

6 KK Nagar arch to Ring Roadjunction 4361 4L - div 5565 6L - div 6452 6L - div 7479 8L - div

7West VeliStreet

Muthu Bridge to RMS 3040 3L oneway 3880 3L oneway 4498 4L oneway 5214 4L oneway

8 Periyar bus stand to SakthiSivam Theatre 4646 4L - div 5930 6L - div / ele

highway 6875 8L - div / elehighway 7970 8L - div / ele

highway

9 Ring Road Melur road to TirunelveliRoad 1522 4L - div 1940 4L - div 2249 4L - div 2607 4L – div

10 North VeliStreet

Sakthi Sivam Theatre toSimmakal rountana 2280 4L - div 2910 4L - div / ele

highway 3370 4L - div / elehighway 3911 4L - div / ele

highway11 Simmakal to Yanaikkal 6670 4L - one way 8513 6L oneway 9869 6L oneway 11440 6L oneway

12 TirunelveliRoad

Vasanth Nagar junction toThopur 3158 4L - div 4030 4L - div 4672 6L - div 5416 6L – div



S.No Road Name Section

Trafficvolume(2007)

Lanerequirement

Traffic projection and lane requirement

2012 Lanerequirement 2017 Lane

requirement 2022 Lanerequirement

13 Thopur to Kapalur 228 4L - div 2920 4L - div 3385 4L - div 3924 4L – div

14 RameswaramRoad Munisalai to Theppakulam 4289 4L - div 5474 6L - div 6346 6L - div 7357 8L – div

15 Dindigul Road(BCC road) Paravai to Fathima College 1793 2L 2288 4L - div 2652 4L - div 3075 4L – div

16 SivagangaiRoad

Goripalayam road to Appollojunction 1860 2L 2374 4L - div 2752 4L - div 3190 4L – div

17 Natham Road Pandiyan hotel toVandipathai junction 3497 4L - div 4463 6L - div 5174 6L - div 5998 6L – div

18 DindigulBypass

Fatima College to Vasanthnagar jn. 3909 4L - div 4989 6L - div 5784 6L - div 6705 8L - div

19 East VeliStreet Anna Statue to St.Marys 3230 3L - Oneway 4122 3L - Oneway 4779 4L - Oneway 5540 4L - Oneway



12.5.6 Roads along banks of river vaigaiAt present the roads along banks of river vaigai is not continuous and up to the standard. Thisleads to under utilization of the road where as the traffic on the roads parallel to the banks of rivervaigai is high. Hence in order to partly divert the traffic and reduce the traffic load the parallelroads, it is proposed to develop the roads along the banks of river vaigai with beatificationmeasures. Also it is proposed to introduce BRTS along the banks of river vaigai.

12.5.7 Widening of sub arterial roads including bus route roadsAs explained in the earlier chapter, the city bus services are operated on 641 routes covering about13476 kms. Madurai city has fair fleet strength in terms of transportation services. Apart from themajor arterial roads, there are number of bus route roads and important roads which are not havingsufficient carrying capacity. This leads to lower operating speed and lower trip frequency. Majorarterial roads forms only 10% of the total network, where as the other important and bus routeroads 20-30% of the road network. Better road infrastructure especially on bus route roads is vitalnot only to achieve better mobility on bus route roads but also to increase the number of passengertrips by public transportation. In order to identify the important roads and bus route roads, a detailinventory for the bus route roads has been made and the roads which forms part of major busroute has been selected for improvement. Details of the selected roads for improvements are givenin annexure VII. Key plan showing the roads selected for improvement is given in Figure 12.4a.

12.5.8 High level bridges across River VaigaiThe river Vaigai stretches from West to East and bifurcates the city into two. At present very fewhigh level bridges is located across the river, connecting the northern part of city with southern part.This forces the traffic to channalise through the available bridges. Also this leads to very high trafficload on the existing bridges and its approach roads. This is clear from the traffic data that AVBridge which provide connectivity for in bound traffic to CBD caters to a peak hour volume 7927PCU. The traffic carrying capacity of the bridge is 2400 PCU / hour. Similar is the case forYanaikkal Bridge, located parallel to AV Bridge, serving for the out bound traffic from CBD.

In order to provide good connectivity between northern part to southern part and to reduce thetraffic load on the existing bridges, it is proposed to replace the existing causeways with high level



bridges with improvement to approach roads which are vital for improving the connectivity.Following locations are identified for replacing the existing causeway by high level bridges or forprovision of new high level bridges.

i. Arapalayam causeway with approach roadii. Thaikaal causeway with approach road from north veli to Bcc roadiii. Rajaji Hospital causeway with approach roads from panagal road to munichalaiiv. Kurivikaran Salai submergible bridgev. Bangajam Colony with approach road (Moulana sahib street)

Arrapalayam causeway provide connectivity between sellur on BCC road to Arrapalayam busstand, Thaikaal causeway provide connectivity between BCC road and north veli street, Rajajihospital causeway provide connectivity between Panagal road and muni chalai, kurivikaran salaisubmergible bridge provide connectivity between sivagangai road and rameswaram road andBangajam colony proposed bridge would provide connectivity between anna nagar and moulanasahib street. The proposed high level bridge would serve as alternative link for the vehicle users tocommute between the two sides of the river as against the existing two high level bridge in the cityPlan showing the proposed locations for high level bridges is given in Figure 12.5.

12.5.9 Shifting of omni bus stand and development of additional bus terminal on tworegional routesThere are two bus terminals within the Madurai city to serve for the movement of intercity buses,namely Mattuthavani & Arrapalayam. Integrated bus stand at Mattuthavani bus stand is therecently developed facility which caters the intercity bus services towards Chennai, Rameswaram,Tuticorin and Tirunelveli direction. The present capacity of the bus stand is about 102 buses. But,nearly 1000 buses are being operated from this bus stand. Capacity of the bus stand has reachedthe saturation level with the recent induction of Palanganatham bus stand.

Arrapalayam bus terminal serve for the buses bound towards Theni, Coimbatore and Salemdirection. The present capacity of this bus terminal is about 36 buses. About 900 buses are beingoperated from this terminal and the peak demand is about 100 buses.



As most of the National Highways are passing through the Madurai city, the city acts as mainconnectivity to move from North to South direction. Also, as intercity buses are operated on all thedirections, it is desirable to develop intercity bus terminals on major regional routes.

The present Mattuthavani bus stand can be utilized for Chennai and Rameswaram direction boundbuses. Two bus terminals are to be developed for other regional bus routes. One along Dindigulroad for Theni, Coimbatore and Salem bound buses and the other along Tirunelveli road forTirunelveli and Tuticorin bound buses. In order to avoid inconvenience to the passengers, circularbuses connecting three bus terminals must be operated.

Also, the omni buses (private long distance buses) which are operating from the present complexbus stand adds to the prevailing traffic congestion in the CBD area. Since the major route of privatebus operation is towards Chennai side, it is suggested to shift the present omni bus stand adjacentto the present Integrated Bus stand at Mattuthavani on Melur road.

12.5.10 Development of Off-street parking facilityIn order to develop the off-street parking facility, the vacant land belongs to corporation available inthe city is identified. The land that would be available as a result of the decongestion measures isalso considered. Following are the locations suggested for development off- street parking facilitywhere the land for development is available.

Old Thiruvalluvar bus stand on West Veli street (space is available at present)

Palanganatham bus stand adjacent to Tiruparankundram road (space is available atpresent)

Jansi Rani Park on Avani Moola street

The space at Old Thiruvalluvar bus stand and the Palanganatham bus stand shall be utilized forthe tourist vehicle (heavy vehicles) parking and suitable transport arrangement shall be made inthe form of Shuttle Trip shall be provided to the temple.

Following are the locations suggested for the development of Off- street parking facility, where thespace will be available as a result of decongestion measures



The present whole sale vegetable market near the temple is proposed to be shifted toParavai and Mattuthavani. This created space would be utilized for development of off-street parking facility.

