CMP Report Chennai

Comprehensive Mobility Plan for Chennai Metropolitan Area
COMPREHENSIVE MOBILITY PLAN FOR

CHENNAI METROPOLITAN AREA
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Disclaimer:
This document has been prepared for the “Comprehensive Mobility Plan
for the Chennai Metropolitan Area”. This Study is a mere updation of
the earlier two projects of Chennai namely, Chennai Comprehensive
Transportation Study (2010) and the Master Plan for Chennai Metro Rail
Network (2015). The present Study however is prepared by updating the
traffic studies and the transport model built for the earlier studies, and
is as per the guidelines suggested by the then Ministry of Urban
Development (MoUD) which is currently the Ministry of Housing and
Urban Affairs. This Report should not be relied upon or used for any other
project without an independent check being carried out as to its
suitability and prior written authority of UMTC being obtained. UMTC
accepts no responsibility or liability for the consequence of this document
being used for a purpose other than the purposes for which it was
commissioned. Any person using or relying on the document for such
other purpose agrees, and will by such use or reliance be taken to confirm
his agreement to indemnify UMTC for all loss or damage resulting there
from. UMTC accepts no responsibility or liability for this document to any
party other than the person by whom it was commissioned
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CONTENTS
1. INTRODUCTION ................................................................................................................... 10
1.1. BACKGROUND ..................................................................................................................................... 10
1.2. NEED FOR A COMPREHENSIVE MOBILITY PLAN .................................................................................. 11
1.3. OBJECTIVES AND SCOPE OF THE STUDY .............................................................................................. 12
1.4. STRUCTURE OF THE REPORT ............................................................................................................... 13
2. EXISTING TRAFFIC AND TRANSPORT CHARACTERISTICS ........................................................ 15
2.1. INTRODUCTION TO CHENNAI .............................................................................................................. 15
2.2. STUDY AREA ........................................................................................................................................ 16
2.3. DEMOGRAPHICS .................................................................................................................................. 18
2.4. TRAFFIC AND TRANSPORTATION ........................................................................................................ 19
GROWTH OF MOTOR VEHICLES .................................................................................................................... 19
ROAD ACCIDENTS ......................................................................................................................................... 20
ROAD NETWORK ........................................................................................................................................... 21
PUBLIC TRANSPORT SYSTEMS ...................................................................................................................... 21
BUS SERVICES................................................................................................................................................ 24
CHENNAI METRO RAIL .................................................................................................................................. 25
INTERMEDIATE PUBLIC TRANSPORT ............................................................................................................. 25
2.5. EXISTING TRANSPORT CHARACTERISTICS ........................................................................................... 26
ROAD NETWORK CHARACTERISTICS ............................................................................................................. 26
TRAFFIC CHARACTERISTICS ........................................................................................................................... 27
2.6. SERVICE LEVEL BENCHMARKING ......................................................................................................... 29
3. FUTURE CHARACTERISTICS OF CHENNAI .............................................................................. 32
3.1. LAND USE FORECAST ........................................................................................................................... 32
3.2. POPULATION AND EMPLOYMENT CHARACTERISTICS ........................................................................ 34
3.3. FORECASTED TRAFFIC CHARACTERISTICS (BaU SCENARIO) ................................................................ 38
4. MOBILITY VISION AND GOALS ............................................................................................. 40
4.1. INTRODUCTION ................................................................................................................................... 40
4.2. VISION ................................................................................................................................................. 40
4.3. GOALS.................................................................................................................................................. 40
4.3.1. GOAL 1 ................................................................................................................................................ 41
4.3.2. GOAL 2 ................................................................................................................................................ 41
4.3.3. GOAL 3 ................................................................................................................................................ 41
4.4. NATIONAL MISSION ON SUSTAINABLE HABITAT (NMSH) ................................................................... 41
4.4.1. MAKE WALKABLE CITIES AND TOWNS ................................................................................................ 42
4.4.2. CREATE BETTER ENVIRONMENT FOR BICYCLES .................................................................................. 42
4.4.3. CONNECT THE BLOCKS ........................................................................................................................ 42
4.4.4. GET ON THE PUBLIC TRANSPORT........................................................................................................ 43
4.4.5. BUILD DENSE - PEOPLE AND TRANSIT ORIENTED CITIES; MIX PEOPLE AND ACTIVITIES .................... 43
4.4.6. SHIFT TO PUBLIC TRANSPORT ............................................................................................................. 43
4.4.7. URBAN TRANSPORT FUNDING ............................................................................................................ 44
4.4.8. IMPACT ASSESSMENT ......................................................................................................................... 44
5. MOBILITY IMPROVEMENT MEASURES ................................................................................. 46
5.1. INTRODUCTION ................................................................................................................................... 46
5.2. INTEGRATED LAND USE AND TRANSPORT .......................................................................................... 46
5.2.1. LAND USE TRANSPORT PLAN .......................................................................................................... 47
5.3. ROAD NETWORK DEVELOPMENT STRATEGY ...................................................................................... 52
5.3.1. ROAD NETWORK DEVELOPMENT PLAN .......................................................................................... 53
5.4. PUBLIC TRANSPORT STRATEGY ........................................................................................................... 55
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5.4.1. PUBLIC TRANSPORT IMPROVEMENT PLAN..................................................................................... 55
5.5. NON MOTORIZED TRANSPORT STRATEGY .......................................................................................... 63
5.5.1. NON MOTORIZED TRANSPORT PLAN .............................................................................................. 65
5.6. FREIGHT MANAGEMENT STRATEGY.................................................................................................... 73
5.6.1. FREIGHT MANAGEMENT PLAN ....................................................................................................... 73
5.7. TRAFFIC ENGINEERING STRATEGY ...................................................................................................... 75
5.7.1. TRAFFIC ENGINEERING AND MANAGEMENT MEASURES ............................................................... 75
5.8. TECHNOLOGICAL STRATEGY................................................................................................................ 81
5.8.1. TECHNOLOGICAL MEASURES .......................................................................................................... 81
5.9. DEMAND MANAGEMENT STRATEGY .................................................................................................. 85
5.9.1. TRAVEL DEMAND MANAGEMENT MEASURES ............................................................................... 85
5.10. IMPACT OF PROPOSALS ...................................................................................................................... 87
5.10.1. ANTICIPATED IMPACT OF PROPOSED PROJECTS ........................................................................ 87
5.10.2. SOCIAL IMPACT........................................................................................................................... 87
5.10.3. ENVIRONMENTAL IMPACTS ....................................................................................................... 88
6. IMPLEMENTATION PLAN ..................................................................................................... 92
6.1. PRIORITIZATION OF PROJECTS ............................................................................................................ 92
6.2. PHASING PLAN AND PPP POTENTIAL .................................................................................................. 93
6.3. FINANCING OPTIONS........................................................................................................................... 95
6.3.1. PUBLIC PRIVATE PARTNERSHIP (PPP) ............................................................................................. 95
6.3.2. GOVERNMENT SOURCES OF FUNDING ........................................................................................... 96
6.4. INSTITUTIONAL FRAMEWORK ............................................................................................................. 98
6.4.1. FUNCTIONS AND POWERS OF AUTHORITY ..................................................................................... 98
7. OUTCOMES ....................................................................................................................... 101
7.1. IMPROVEMENTS IN THE MOBILITY CHARACTERISTICS OF the CITY ................................................. 101
7.2. CONCLUSION AND WAY FORWARD .................................................................................................. 101
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LIST OF TABLES
Table 1 Population growth in CMA ....................................................................................................................... 18

Table 2 Density in CMA ......................................................................................................................................... 19
Table 3 Motor Vehicles in CMA (Source: Tamil Nadu RTO Statistics) ................................................................... 19
Table 4 Brief Profile of MTC .................................................................................................................................. 24
Table 5 Carriageway characteristics in Chennai (Source: Primary Survey, 2015, Master Plan for Metro Phase II)
.............................................................................................................................................................................. 27
Table 6 Motorized Mode share in Chennai (Source: Primary Survey, 2015, Master Plan for Metro Phase II) 27
Table 7 Base Year Travel Characteristics (Peak Hour) .......................................................................................... 29
Table 8 Service Level Benchmarking..................................................................................................................... 30
Table 9 Proposed Land Use in CMA (2026) .......................................................................................................... 32
Table 10 Population and Employment Forecast ................................................................................................... 34
Table 11 Traffic Characteristics in BaU Scenario .................................................................................................. 38
Table 12 Transport Characteristics targeted ........................................................................................................ 44
Table 13 Summary of Road Network Proposals ................................................................................................... 54
Table 14 Selection of Mass Rapid Transit Systems ............................................................................................... 57
Table 15 Comparison of Mass Rapid Transit Systems .......................................................................................... 57
Table 16 PPHPD along mobility corridors ............................................................................................................. 58
Table 17 Mass Rapid Transit System Proposals .................................................................................................... 59
Table 18 Metro Feeder Services Identified for existing Metro Systems ............................................................... 60
Table 19 Proposed Freight Corridors .................................................................................................................... 75
Table 20 Anticipated Impacts Of Proposed Projects ............................................................................................ 87
Table 21 Social Impacts Of Proposed Projects...................................................................................................... 87
Table 22 Environmental Impact Of Projects ......................................................................................................... 89
Table 23 Short Term Projects ............................................................................................................................... 92
Table 24 Medium Term Projects .......................................................................................................................... 92
Table 25 Long Term Proposals .............................................................................................................................. 93
Table 26 Total Project Cost ................................................................................................................................... 93
Table 27 Project Phasing And PPP Potential ......................................................................................................... 94
LIST OF FIGURES
Figure 1 Change in Mode Share in Chennai from 1970-2008 ............................................................................... 11

Figure 2 Location of Chennai ................................................................................................................................ 15
Figure 3 Change in Urbanisation 1973-2006 (Source: CDP) ................................................................................. 15
Figure 4 Revenue Divisions of Chennai Metropolitan Area .................................................................................. 16
Figure 5 Traffic Analysis Zones in Chennai ............................................................................................................ 17
Figure 6 Decadal Population Growth of CMA (Source: Census, 2011) ................................................................. 18
Figure 7 Population in CMA and Chennai City ...................................................................................................... 19
Figure 8 Road Accidents in Chennai (2010-2016) (Source: Chennai Traffic Police) .............................................. 20
Figure 9 Road Accident Deaths in Million Plus Cities in India (Source: MORTH) .................................................. 20
Figure 10 Road Network in Chennai (Source: CCTS, 2010) ................................................................................... 21
Figure 11 Sub Urban Rail Service in Operation in Chennai ................................................................................... 23
Figure 12 Chennai Sub Urban Rail and MRTS Schematic Map ............................................................................. 23
Figure 13 MTC Bus Service in Chennai ................................................................................................................. 24
Figure 14 Metro Rail Network in Chennai ............................................................................................................ 25
Figure 15 Auto rickshaw in Chennai ..................................................................................................................... 26
Figure 16 Journey Speed in Chennai (Source: Primary Survey, 2015, Master Plan for Metro Phase II) ............... 26
Figure 17 Mode Share in CMA (Source: Primary Survey, 2015, Master Plan for Metro Phase II) ........................ 27
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Figure 18 Distribution of trips by purpose (Source: Primary Survey, 2015, Master Plan for Metro Phase II) ...... 28
Figure 19 Travel Pattern in CMA (Source: Master Plan for Metro Rail Network in Chennai) ............................... 28
Figure 20 SWOT Analysis ...................................................................................................................................... 29
Figure 21 Proposed Land Use of CMA (Chennai Second Master Plan-2026) ........................................................ 33
Figure 22 Growth Directions in Chennai (Chennai Second Master Plan-2026) .................................................... 34
Figure 23 Development Concepts ........................................................................................................................ 47
Figure 24 Urban Development Pattern in Chennai .............................................................................................. 47
Figure 25 Typical Cross section of 30 M RoW ....................................................................................................... 49
Figure 26 Typical Cross Section of 36 M RoW ...................................................................................................... 50
Figure 27 Typical Cross Section for 45 M RoW ..................................................................................................... 50
Figure 28 Typical Cross Section for 60 M RoW ..................................................................................................... 50
Figure 29 Ring Radial Network of Chennai ........................................................................................................... 51
Figure 30 Concept of Transit Oriented Development........................................................................................... 52
Figure 31 Satellite Town Ring Road Source: CCTS 2010 ....................................................................................... 53
Figure 32 PT Passenger Flow along major roads .................................................................................................. 58
Figure 33 Draft 3D Designs for Intermodal Stations suggested at Saidapet and Porur (Source: CCTS, 2010) ...... 62
Figure 34 Pedestrian Plaza suggested for Pondy Bazaar (Source: ITDP, Chennai) ............................................... 63
Figure 35 Cycle Track and Public Bike Sharing Suggested for Chennai under implementation (Source: ITDP) .... 64
Figure 36 ABD Proposal for T Nagar (Source: Smart City Proposal for Chennai City) ........................................... 64
Figure 37 Proposed Footpath Network ................................................................................................................ 66
Figure 38 Bicycle Network for Anna Nagar (East & West) .................................................................................... 69
Figure 39 Street Character .................................................................................................................................... 69
Figure 40 Bicycle Lane Provision ........................................................................................................................... 70
Figure 41 ROW of the streets ............................................................................................................................... 70
Figure 42 Pedestrianization of Elliot's Promenade ............................................................................................... 71
Figure 43 Common Features In Successful Sharing Systems ................................................................................ 72
Figure 44 Proposed Freight Corridors ................................................................................................................... 75
Figure 45 Typical Junction Improvement Measures ............................................................................................. 76
Figure 46 Mandatory Signs ................................................................................................................................... 80
Figure 47 Cautionary Or Warning Signs ................................................................................................................ 81
Figure 48 Informatory Signs.................................................................................................................................. 81
Figure 49 Broad Overview Of ITS .......................................................................................................................... 82
Figure 50 Schematic Drawing Of TMC .................................................................................................................. 84
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ABBREVIATIONS
ATCC : Area Traffic Control Centers