The present omni bus stand, opposite to Periyar bus stand is also proposed to beshifted near Integerated bus stand at Mattuthavani. This created space would beutilized for development of off-street parking facility.

The work shop market on Tilakar tidal on Tamil Sangam road is proposed to be shiftednear the proposed truck terminals. This created space would be utilized fordevelopment of off-street parking facility.

Space at old building material market on West Veli Street (opposite TTDC office) isproposed to be shifted to the proposed building material market. This created spaceshall be utilized for development of off-street parking facility.

Key plan showing the proposed locations identified for development of off-street facility is given inFigure 12.6.

12.5.11 Introduction of Bus Rapid Transit System on pilot basisCity has got good bus transportation system. TNSTC madurai is running the buses with the LPAarea. It is mentioned in the earlier chapter that the aged fleet and low operating speed lead to poorfrequency. In order to improve the public transportation it is proposed to introduce the one of thebest low cost mass rapid transit systems i.e. Bus Rapid Transit System on pilot basis. Theselection of route for introduction of BRTS system has been done keeping in view the traffic densecorridor and required right of way for development.

In most of the cases, high density corridor falls within the CBD area or connecting the CBD area,where the required ROW is not available on the roads within CBD area. Hence wherever therequired ROW is available and the traffic is high, BRTS is proposed in first and second phase.Following stretches have been identified for implementation of BRTS in the first phase

i Bypass road and Allanganallur road from Fatima College to Kumaram ( via FatimaCollege)

ii Road along banks of river Vaigai from Kamarajar Bridge to Ring road.



12.6 Long term Improvement MeasuresThese measures help us to improve the traffic corridor of the city in the long run. Theseimprovements will always be kept in mind, even on achieving immediate, short, medium termproposals. These proposals consume considerable time in achieving the desired ends.

12.6.1 Development of Bus Rapid Transit SystemGovernment of Tamilnadu has proposed number of IT parks in the city and the work is about tostart. Keeping in view the future development and the requirement, it is proposed to provide BRTSconnecting for this area in the second phase.Following are the routes identified for the development of BRTS.

i Mattuthavani bus stand to Airport along ring road.ii Airport to Palgalai Nagar (via Tirunagar, new bypasses)

Key plan showing the proposed locations routes identified for development of Bus Rapid TransitSystem is given in Figure 12.7.

12.6.2 Introduction of Sub Urban Train SystemMadurai has good rail connectivity. There are four rail routes providing connectivity to Madurai citynamely Madurai - Dindigul, Madurai - Theni, Madurai - Tirunelveli, Madurai - Rameswaram lines. Atpresent, only long distance trains are being operated on these routes leading to under utilization ofexisting broad-gauge lines. There is increasing demand for passenger trips on the roads runningparallel to the railway lines. In order to meet the increasing demand from the surroundingsettlements, and to reduce the load on the parallel roads and to utilize the existing railway lineseffectively, it is proposed to introduce sub urban train system to the following routes.

i. Madurai - Virudunagarii. Madurai - Usilampattiiii. Madurai - Vadipattiiv. Madurai – Tirupuvanam



These are the proposals suggested for providing better mobility in and around Madurai city. Theseproposals has been put up under the heads of Immediate, Short term, Medium Term and LongTerm, based on the time range, increasing traffib demand, their need. The proposals have beenworked out to enhance the Madurai city as enumerated in the objectives of JNNURM guidelines.Approximate cost estimate of the project proposals is given in appendix A.`

Key plan showing the proposed transportation plan for Madurai is given in Figure 12.8



CHAPTER 13.0RESOURCE MOBILIZATION AND INSTITUTIONAL FRAMEWORK

13.1 Resource Mobilisation13.1.1 Framework for Resource MobilizationConsidering the quantum of investments required in transport projects, a suitable framework has tobe established to tap various financing sources in a cost-effective manner. The design of thisframework would take into account issues relating to fiscal constraints, leverage, equity contribution,debt resources, innovative source of local bodies, private sector participation (BOT) and tax andfiscal incentives.

Fiscal Constraints

Given the severe pressure, on government resources, budgetary support for transport projects willbe inadequate relative to the scale of expenditure required.

Innovative Sources of Local Bodies

The financing structure for such project will essentially relate to the availability and sustainability ofprojected revenues over the tenure of the project. The cash flows, in turn, will depend on theactualization of projected traffic into reality, as well as the ability of the Concessionaire to levy userscharges, collect the projected revenues in case of BOT projects and funds availability from revenuegeneration through innovative taxes imposition or allocation of other funds at the disposal ofMadurai Corporation.

Leverage

It is an accepted practice to leverage infrastructure projects with a large debt component. However,a high gearing level subjects the project to significant financial risk. In addition, to achieve highlevels of gearing, it is necessary to have access to long term debt of a maturity and repaymentprofile aligned with project payback/cash flows. As the Indian capital markets are stillunderdeveloped, a debt to equity ratio of 70:30 is usually accepted by the FinancialInstitutions/Banks for urban infrastructure projects.

Equity Contribution

(i) The equity investment would be distributed among multiple category of investors tospread the project risk. Given the long gestation period the target investors would



be those having essentially a long-term outlook. The selection and segmentationwould also be based on the extent of their interest in the project. The shareholdersfor such project could include, Madurai Corporation, Financial Investors,Infrastructure Initiative Fund and BOT operator.

(ii) The equity holders would require a return on their investment in the form of dividendpayout. As payments to the equity holders would be from the residual cash flowsafter meeting all other obligations, the unmitigated project risk would essentially beborne by the equity investors.

Debt Resources

(i) The debt profile for the project would be dependent on the debt servicing capabilityof the project cash flows. Since the recourse of the lenders would be limited to theproject cash flows, with minimal credit enhancements, if any, the risk undertaken bythe lenders would be high in comparison with the traditional lending profile typicallyadopted domestically. Accordingly the debt instruments with varying risk profiles willbe structured to meet the requirements of different lenders.

(ii) The loans would be project recourse in nature and secured by the project assetsand cash flows underlying the project. In the event of inadequate revenue streamsfrom the project, the sponsor (Madurai corporation) guarantee may be required bythe lenders.

(iii) Given the nature of cash flows, debt sources in such project could be MultilateralAgency (ADB/OECF (now JBIC), Domestic Institutions (IDFC, IDBI, ICICI, IL & FS,etc.) and Infrastructure Bonds by Madurai corporation etc.

13.1.1.1 Innovative Sources of Resource MobilisationTo fund the imposing needs of urban infrastructure in general and transport in particular, there areseveral innovative methods which due to their ease of implementation and high usage, are methodsfor many local governments as sources of general revenue. Some of the important ones are brieflydescribed below:



i) Real Estate DevelopmentIt is one of most widely used avenues for raising funds particularly for projects like metroconstruction, flyovers etc. In this the property developers are invited to develop the land along thetransport corridors and share profit with the transport organisation arising out of such sale ofproperty. Hong Kong Mass Transit System was financed to the tune of 15% of the metroconstruction cost adopting this approach. This model has been implemented in Navi Mumbai byCIDCO, where the cost of funding the railway line has been jointly financed by CIDCO and IL&FS.CIDCO has exploited the air space above the stations for building commercial complexes andrecovered its investment through the sale of property in these commercial complexes. SimilarlyMaharashtra State Road Development Corporation (MSRDC) is planning to use the space under theAndheri and Santa Cruz flyovers for commercial exploitation.

ii) Municipal BondsMunicipal Bonds have emerged as an important instrument for mobilising private resources forfunding urban infrastructure projects. In USA, 70% of the infrastructure finance is through municipalbonds. In India, Ahmedabad Municipal Corporation became the first in Asia to float Municipal Bondsto upgrade its city’s infrastructure. It was followed by Bangalore City Corporation which collected Rs.125 crore through the bond issue. In the past, Madurai Municipal Corporation has contemplated tofloat bonds worth Rs. 250 crore for subscription by the public. With the issuance of guidelines forfloating Municipal Bonds by the Ministry of Urban Development, Government of India on the 25February, 2001, this source may be tapped by the Madurai Municipal Corporation. The guidelinesinclude:

obtaining of Investment Grade rating from RBI approved rating agency

income tax exemption on money earned by way of interest upto 10.5% etc.

Municipal body to contribute at least 20% of project cost either from internalsources or from grants or mix of both;

Maximum amount of tax free bonds limited to 33% of project cost or Rs. 50crores, whichever is less

Further, in view of the emphasis on improving urban infrastructure, the Government of India iscontemplating to allow municipal bodies to issue tax-free bonds to the tune of Rs. 500 crores bypromoting ‘bond bank’ to enable smaller municipal bodies tap the market through state levelintermediary or by forming a consortium.



ii) Sale of Government Land and other PropertyIt is convenient source of raising resources by local bodies. Hyderabad Urban DevelopmentAuthority (HUDA) has raised Rs. 75 crore for construction of 10 flyovers in the city by auctioninggovernment lands.

iv) Development Impact Extraction (DIE)It is assessed on a developer for financing additional city level facilities and services. It is primarilyused to generate revenues for financing the augmentation of municipal facilities and servicesnecessitated by the new development and thus mitigate the adverse impact of development on thecommunity.

v) Valorisation ChargeValorization charges have been used to finance schemes like street improvements, sewer extensionetc. through a system of taxation by which cost of public works is allocated to affected properties inproportion to the benefits conferred.

vii) Advertising RevenueThese could be generated through bill boards at terminals and other places.

13.1.1.2 Private Sector ParticipationKeeping in mind the huge deficits in services and funds required for infrastructure development, theprivate sector needs to be brought in to assist the local bodies in development and provision ofinfrastructure to contribute to growth in economy. Some of the widely used form of private sectorparticipation in the financing of urban infrastructure are:

i) Service contracts, for performing specific tasks for short durationii) Management contracts, for operation and maintenance of government owned

businessesiii) Leasing where a lease agreement is signed whereby public facility’s assets are

transferred to a private firm for a fixed time period for which it pays for the right touse the facility in providing service.

iv) Concession, wherein the contractor besides the operation and maintenance alsoassumes additional responsibility of investments

v) BOOT/BOT/DBFO- BOOT is Build, Own, Operate and Transfer wherein private sector is



involved in building, owning and operating the asset during concessionperiod before transferring it back to the government.

- BOT is Build-Operate-Transfer, wherein the physical asset is owned bylocal government while the BOT operator pays for the assets, maintainsthem and retains rights to operating revenues during concession period.

- DBFO means design, build, finance and operate whose source of financeare equity and debt with most equity contribution coming from the privateparty in question.

In India National Highway Authority of India have executed many highway projects on BOT basis.

There is a lot of potential to generate surplus resources for funding transport infrastructure projectsin Madurai city, as evident from success stories in Indian cities. Some of the potential areas ofprivate sector involvement could be:

i) Development of Bus Rapid Transit Systemii) Operation & Maintenance of Bus Rapid Transit Systemiii) Development & Maintenance of Bus Terminals, Truck terminals, Shelters, Depotsiv) Operation of Buses and Para Transit Systemv) Construction and Maintenance of Parking facilitiesvi) Construction and maintenance of Toll facilities (Roads, Bridges)

Besides the private sector services could also be made use of through service/managementcontracts particularly in the area of:

i) Street cleaning and maintenanceii) Maintenance of Parking Lotsiii) Maintenance of Terminalsiv) Street Lighting

13.1.1.3 Tax and Fiscal IncentivesThe Government of India have since announced the various tax/fiscal concessions and otherincentives to facilitate private sector participation, inter-alia, in roads and highways, bridges, railsystem, inland waterways and ports and other transport development projects. The Central Board ofDirect Taxes (CBDT) Ministry of Finance, Government of India vide Notification No. S.O. 469(E)dated 27th June 1997 have notified that Mass Rapid Transit System (MRTS), Light Rail TransitSystem (LRTS), Expressways, intra-urban/peri-urban roads like ring roads/urban by-pass/fly-overs,



Bus and Truck terminals and subways will be treated as public facilities similar in nature to theinfrastructure facility for the purpose of tax concession under the Income Tax Act, 1961.

13.1.2 Implementation Strategy13.1.2.1 Identification and Ranking of Potential BOT/Toll Road ProjectsIn order to make a preliminary determination of which projects are suitable for implementationthrough BOT processes, a simple financial analysis has to be performed for general ranking ofprojects with a preliminary indication of each project’s financial feasibility.

The analysis would involve the following steps:

Preliminary identification of individual projects that require improvements and whichcould be financed through the collection of user charges based on preliminary cost,traffic and revenue estimates; and

Ranking of projects based on order of magnitude estimates of financial feasibility.

After ranking potential projects, the most promising projects should be subjected to more detailedengineering, financial and economic analysis.

13.1.2.2 Packaging of BOT ProjectsIn most cases of CMP projects, Madurai Corporation should set the user charge, and theconcession period which is the deciding factor – the concession will be won by the bidder offeringthe shorter concession period (under this policy the most profitable concessions would normallyhave the shortest periods).Upon expiration of the concession, the project is handed over to MaduraiCorporation for maintenance. It may actually be in the best interest of the Madurai Corporation tohave longer concession periods, and therefore have the concessionaire maintain the projects for alonger period of time.

One way to do this is to create packages of BOT projects in which some of the less profitableprojects would be linked with the most profitable ones, thus requiring bidders to offer longerconcession periods. These bigger BOT packages would have advantages for the concessionaires,since they would be able to take advantage of economies of scale in construction, maintenance,operations, user fee collection, financing and other project aspects. These large BOT packagesshould attract only those contractors that are well organized and are capable of managing theprojects efficiently.



13.1.2.3Options for Executing BOT ProjectsThere are numerous options available to the Madurai Corporation for the execution of BOT projects.Each of these options depends upon the viability of a particular project. Options that can be adoptedby the Madurai Corporation include:

Awarding bids to private parties to build the projects and collect revenues beforetransferring them to Madurai Corporation. These bids can be awarded in three ways:- on the basis of the shortest transfer period;- on the basis of the minimum transfer fee (in cases where the transfer period is

fixed); or- on the basis of minimum user fee levied if the transfer period or the transfer fee is

fixed

Awarding contracts to joint ventures (“Special Purpose Vehicle”) formed between stateagencies and domestic financial institutions for the execution of the project; and

Awarding contracts to joint ventures between domestic financial institutions for theexecution of the project.

13.2 Institutional ArrangementImplementation of a CCTS Project is an opportunity to identify and strengthen the institutionsresponsible for planning, development, operation and management of the city transport system andbuild capacity in them to take up the programmes under the short term and long term plan, policiesand programmes through public institutions on/or private sector participation.

13.2.1 Institutional Framework for Public Institutions (ie. MADURAI CORPORATION)The Madurai Corporation has been envisaged as the most important institution responsible for theplanning, development and maintenance of the city transport system particularly of its road networksystem, parking areas, bus terminals, bus transport, Light Rail Transit System (LRTS) etc. While it isnot contemplated to restructure MADURAI CORPORATION under the CMP project, the followingproposals are recommended to enable MADURAI CORPORATION to undertake and monitor CMPprojects:

(1) Establish Traffic Engineering and Management Unit in MADURAI CORPORATIONImmediately a Transport Engineering and Management Unit (TEMU) as one of the functionaltechnical departments of MADURAI CORPORATION should be established. It shall be headed by aTransport Planner /Traffic Engineer with necessary professional qualification and adequate



experience. He shall be of the rank of City Engineer and be responsible to the Commissioner of theNigam. The responsibilities of TEMU are:

to assist in the development and implementation of local transport policies

to plan, design and implement public transport and general traffic improvementschemes;

to draw up and implement traffic regulations concerning the utilization of road spaceby different vehicle types and pedestrians;

to maintain traffic signs, cariageway markings and traffic control devices;

to monitor vehicle and pedestrian movements;

to develop traffic schemes of a temporary or experimental nature;

to coordinate the planning and design of traffic and transport plans.