BRT : Bus Rapid Transit Systems
CBD : Central Business District
CCTS : Chennai Comprehensive Transportation Study
CCTV : Closed Circuit Television
CDP : City Development Plan
CMA : Chennai Metropolitan Area
CMDA : Chennai Metropolitan Development Authority
GCC : Greater Chennai Corporation
CMRL : Chennai Metro Rail Limited
GoI : Government of India
GoTN : Government of Tamil Nadu
HHI : Household Interview
HO HO : Hop On, Hop Off
IPT : Intermediate Public Transport
IRC : Indian Road Congress
IRR : Inner Ring Road
ITES : Information Technology Enabled Services
LCV : Light Commercial Vehicle
LRT : Light Rail Transit
MRTS : Mass Rapid Transit System
MTC : Metropoliatan Transport Corporation
NH : National Highways
NHAI : National Highway Authority of India
NMT : Non Motorized Transport
NUTP : National Urban Transport Policy
ORR : Outer Ring Road
PPHPD : Passenger Per Hour Per direction
RoB : Road Over Bridge
SEZ : Special Economic Zone
TAZ : Traffic Analysis Zone
TDM : Travel Demand Management
ULB : Urban Local Body
UMTA : Unified Metropolitan Transport Authority
UMTC : Urban Mass Transit Company
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1. INTRODUCTION
1.1. BACKGROUND
Recent rapid urban development in India has resulted in transport problems such as traffic congestion and
increase in traffic accidents in all the cities/towns. Although the state governments and the local administrations
have been making substantial efforts to improve urban transport, problems have been exacerbated to a large
extent by the rapidly increasing number of private vehicles.
Existing capacities in the local governments for undertaking systematic urban transport planning are still
insufficient. Specifically, the following problems can be seen:
 One of the main planning issues is that most cities do not have a long-term comprehensive urban
transport strategy. Accordingly, the proposals for specific projects are often not integrated with other
urban transport measures or with land use patterns.
 Some cities have prepared urban transport master plans by conducting Transport and Traffic Studies.
However, these studies mainly focused on vehicle movements and did not pay enough attention to the
mobility of people and goods.
It is important to prepare long-term strategic plans focused on mobility of people as a basis for developing cost-
effective and equitable urban transport measures with an appropriate and consistent methodology, in line with
the National Urban Transport Policy (NUTP). Accordingly, the Ministry of Housing and Urban Affairs (MoHUA)
encourages cities to prepare “Comprehensive Mobility Plans” (CMPs) as part of long-term urban transport
strategy providing for a sustainable improvement of people’s mobility.
Chennai city, like all other cities in India, is experiencing increased dependency on private motor vehicles for
personal trips, leading to increased vehicular congestion and emissions. The earlier traffic and transportation
studies conducted for the city of Chennai indicate inadequate existing transportation infrastructure to serve the
future travel demand and a high growth in the private vehicle share in the city and surrounding region. On the
other hand, increased economic activities in the region have given a boost to the regional economy and
employment especially in the sectors like Information Technology, Films, automobile and financial companies
etc., which in turn had increased demand for ease of travel and connectivity on a day to day basis, which is very
much the need of the hour.
Previous traffic and transportation studies done over the last few years for Chennai have indicated-
 Motor vehicle population has increased at a phenomenal rate during the last few decades and Vehicle
growth trends revealed that the fleet of buses had a marginal increase over the years, while two
wheelers experienced a remarkable increase. The growing number of automobiles in the city region-
whereas, the much affordable public transport share has remained stagnant and inadequate. Besides,
the haphazard and disorganized parking of vehicles has added up to the everyday traffic chaos on the
streets of Chennai.
 The phenomenal growth of vehicles coupled with minimal increase in road space has resulted in travel
speeds as low as 15 kmph in CBD and 20 kmph in other major roads along with considerable hold-ups
in junctions.
 Conflicts between fast moving vehicular traffic and bicycle and pedestrian traffic have reduced the
capacity and safety.
 Bus and rail developing as competing modes rather than being complementary to each other and the
sprawling suburban development without adequate transport facilities has placed considerable demand
in favour of private vehicles and has emphasized the warrant for interchange facilities at mass transit
stations.
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1.2. NEED FOR A COMPREHENSIVE MOBILITY PLAN
To understand the need for a Comprehensive Mobility Plan, let us first look at the way transport problems
emerge in a city, what dimensions they take, the response generated from city authorities and the citizens and
the problems generated from there.
Any unplanned city suffers primarily from a lack of a proper integration of land use and transport system.
Increasing urbanization leads to haphazard increase in travel demand. Till the time, the city authorities realize
and wake up to the fact, the urban citizen goes for the obvious option of personal mobility, in the form of an
automobile. This is again driven by the increasing prosperity brought on by increasing urbanization. All in all, the
private vehicular ownership pattern of the city rises and its usage takes its toll on the urban transport system.
Now, any urban transport system has five basic stakeholders: Consumers (the user of the system), Environment,
City Authorities, the Producers/Manufacturers (the drivers of local urban economy) and the Region surrounding
the city. Increasing usage of the automobile will eventually result in congestion, which creates varying
dimensions of problems for different stakeholders of the system. The consumer suffers from increased travel
time; urban environment suffers from pollution; and the city authorities suffer from an inefficient usage of the
transport system supply and face with the only prospect of increased investment on transport systems (which
in most cases goes on increasing and widening the existing road network to alleviate congestion). Absence of
suitable infrastructure and system for freight drives up the production cost of manufacturers. The region suffers
from obstacles to regional traffic that has to invariably negotiate with the local urban traffic and congestion.
To counter the above problem of congestion and its various dimensions, the city authorities resort to an
increased supply of transport systems (in the form of roads or public transport corridors) on an as-and-when-
needed basis. This leads to an increase in public investment on urban transport sector as well as an increased
footprint of transport systems on the city. Increased footprint of transport systems, however, only leads to
increased usage of the automobile, thus adding to overall congestion.
On the other hand, the supply-demand gap leads to proliferation of informal systems of transport – Intermediate
Public Transport (IPT) such as auto rickshaws and taxis, which further add to the traffic and congestion on roads.
The production units opt for informal logistics systems. To accommodate regional traffic, bypasses at the city
edge are provided, which in the absence of suitable land use control, lead to development of undesirable nature
along the corridors.
Mode Share
60
50
40
30
20
10
0
1970 1984 1992-95 2008
PT NMT PVT Vehicles IPT
Figure 1 Change in Mode Share in Chennai from 1970-2008
A similar phenomenon has happened over the years in the Chennai Metropolitan Region, leading to the current
traffic and transportation issues and thereby, affecting the mobility of the people. It can be observed from the
Figure 1 that Chennai had public transport mode share above 50% during 1970s, which eventually reduced to
31% by 2008. The increase in travel demand with population and vehicular growth, declining share of public
transport, with considerably enhanced reliance on the personal motor vehicle has led to increased costs due to
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travel delays, loss of productivity, deteriorating air quality caused by automobile exhausts and an increased
incidence of road accidents. While these are the problems of today, tomorrow’s picture is more worrying.
Chennai Metropolitan Area’s increase in overall growth will require an adequate and efficient transport system
to meet the anticipated population of about 126 lakhs by 2026 as forecasted in CCTS-2010. Existing
transportation problems would get compounded and become chaotic if not adequately addressed. From the
future needs apart from mobility corridors and transportation systems, intensive improvements are essential
for correcting deficiencies.
In light of these facts, a Comprehensive Mobility Plan is needed to address the mobility needs of the people
focusing on non-motorized and public transport, rather than catering to the needs of private automobiles. A
CMP optimizes the “mobility pattern of people and goods” and act as an effective platform for integrating land
use and transport planning.
In this context, Chennai Metro Rail Corporation Limited (CMRL) wanted to update the earlier two studies
prepared for Chennai, namely (i) Chennai Comprehensive Transportation Study, 2010 (CCTS) and (ii) Master Plan
for Chennai Metro Rail Network. Accordingly, the CMRL has awarded the study of preparing the Comprehensive
Mobility Plan (CMP) to Urban Mass Transit Company Limited (UMTC) by updating the traffic data, the transport
model built and the proposals recommended in the earlier studies. This Study will develop a perspective plan
for sustainable urban transport over a 20-year horizon period.
1.3. OBJECTIVES AND SCOPE OF THE STUDY

The ultimate Goal of a CMP is to provide a long-term strategy for the desirable mobility pattern of a city's
populace.
To achieve this goal, the following are the main objectives:
 To provide a long-term vision for desirable urban development in Chennai Metropolitan Area (CMA)
 To illustrate a basic plan for urban development and include a list of proposed urban land use and
transport measures to be implemented within a time span of 20 years
 To ensure that the most appropriate, sustainable and cost effective implementation program is
undertaken in the urban transport sector
 To identify feasible short term, medium term and long term traffic management measures and
transport infrastructure needs to facilitate safe and efficient movement of people for the present and
future.
The CMP which is prepared in accordance with the Revised CMP Toolkit, published by the MoHUA, will also focus
on the following:
 A study of Service Level Benchmarks as per MoHUA’s Handbook on Service Level Benchmarks for
Urban Transport.
 Study on Sustainable Habitat Mission for the city to make habitat sustainable through modal shift
to public transport, as per National Mission on Sustainable Habitat. The study will also look in to
the possibility of enhancing the NMT programs to make the sustainable habitat an integral part of
the planning process.
The broad Scope of the Comprehensive Mobility Plan is listed below:
 To review the demographical profile of the city which includes location, land area etc.
 To delineate the traffic analysis zones and review the existing urban transport and environment
 To describe the existing traffic and transportation system in the study area
 To identify in detail, the problematic situations related to the existing transportation infrastructure
and traffic operation
 To present the various traffic analyses results based on the surveys conducted
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 To review the existing travel behaviour of individuals and review the energy and environment of the
study area
 To understand the level of service provided to the citizens with the help of service level
benchmarking
 To develop a Business as Usual (BaU) scenario based on land use transitions and socio-economic
projection and comparing the travel characteristics of BaU scenario with the base year as well as
SLB
 To outline the immediate and short-term traffic improvements needed for study area
 To provide details on the development and validation of the travel demand model for the study area
 To present the projected travel demand in the study area for different horizon years
 To develop and evaluate various transport strategies
 To recommend various medium-term and long-term traffic improvement measures based on the
scenarios and to develop an Urban Mobility Plan
 To recommend Demand Management Measures
 To develop Transport Investment Options and Implementation Plan
 To suggest an Institutional Arrangement
1.4. STRUCTURE OF THE REPORT
The draft report for Quick Comprehensive Mobility Plan for Chennai Metropolitan Region will have following
chapters:
 Chapter 1: Introduction to the study and its objectives

 Chapter 2: Existing traffic and transport characteristics of the city
 Chapter 3: Forecasted Land Use, Traffic and Transport characteristics of the city
 Chapter 4: Mobility Vision and Goals of the city
 Chapter 5: Urban Mobility Plan- Detailing out all the transport proposals
 Chapter 6: Implementation Program
 Chapter 7: Outcomes
The report is supplemented by following Annexures
 Annexure 1: Project Profile Sheets

 Annexure 2: Base Year Travel Demand Model
 Annexure 3: Travel Demand Forecast
 Annexure 4: Survey Analysis
 Annexure 5: Self-Appraisal Checklist
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2. EXISTING TRAFFIC AND TRANSPORT CHARACTERISTICS
2.1. INTRODUCTION TO CHENNAI

Chennai, also known as the gateway to south India, is the capital city of Tamil Nadu located on the Coromandel
Coast of Bay of Bengal (Figure 3) Chennai, which turned 375 years recently, originally was a collection of villages
in between paddy fields and enclosed by palm trees.
Chennai city has a population of 46.46 lakhs (erstwhile Chennai Municipal Corporation) as per 2011 Census with
a density of 266 persons per hectare. It is the sixth most populous city in India. However, Chennai city has been
expanded from 176 sq. km to 426 sq. km through a G.O. dated 26th December, 2009.
Chennai city has a diversified economic base with well-developed industrial and tertiary sectors. It is also port
city with two major ports of India i.e. Chennai Port and Ennore port located within urban agglomeration and a
minor port at Kattupalli, outside Chennai Metropolitan Area. It is the headquarters of the Southern Railway and
the Chennai International Airport ranks fourth among the busiest airports of India.
The city has a good mix of manufacturing and service sector industries. The manufacturing sector constitutes
large industries such as petro-chemicals, chemical, automobile and auto ancillary industries. A major chunk of
India's automobile manufacturing industry is based in and around the City. It is a major hub of IT industry in
India. In recent years’ rapid growth in population and in-migration is driven by IT/ITES services. The city has also
major presence in Banking, Service and Educational sectors. Several engineering, technical, medical and
management institutions have been established in and around the city creating their own demand for transport
requirements.
Figure 2 Location of Chennai Figure 3 Change in Urbanisation 1973-2006 (Source: CDP)
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2.2. STUDY AREA
Figure 4 Revenue Divisions of Chennai Metropolitan Area
The Chennai Metropolitan area extends over an area of 1189 sq. km. housing a population of more than 9 million
(Census 2011) and is the fourth largest urban agglomeration in India after the metropolitan regions of Mumbai,
Delhi and Kolkata. The metropolitan area covers the entire Chennai district and parts of Thiruvallur and
Kanchipuram districts. Chennai is the epic center of the urban growth in the state with spill-over in nearby
districts of Kanchipuram and Thiruvallur (Figure 4). Chennai is the only district in the state to be declared as
completely urban.
The spatial planning for the metropolitan area is under a single planning authority (Chennai Metropolitan
Development Authority). The metropolitan area is administered under multiple local bodies including Greater
Chennai Corporation, 7 Municipalities, 12 Town Panchayats and 189 Village Panchayats. Chennai Metropolitan
Development Authority (CMDA) is the nodal agency responsible for the planning and development of the
metropolitan area.
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In Thiruvallur District, out of the total district area, Ambattur, Thiruvallur and Ponneri taluks fall within the CMA.
In Kancheepuram District, Tambaram, Chengalpattu and Kancheepuram Taluks fall within the CMA. The study
takes into account the interaction of the outlying towns too.
Chennai City Corporation had an area of 176 Sq.km with a population of 46.5 Lakh in 2011. In October 2011, the
expansion process was initiated before the elections to the Corporation council and the City area has been
revised to 426 Sq.km with a population of approx. 66 Lakhs (2011). The old city area had 155 Wards which is
now revised to have 200 wards. The 155 wards in the old city corporation have been reconstituted to 107 wards
and the newly added areas were divided into 93 Wards.
The study area is divided into a total of 290 zones, in which 275 zones are within the CMA area and 15 outer
zones (Figure 5).
Figure 5 Traffic Analysis Zones in Chennai
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2.3. DEMOGRAPHICS
The population of the Chennai metropolitan area as per Census 2011 was around 89.17 lakh. Based on the
growth trends, the current population of the metropolitan area is expected to have crossed the 10 million mark.
As per CMDA’s Second Master plan, population will increase to 126 lakhs by 2026.
Though the decadal population growth in the CMA is 27%, the growth in the Chennai core city is just 8%.
Municipalities grew at 41%, Town Panchayats a 67% and Village Panchayats at 91%. The high growth in the outer
areas of Chennai core city can be attributed to the overflow of population from the City for employment
opportunities, large institutional facilities, and less congested, more affordable housing opportunities within
reasonable commuting distance of the City. Moreover, the industrial hub comprising of the automotive and auto
component industries and the IT hub have contributed to the expansion of the city towards these
agglomerations. Population growth pattern of CMA is given in Figure 6, Figure 7 and Table 1.
Table 1 Population growth in CMA
Description Population in Lakhs Decadal Growth Rate

1971 1981 1991 2001 2011 1971- 1981- 1991- 2001-
1981 1991 2001 2011
Chennai City 26.42 32.85 38.43 43.43 65 24.34% 16.99% 13.01% 7.78%
(426
Sq.Km)
Municipalities 4.84 8.14 11.84 15.81 NA 68.18% 45.45% 33.53% NA
Town 1.11 1.64 2.71 3.86 NA 47.75% 65.24% 42.44% NA
Panchayats
Village 2.67 3.38 5.2 7.31 NA 26.59% 53.85% 40.58% NA
Panchayats
CMA 35.04 46.01 58.18 70.41 89.17 31.31% 26.45% 21.02% 26.64%
Source: Census 2011.Second Master plan
31.31%
26.45% 26.64%
21.02%
1971-81 1981-91 1991-01 2001-11

Figure 6 Decadal Population Growth of CMA (Source: Census, 2011)
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Population in Lakhs
100
80
60
40
20
0
1971 1981 1991 2001 2011
City CMA
Figure 7 Population in CMA and Chennai City
The Municipalities and Town Panchayats have experienced higher growth rate than that of the City. The density
pattern indicates that the City has the highest gross density of 247 persons/ha, whereas the average gross
density in CMA is only 59 persons/ha (Table 2). The gross density in most of the municipal areas and Town
Panchayats is very low, indicating that these areas offer high potential for growth and would be the receiving
residential nodes in future.
Table 2 Density in CMA
Description Area Density (persons per hectare)

(Sq.Km) 1971 1981 1991 2001 2011
Chennai City 176 150 187 218 247 266
Municipalities 240 20 34 49 66 NA
Town 156 7 11 17 25 NA
Panchayats
Village 617 4 5 8 12 NA
Panchayats
CMA 1189 29 39 49 59 NA
2.4. TRAFFIC AND TRANSPORTATION
GROWTH OF MOTOR VEHICLES

As per the State Transport Authority, Chennai has reported 47.57 lakh (as on April 2016) registered vehicles as
that accounts for over 25% of all vehicles registered in the State (Table 3). As per records, these have grown by
1.28% & 7.06% per annum respectively over last five years with an overall growth of 6.61% per annum.
Table 3 Motor Vehicles in CMA (Source: Tamil Nadu RTO Statistics)
Transport Non-Transport
Public (STU) 7639 Motor Cycle 2435661
Private 6 Scooter 630847
Auto Rickshaw 74026 Moped 675058
Ordinary Taxi 535 Motor Car 740203
Motor Cab (SP+AIP) 34104 Jeep 9826
Maxi Cab (SP+AIP) 22596 Tricycle Auto 2795
Omni Bus (SP+AIP) 210 Tractor 4599
19
Private Service Vehicle 1811 Three Wheeler 8552
School Bus 3073 Four Wheeler 2587
Ambulance &Fire Fighter 1841 Road Roller 218
Lorries 35429 Others 9927
National Permit Lorries 7661 Total Transport 237549
Tractor and Trailor 1638 Total Non-Transport 4520273
Light Commercial Vehicles 44157 Grand Total 4757822
Articulated Vehicles 2823
ROAD ACCIDENTS
The traffic safety is an important measure which needs to be looked to reduce number of road accidents in the
city. It is noticed from the preliminary reconnaissance survey that road infrastructure supporting cyclist and
pedestrian users are completely absent in the city and has increased the vulnerability of NMT users. The accident
records for the last few years were collected from Chennai Traffic Police and is presented in Figure 8 and also
comparison of number of road accident deaths in Chennai with other million plus cities is given in Figure 9.
Road Accidents in Chennai

8000
7000
6000
5000
4000
3000
2000
1000
0
2010 2011 2012 2013 2014 2015 2016
Fatal Accidents Grievous Injury Minor injury No Injury
Figure 8 Road Accidents in Chennai (2010-2016) (Source: Chennai Traffic Police)
Road Accident Deaths (2016)

Pune
Mumbai
Bhopal
Hyderabad
Delhi
Chennai
Bangalore
Ahmedabad
0 500 1000 1500 2000
Road Accident Deaths
Figure 9 Road Accident Deaths in Million Plus Cities in India (Source: MORTH)
20
ROAD NETWORK
Figure 10 Road Network in Chennai (Source: CCTS, 2010)
The road network of Chennai is radial pattern radiating from George Town, which is the main CBD (Central
Business District) of the CMA (Chennai Metropolitan Authority). The prime road network consists of four
National Highways, leading to Kolkata (NH5), Bengaluru (NH4), Thiruvallur (NH205) and Tiruchirappalli (NH 45)
(Figure 10). Other major arterial roads within the city include Arcot Road, Kamarajar Salai, Thiruvottiyur High
Road, Old Mahabalipuram Road and East Coast Road. The Orbital road network was implemented as per the
First Master Plan comprises Jawaharlal Nehru Road (IRR) and Chennai By-pass Road. The orbital road network
has improved the accessibility and reduced the congestion on the radial network particularly in Anna Salai and
Periyar EVR Salai.
PUBLIC TRANSPORT SYSTEMS
AIR TRAVEL
Chennai airport consists of two terminals, Kamarajar Domestic Terminal and Anna International Terminal
located at Meenambakkam. In 2015-16, the airport handled 15.3 million passengers at a growth rate of 12% per
21
annum and about 400 aircraft movements per day. Thus making it the fourth busiest airport in India. The airport
also ranks as the second busiest cargo terminus in the country with its large integrated cargo terminal. It showed
a 9% annual growth in cargo handled in the year 2015-16. The Airport is situated at 25 km from the city centre
and is accessible by road and rail transport services.
PORT
The city is served by two major ports namely Chennai Port and Ennore Port. Chennai Port, is one of the largest
artificial ports and also the third oldest port among the 12 major ports in India. It is an emerging hub port in the
East Coast of India. It is situated on the Coromandel Coast and is India's second busiest container hub, handling
general industrial cargo, automobiles, etc. The location of Chennai Port Trust (CPT) necessitates the freight traffic
to flow to and from the CBD. The Kamarajar Port Limited (erstwhile Ennore Port Limited) was developed as a
satellite port to CPT; it is the 12th major port in India and the first corporate port in India. Kamarajar Port is
designed as Asia’s energy port and envisaged being a satellite port to decongest and improve the environmental
quality at the bustling Chennai Port.
RAIL NETWORK
SUB-URBAN RAIL
Chennai Metropolitan Area has an extensive rail network traversing across the city (Figure 11 and Figure 12).
Fundamentally Chennai has 4 suburban railway lines, namely North line, West line, South line and MRTS line.
The South West line, West North line and West South line are merely minor extensions or modifications of the
aforementioned suburban lines.
 The West line runs west from Chennai Central till Jolarpet covering a distance of 213 km
 The South Line runs southwards from Chennai Beach to Viluppuram Junction covering a length of 163
km.
 The South West line runs over a distance of 122.71 km and connects Chennai Beach to Arakkonam
Junction
 Total length of North Line Suburban Services is 83 km (Chennai Central to Sulurpettai)
 The MRTS line, an exclusive line of suburban railway is a line that is operated on an elevated track
exclusively used for running local EMUs or suburban local trains. No express trains or passenger trains
are operated on MRTS line. The Chennai MRTS line runs from Chennai Beach to Velachery running over
a distance of 19.34 km
The suburban sector operates 580 services daily, that includes 240 in the Beach–Tambaram section, 229 services
in the Chennai Central–Thiruvallur section, and 83 in the Chennai Central–Gummidipoondi section. The busiest
suburban rail line is the Beach-Tambaram line, which runs 9-12 coach rakes at peak hour headways of 4-5 min.
This line has a peak demand of around 24,000 passengers per hour per direction.
The suburban MRTS route is operated within the city limits from Chennai Beach to Velachery, covering a distance
of 19.34 km with 17 stations. From Beach to Chennai Park Town station, the line runs at grade, parallel to the
suburban railway network. Following Chennai Park Town station, the line's first phase becomes elevated and
follows the course of the Buckingham Canal, which runs parallel to the Coromandel Coast. The line remains
elevated for the alignment of the second phase up to Perungudi, after which it returns to an at-grade section at
Velachery.
Around 98 km of other network and 19 km exclusive MRTS line is within CMA boundary. Work on the 5 km three-
station Phase II extension from Velachery to St. Thomas Mount is currently underway.
22
Figure 11 Sub Urban Rail Service in Operation in Chennai
Figure 12 Chennai Sub Urban Rail and MRTS Schematic Map
23
BUS SERVICES
The city of Chennai is served by the government-owned Metropolitan Transport Corporation (MTC - earlier
known as Pallavan Transport Corporation), which is the only bus service in Chennai. It has been operational since
1972. The operations cover the city and its suburban regions. The operations are currently being managed out
of 34 depots spread across the city. The coverage of MTC’s operations is about 3,929 Sq. Kms.1 and caters to
approximately 5 million passengers daily with each bus transporting an average of 1,300 passengers per day
(Table 4).
Table 4 Brief Profile of MTC
1972 2016
Depots 8 34
Fleet 1029 3773
Scheduled Services 892 3439
Route 176 749
Employees 12,178 24,587
Passenger/day 1.2 million 5.2 million
Collection/day Rs. 0.2 million Rs. 30.2 million
Occupancy ratio NA 75.83%
Source: Secondary Data, MTC
Currently MTC operates 3773 buses in five different types of daily bus services that includes Ordinary, Express,
Deluxe, Small bus and Air conditioned Volvo Bus service (Figure 13). There are also two special services. Overall,
seven different types of service are operated with different rate of fare as approved. The services are visually
segregated with standard number /name board as mentioned below:
i) Ordinary Service - White Board and Black Letter
ii) Express Service - Green Board
iii) Deluxe Service - Blue Board/Digital Display
iv) Volvo AC Service - LED Display
v) Small Bus Service
Figure 13 MTC Bus Service in Chennai
3 – MTC Secondary Data
24
CHENNAI METRO RAIL
Figure 14 Metro Rail Network in Chennai
Recognizing the increasing travel demand in the city, a metro rail system is operational in the city from 2015.
Chennai Metro Rail operated by Chennai Metro Rail Limited (CMRL) is a complete rapid rail transit system
operated across the city of Chennai unlike suburban rail that consists of one exclusive rapid transit line. The
system commenced revenue service in 2015 after partially opening during the first phase of the project - from
Koyambedu to Alandur over a distance of 10 km comprising of 7 stations in between. On 21 st September 2016,
the section between Chennai airport and Little Mount commenced operations and on 14th October 2016,
Chennai Metro opened operations on the 1.28 km stretch from Alandur to St Thomas Mount, thus making the
entire elevated stretch of stretch of Chennai Metro Phase I functional. Furthermore, commercial service of 8 km
stretch between Koyambedu and Nehru Park commenced on May 2017 and 22 km stretch between St. Thomas
Mount and Central Station commenced in 2017. As per DPR, 2010, Metro Phase I was planned with two
corridors, (1) Airport to Wimco Nagar (30.38 km ) with 22 stations and (2) ST. Thomas Mount to Chennai Central
(12.42 km) with 7 stations (Ref: Figure 14).
INTERMEDIATE PUBLIC TRANSPORT
AUTO RICKSHAW
Auto rickshaws are one of the most popular modes of para-transit in Chennai city (Figure 15). They provide door-
to-door transportation and last mile connectivity to a major chunk of city population. In spite of the existence
of buses and trains, last mile connectivity remains an unresolved issue in Chennai, due to the underdeveloped
feeder system. They are responsible for moving around 1.5 million commuters in Chennai on a daily basis.
Currently, there are 74,0262 autorickshaws plying in Chennai city, of which 24,101 run on LPG, the remaining
2 http://www.tn.gov.in/sta/g4.pdf
25
being run on petrol. The current fare stands at a minimum of Rs. 25 for an initial distance of 1.8 km and Rs. 12/-
for every subsequent kilometer after that.
Figure 15 Auto rickshaw in Chennai
SHARED AUTO RICKSHAW