The TEMU will be structured to comprise seven sections as under:(i) a planning section responsible for conducting strategic transport studies

and evaluating alternative proposals(ii) a design section responsible for the planning and implementation of short

term traffic improvement measures and remedial action at accident blackspots

(iii) a research section responsible for policy studies and the conceptualplanning improvement measures and schemes of an experimental nature.

(iv) a maintenance section responsible for traffic signs, carriageway markingsand other municipal traffic control devices;

(v) a monitoring section responsible for conducting surveys, carrying out trafficcounts and analyzing traffic and accident data;

(vi) a parking section responsible for the administration and supervision of onand off-street parking;

(vii) a traffic signal section responsible for the design, implementation andmaintenance of traffic control equipment;

(2) Establish Madurai Transport Development FundTo overcome the resource constraints and to ensure availability of money at the right time it isrecommended that MADURAI CORPORATION may set up a Madurai Transport Development Fund(MTDF). The annual budgetary allocations towards city transport system development and



maintenance and other related loans and grants-in-aid received from state and central governmentsto be credited to MTDF. The fund shall be non-lapsable. In addition special effort to be made togenerate resources through innovative measure like market borrowings, entry fees, road pricing,user charge, cess on sale of petrol, cess on sale and registration of vehicles, parking compoundingfees, development cess, etc and credit these to the MTDF. The fund shall be managed by aprofessional group under a set of guidelines. The objective of the fund shall be to promote planning,development, operation and management of the city transport system through financial support.

(3) Promote Private Sector ParticipationThe Madurai coporation shall endeavor to invite, encourage and facilitate private sector participationin the CMP projects. Madurai, the important tourist destination, attracting private sector investmentdue to upcoming IT parks and SEZs. Hence attracting the interest, capital and expertise should notbe a difficult task. However it is important to build confidence and promote a facilitating environment.

(4) Provide Logistics Support to Traffic PoliceAnother important institution for the enforcement and management of traffic is the City Traffic Policeof the Police Department. The Traffic Police are making strenuous efforts to enforce, regulate andmanage the city traffic. However, they are severely handicapped in terms of sufficient manpowerand adequate logistic facilities. The City Traffic Police is headed by the Deputy Superintendent ofPolice under the overall charge of the Senior Superintendent of Police.

The manpower restructuring of the City Police Department is linked with that of the state. Hence norecommendations are made in this respect. However it is suggested that efforts be made to raise aTraffic Volunteer Force (TVF) comprising students and civic minded people and suitably train anduse their service to supplement the traffic police personnel in the enforcement and management oftraffic.

It is of immediate importance to equip the City Traffic Police with adequate logistic hardware todischarge their functions. These would include personnel communication systems, CCTVs,mobikes, jeeps, towing vehicles, interceptors (as used in Delhi), ambulance vehicles, etc. A seriouseffort should be made to equip the traffic police with these equipments.

It is also recommended that a few hospitals in different parts of the city be identified as AccidentTrauma Centres and suitably equipped to attend on an emergency basis all road traffic accidentvictims.



(5) Education and TrainingTo meet the needs of professionals, in all branches, over the next twenty years, it is necessary toselect young professionals with necessary basic qualification and depute them for higher levels ofeducation to reputed institutions within the country. The education should cover all aspects ofplanning, development, operation and management of urban and regional transport systems.In addition a number of short term training programmes on different aspects would need to bedesigned and delivered to upgrade the skills of the existing personnel and update the new entreeson a regular basis. For this purpose the local institutions, in particular the Thiagaraja EngineeringCollege, may be identified as the nodal training centre and supported with necessary financialsupport to run the training programmes on a regular and continuous basis.

13.2.2 Institutional Framework for Private Sector Participation on Build, Operate & Transfer(BOT) Basis

The primary relationship in BOT structure is between a government agency (i.e. MADURAICORPORATION) and a private party. The private promoter subsequently enters into othercontractual relationships for design, construction, financing, operation and maintenance. Theexecution of this concept is based on contractual relationships, with each party having recourse tothe project for its returns.

The chart here under (Figure 13.1) provides a diagrammatic representation of the institutionalframework for project implementation on BOT Basis.



Figure 13.1: Institutional Framework for Project Implementation on BOT Basis

Madurai Corporation /Govt. of TN

- Lease of Land- Grant of Concession- Equity Capital

-

EPC CONTRACTOR

- Project construction- Equity participation

O&M CONTRACTOR

- Collection of Parking Fees- Operation & Maintenance

Fare &Parking Fees USERS

DEBT

Investors

Lenders

Private Promoters

- Project Sponsors

MITCL

- Execution of the Project- Operation & Maintenance of the Project- Beneficiary of Concession Terms

EQUITY CAPITAL

Lease AgreementConcession Agreement



Special Purpose Vehicle (SPV)The BOT projects are conventionally set-up as separate legal/corporate entities to facilitate theindependent execution of the project. The SPV format enables the project to access sector investorsand lenders. The lenders can collateralise the cash flows of the project for recovery of their financialexposure to the Project.

Madurai Integrated Transport Company Ltd. (MITCL) as a Special Purpose Vehicle (SPV) isproposed to be incorporated by Private Promoters (Concessionaire) for promoting, developing,financing, operating and implementing the CMP Project.

The Board of Directors of MITCL will be responsible for the operations of the Company. The MITCLBoard will have representatives from Madurai Corporation, Government of Tamil Nadu, besides thePrivate Promoters

Project Sponsors / Private PromotersThe Private Promoters, the successful bidder selected on the basis of International CompetitiveBidding (ICB), will be the project sponsors.

A Memorandum of Agreement is to be signed between Madurai Corporation / Govt. of TN andMITCL to undertake the development and implementation of CMP project on commercial format.

Project Concept and Cost Estimates

The construction cost of the CMP Project includes costs associated with land acquisition, civilconstructions, Environmental Management Plan, Rehabilitation and resettlement costs, operation &maintenance cost etc.

Based on the construction cost of the project, the landed costs have been arrived at by incorporatingthe establishment & pre-operative expenses, Insurance, legal & Mortgage fees, projectmanagement fees, mobilization and other financial charges, physical contingencies, interest duringconstruction, etc.

Establishment and pre-operative expenses relate to the miscellaneous expenses that are beingincurred during project development phase. These include SPV incorporation, registration fees,stamp duties payable, pre-operative expenses incurred by project co-sponsors, administrativeoverheads, etc



Project Implementation ActivitiesBased on the CMP Report, Request for Qualification (RFQ) and thereafter Request for Proposalwould be issued to the bidders for their bids on Construction and Operation & Maintenance of theproject. The salient features of the bidding process would include the following:-

(1) Provide detailed designs to the bidder by way of the detailed feasibility report(2) The bidder shall have an option to suggest alternate or modified designs(3) Certain parameters such as width of carriageway, Right of Way, shall be fixed

and bidder will not be allowed to vary these parameters even in his alternatedesigns

(4) The Construction Contract shall be a lumpsum fixed price contract. Since, thebidder will be submitting the bids based on his designs, the design risk willpass on to him

(5) An O&M price shall be quoted by Contractor for base year and would be paidupon escalation formulae. The O&M price shall be in three parts:-

Routine Maintenance

Major Maintenance

Parking Fee Bus Fare

Operations

Project Management and SupervisionProject Engineer:- for the purposes of ensuring compliance of technical standards andspecifications, the SPV would be appointing a Project Engineer (PE)

Independent Engineer: - In addition to the Project Engineer who would basically represent theConcessionaire, the Project Lenders, Concessionaire and MADURAI CORPORATION will appointan independent, internationally reputed firm of engineers to act as an Independent Engineer (IE).The IE would be responsible for determining and ensuring compliance with technical standards,specification and costs during the construction period. The IE would also have additionalresponsibilities during the operation phase including review of operations, submission of monthlyreports, etc. The IE, however, will not be involved with day to day implementation and maintenanceof the project