Share Autos are a preferred mode of transportation for short distances in Chennai. People who are dependent
on the informal sector find this para transit system highly convenient, as they can get board or get off wherever
they seek to. Moreover, this system is well connected and passengers are not forced to wait long for another
Share Auto to take them forward. The autos charge Rs. 5/- to Rs. 20/-, a fare though higher than buses, but much
lower than the auto rickshaws. Its vehicular design entails lower capital and maintenance costs. Vikram autos,
Arjun 500, Tata Ace Magic, Ape Piaggio and Mahindra Maxximos are some of the popular vehicles that are used
as share autos in Chennai.
2.5. EXISTING TRANSPORT CHARACTERISTICS

The salient features of the traffic and travel characteristics in the city based on the primary surveys executed in
2015-16 are explained are shown in the following sub sections. Detailed analysis of the surveys conducted is
presented in Annexure.
ROAD NETWORK CHARACTERISTICS

A total of 1333 Km was covered in the road inventory survey
(2015), which includes 480 Km within city and 853 km in the
remaining areas in the CMA. Of the total roads covered in the
inventory, 47% of the roads have Two lane Undivided
carriageway, while, 17% is with Four Lane Divided carriageway
and Intermediate lane takes over a 10% of carriageway. Six lane
roads account to 6% of the total road networks (Table 5). It has
also been observed that 66.6% of roads have footpath availability.
Figure 16 Journey Speed in Chennai (Source: Primary Survey,

2015, Master Plan for Metro Phase II)
(Source:
26
Table 5 Carriageway characteristics in Chennai (Source: Primary Survey, 2015, Master Plan for Metro Phase II)
Type of Carriageway Length (km) %

Six lane divided 78 6%
Four lane divided 228 17%
Four lane undivided 26 2%
Three lane divided 62 5%
Three lane undivided 132 10%
Two lane undivided 623 47%
Intermediate lane 137 10%
Single lane undivided 46 3%
Total 1333 100%
It has been observed from speed and delay survey (2015) that the average journey and running speed in CMA
are 17 kmph and 20 kmph respectively during peak hours (Ref: Figure 16).
TRAFFIC CHARACTERISTICS
TRIP DISTRIBUTION BY MODES

Walk Bicycles Autorickshaws Car/Van Two Wheeler Bus Train
5%
25%
24%
7%
6%
26% 7%
Figure 17 Mode Share in CMA (Source: Primary Survey, 2015, Master Plan for Metro Phase II)
Table 6 Motorized Mode share in Chennai (Source: Primary Survey, 2015, Master Plan for Metro Phase II)
Travel Mode Percentage (As per 2015 Survey) CCTS-2008

PT (Bus/Rail) 28.5 31
Two Wheeler 27 25
Car 7 6
Auto 6 4
NMT 31.5 28
TOTAL 100% 100%
As per 2015 Survey CCTS-2008

Per Capita Motorized Vehicular Trips 1.13 0.91
Per Capita Total Trips 1.65 1.60
27
TRIP PURPOSE
Work Business Education Social & Recreation Tourism
Social & Recreation

3% Tourism
Education 1%
13%
Business
19%
Work
64%
Figure 18 Distribution of trips by purpose (Source: Primary Survey, 2015, Master Plan for Metro Phase II)
Figure 19 Travel Pattern in CMA (Source: Master Plan for Metro Rail Network in Chennai)
28
Table 7 Base Year Travel Characteristics (Peak Hour)
Total number of trips 1011418

Per Capita Trip Rate 1.65
Motorized Trip Rate 1.13
Average Trip Length 11.60 km
Trip Length
1. Private Vehicles 9.92 km
2. Public Transport 13.64 km
Emissions 32.06 tons/hr
Average trip time
1. Private Vehicles 23.25 min
2. Public Transport 31.98 min
Motorized public transport mode share 44.2%
Average vehicle speed : 25.59 Kmph
Figure 20 SWOT Analysis
2.6. SERVICE LEVEL BENCHMARKING

Benchmarking is a tool used by public agencies to make more informed decisions regarding the performance,
make comparisons internally and with other organizations and continuously improve performance using the
lessons learned through this comparison process. Benchmarking allows public agencies to direct limited
resources to the program. Benchmarking helps to establish baseline measures of performance, and helps
monitor the agency’s individual performance over time, and also how it compares with the other organizations,
and also improving performance by sharing of lessons learnt from different entities.
The National Urban Transport policy (NUTP) 2006 highlights the crucial link between transport demand and land
use planning and the need to develop an integrated mobility plan for each city. Accordingly, each city should
develop comprehensive mobility plan with focus on accessibility, mobility and traffic flow (in that order). Rather
than the present approach of “predict and provide” it has to be “Planning for the desirables”. However, there
need to be some yardstick to measure and compare the effectiveness of policies and urban projects across cities.
Urban agencies in India currently do not have any system for measuring performance of urban transport
activities, assessing impacts of projects and taking further action on them. Chennai is no exception to this. The
service level benchmarks (SLB) issued by MOHUA specify parameters to measure the effectiveness of land use-
transport planning in Chennai.
29
The SLBs describe the levels of transport performance like safety and access, pollution, accidents, congestion
etc. in Chennai currently. They indirectly reflect the state of governance in the city. Above all, these benchmark
indicators allow stakeholders to quantify the past, present and changes in transport and its sustainability
Table 8 Service Level Benchmarking
No Bench mark LOS Inference as per MOUD Guidelines

1 Public Transport Facilities 16 The city has public transport system which may need considerable
improvements in terms of supply of buses/coaches and coverage as
many parts of the city are not served by it. The frequency of the
services may need improvements
2 Pedestrian infrastructure 9 The city has pedestrian facilities which may need some improvements
facilities at intersections, footpaths and street lighting as some parts of the city
are not served by it. The system provided is otherwise comfortable and
sustainable.
3 Non-Motorized Transport 11 The city lacks adequate NMT facilities.

Facilities
4 Level of usage of Intelligent 20 The city lacks adequate ITS facilities.

Transport System(ITS) Facilities
5 Travel speed (Motorized and 4 Small increase in traffic causing substantial increase in approach delay
Mass transit) and hence, decrease in arterial speed.
6 Availability of Parking places 8 The city authorities need to initiate immediate actions with respect to
providing paid parking spaces and demand management for parking
7 Road safety 6 Need considerable improvements in road design and available road
infrastructure, traffic management and in other such reasons which
significantly contribute to road safety.
8 Pollution levels 10-13 Need considerable improvements in emission standards, checking

pollution etc.
9 Integrated land use Transport 15-22 Faint coherence between city structure and public transport system.
system
10 Financial Sustainability of Public 9 The public transport of a city is financially sustainable but needs
Transport by bus considerable improvements
30
31
3. FUTURE TRAFFIC AND TRANSPORT CHARACTERISTICS
3.1. LAND USE FORECAST

The Chennai Metropolis is expected to become one of the Mega Cities in the world with more than 10 million
population, in the next 10 years. The Chennai City Corporation with 176 sq.km (Old area) area is expected to
accommodate about 59 lakh population while the rest of the Metropolitan Area with an extent of 1013 sq.km
to accommodate about 67 lakh population by 2026 (Chennai Second Master Plan-2026) (Ref: Table 9)
Table 9 Proposed Land Use in CMA (2026)
SI No Land Use Chennai City Rest of CMA

Extent (ha) % Extent (ha)
%
1 Primary Residential Use Zone 5916.35 33.6% 31090.68 30.7%
2 Mixed Residential Use Zone 2426.9 13.8% 13503.1 13.3%
3 Commercial Use Zone 714.24 4.1% 880.35 0.9%
4 Institutional Use Zone 2868.97 16.3% 3888.85 3.8%
5 Industrial Use Zone 691.83 3.9% 7274.33 7.2%
6 Special and Hazardous Industrial Use Zone 130.67 0.7% 3416.08 3.4%
7 Open Space & Recreational Use Zone 1000.65 5.7% 392.86 0.4%
8 Agricultural Use Zone - - 7295.81 7.2%
9 Non Urban 113.31 0.6% 2332.92 2.3%
10 Urbanisable - - 2075.89 2.0%
11 Others 3754.79 21.3% 28147.55 27.8%
Total 17617.70 100% 101298.42100.0%
Source: Chennai Second Master Plan-2026
The forecasted land use for the study area is primarily based on the Second Master Plan. As envisioned in the
Second Master Plan the growth strategy is to guide the future growth outside the Chennai Corporation along
the radial corridors in the south, north, south west direction. Consequently the IT Corridor, NH45, NH 205, NH4,
Ennore Expressway are likely to be future growth corridors. Several SEZs, IT/ITES activities, and
industrial/commercial projects are likely to be located in the next 15 years in places at outskirts of CMA, Marai
Malai Nagar, Irungattukottai, Sriperumbudhur, Thiruvallur, Gummudipoondi, etc. Having two Ports, Chennai
Port and Ennore Port besides International Airport at Meenambakkam in the study area has made Chennai as a
prime location for industries and commerce. Key major initiatives in the IT sector include:
 Tidal Park, an established self contained IT park housing all the major players in the IT sector.
 Dedicated IT corridor
 Exclusive IT Park at Siruseri and a Knowledge Park at Sholinganallur along the IT Corridor. Development
of Bio-technology Park or TICEL is an important initiative that would spot Chennai as the most preferred
destination for new technology industries.
Some of the large industrial estates such as Ambattur, Manali, etc, are located in CMA and house multi-product
industries. Small industrial estates at Guindy, Thirumazhisai and Thirumudivakkam accommodate medium and
small scale industries. Chennai has a large base of leather industry and accounts for 50% of the total exports of
the country. An export processing zone (MEPZ) is located at Tambaram for apparel and other exports.
Development of a number of Special Economic Zones (SEZs) is in the planning stage. Proposed landuse(2026)
map for CMA is presented in Figure 21.
32
Based on the population
forecasts, past census
trends and the potential
new developments,
horizon year employment
has been forecasted and
the estimate of
employment in CMA area
by horizon year is
expected to be 60 lakhs.
The CMDA has prepared

the Second Master Plan
for 2026 that presents the
future land use
development pattern of
the region.
The growth in Chennai is

happening towards the
extended areas of Chennai
Corporation as well as in
other Chennai
metropolitan regions. The
growth of Chennai has
been around the central
city region with new
growth regions emerging
in the Northern and
Eastern regions to support
the manufacturing sector
(in Northern Chennai) and
Figure 21 Proposed Land Use of CMA (Chennai Second Master Plan-2026) Service sector (in Central
city). The advent of the
Software and Services industry resulted in growth along with Southern and South western corridors. The
residential growth was higher along with the major corridors connecting to the central city area driven by ease
of access and economics of transportation. The growth has led to formation of development corridors. The major
development corridors formed include (Figure 22):
 North-East Corridor – Along GNT Road

 Western Corridor – Along Arcot Road
 South-West Corridor – Along GST Road and railway line
 South IT Corridor – Along Old Mahabalipuram Road
The most important of which are on the west and southwest where, physical conditions were more favorable
for development. Moreover, there is planned industrial development in Southern and Western suburbs with
strong connectivity to port through the major ring roads.
33
Figure 22 Growth Directions in Chennai (Chennai Second Master Plan-2026)
3.2. POPULATION AND EMPLOYMENT CHARACTERISTICS

Summary of population projection and employment projections is presented in Table 10. The projections were
made based on the CMA Master Plan- 2026. Since master plan details are available only upto the year 2026,
appropriate growth factors were applied to arrive at population and employment projection.
Table 10 Population and Employment Forecast
Particulars 2021 2026 2035

Population (in lakhs) 112.11 125.701 148.55
Employment (in lakhs) 54.47 60.59 72.05
Population Population Population Population Population Population

TAZ TAZ
2021 2026 2035 2021 2026 2035
1 56,615 62,710 72,694 8 35,608 41,927 51,933
2 6,919 7,091 7,452 9 53,156 55,620 60,106
3 29,735 31,570 34,763 10 21,220 22,930 25,810
4 31,542 34,414 39,192 11 24,266 25,572 27,891
5 52,677 58,815 68,803 12 39,546 48,949 63,642
6 19,824 22,821 27,612 13 23,617 27,174 32,861
7 26,331 33,429 44,467 14 47,523 54,607 65,939
34
TAZ TAZ
2021 2026 2035 2021 2026 2035
15 24,249 27,499 32,734 58 16,796 17,873 19,739
16 25,643 28,303 32,675 59 29,829 35,612 44,730
17 12,600 14,540 17,638 60 24,428 25,040 26,319
18 40,003 43,380 49,038 61 41,599 45,268 51,390
19 30,550 35,315 42,915 62 48,236 54,639 64,959
20 13,769 15,924 19,361 63 27,083 30,403 35,786
21 32,694 36,104 41,705 64 16,842 18,549 21,361
22 24,415 27,352 32,119 65 19,400 19,989 21,159
23 49,049 55,940 67,005 66 19,400 19,989 21,159
24 27,192 31,581 38,568 67 24,913 27,530 31,825
25 44,443 51,396 62,485 68 12,456 13,765 15,913
26 34,105 40,631 50,927 69 65,810 69,554 76,148
27 25,286 27,289 30,668 70 38,656 41,185 45,552
28 40,662 45,758 54,006 71 56,324 53,745 50,713
29 57,616 56,997 56,925 72 59,745 64,238 71,864
30 5,305 5,732 6,452 73 52,698 60,922 74,041
31 56,365 61,525 70,102 74 35,534 37,053 39,860
32 33,286 35,910 40,340 75 20,318 21,698 24,069
33 60,355 69,377 83,806 76 32,316 34,783 38,964
34 27,848 35,117 46,435 77 51,996 52,293 53,510
35 28,518 33,250 40,771 78 73,107 68,884 63,635
36 21,800 24,852 29,754 79 40,922 39,136 37,064
37 17,870 18,919 20,758 80 27,581 27,791 28,515
38 71,994 76,701 84,831 81 53,726 61,356 73,599
39 40,941 40,104 39,457 82 22,423 24,139 27,047
40 22,204 22,274 22,708 83 11,476 12,279 13,655
41 29,062 29,386 30,303 84 61,907 67,026 75,623
42 26,328 30,411 36,926 85 50,979 54,296 60,030
43 48,427 54,744 64,939 86 21,774 23,937 27,503
44 19,840 22,017 25,578 87 25,325 29,607 36,406
45 16,443 18,415 21,617 88 54,391 67,546 88,088
46 11,780 11,771 11,932 89 24,105 26,010 29,224
47 18,429 18,672 19,311 90 23,983 29,271 37,560
48 10,717 12,556 15,473 91 57,948 63,544 72,798
49 12,318 14,909 18,979 92 35,766 37,584 40,844
50 40,677 44,062 49,745 93 39,184 47,209 59,828
51 36,544 39,720 45,028 94 24,500 28,140 33,963
52 33,593 38,369 46,032 95 32,166 32,995 34,717
53 23,270 23,215 23,478 96 56,029 63,871 76,466
54 29,387 35,359 44,754 97 12,030 13,762 16,538
55 32,815 37,634 45,350 98 45,610 45,463 45,920
56 28,629 32,150 37,856 99 31,723 38,855 50,025
57 31,706 34,359 38,811 100 28,459 30,678 34,429
35
TAZ TAZ
2021 2026 2035 2021 2026 2035
101 18,085 21,124 25,952 144 36,272 38,111 41,409
102 23,707 28,082 34,996 145 61,637 72,297 89,204
103 8,019 8,729 9,914 146 26,395 29,553 34,681
104 19,758 20,008 20,676 147 59,586 62,978 68,951
105 36,802 38,386 41,309 148 34,402 36,233 39,492
106 56,600 60,149 66,315 149 23,639 24,647 26,509
107 49,099 49,665 51,243 150 38,471 39,492 41,595
108 34,732 40,852 50,548 151 5,910 6,162 6,627
109 13,245 15,886 20,043 152 17,352 17,264 17,389
110 50,455 54,677 61,760 153 70,311 69,297 68,820
111 27,954 31,856 38,125 154 70,311 69,297 68,820
112 46,744 53,321 63,881 155 29,378 29,176 29,309
113 29,215 32,105 36,875 156 85,686 90,015 40,582
114 56,818 65,631 79,694 157 41,350 47,704 57,849
115 41,863 43,934 47,663 158 32,989 34,656 26,930
116 28,974 29,404 30,478 159 43,629 45,833 7,500
117 20,652 21,203 22,337 160 12,032 12,363 13,037
118 23,974 22,927 21,711 161 16,794 18,817 22,101
119 42,383 42,240 42,653 162 58,291 58,587 59,897
120 37,146 38,086 40,046 163 57,833 58,083 59,317
121 32,470 33,021 34,330 164 41,693 43,800 30,762
122 36,562 39,805 45,213 165 14,666 15,407 1,900
123 13,753 14,098 14,818 166 2,444 2,567 494
124 31,933 37,063 45,232 167 2,27,739 2,82,566 3,68,188
125 45,519 45,880 47,098 168 75,913 94,189 1,22,729
126 22,330 21,380 20,288 169 2,27,739 2,82,566 3,68,188
127 17,964 17,966 18,235 170 1,13,869 1,41,283 1,84,094
128 21,214 21,836 23,085 171 12,109 13,931 52,493
129 22,285 21,454 20,539 172 17,534 22,522 30,264
130 1,10,328 1,08,983 1,08,605 173 18,043 18,954 10,133
131 83,311 79,492 75,001 174 27,757 31,035 36,363
132 33,559 31,147 28,027 175 17,286 19,317 22,620
133 38,113 39,479 42,094 176 16,591 16,591 16,591
134 33,045 32,756 32,815 177 12,528 14,413 28,880
135 68,952 62,228 53,166 178 91,395 96,007 1,04,282
136 31,721 34,434 38,975 179 91,395 96,007 1,04,282
137 40,784 44,273 50,111 180 43,125 45,304 28,596
138 54,240 52,523 50,753 181 18,660 21,759 18,234
139 34,008 34,735 36,330 182 55,142 57,928 10,081
140 46,157 51,436 60,040 183 34,996 36,809 40,047
141 40,580 45,869 54,405 184 1,12,946 1,20,572 1,33,690
142 58,612 73,581 96,904 185 1,13,869 1,41,283 1,84,094
143 29,946 34,466 41,690 186 14,679 16,888 43,852
36
TAZ TAZ
2021 2026 2035 2021 2026 2035
187 25,780 29,658 64,200 230 18,304 22,707 50,990
188 80,285 92,782 1,12,719 231 20,284 22,297 25,618
189 80,285 92,782 1,12,719 232 14,711 15,455 4,590
190 70,682 78,386 90,993 233 42,276 46,695 53,952
191 98,856 1,13,239 1,36,281 234 59,516 76,167 2,81,148
192 98,856 1,13,239 1,36,281 235 8,395 8,819 1,926
193 54,466 56,619 60,657 236 49,801 62,380 81,989
194 77,341 94,366 1,21,051 237 42,432 45,609 51,004
195 30,784 32,339 1,600 238 37,000 41,565 48,962
196 33,309 40,259 51,180 239 37,815 43,510 52,613
197 57,424 61,964 69,628 240 19,181 22,066 74,651
198 84,551 93,390 1,07,905 241 29,388 30,873 4,800
199 1,06,361 1,16,738 1,33,882 242 44,853 50,426 59,452
200 52,269 54,909 43,363 243 14,635 15,374 10,258
201 81,026 97,342 1,23,020 244 77,345 98,985 2,28,027
202 20,010 20,291 21,009 245 1,45,209 1,93,465 2,63,303
203 23,772 26,498 30,941 246 22,057 26,231 32,821
204 72,498 76,160 45,697 247 37,090 38,387 52,009
205 59,113 63,322 70,514 248 10,053 12,879 17,268
206 28,034 31,087 36,082 249 70,103 84,554 1,07,272
207 37,379 41,449 48,110 250 14,569 18,645 78,124
208 28,034 31,087 36,082 251 26,884 30,929 1,12,447
209 78,822 86,985 1,00,401 252 12,814 14,742 30,399
210 52,548 57,990 66,935 253 24,158 25,378 16,124
211 63,050 66,235 19,250 254 16,792 23,976 35,001
212 86,445 1,12,366 1,52,531 255 17,547 23,976 33,881
213 27,189 36,168 50,039 256 21,591 23,976 27,874
214 40,236 49,152 63,123 257 28,986 32,083 52,157
215 24,874 27,568 31,979 258 50,934 53,507 15,262
216 25,357 27,568 31,261 259 23,699 27,873 34,486
217 38,489 46,552 59,217 260 33,575 45,810 64,663
218 32,226 33,854 28,742 261 1,73,815 1,78,700 1,15,846
219 67,642 71,059 42,721 262 92,734 97,388 1,27,776
220 45,176 54,251 68,535 263 28,004 31,092 36,140
221 58,701 64,326 73,635 264 42,822 56,167 76,821
222 88,167 93,321 1,02,361 265 29,274 37,465 1,17,170
223 13,942 16,959 21,692 266 38,717 56,167 78,462
224 8,781 9,225 6,323 267 38,936 55,137 80,016
225 48,197 50,990 73,397 268 63,007 1,01,084 1,50,223
226 17,592 23,976 33,813 269 57,751 82,705 1,20,994
227 17,547 23,976 33,881 270 72,377 93,666 1,26,674
228 31,058 32,627 17,618 271 27,227 32,163 39,971
229 17,547 23,976 33,881 272 43,825 60,452 86,042
37
TAZ TAZ
2021 2026 2035 2021 2026 2035
273 35,000 43,650 57,145 275 26,285 37,644 55,071
274 9,616 10,075 12,916
3.3. FORECASTED TRAFFIC CHARACTERISTICS (BAU SCENARIO)

The forecasted population explained in Section 3.2 is used for estimating travel and trip characteristics for the
future. The traffic scenario will change with expected economic growth for Chennai. In order to understand the
traffic situation in Chennai in 2035, various scenarios are tested, of which Business as Usual Scenario is the first.
Business as Usual (BaU) refers to the traffic condition in Chennai with similar growth patterns as of today and
no new transport improvements are done. The BAU scenario extrapolates existing trends and assumes no radical
policy interventions for sustainable development and emission mitigation. Forecasted traffic characteristics
under BAU scenario is given in Table 11.
Table 11 Traffic Characteristics in BaU Scenario
Total number of trips 1739610

Trip Length
1. Private Vehicles 12.61 km
2. Public Transport 14.6 km
Emissions 55.46 tons/hr
Average trip time
1. Private Vehicles 39.9 min
2. Public Transport 45.5 min
Motorised public transport mode share 49.1%
Average vehicle speed : 19.2 kmph
38
39
4. MOBILITY VISION AND GOALS
4.1. INTRODUCTION
The present situation in Chennai will only continue to worsen if nothing is done. Business as Usual Scenario
forecasts also show low network speeds and increased emissions. The city has indeed been, slowly strangling
itself because of the unrestrained use of personalized modes of transport, overcrowding of public transport and
its inability to respond the challenges of ever-increasing traffic. In light of these persistent and vexatious
transport problems, CMDA has prepared Chennai Comprehensive Transport Study during 2008-2010 which
focused on making Chennai a vibrant global metropolis city by proposing a series of new transport initiatives.
However, even after eight years of CCTS, the desired development in the urban mobility is still deteriorating. In
this context, it is necessary to further strengthen the strategies of CCTS-2010 according to the CMP guidelines
of MoHUA.
The concept of Comprehensive Mobility Plan (CMP) is to have a long-term vision for desirable accessibility and
mobility pattern for people and goods in the urban agglomeration. It focuses on the mobility of people to address
urban transport problems and promote better use of existing infrastructure, which as such leads to the
integration of land-use and transport and is essential to build smart cities.
The focus of CMP is
 to optimize the “mobility pattern of people and goods” rather than of vehicles
 to focus on the improvement and promotion of public transport, NMVs and pedestrians as
important modes
4.2. VISION
As stated earlier, the CMP is a long term vision for desirable accessibility and mobility pattern for people and
goods in Chennai to provide safe, secure, efficient, reliable and seamless connectivity that supports and enhance
economic, social and environmental sustainability. In order to provide the same for the citizens of Chennai, the
vision of Comprehensive Mobility Plan for Chennai as adapted from Chennai Comprehensive Transportation
Study is:
“Provide safe, efficient, affordable and modern transport choices to people and businesses
integrating economic, land use and transport concerns of Chennai Metropolitan Area to be
fully prepared to take on the transport challenges of Chennai – the Mega polis”
4.3. GOALS
To ensure that Mobility solutions for Chennai that are sustainable and in conformity with sustainable mobility,
following goals have been formulated:
 Goal 1: Develop public transit system in conformity with the land use that is accessible, efficient and
effective.
 Goal 2: Ensure safety and mobility of pedestrians and cyclists by designing streets and areas that make a
more desirable, liveable city for residents and visitors and support the public transport system.
 Goal 3: Develop traffic and transport solutions that are economically and financially viable and
environmentally sustainable for efficient and effective movement of people and goods
Each goal can be achieved by meeting the following objectives:
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4.3.1. GOAL 1
Develop public transit system in conformity with the land use that is accessible, efficient and effective
Objectives
 Provide good quality public transport system that is accessible, efficient and effective
 Develop strategy to integrate public transport system with existing IPT System
4.3.2. GOAL 2
Ensure safety and mobility of Pedestrian and cyclist by designing streets and areas that make a more desirable,
livable city for residents and visitors and support the public transport system.
Objectives
 To improve pedestrian facilities in areas of pedestrian concentration

 To provide facilities to pedestrians and ensure safety to segregate their movement from vehicles along
major corridors
 To encourage pedestrian movement in heavy pedestrian movement areas and restrict use of private
vehicles
 To provide safe pedestrian facilities along major public transport nodes and transfer points
 To provide segregated facilities for movement of cyclist in Chennai
 To develop a Pedestrian policy for safe and efficient movement of people within the city
4.3.3. GOAL 3
Develop traffic and transport solutions that are economically and financially viable and environmentally
sustainable for efficient and effective movement of people and goods.
Objectives
 Develop immediate / short term strategies such as traffic management and engineering solutions to
ease flow of traffic at major congestion points within the city
 Develop medium / long term measures such as ring roads, new links, road network development,
flyovers, underpasses, ROBs and RUBs to ease traffic flow along major roads within the city
The goals and objectives set for the mobility needs of Chennai can be achieved by formulating a series of
strategies as per NUTP guidelines. Each of the strategies will be evaluated to see their suitability and applicability
for Chennai.
Besides the above mentioned Goals, some principles of National Mission on Sustainable Habitat (NMSH) need
to be considered in this study before formulating the strategies. Accordingly, a brief introduction to NMSH is
presented in the following section.
4.4. NATIONAL MISSION ON SUSTAINABLE HABITAT (NMSH)