Independent Auditor:- The Lenders, the Concessionaire and MADURAI CORPORATION wouldjointly appoint an Independent Auditor (IA) for the entire length of the Concession Agreement. TheIA would approve the format for maintenance of accounts, the accounting standards and the methodof cost accounting to be followed by the Concessionaire. The IA would audit and certify the books ofaccounts of the Concessionaire and shall also certify the project cost. In addition, the IA would alsofurnish requisite data to the Project Oversight Board at the request of the Concessionaire

13.2.3 Setting up of Greater Madurai Transport Authority (GMTA)Considering the importance of Madurai city and the need for concerted development andcoordinated operation of its transport system, the consultants during the course of ComprehensiveMobility Plan for Madurai city have recommended that Greater Madurai Metropolitan TransportAuthority (GMTA) may be constituted and established early. It needs to be appropriately structured,adequately supported by logistics and suitably empowered with legal and administrative authority.The GMTA may be a body of about 15 members and may be chaired by the Honorable Minister ofUrban Development, GoTN and may include representatives of the people of the city and otherstakeholders. It may include eight full time members who are professionals with expertise andexperience in the areas of Urban Transport Planning, Traffic Engineering Technology, TransportSystem Management, Resources and Finance, Legal, Human Resource Development andInformation System.

The functions of GMTA are:

Formulate city level transport policy in the framework of national/state polices

Coordinate with city planning authority in the preparation of city Master/DevelopmentPlan providing professional inputs as related to city transport sector

Prepare integrated multi-modal transport plan

Mobilize resources and allocate to different components of the transport system on arational equitable and transport basis

Manage city Transport Development Fund

Facilitate participation of private sector

Formulate fare policy for the integrated public transport system and function as TariffRegulatory Authority

Prepare Transport System Management Plans on an area or corridor basis andfacilitate their implementation



Promote technological modernisation

Maintain and disseminate city level urban transport information system

Coordinate the working of all component participant agencies

Till the constitution of GMTA, it is suggested that an Madurai Transport Coordination Committeemay be set up under an executive order of the GoTN. This committee may in its composition be thesame as the envisaged GMTA. The committee needs to be supported by a technical secretariat.Figure 13.2 shows the broad organisational structure of the proposed GMTA.



Figure 13.2 Organisational structure of the proposed GMTA.

TransportPlanningDivision

Transport SystemManagement

Division

TrafficEngineering

Division

TransportTechnology

Division

Human resourcedevelopment

Division

Urban TransportInformation System

Division

Resource and FinanceDivision

LegalDivision

Government of Tamil Nadu

Greater Madurai Transport Authority(GMTA)



CHAPTER 14.0Mobility Improvement Measures and NUTP objectives

Mobility Improvement MeasuresImprovement measures suggested in CMP for improving the mobility in the study area are drawnkeeping in view the objectives National Urban Transport Policy. Summary of relationship between theNUTP objectives and the measures proposed in the CMP is given in Table 14.1.

Table 14.1 Summary of Mobility improvement measures in relation to NUTP objectives

Sl.No NUTP Objectives Proposed Mobility Improvement measures

1. Priority for pedestrians Proposed predestination around the Temple for safemovement of tourist

Continuous and adequate pedestrian walk ways areproposed in all major roads and commercial area.

Separate signal phase is proposed on all majorsignalized intersections

Five pedestrian subways are planned at the busypedestrian crossing areas.

Pedestrian underpasses (Pedestrians are at grade andvehicles at elevated level) are proposed along theBRTS corridor.

2. Priority for Non Motorizedvehicles

Proposed introduction of cycle tracks on roads havingadequate width

Separate cycle track is proposed on BRTS corridors

Proposed free parking fee for cycles.

3. Priority for Public Transport Proposed development of BRTS on four corridors.

Suggested improvement of road network along the busroute road for improving the operational efficiency.




Rationalization of routes of city bus service and

Rationalization of IPT services and introducingregulating measures

4. Parking Five off street parking facilities have been proposed –including one multilevel car parking facility

Suggested possible option of PPP in off. Street parkingdevelopment

Pricing of parking is suggested for on street parking

5. Integration of Land use andTransport Planning

Improve measures suggested are recommended in linewith growth scenario envisage in Master plan.

BRT in phase have been suggested keeping in viewthe residential, commercial and industrial areas

Densification of residential and commercial use isrecommended along BRT routes.

6. Equitable Allocation of Roadspace

Bus only lanes have been suggested on existing roadwhere BRT is not feasible.

BRT is suggested on four corridors

Renovation of pedestrian foot path in the city area issuggested

Introduction of cycle lanes are suggested on fivecorridors apart from the BRTS corridors.

7. Integrated public Transportsystem

Proposed to shift the Arrapalayam intercity busterminal towards northern side.

Proposed to develop addition intercity bus terminal onsouthern side to cater to south bound buses.

Proposed to rationalize and improve the inter modelfacility at the bus terminals and Railway stations.




8. Para – transit services Proposed to regularize and organize the mini busesand shared auto services

9. Freight traffic improvement Suggested number of decongestion measures

Proposed shift the whole sale markets (vegetable,fruits and building material) out side the city limit.

Proposed develop three truck terminals with bookingoffices and work shops.



CHAPTER 15.0COSTING AND PHASING

15.1 Costing and phasingThe total cost of the proposed Transport Development Plan is estimated to be Rs 1636 Cr. This doesinclude the cost of land acquisition and rolling stocks. Break up of cost for improvement proposal isgiven under.


Phase – I2008-2013

Phase – II2013-2018


1 Shifting of markets

1Whole sale vegetable market(mattuthavani) 60

2 whole sale onion market (Avaniapuram) 18.5

3 Whole sale fruit market (Kadchendenal) 46

4Building material market (1- Along Melurroad, 2-Along ring road) 46

2Development of commercial centeroutside CBD area

Development of Shopping mall atMattuthavani 106

3 Truck terminals

1 Proposed truck terminal at Kochadai 37

2 Proposed truck terminal along melur road 19

3 Proposed truck terminal along ring road 23

4 Junction improvement 6




Phase – I2008-2013

Phase – II2013-2018


5 Bus bays with modern bus shelters 3

6 Road marking, signages etc. ( 100 Km ofArterials roads & Other important roads 15

7 Flyovers

1 Melur road – Alagarkovil road junction 34

2 Goripalayam intersection 28

3 Milk depot intersection 23

4 Anna nagar – Sivagangani road junction 25

5 Nedunkulam ROB 11

6 Muthupatti ROB 11

7 M.G.R. Statue junction 25

8 South veli – Aruppukotai junction (i.e.widening of NMR bridge) 15

8 Pedestrian subway

1 Goripalayam Junction 2.5

2 St. Mary Junction 1

3 Periyar Bus stand 1

4 North Veli – Thalavai street 0.75

9 Development of inner ring road and linkroads

1. New formation

Link roads, 1 ROB near paravai 49




Phase – I2008-2013

Phase – II2013-2018


2. Widening proposal 56

1 ROB at aunupanadi, 2- Tenpalanchi

10 Widening and strengthening of arterialroads and new elevated road

2l to 4l 159

Elevated road (Veli streets) 100

11 Widening and strengthening of subarterial roads including bus route roads 67

12 High level bridges

1 Arapalayam causeway with approachroad 10

2 Thaikaal causeway with approach roadfrom north veli to Bcc road 10

3 Rajaji Hospital causeway with approachroads from panagal road to munichalai 10

4 Kurivikaran Salai submergible bridge 10

5 Bangajam Colony with approach road(Moulana sahib street) 10

13 Development and extenstion of busterminals

1Development of two additional regionalintercity bus terminals(Tirunelvli road and Dindigul road) 30

2 Extension of mattuthavani bus stand 20

3 Development of omni bus stand atmattuthavani 76




Phase – I2008-2013

Phase – II2013-2018


14 Development of off street parking facility

1 Multi level car parking at shoppingcomplex 26

2 Off- street parking at three locations 6

15 Bus Rapid Transit System-phase I

1 Dindigul by pass ( Palanganatham toKumaram Via Fatima College) 139

2 Road along banks of river Vaigai fromKamarajar Bridge to Ring road.

a. BRTS corridor on Northern bank 87

b.Parallel road for BRTS on Southern bank 67

16 BRTS – phase II

1 Mattuthavani bus stand to Airport along ringroad. 144.00

2 Airport to Palgalai Nagar (via Tirunagar, newbypasses) 160.00

TOTAL 1074.00 206.00 357.00

15.2 Economic AnalysisGiven the importance of infrastructure investment to urban development vis-à-vis the scarcity ofresources and competing demands from various sectors, it becomes extremely important to allocateavailable resources in the most beneficial manner amongst various sectors and within a sector,amongst various schemes. In view of the above, it is necessary to ensure that the projects selected forinvestment are evaluated thoroughly to determine the economic and social benefits offered by theproject.