Under the National Action Plan for Climate Change, the National Mission on Sustainable Habitat has been
launched to cover various aspects which inter alia include better urban planning and modal shift to public
transport. The main objective of the mission is to address the following:
 Development of Norms integrating measures related to taxation, parking and congestion charges, public
carriage specifications and service
 Norms to encourage public transportation
 Development of Norms for Pedestrianization and cycling
 Modal regulations for integrating Transport Planning (CMP) with Master Plans and Development Plans.
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The habitat parameters also take note of the ongoing reform based AMRUT program that has been designed to
achieve NUTP principles in the urban transport sector. Accordingly, to ensure
sustainability in urban transport planning, the following eight-principles have
been proposed. This CMP study also attempts to integrate these principles in its
approach.
4.4.1. MAKE WALKABLE CITIES AND TOWNS

A great walking environment must protect pedestrians from motor vehicles.
Vehicle speeds need to be radically slowed or else, streets need footpaths.
Footpaths need to be unobstructed, continuous and well lit. Crossings should be
made safer with pedestrian crossing signals, pedestrian islands and pedestrian
table-tops that minimize crossing distances and offer safety for pedestrians. Accessibility to wheelchairs must
be ensured. The pedestrian network should foster the most
direct access to all local destinations like schools, work, bus stops
etc.
The following indicators have been recommended for pedestrian

facilities:
 All arterial streets should have >= 75% of their lengths
having non obstructed footpaths to achieve a LOS 1 for the
pedestrian facility
 All other sub arterial and local streets should have 50 –
75% of their lengths having footpaths for a LOS 2
 At-grade pedestrian crossings at maximum intervals of 70-
250 m
4.4.2. CREATE BETTER ENVIRONMENT FOR BICYCLES
The more bicycles (and any people-powered transport) on the streets the safer and less polluted the streets
become. Segregated bicycle lanes are needed on high speed roads, while on local streets traffic calming and
shared street designs are better, allowing traffic to mix at slower speeds. Building bike lanes and slowing down
traffic are keys to make urban transport sustainable.
The following indicators have been recommended for

pedestrian facilities:
NMT network should be at least 25% of the road network

coverage to achieve a LOS 1 for NMT facilities NMT parking
facilities should be available at more than 50% of the
interchanges (bus stops, terminals, railway stations) to
achieve a LOS 2.
At present in Chennai, 34% of the total daily trips are NMT

trips and the facilities for cyclists are absent. This invites attention to provide a strong bi-cycle network for
Chennai.
4.4.3. CONNECT THE BLOCKS

Cities that are pleasant to walk and bicycle typically have large number of short streets and many intersections
per unit area. This makes the traffic slow down while walking becomes more direct, varied, interesting and
attractive. The tighter the street grid, the fewer detours to a destination. Detours can affect the decision to
undertake a trip and by what means. Streets that are short offer good opportunities to connect with the
surroundings. Buildings, shops and streetscape elements are closer to the pedestrians and cyclists as they travel.
42
It is recommended that the indicator for the number of intersections of pedestrian and cycle network per square
kilometre be 50.
4.4.4. GET ON THE PUBLIC TRANSPORT

Mass transit can move a large number of people quickly and comfortably using a fraction of the fuel and street
space required by automobiles. The bus transit systems are proving
able to keep pace with the rapid motorization and metropolitan
growth. Busses are more accessible, have a wider coverage and are
cheaper.
The following indicators need to be used to assess the effective

usage of public transport:
 Percentage of residents within 800 m of public transport

stops
 Percent mode share of public transport and IPT desired
 Percent of stops with frequency of service greater than 15
buses per hour
The existing public transport system in Chennai requires detail route rationalization with well-defined
integration of main haul and feeder services.
4.4.5. BUILD DENSE - PEOPLE AND TRANSIT ORIENTED CITIES; MIX PEOPLE AND
ACTIVITIES
The first step to accommodate future urban growth is to densify existing urban land while providing excellent
and diversified services and amenities. Dense communities are a
foundation for the mixed-use urban areas where walking, cycling
and transit can be integral parts of the way of life.
The following indicators are recommended for densification:
 Densify transport nodes according to pedestrian and

cycling – 10 minute catchment areas
 800 m for pedestrians and 3 km for cyclists
Integrating residential, work, retail and entertainment activities

into one area makes for better cities. Trip lengths and travel times can be reduced.
4.4.6. SHIFT TO PUBLIC TRANSPORT

Shift from unsustainable mobility to sustainable mode like the public transport can be achieved using
technology, regulating road use, parking and fiscal measures. High quality public transport vehicles with efficient
service, easy accessibility, wide coverage and reasonable affordability are required to induce shift from private
to public vehicles. This has to be coupled with measures like congestion charges in core areas; high parking fee;
limited parking spaces; tax on private vehicles; implementation of demand management measures etc.
No on street parking fees are charged in the city. As a strategy we must adopt the levy of parking charges. Also
there is requirement of providing off-street parking facility which can help in increasing the effective road
capacity.
43
4.4.7. URBAN TRANSPORT FUNDING
Proper institutional set up and an efficient funding mechanism are need of the hour to ensure financial
sustainability of investments in public transport and non-motorized transport. Urban transport financial
resources should be pooled within an urban transport fund administered by the strategic transport authority at
the municipal or metropolitan level. Private sector financing for transport infrastructure should be raised
through competitive tendering of concessions that may be supported by public contributions as long as they are
subjected to cost-benefit analysis
4.4.8. IMPACT ASSESSMENT

New developments and projects will draw increasingly more attention in the future as these induce and attract
additional traffic in the neighbourhood. It is suggested an Impact Assessment needs to be done to estimate the
additional traffic and the infrastructure needs of the neighbourhood.
BENCHMARKS
From the analysis of present and future data, various benchmarks have been proposed for the horizon year.
Table 12 shows the benchmarks set to be achieved in the horizon year by implementing all the proposals
recommended in this CMP Study.
Table 12 Transport Characteristics targeted
Category Formulation Existing BaU Target

Mode Share of Public Transport Trips/Total Trips 44.2% 49.1% 70%
Public Transport
Mode Share of Non-motorized trips/Total Trips 31.5% - Maintain
NMT uniform
Public Transport Passenger hours/total PT trips 32 min 45.5 min 40 min
Travel time
Walkability Footpath length/Total Road Length 66% -- >75%
Cyclability Cycle track length/Total road length 0 -- >25%
Fatality Fatality per lakh population 13 -- Reduce by
50%
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45
5. MOBILITY IMPROVEMENT MEASURES
5.1. INTRODUCTION
The mobility goals for Chennai need to be addressed through a multipronged approach. Solutions for complex
transport improvements cannot be achieved by a single strategy. The following strategies need to be adopted
in tandem to meet the various goals set for Chennai.
 Land Use and Transport Strategy

 Road Network Development Strategy
 Public Transit Improvement Strategy
 Non-Motorized Transport Strategy
 Freight Management Strategy
 Traffic Engineering Measures
 Technological Strategy
 Travel Demand Management Strategy
It is important to note that each of the above strategies is equally important and the order of listing does not
imply priority. Each of the broad strategies includes sub strategies of immense importance. The strategies when
implemented through specific projects shall fulfil the goals and objectives of the CMP. The sections below discuss
these strategies.
5.2. INTEGRATED LAND USE AND TRANSPORT

The structure and shape of the transport network is dependent on land use. Land use and the network strategy
must go hand in hand. Land use cannot happen as planned, if there is no connectivity. This strategy should focus
on accessibility, connectivity, mixed land use developments to minimize vehicle trips, encourage transit oriented
development, and the long term transport strategy be framed around the structural form of urban growth
envisaged.
Integrated land use and transport development promotes balanced regional growth in line with regional
development strategies, with the objective of:
• Promoting balanced spatial growth

• Minimizing land requirements for transport
• Promoting transit oriented growth
• Reducing the need to travel
• Encouraging walkable/ cyclable neighborhoods
In order to provide mobility solutions for Chennai it is vital that there is an effective integration between land
use and transport in the entire region, without which, it will be difficult to coordinate growth in sustained
manner.
One of the strategies integrating land use and transport that can be adopted for Chennai is the Transit Oriented
Development (TOD) strategy. This concept can be applied along the major identified mobility corridors that have
the potential to carry higher order mass transit systems.
46
5.2.1. LAND USE TRANSPORT PLAN
Spatial distribution of land use activities determines the urban transport characteristics. By influencing the
spatial structure of locations in the urban environment, land use planning can contribute to a minimization of
kilometres driven and support a high transit share. Mixed Use development helps to keep walking and cycling
attractive.
TRANSIT NETWORK CONCEPT

Different Primary transit network concepts are developed world wide and have been implemented across the
world. The concepts are Multi nodal transit network where there are major transit corridors and different nodes
dispersed around the main city center (Error! Reference source not found.) compact development like B
arcelona, Curitiba where the development of the city region is restricted up to certain limits and a hybrid concept
which is a combination of dispersed and compact development.
Chennai city has a development pattern

similar to the Hybrid development. Chennai
being a coastal city, it has developed in a
semi-circular pattern. The city center
disperses from the CBD, George Town and
the intensity of development is primarily
along the corridors. As the city grows,
further urban sprawl leads to the increased
travel length and more dependency vehicles
and hence, the transit network for the city
along the mobility corridor shall effectively
connect the population and employment
centers. The different concepts to provide
Figure 23 Development Concepts efficient connectivity are discussed in Figure
23.
Figure 24 Urban Development Pattern in Chennai
Accordingly, Figure 24 shows the ring radial network in Chennai with the concept of multiple nodes. The urban
nodes are classified as primary and secondary nodes based on the proximity to the Chennai City CBD. Also, each
of the node has different land use characteristics, for which the mobility shall be planned for.
47
Central Node Immediate Proximity Node Medium Proximity Node
- Chennai City (CBD) -Vellachery -Siruseri
(George Town) -Tambaram -Chengelpet
-Poonamalle -Sriperumbandur
-Thiruninvarur -Thiruvallur
-Madhavaram -Gummidipondi
-Ennore
Each of these nodes can adopt a land use development strategy. All major nodes should consider a transport
development strategy in accordance with the overall vision of the city. For example, the major nodes like
Vellacherry, Poonamalle, Madhavaram etc can develop a Non‑motorized transport plan, Public transport plan
so that the node is well connected for inter node travel as well as intra node travel. All major nodes should adopt
a traffic and transport plan in accordance with the vision of CMP.
RING RADIAL NETWORK FOR CHENNAI

Chennai city clearly displays a radial network development similar to any other port city. In Chennai, these major
radials are either state/national highways, and are important mobility corridors.
The streets need to be classified into primary, secondary and tertiary so as to provide uniform standards of road
geometry and public transit services. We can consider ring and radial lines as primary transit network and other
links as secondary transit network.
The radial corridors are:
a) Radial 1: SH 114
Via Chennai Central-Wimco Nagar-Ennore
b) Radial 2: SH 56
Via Chennai Central- Manali New Town- Minjur
c) Radial 3: NH 16 Chennai Srikakulam Highway
Via Chennai Central- Madhavaram-Redhills-Siruniam
d) Radial 4: NH 716
Via Chennai Central- Pachiyapass College-Padi- Venkatapuram- Ambattur- Avadi- Pattabiram
e) Radial 5: SH 114/NH 48
Via Chennai Central-Kilapauk- Koyambedu- Maduravoyal- Poonamalle
f) Radial 6: Annal Salai/SH48
Via Chennai Central- Saidapet- OTA- Tambaram- Vandallur
g) Radial 7: SH 49A
Via Adyar- Thoraipakkam- Elcot- Semmancherri- Kelambakkom
h) Radial 8: East Coast Road
Via Palavakkam- Panaiyur
The Rings binding these radials are:
a) Ring 1: Sardar Patel Road-Mumbai Highway-SH2-SH56

Via Adyar- Kasturbai Nagar- Guindy- Vadapalani- Koyambedu- Padi- Madhavaram- Bharatiyar Beach
b) Ring 2: SH 109- NH 32- NH 48
Via Thoraipakkam- Pallavaram- Thambaram- Thriruneermalai- Porur- Maduravoyal- Ambattur-
Pattarvakom- Ritteri
c) Ring 3: Chennai Outer Ring Road
Via Kulambakkam- Perungalthur- Pattabiram- Cholavaram- Minjur
48
Secondary Corridors are:
- Radial A: SH 111/114
o Via Chennai Central-Madhavaram- Redhills-Padiyanallur
- Radial B: SH 112
o Via Chennai Central- Pachiyapass College- Anna Nagar- Thirumangalam- Ambattur Industrial
Estate- Avadi
- Radial C: Arcot Road/SH 113/55
o Via Island Grounds- Nungambakkam- Vadapalani- Porur- Poonamalle
- Radial D: SH 113
o Via Island Grounds- Nungambakkam- Vadapalani- Porur- Nandamakkam
- Radial E: SH 622/633
o Via Chennai Central-Saidapet- OTA-Nanmangalam
- Ring A: Sholanganillur-OTA- Koyambedu- Padi- Madhavaram- Bharatiyar Beach
- Ring B: SH 55
o Via Sholanganillur- Tambaram- Ambattur- Madhavaram
- Ring C: SH 109- NH 32- NH 48
o Via Sholanganillur –Chrompet-Poonamalle-Avadi
These corridors include all the major spines within the Chennai Metropolitan Area and should be designed based
on the standards. Mobility corridor should have right of way of at least 25 m for mixed traffic conditions. These
corridors would be expected to have the following cross-sectional elements:
1. Continuous kerb, footpath-cum-drain and bi-cycle lanes
2. Minimum width shall be 46-45 m
3. Service roads where feasible
4. Restriction or preferably prohibition of parking on the carriageway/shoulders
5. At-grade/grade-separated public transport systems as per the public transport/mass transport master
plan
The characteristics of the secondary network include:
1. Continuous kerb, footpath-cum-drain
2. Minimum width 30-36 m
3. At-grade/grade-separated public transport systems as per the public transport/mass transport master
plan
The total length of mobility corridors under consideration is 470 km. The mobility corridors for Chennai are
shown in Figure 29 and Typical sections of the network required in accordance with the IRC standards are given
in Figure 25 through 28.
Figure 25 Typical Cross section of 30 M RoW
49
Figure 26 Typical Cross Section of 36 M RoW
Figure 27 Typical Cross Section for 45 M RoW
Figure 28 Typical Cross Section for 60 M RoW
50
Figure 29 Ring Radial Network of Chennai
51
TRANSIT ORIENTED DEVELOPMENT
Figure 30 Concept of Transit Oriented Development
Image Source: www. Wordpress.org accessed on 27th September 2016
The ring-radial network is designated as mobility corridors. To maximize the passenger throughput, these
corridors should be developed on the concepts of transit oriented development. Mixed use development that
is cognizant of the low income users of the transit system is important. It is necessary to create urban and sub-
urban environments where walking and transit are viable transportation options by making it easier to go from
one transportation mode to another, the connection between community and development is enhanced
ensuring that a community is accessible to all. Resilient neighbourhoods will provide the needs of daily living,
within walking distance (1/2 to 1 km radius). Chennai has the potential to adopt these principles.
The TOD planning process includes:
a) Travel Connections: Convenient and direct pedestrian connections, pedestrian scale blocks,
interconnected street network including bicycle circulation and parking.
b) Building Scale and Orientation: Building placement is a powerful tool in reinforcing streets as public
amenities. The quality of “out of vehicle” experiences is influenced by the placement of buildings in
relation to the street and other buildings, as well as their height and scale (Figure 30Error! Reference s
ource not found.).
c) Public Spaces: This would include pedestrian-friendly streets including adoption of traffic calming
measures, parks and Plazas as community gathering spaces to enable social interaction, quality facilities
for transit users
d) Parking: Parking structures/shared parking lots are two ways to reduce the amount of space occupied
by parking facilities.
BOX 1 : INTEGRATED LAND USE AND TRANSPORT STRATEGY