15.2.1 Evaluation FrameworkThe proposed evaluation framework is based on a cost-benefit analysis, which sets a monetary valuewhere possible on all financial, economic and social costs and benefits over the lifetime of the project.The underlying principles for this analysis are as follows:

The lifetime of a project for the present analysis is considered as the period for whichreliable traffic forecasts can be made. A discount rate is then applied to future economiccosts and benefits to arrive at the Net Present Value (NPV) of the project. The EconomicInternal Rate of Return (EIRR) of the project is also computed.

To analyze the cash flow at constant prices, an allowance is made for relative priceinflation.

The discount rate is expressed in real terms.

The standard methodology used for the economic evaluation for transport projects has been adopted.The concept of economic feasibility is to maximize the returns on investments. This is accomplishedby determining the appropriate improvement proposal that leads to minimum total transport cost,which comprises of two basic components shown below.

Table 15.1 Total Transport Cost

Road Agency Costs Road User Costs

Construction Maintenance

Vehicle Operating Costs Other user costs (like travel time costs) Accidents

The reduced costs are treated as benefits calculated over the project life. The results are expressedin Economic Internal Rate of Return (EIRR) and Net Present Value (NPV). The economic analysis iscarried out using World Bank developed “Highway Development and Management Model” (HDM-4).The model generates total transport costs (user plus agency cost) in “with” and “without” the projectsituation. The differences in costs due to road improvement (with the project) are considered as thebenefit accruing from road improvement. In HDM-4, economic analysis is carried out using ProjectAnalysis Option, which is concerned mainly with evaluation of investment options. The economicindicators such as the EIRR and NPV at the discount rate of 12 % are calculated.

In order to evaluate the pavement alternatives selected, analysis has been carried out using “presentvalue” method. This helps to compare the costs related to the development using a particular type of



pavement on present value terms. For carrying out the same, all costs are estimated at the anticipatedyears and have been discounted to the present day worth using a pre-determined discount rate.

15.2.2 Basic Approach and MethodologyEconomic evaluation has been carried out based on incremental costs & benefits comparing the totalnet benefits in “Without improvement” situation with “With improvement” situation. The term “Withoutimprovement” is defined as the base strategy for economic analysis i.e. continuing existing situationwith minimum improvement. The term “With project” is defined as transportation plan with all theprojects like shifting of markets, BRTS, elevated road and development of missing links etc.

15.2.3 Input to the ModelThe HDM-4 working methodology requires specifying the traffic, road and environment procedure forthe following:

Characteristics of the road sections using road network

Characteristics of the vehicles that use the road sections

Traffic growth rates

The proposed improvement measures with their improvement costThe values of input data that has been used in HDM Model for the present project are as follows: -

General AssumptionsThe following assumptions were used for the analysis using the HDM Model.

Table 15.2 General Assumptions for HDM Model

Analysis period 20 yearsDiscount rate 12%Standard Conversion factor used for converting financialcost to economic cost 0.9

Salvage Value 15 %

Traffic Forecast & Growth RatesTraffic forecast analysis has been carried out for 30 horizon years using a combination of followingmethods: -

Time series trend in traffic growth

Temporal trends in vehicle registrations

Socio-economic characteristics

Temporal trends in the growth of economy



The growth rates used as an input to the model are as tabulated below.

Table 15.3 Traffic Growth Rates

Vehicle Type 2007 -2011

2012 -2016

2017 -2021

2022 -2027

Two-wheeler 26 21 17 12Car 13 12 10 8Bus/ Minibus 9 8 7 6Trucks / LCV 12 10 9 8

Project CostCapital CostIn order to improve the traffic situation in Madurai it is proposed to implement the projects suggestedin the Comprehensive Mobility Plan (CMP). Some of the important projects are shifting of markets,BRTS, High level bridges, flyovers, elevated road and development of missing links. The cost includescivil construction cost only, land acquisition and R&R cost in not included. Economic cost has beenworked out by converting the financial cost using standard conversion factor of 0.9 as suggested byWorld Bank for infrastructure projects in India.

The capital cost of the project is enclosed in the following table

Financial Cost(Rs. in Crores)

Economical Cost(Rs. in Crores)

1636 1472

Inputs values pertaining to the maintenance cost, characteristics of vehicles, vehicle utilistaion, fuelprice etc have been given based on the current situation.

15.2.4 Results of Economic AppraisalWith the capital cost of Rs. 1636 cr. spread over a period of twenty years, the rate of return and NPVfor the discount rate of 12% is calculated using the HDM. Using the data input to the Model HDM theannual stream of cost savings (VOC + journey Time cost saving) derived from analysis “Without”improvement (base case) and “With” improvement is developed. The relevant EIRR andcorresponding NPV are presented below



EIRR and NPV

ScenarioWith Time savings

EIRR (%) NPV (Rs. In million)

Base Costs and BaseBenefits 21.50% 3186.19

The EIRR value given above is an indication of overall rate of return integrating the improvementmeasures suggested in the CMP. The individual projects proposed in the CMP would have varyingcost and benefits depending upon the type of facility and benefits accrued by it. Hence each of theprojects will have different rate of return depending upon the importance of the project. The projectspecific economic appraisal will be submitted along with the detailed project report of each project.

15.3 Funding patternThe total estimated cost for the implementation of traffic and transportation projects is worked to beRs. 1636 crores. Ministry of Urban Development is funding for urban development under JawaharlalNehru National Urban Renewal Mission (JnNURM). Madurai Corporation is one of the mission citiesfalls under the cities/UAs with 1 million plus population category. Under the financing pattern ofmission, MoUD would grant 50% of the project cost as GOI share. State government would grant 20%and ULBs should share 30% of the project cost. According to the phasing of projects more than 60%of the project falls under the mission period.

Funding pattern of the group of projects described under CMP is given below

15.3.1 Shifting of markets, Truck terminals, commercial centersTotal investment required for shifting of markets, development of truck terminals and commercialcenters is estimated to 355 crores. Since the above projects would generate revenue during theoperation period, it is proposed to implement the proposed projects on PPP mode with funding patternas 50% GOI, 20% GoTN and 30% BOT operator. Among the above projects the proposed commercialcenters would be implemented on BOT basis without any support from GOI. Following table show thefunding pattern of each project.



Sl.No Type of projectsFunding pattern (Cr.)

GoI - 50% GoTN – 20 % M C / PPPoperator – 30%

1 Shifting of markets 85 34 512 Development of Shopping mall at Mattuthavani 1063 Truck terminals 40 16 234 Junction improvement, signalization etc. 12 5 7

Total 135 55 187

15.4 Medium Term improvement measuresThe total investment required for implementation of medium term improvement measures is about 954crores. Following are the funding pattern suggested for the projects suggested under medium termimprovement measures in CMP. Madurai Corporation (MC) would source the funding from the internalresources / revenue generated by the PPP projects/ debt financing.


GoI GoTN M C1 Flyovers / ROB (7 Nos) 74 30 442 Pedestrian subway 3 1 23 Development of inner ring road and link roads 53 21 31

4 Widening and strengthening of arterial and subarterial road and development of elevated road 98 39 58

5 High level bridges across river vaigai 25 10 156 Development of Bus terminals 63 25 387 Development of Off- street parking facility 16 6 108 Bus Rapid Transit system phase I 146 59 88

Total 478 191 286

15.5 Long Term improvement measuresTotal funding requirement for the long term improvement measures is about Rs. 304 crores. Fundingpattern proposed for


GoI GoTN M C1 Bus Rapid Transit System – phase II 152 61 91

Madurai Corporation 1

MINUTES OF THE MEETING

TRAFFIC & TRANSPORTATION MEET

VENUE : COLLECTOR OFFICE, MADURAI CORPORATION, DATE:25.09.2007

PRESENT :

1. Thiru. Tirupathi,I.A.S Chief Secretary, Govt. Of Tamilnadu2. Thiru. Saranki,I,A,S., Transport Secretary3. Thiru. Alaudeen, I.A.S., Secretary (Highways)4. Thiru. C.P. Singh, I.A.S.,Transport Commissioner5. Dr. Rajaram, I.A.S., Director of Town and Country Planning6. Thiru. S. Jawahar, I.A.S., Collector, Madurai District7. Thiru. D.J. Dhinakaran, Commissioner, Madurai Corporation8. Thiru. T.S. Anbu, I.P.S Superintendent of Police9. Thiru. K. Jayanth Murali,I.P.S DIG, MR10. Thiru. S. Prabakaran,I.P.S DCT, MC11. Thiru. S. Jayakumar,I.P.S Addnl. Dy. Commissioner12. Thiru. M. Jayarajan, MD, TNSTC13. Thiru. Muruganantham, Spl. CE, Madurai14. Thiru. Narayanasamy, Spl. CE (NH), Madurai15. Thiru. K. Sakthivel, SE, Madurai Corporation16. Janab. Gowse Mohideen, SE (NH)17. Thiru. V. Pandiarajan, SE, Metro (TNEB)18. Thiru. S.S. Selvaraj, Project Director, NHAI19. Prof. Anantharaj, Anna University20. Prof. Tamilselvan, IIT, Chennai21. Prof. Thirumoorthy, Anna University22. Prof. Dr. K. Arunachalam, HOD (Civil)23. Prof. V. Muthu, Professor, TCE24. Thiru. R. Velkennady, Asst. Prof. TCE25. Tmt. R.M Umayal, Principal, Tamilnadu Polytechnic26. Thiru. Muthuvalliappan, DE (Projects)27. Thiru. Packiam, DE, (NH)28. Thiru. A. Palanisamy, District Environment Engineer29. Thiru. A. Mathuram, Executive Engineer30. Thiru. N. Sivanantham, Asst. Commissioner of Police31. Thiru. V. Krishnamurthy, Chairman, CII32. Dr. G. Vasudevan, Director, Fortun pandian hotel33. Dr. Selvaraj, President, CONSSIA34. Thiru. Manoj Kumar, Mukesh Associates35. Thiru.T. Mayilvahanan, Sub Committee Member36. Thiru. Rm. Valliappan, Architect


Chief Secretary:

Comment:1. Regarding the Bus Terminus, where the private bus operators will go when Madurai

Corporation insist to shift the Complex Bus stand. The Consultant has to give suggestion2. The decongestion of core city should be given first priority.3. The Truck Terminal should be accommodated in any one of the district connections SH/NH

or NH. Place shall be identified in such a way that it should not be over crowed for another25 years.

4. Madurai Corporation Commissioner shall identify other alternate place (other thanMattuthavani Bus Terminus) to relocate the market (Vegetable Market other Majorcommercial establishments).

Reply1. It is proposed to shift the present private bus operators (bus stand at complex bus stand)

adjacent to Mattuthavani bus stand.2. Decongestion of the core city has been given first priority and the shifting of various markets

have been proposed.3. It has been proposed to provide three truck terminals on three regional routes.4. It has been proposed to shift the various whole sale markets in the locations other than

mattuthavani bus stand such as Arrupukotai road for onion market, fruit market onalagarkovil road and building materials market along new NHAI bypass.

Transport Secretary.

Comment

1. When we shift all commercial establishments to present Bus Terminus (Mattuthavani) againthere will be heavy congestion in that Location.

Reply1. The proposed markets have been proposed in different directions other than mattuthavani


Chief SecretaryComment

1. The Vegetable Market could be shift to alternate place. Commissioner, Madurai Corporationshall consult with stakeholder within three months. Other places should be finalized.

2. The Bus transport users are more in Madurai. Transport Department should strengthen theMuffassal Bus for District connecting routes.

3. Decongestion programme shall be prepared within 5 months. The design may be for morethan 50 years.

Reply1. The location for vegetable market has been finalized2. Adequate steps have been taken by transport department3. Series of meeting have been held involving stake holders regarding the shifting of markets

and various locations have been finalized forWholesale vegetable market, onion market , fruit market , building material market ,workshop and truck terminal..

Prof. Anantharaj.Comment

1. In view of the future Traffic, it is desirable to have 4 Bus Terminus in four directions.2. It is desirable to have a City Bus Terminus for Bus Transport facilities in all 9 Major roads

SH/NH/NHAI connecting the city and Truck Terminal for goods vehicle and one Terminal forprivate Bus operator.

3. Sub urban Railways also desirable in view of the city expansion to all direction.4. Roads along to Vaigai river shall be improved. The concept of

Pedestriasation around Temple area would improve the aesthetic of the Heritage area.

Parking facilities has to be improved.

There is a proposal of 3 IT Park in Madurai, it is suggested to have 3 Self sustained cityfor IT Park.

5. Storm Water Drainage network shall be produced for entire city.6. Foot path on both side in all Bus route road major road and arterial road are very essential,

continues walk way shall be provided.


Reply1. It is proposed to develop two more regional bus terminal on Dindigul road and Tirunelveli

road respectively.2. Three Truck terminals have been proposed in three directions.( Kochadai ,melur road, ring

road)3. As a part of long term improvement it is proposed to have sub-urban rail system on four

directions4. It is proposed to develop roads along banks of river vaigai

a. Pedestrianisation of chitirai street is in progress.b. It is proposed to develop six off-street parking facility.c. Self sustained city for IT park will be finalized in consultation with ELCOT

5. A separate master plan for storm water drainage has been prepared.6. As a part of short term measurement it is proposed to provide adequate footpath on major

roadsProf. Thiagamoorthy.Comment

1. The CMP should be prepared according to the revised land use pattern to design all roadinfrastructures. All roads Infrastructure has to be designed in compliance with revised landuse pattern.

2. Collection of Traffic data viz. OD survey should be done for outer city area, Inner cityboundary, outermost circulation area, CBD area.

Reply1. CMP has been prepared considering the revised land use plan.2. OD survey has been carried out at various locations.


1. Madurai Corporation Commissioner shall arrange for Traffic survey through scheme

Reply2. Traffic survey has been carried as a part of CMP


Prof. ThiagamoorthyComment

1. The OD survey is very essential.2. For the proposed 3 IT Park 3 self-sustained town shall be created.3. Airport expansion work should be done for future development and easy air connectivity.4. Decrease in city population may be due to ecofall this issue has to be seriously looked into.5. The Consultant has to explore all the possibility to decongest the city.6. Bus Terminal in 4 directions is very essential.

Reply1. OD survey has been carried out2. DTCP has been requested to do necessary changes in the land use plan3. Air port expansion work is in progress4. Decrease in population is due to the bifurcation of madurai district and there is no ecofall

effect.5. Decongesion measures have suggested including shifting of markets, identifying new truck

terminals and proposing ring roads etc.6. Bus terminals have been proposed along Dindigul road and Tirunelveli road in addition to

Mattuthavani bus stand.Mr. VasudevanComment

1. During November to February Iyyappa devotees visiting Meenakshi Amman Temple everyyear. Since, there is no parking facility. The area around temple is being misused.