- Multi Nodal Transit Concept for Chennai
- Ring Radial Network for Chennai as Mobility Corridors (470 km)
- Concept of Transit Oriented Development for Mobility Corridors
5.3. ROAD NETWORK DEVELOPMENT STRATEGY

Road network is a system of interconnected paved carriageways which are designed to carry buses, cars, goods
vehicles or any other moving travel mode. The road network generally forms the most basic level of transport
infrastructure with urban areas. In order to provide mobility solutions for Chennai, it is vital that there is effective
integration between land use and transport in the entire region. The city of Chennai is already having a
development pattern similar to the multi-nodal network with many urban centers dispersed from the city center.
52
A connected and well planned road network is essential for the city. Road network development also includes
improving the intersections to give equal emphasis to all road users. The road network development should add
to the overall development strategy for the city. The network should have sufficient capacity to carry the
vehicles. Road Network proposals are considered only if it is absolutely necessary. Provision of more flyovers
and more widening will support more and more use pf private vehicles, hence those proposals are considered
only if it is absolutely necessary. The proposals of improving road network include:
- Augmenting capacity of major arterial roads or multi modal corridors that need capacity improvements
- Development of arterial, sub-arterial and collector road network for improved connectivity and mobility
including critical missing links
- NH4, NH45, NH205, NH5, ORR, Bypass & IRR shall be on priority to through movement
5.3.1. ROAD NETWORK DEVELOPMENT PLAN
SATELLITE TOWN RING ROAD

It is recommended that as the city grows over the
years, NH Bypass would become an urban arterial
and once density increases on ORR, the by-passable
traffic would have to be diverted through the
proposed Satellite Town Ring Road (STRR). Ring
Roads could be built around the towns of
Mahabalipuram, Chenglepet, Kancheepuram,
Arakonam, Uthukottai and Gummidipoondi and the
STRR could skirt these rings (Ref: Figure 31). The
total length of STRR is about 190 km and needs to
be taken up after 2035.
Figure 31 Satellite Town Ring Road Source: CCTS 2010
NEW LINKS AND ROAD WIDENING

Widening of roads is a must when the volume carried increases considerably compared to its capacity. All the
roads identified for road widening shall be provided with median in between to reduce accidents and safety.
The major highways shall be provided with service lane to reduce multiple entry/exit points. Mobility corridors
are proposed to have 2-lanes exclusively for public transport (i.e. buses) on kerb side or median.
The existing road network has few segments broken, thereby causing the traffic to go around. This is leading to
increased travel time, trip length and additional user costs. Also, as the traffic volume increase in the future
53
scenario, it is necessary to provide better network connectivity for easy access in addition to the public transit.
The average V/C observed along the major roads in the business as usual scenario is observed as 0.95. (Annexure
II). Addition of few missing links and widening of the mobility corridors will help to reduce the traffic volume and
hence to increase the travel speed. It is hence recommended to construct these segments of missing links in
order to provide continuity in the network. Accordingly, the following new links as listed in Table 13 have been
identified:
Table 13 Summary of Road Network Proposals
No. Schemes Details Unit Quantity

1 Major New Links 1. CMA Peripheral Ring Road sections km 28
(6 lanes) (Thiruvallur to Minjur)
2. Link between Vandalur-Wallajabad Road & km 10
Sriperumbudur-Kodambakkam (Road)
3. Link between NH Bypass & ORR & NH4 km 23
(Sunguvarchatram)
4. NH bypass (MEPZ) to ORR km 3
5. Thorapakkam – ECR line km 2
6. Velachery – Karapakkam km 4
Sub Total 70
2 Missing Links (4 7. Kannadasan nagar to CPCL (Manali Rd) km 3
lanes)
8. Puzhal to Jawaharlal Nehru Road - km 3
Madhavaram – Red hills road
9. Nesapakkam to Nandambakkam (Trade km 3
centre)
Sub Total 9
3 Elevated Roads 1. Along Adyar River km 11
2. Along Medavakkam High Road km 9
3. Pallavaram – Tirusulam along NH45 km 3
4. Nandambakkam-NH Bypass (along Mount. km 5
Poonamallee Road)
5. NH Bypass – Poonamallee Bypass along NH4 km 6
6. Manali Oil Refinery Road – Central-Light km 16
House along Buckingham canal
7. Light House – Kottivakkam (Santhome km 9
Bypass Elevated Corridor)
Sub Total 59
RAIL OVER BRIDGES/UNDER BRIDGES

Adequate and properly maintained road infrastructure is always necessary to support smooth flow of
passengers. More efficient infrastructure will enable better mobility for people and goods as well as provide
better connection between regions. The next strategy under road network development plan is to connect the
dead ends using rail over bridges and under bridges, following level crossings are recommended to construct
RoBs/RuBs in the future.
1. LC 3 at Tondiarpet
2. Tirisulam (LC 22)
3. LC 8 between Ambattur and Avadi (Near Avadi Rly stn)
54
4. Construction of RUB near Korattur
BOX 2 : ROAD NETWORK DEVELOPMENT STRATEGY

- Satellite Town Ring Road (190 km)
- New Links
o 6 Lanes (70 km)
o 4 Lanes (9 km)
o Elevated Road (59 km)
- Rail Over Bridges /Under Bridges (4 Nos)
5.4. PUBLIC TRANSPORT STRATEGY

Public transport is a shared passenger transport service which is available for use by the general public, as
distinct from modes such as taxicab, carpooling or hired buses which are not shared by strangers without private
arrangement. Improving public transport includes NMT also as any public transport trip includes a component
of access and egress. Improving public transport includes improvements in bus service and mass rapid transit
with compatible pedestrian and bicycle infrastructure.
Mass Transit is a form of public transport that can transport a volume of passengers and provide a higher quality
of services than conventional services through a systematic combination of infrastructure, equipment and
information technologies. Mass transit options could include Bus Rapid Transit (BRT), light rail, a metro rail
system, a mono rail system or commuter/sub urban rail services also. Public transport strategy includes following
action plans:
a. Proposal for mass transit corridors with NMT access facilities

b. Augmentation of bus services in the city
c. Route Rationalization of buses
d. Provide feeder bus services so as to improve the coverage
e. Integrate the multiple modes of transport to provide single journey experience
5.4.1. PUBLIC TRANSPORT IMPROVEMENT PLAN

Public transport is one of the most environmentally sustainable forms of transport. CMP divides public transport
improvement plans into a number of sections, including service improvements for buses, trams and para-transit,
appropriate Mass Rapid Transit (MRT) Options and infrastructure development plans and intermodal integration
plans.
The public transport system for Chennai should be convenient, efficient, affordable, reliable and integrated.
Improving the existing public transport involves infrastructure improvements like reserving lanes and tracks and
operational improvements like optimizing routes and schedules. The improvement in public transport is likely
to not only maintaining the existing modal share of public transport, but also to create a shift from other modes
to public transport.
Public transport system planning will not only consider where terminal, routes and stops are placed but also
whether they are accessible to all potential users. The plans for the system should take into account the
accessibility issues for pedestrians and cyclists, the differently abled and elderly people as well as private vehicle
users after they have parked their vehicles.
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WHY USE MASS TRANSIT
To Counter - Congestion on Roads
To Minimize- Energy Consumption
To Ensure- Healthy Environment
To Improve- Safety to all
The proposals under public transport improvement plan are:
a) Rationalization of existing city bus services for efficient public transport systems
b) Development of mass rapid transit systems.
c) Restructuring and reviving of the water transport (ferry services for public transportation)
d) Ensuring multi-modal integration in public transport
e) Providing adequate infrastructure facilities for public transport in terms of intermodal mobility
hubs, bus stops
f) Implementation of ITS to improve the reliability of public transport systems
g) Promoting public participation and campaigning mass awareness programs.
HIGHER ORDER MASS TRANSIT SYSTEMS

Mass Transit System is designed to move large numbers of people at one time. Mass Rapid Transit system usually
runs in special guideways which will lead to lower travel time, and decreased congestion.
A number of technologies are available for public transport and as some of the technologies, especially metro
rail, are highly capital intensive, it is necessary to have certain guidelines for choice of different modes. However,
it is emphasized that buses are and will continue to be the major mode of public transport in Chennai
Metropolitan area, and hence citywide organized city bus service as per urban bus specifications is required.
The guidelines for selection of mass rapid transit systems based on Working Group Report for 12th Five Year Plan
is given in Table 14.
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Selection Criteria
 Availability of the mode to meet demand
 Cost
 Right of way availability
 Environmental Impact
 Journey Time
 Safety
 Comfort
 Flexibility
 Reliability
 Fare
 Technical Sophistication
 Implementation Complexities
 Image
Table 14 Selection of Mass Rapid Transit Systems
Mode Choice Desirable PPHPD Population Average Trip

(Million) Length
Metro >15000 for at least 5 km continuous >=2 >7-8
length
LRT at Grade <=10000 >1 >7-8
Monorail <=10000 >1 About 5-6
BRT >=4000 and upto 20000 >1 >5
Organized City Bus Service as >1 Lakh, 50000 in >2-3
per UBS-II case of hilly towns
Source: Mode Selection as mentioned in 12th Five Year Plan (Recommendations of working group)
Further, based on detailed literature study on the characteristics of various mass rapid transit systems, the
Table 15 explains the comparison on its design and operational characteristics.
Table 15 Comparison of Mass Rapid Transit Systems
Bus Based Transit System Rail Based Transit System
Transit At grade BRTS Elevated At Grade Elevated Light Elevated Underground

Systems/ BRTS Light Metro Metro Medium Medium
components Metro Metro
FINANCIAL PARAMETERS
Capital Cost per 15-20(Diesel) 40- 50(Diesel) 85-100 180-210 250-350 350-550
Km (Cr) 25- 55-
Construction 50(Electric)
1-2 years 65(Electric)
1.5-2 years 1.5-2.5 years 2-3 years 3-5 years 3-7 Years
Period PARAMETERS
TRAFFIC
Capacity PPHPD 6,000 -10,000 6,000 -25,000 6,000-25,000 6,000-35,000 20,000-45,000 20,000-45,000
Average Speed 25-30 25-40 25-35 30-40 30-40 30-40
(kmph)
Total Capacity 60 Standard 60 Standard 100-150 per 150-250 per 165-300 per 165-300 per
(Pass.) 110 Art. 110 Art.,170 Car Car Car Car
170 Bi-art. Bi-art.
Source PCMC BRTS Amritsar BRTS LRT projects DPR for DMRC DPRs DMRC DPRs
in Lyon, Trivandrum,
Bordeaux Kozikode,Vizag
metro
57
The urban transport model developed for Chennai has evaluated the PPHPD values on all major corridors of
Chennai (Urban Mobility Corridors) for 2035. The PPHPD values along the urban mobility corridors excluding
existing metro corridors are shown in Figure 32 and Table 16.The mass rapid transit proposals for Chennai is
suggested based on the peak ridership (Sectional loading).
Table 16 PPHPD along mobility corridors
Sl No Links PPHPD-2035
1 Padiyanallur-Madhavaram-Siruseri 34633
2 Light House to Nerkundam-Poonamalle 23928
3 Madhavaram-Sholinganalur-ECR 23339
4 *Airport to Avadi to Redhills 27366
5 *ORR- Siruseri to Wimco Nagar 22809
6 *Thirumangalam to Paruthipet 13888
7 Vadapalani to Kunrathur 6900
8 Pallavaram to Thoraipakkam 3209
Figure 32 PT Passenger Flow along major roads
Accordingly, the proposals for mass rapid transit systems are given in Table 17.
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Table 17 Mass Rapid Transit System Proposals
No. Schemes Proposal Unit Quantity