2. Place for parking the devotes vehicle has to be identified and special vehicle shall bearranged to pickup devotees from parking place to Meenakshi Amman Temple.

3. The modern infrastructure should not affect the Aesthetic of the city.4. The possibility of expanding the city has to explored


Reply1. It is proposed to develop off-street parking facility for the seasonal tourist at Old

Thiruvalluvar bus stand, Palanganatham bus stand, Complex bus stand, Sandai, old buidingmaterial market and Jhansi rani park.

2. Shuttle trip between temple and parking place with eco friendly vehicles has been proposed.3. Heritage nature of the city has been maintained while preparing the CMP4. DTCP has prepared Master plan taking into account the population growth

Comment1. There must be restriction for industrial development near residential area.

ReplyChief Secretary.

1. Industrial location and residential location should have some compatibility between them.When a treatment plant or Industrial plant constructed there must be some residential placefor essential staff of the industries to maintain.

Thiru. Selvaraj, CTAG memberComment

1. Decongestion should be considered immediately.2. Short-term medium term, long-term solution for Traffic improvement.3. Shifting of commercial establishment should be considered first.

Reply1. Decongestion measures are given in the immediate improvement measures2. Traffic Improvement measures have been given under immediate, short term, medium term

and long term measures3. Shifting of markets is considered as a part of decongestion measures



1. Ecologically balanced system shall be created while developing IT Park with resident areaand industrial establishment with residential area.

2. Shifting of Central Market should be in consultation with stack holders.3. Encourage the people to construct G+1 and advise them to increase FSI, so that widening of

road could be taken-up easily.4. Re-development of Nanthavanam area should be taken care.

Reply1. The land use plan have to be prepared taking into account the above suggestions2. Shifing of central market have been finalizing in consultation with stake holders3. DTCP shall prepare the development control rules taking into account the increase in FSI4. Re-development of nanthavanam have been taken care of.

Secretary, TransportComment

1. Residential height can be increased from 9.00m to 12.00 m.Reply

1. DTCP shall prepare the DCR as per the above suggestion.

Dy. Commissioner (Traffic)Comment

1. Declaring “No Parking” zone around the Temple would create better circulating space fordevotee.

Reply1. Chitirai street around the temple is proposed to be pedestrianised.

Chief Secretary.2. This could be achieved only after shifting the commercial establishment


Architect. Valliappan.Comment

1. The heritage nature of the city should not be disturbed by the proposed modern roadinfrastructure.

2. Decongestion has to concentrate first.3. All Tax for the shops in the Core city area or area around the temple shall be increased to

discourage the commercial activities around the holy place.Reply

1. Heritage nature of the city has been maintained while preparing the CMP2. Decongestion measures have been given top priority3. Chief secretary, There will some essential commercial activities around the temple to

facilitate the immediate needs of devotees

Secretary, Transport.Comment

1. Madurai Corporation should identify some land for shifting and relocating the workshop andother major commercial establishment in the estern side or western side of the Ring road.

Reply1. It is proposed to shift the workshops and associated market adjacent to proposed truck

terminals at kochadai, along melur road and Ring road

Commissioner of Police.Comment

1. The retail shop, hardware shop, Building material stockist and Bus Terminals could also beaccommodated in Ring road.

Reply1. Chief Secretary, Retailer must be inside the city not in the outer area.


Transport CommissionerComment

1. It is desirable to have one Tourist Terminal for Tourist Car, Bus & Van with all facilities,battery operated vehicle shall be operated from the Tourist Terminal to Temple and otherTourist Spot.

Reply1. It is proposed to develop off-street parking facility at various locations and suitable transport

facility will be proposed in the form of shuttle trip.

Chief Secretary.

1. Take 3 months time to identify place for shifting Central Market and place for TruckTerminal, priority should be given for Decongestion I. Reclocating re-developing commercialestablishment II (in consultation with stack holders) location of Bus Terminals & TruckTerminals –III.

2. Priority shall be given for Flyover, Link road, Compatibility of elevated highway in core city orout side or Riverside.

3. Riverside roads: Pedestrian walkway and other beatification scheme along riverbank.4. Explore the possibility of Elevated Highway from Railway Station to River bank.5. Committee should gather once in fortnight.

Reply1. Series of stake holder meeting have been held regarding the shifting the markets and truck

transport offices and the locations have been finalized2. Priority has been given for flyovers and link roads under medium term measures. Feasibility

of elevated road/widening of exiting roads have been carefully reviewed taking into accountthe heritage nature of the city and in limited locations elevated roads have been proposed.In addition roads along river banks have been proposed.

3. The pedestrian walk way and beautification schemes will be incorporated as a part of theriver bank development scheme.


TRAFFIC ENGINEERING / TRAFFIC MANAGEMENTComment

1. Heavy vehicle Traffic shall be permitted only in the night hours between 9.00pm to 3.00 amreduce the traffic congestion.

Reply1. Time restriction for Heavy vehicle entry has been taken by Police department

Chief Secretary.Comment

1. Suggestion should be in support of some survey.Reply

1. Suggestion proposed have been discussed in the traffic management committee meetingChief Secretary

1. The Consultant should study the Traffic nature in 13 Major city connecting roads.2. Link roads should be identified from the major roads.3. “Heavy vehicle Traffic Management” suggested by the police department – The consultant

should study and give suggestion based on the Traffic Survey.4. Signals and other traffic management facilitation have to be suggested for better

management.5. The Consultant should discus with police officer and then develops other infrastructure.

Reply1. As a part of CMP traffic survey OD survey has been carried out on all major roads2. Development of link roads have been suggested under medium term improvement3. Heavy vehicle Traffic management have been discussed with the police department4. traffic management measures have been suggested under short term measures5. Police department have been consulted in finalizing the proposals


I .G of policeComment

1. Heavy vehicle Traffic problems at Palanganatham , Kalavasal and other location has to beconsider first.

Reply1. The proposed decongestion measures ( shifting of markets and bypass) will reduce the

considerable volume of traffic in the city limit. Hence, the heavy vehicle problem atPalanganatham and Kalavasal would be eased.

2. District Collector, After diverting the private Bus operator to Mattuthavani Bus Terminusconsiderable amount of traffic congestion is reduced in Palanganatham, Pycara, Thirunagar.Important bottlenecks are identified it will be solved shortly.


1. What are all the solution for Kalavasal Junction, Yanaikkal Junction & Palanganatham.Reply

1. Flyover at Kalavasal and ROB Palanganatham junction have been proposed. Flyoverand additional parallel bridge ( near the existing sellur bridge) across river vaigai havebeen proposed.

Secretary (Transport)Comment

1. The Social impact should be considered when we go for Elevated highway.Reply

1. The effect of social impact is considered while planning the elevated road



1. While developing Transportation system and Residential area it should be in line withthe IT Park, Development.

2. Improvement required for Traffic Management has to be spell out from the policedepartment.

3. By giving industrial Training for driver we could avoid negligent driving.

Reply1. Development of proposed IT park has been considered while finalizing the link road.2. Traffic management measures have been worked out in consultation with police

department3. Prof. Dr. Tamil Selvan, IIT, Chennai , Sepearate training programme can be offered by

the reputed institutions for obtaining driving licence. Only after passing the trainingprogramme the licence can be issused.

4. Transport Commissioner, Regularizing the issue of License is now underconsideration..


1. Number of un –Trained driver and Driver with poor physical fitness are driving every daysystematic learning center has to be formulated with required syllabus.

Reply1. Principal, Govt. Polytechnic, Madurai, At present we are giving course for Two Wheeler

mechanic we are ready to start driver Training Center

Comment1. If one Railway Station in the Northern side of the Madurai Railway Junction developed it will

reduce some amount of congestion in the core city area.Reply

1. It is proposed to develop the koodal nagar station as additional passenger terminal.

executive summary reports/cmp/madurai... · 2017-01-04 · final report comprehensive mobility plan...

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