1 Padiyanallur-Madhavaram-Siruseri Rail Based Transit System Km 54
2 Light House to Nerkundam-Poonamalle Rail Based Transit System Km 27
3 Madhavaram-Sholinganalur-ECR Rail Based Transit System Km 47
4 *Airport to Avadi Rail Based Transit System Km 19
5 *ORR- Siruseri to Wimco Nagar Rail Based Transit System Km 78
6 *Thirumangalam to Paruthipet Rail Based Transit System Km 11
7 Vadapalani to Kunrathur Bus Rapid Transit Km 16
8 Pallavaram to Thoraipakkam Buses Km -
* The development of these corridors shall be considered in phases in accordance with the urban development
of the city. The priority shall be given to the corridors based on the coverage of the system (existing population
and employment served).
FIRST AND LAST MILE CONNECTIVITY FOR EXISTING METRO SYSTEM

Often last mile connectivity is read synonymous with feeder services. However, It implies much more than
just a feeder service; it incorporates:
 easy availability of mode and options

 the time and cost incurred in the last mile
 ease of changing between modes
 ease of walking/cycling to/from stops/ stations.
Ease of walking and cycling from the mass transit system stations are discussed in detailed in the next section
along with Non-Motorized Transport strategy.
Feeder bus is a bus service that picks up and delivers passengers to a rail rapid transit station or express-bus
stop or terminal. The mass rapid transit systems shall be supplemented by a feeder service at all stations to
enhance the accessibility. Some of the metro systems in other cities of India are operating Mini Buses (15 to
20 passengers) and Midi Buses (20 to 35 passengers) as feeder system.
The Chennai Metro corridors runs on major arterial roads of the city. Majority of the areas between the
corridors of the metro are areas that demand for improved accessibility to the city core areas for various
activities (such as work, education etc). There are extensive direct services of public transport along the metro
corridor, but limited services to the localities adjoining the corridor. This in fact reduces the direct accessibility
to the metro stations and in turn increases the number of transfers and dependability on other systems. So to
counter this effect and to effectively augment the ridership of the metro system a supplement system is
needed, which is the Feeder System.
It is seen that the Feeder buses are usually Mini or Midi buses with a seating capacity of 20 to 40 passengers.
The buses are operated for shorter frequencies to match the metro frequency. On the other had the Battery
operated vehicles are small vehicles which are operated on battery which is fixed in the vehicle. The vehicle
has a seating capacity of 3 to 5 passengers including a driver. On each charge the vehicle runs for 50 to 80 kms
on average. The size of the vehicle is small, which is an advantage and helps it maneuver in tight corners and
narrow roads. This helps in commuting the vehicle through crowded commercial and residential areas which
effectively helps in increasing the ridership.
Feeder services should be operated at a frequency linking with the frequency of the Metro operation so as to
have minimum waiting time for the passengers getting into metro/ getting into the feeder bus. The feeder
bus routes are chosen to be either circular or linear, depending on the characteristics of the available road
network. It is seen that circular routes are possible in the central areas of the city and linear routes have to be
59
operated in the outer areas. The circular routes are to be operated in an anti-clockwise direction, to avoid right
turning conflicts.
The tentative routes for the feeder services as proposed in the multi modal integration plan for the Metro Rail
is given in the Table 18. (Source: Densification along the Metro Rail Corridors, 2014). However, a detailed
demand estimation study shall be considered to verify the feeder routes.
Table 18 Metro Feeder Services Identified for existing Metro Systems
Sl No Metro Station Origin Destination Distance (Km)

1 Airport Airport MS Kilkattalai 5.2
2 Airport Airport MS Pammal 4.7
3 Airport Airport MS Perungalathur 11.6
4 OTA OTA MS East Nanganallur 2.7
5 OTA OTA MS Madipakkam 4.8
6 Alandur Alandur MS Ramapuram 3.4
7 Guindy Guindy Velachery 4.1
8 Chamiers road Chamiers Road MS Mandaveli 3.2
9 Teynampet Teynampet Mylapore 2.9
10 Teynampet Teynampet Panagal Park 1.4
11 Gemini Gemini MS Sterling Road 7.1
12 Gemini Gemini MS Light House 4.7
13 Thousand Light Thousand Light RK Salai 2.8
14 Central Central George Town 6.4
15 High Court High Court Chennai Port 4.1
16 Washermenpet Washermenpet MS Korukkupet 3
17 Washermenpet Washermenpet MS Thiruvottiyur 7
18 Nehru Park Nehru Park MS Perambur 4.7
19 KMC KMC North 5
Nungambakkam
20 Pachyappa Pachyappa MS Aynavaram 8
21 Shenoy Nagar Shenoy Nagar MS Aynavaram 4.3
22 Anna Nagar Anna Nagar MS Aynavaram 7
23 Anna Nagar Tower Anna Nagar Tower MS ICF 5.2
24 Anna Nagar Tower Anna Nagar Tower MS Padi 8.2
25 Thirumangalam Thirumanagalam MS Ambattur I E 5.3
26 Thirumangalam Thirumanagalam MS Padi 2.7
27 Koyambedu Koyambedu MS Arumabakkam 2.4
28 Koyambedu Koyambedu MS Adilimapatty 4.3
29 CMBT CMBT MS Arcot Road 3.1
30 Arumbakkam Arumabakkam MS Choolaimedu 3.4
31 Vadaalani Vadapalani MS Dasarathapuram 2.7
32 Ashok Nagar Ashok Nagar MS Kodambakkam 3.3
33 Ashok Nagar Ashok Nagar MS West Mambalam 3.8
34 Ashok Nagar Ashok Nagar MS Jafferkhanpet 2.7
35 St.Thomas Mount St.thomas Mount Madipakkam 4.4
Accordingly, the number of standard buses required for feeder buses is estimated to be 250 and feeder buses
as 102.
ROUTE RATIONALIZATION AND BUS AUGMENTATION

The existing bus routes need modification as there are multiple overlapping bus routes running across the city.
But the existing bus route network is able to cater to almost all the major production and attractions in the
area. The present structure of routes in Chennai has led to higher frequencies, bunching of buses, over
60
speeding and lower patronization for public transport. Comprehensive Mobility Plan has identified the need to
update the route and schedules which in technical terms is called as route rationalization plan.
The mass rapid transit systems, suggested in the earlier section will act as the trunk corridors and MTC will
operate its complementary network. The number of organized public transport buses required for a
metropolitan city as per service level benchmarking for public transport is 0.6 buses/1000 population.
However, considering the proposals for development of mass rapid transit systems, bus augmentation required
in Chennai (additional from the existing number) for the horizon years is as follows:
2021 2026 2035

Additional Buses 1905 2720 5140
Required
ELECTRIC MOBILITY
Countries across the globe are aiming to reduce their dependency on petroleum products and tap into
comparatively cheaper form of energy. Policy makers are now looking at electric-mobility as a way to address
energy supply issue in the future. Electric mobility/ e-mobility refers to the concept of electricity driven vehicles
(commonly known as electric vehicles) and hybrid vehicles, in order to reduce the dependency on fuel driven
automobiles, while also addressing carbon emissions. De‑carbonization of public transport is expected to tackle
environmental issues such as air-pollution, particularly in densely populated areas. For Chennai, Electric
mobility option can be considered for intermediate para transit as well as feeder service on an immediate basis.
The option of electric buses is proposed to be considered for 30% of the buses required.
MULTI MODAL INTEGRATION

The concept of integrated transport planning has emerged as a framework to more closely define the broader
term of transport planning. According to the Integrated Transport Planning Framework for Queensland,
integrated transport planning is defined as: …” a process to identify current and future access needs
– for people, places, goods and services – and inform decision makers on ways to manage
the transport system and land-use to best address these needs. It aims to do this in a way
that sustains economic growth, conserves the environment and supports the quality of life of
current and future generations “
Source: Integration for Seamless Transport, John Preston
Each intermodal station will consist of three main components:
 An integrated terminal facility with adequate facilities and amenities to cater to the requirements of
all user groups.
 A mixed-use development with shopping, office spaces and other commercial activity to enable
people to fulfill all the needs by using public transport.
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 Provision of Park-and-Ride facility to encourage the use of public transport.
Nine Large Multimodal transit hubs are suggested in Chennai as follows:
1. Kilpauk
2. Luz
3. Tirumangalam
4. Porur
5. Saidapet
6. Tiruvanmiyur
7. Light House
8. Kundrathur
9. Pallavaram
Figure 33 Draft 3D Designs for Intermodal Stations suggested at Saidapet and Porur (Source: CCTS, 2010)
PROMOTING PUBLIC TRANSPORT-OUTREACH ACTIVITIES

For successful implementation of the transit system, it is necessary to promote public awareness and create a
sense of public ownership of the project. For this to happen effectively, it is necessary to evolve an outreach
and education strategy for promoting the system.
The outreach and education goals need to be defined at the planning stage of the system itself to focus the
efforts of the project implementation. The outreach and education goals as listed under UNDP Reference Guide
for Public Transport are as follows:
a) Introduce the concept of the transit system, its purpose and the benefits to the various stakeholders
b) Create profile of the system as a big impact, with incremental steps for achieving the long term vision
for mobility in the city
c) Enhance the understanding that mass transit projects positively impact economic health and
environmental stability of the city
d) Introduce the concept of specific systems as an important strategy in making the best use of
transportation resources
e) Establish communication channels for the public to receive information and interact with the
implementing agencies
Following strategies can be adopted for an effective public outreach
1) Create a network of allies and provide platforms for them to actively participate as disseminators of
project benefits
2) Use proactive and creative communication media to promote key messages
Communication media can be print, broadcasts, short films, event marketing etc. Programmes can be
conducted in schools and colleges advocating the need for public transport. Events like Car Free Day,
Raghiri can be promoted.
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BOX 3 : PUBLIC TRANSPORT IMPROVEMENT STRATEGY

- Rail Based Transit System (236 km)
- Bus Based Transit System (16 km)
- Feeder Routes (35 Nos)
- Feeder Buses (Standard : 250 Nos & Small : 102 Nos)
- New Buses (9765 Nos including electric buses)
- Route Rationalization
- Multi Modal Integration (9 Nos)
- Public Outreach Activities
5.5. NON MOTORIZED TRANSPORT STRATEGY

Non-motorized transport strategy considers improvement in NMT user experience by enhancing footpaths and
bicycle lanes. It also addresses improvement in safety and accessibility for pedestrians and bicycles at
intersections. Reducing barriers and impediments on roads to improve bicycle safety is another aspect
considered under this strategy.
Chennai is the first city in India to adopt and implement Non-Motorized Transport (NMT) policy (since Sept 30,
2014) to promote and encourage pedestrianization. Greater Chennai Corporation is already developing
accessible footpaths built on 5% of Bus Route Roads (26 streets completed, 20 streets under construction)
(2012 to 2014 in accordance with the NMT Policy which considers Street design parameters also. Few proposals
which are already under implementation are given in Figure 34 through Figure 36.
The various action plans framed for improving non-motorized transport infrastructure include:
a) Develop ‘’pedestrian only’’ plazas and streets

b) Provide clean, comfortable and complete footpath wherever possible
c) Introduce cycle tracks for safe cyclist movement
d) Design the intersections to address the accessibility for pedestrians and bicycles
e) Introduce public bike sharing systems
f) Provide safe accessibility to public transport
a) Pedestrianization of Pondy Bazaar (Figure 34)
Figure 34 Pedestrian Plaza suggested for Pondy Bazaar (Source: ITDP, Chennai)
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b) Cycle Sharing for Chennai (Phase I) (Figure 35)
Figure 35 Cycle Track and Public Bike Sharing Suggested for Chennai under implementation (Source: ITDP)
c) Area Based Development for Non-Motorized Transport in T Nagar (Figure 36)
Figure 36 ABD Proposal for T Nagar (Source: Smart City Proposal for Chennai City)
64
5.5.1. NON MOTORIZED TRANSPORT PLAN
DEVELOPMENT OF FOOTPATHS
Pedestrian trips are generally short trips and can be observed everywhere in a city. And hence, ideally
pedestrian walkways should be provided on all major roads and streets in the city. However, special
consideration for pedestrians should be given near junctions (dangerous intersections), major activity nodes
(like schools, colleges etc).
Safe Route To Schools programs should be conducted and should be encouraged to follow in all the schools in
Chennai. The streets accessing the schools should be designed for pedestrians.
The smaller local streets/residential streets may not have sufficient width to provide a segregated pedestrian
walkway. But these residential streets should also provide safe route to pedestrians. This can be achieved by
a) limiting the speed of motorized vehicles

b) installing speed breakers at frequent intervals
c) providing table top crossings etc.
Comprehensive Mobility Plan for Chennai has identified all the major spines of Chennai for immediate need of
footpaths. All the junctions in Chennai should be designed with due consideration for pedestrians.
The footpath design should be uniform across the city. Depending on the volume of pedestrians, the area
requires footpaths with minimum width of 1.8m and maximum height of 150mm from the finished road
surface. In certain cases, where the available road RoW makes it difficult to provide 1.8 m barrier free space
for footpaths, the widths can be reduced to a minimum of 1.2 m. However, the maximum height of 150 mm
cannot be compromised in any circumstance. Increasing the footpath height to more than 150 mm makes them
unusable by pedestrians, thereby defeating the purpose of providing the footpaths.
Accordingly, all the mobility corridors are proposed to have a footpath on immediate basis, in addition to this,
augmentation of footpath in the entire road network within Chennai Corporation, (Roads maintained by
Highway & Bus Route Road maintained by Corporation) is 372 km.
Hence, total footpath length suggested is 842 km as an immediate mobility improvement.
65
Figure 37 Proposed Footpath Network
66
PEDESTRIAN FACILITIES TO ACCESS METRO STATIONS

Footpaths provide access to public transport modes. Lack of good access will make public transport modes
unattractive. People generally view time spent outside public transport mode (known as out vehicle travel time
2 to 3 times as compared to the travel time in Public Transport. Therefore, quality of walking facilities plays an
important role in choosing public transport modes. In view of above, there is a need to provide safe,
comfortable and barrier-free access for pedestrians and cyclists to improve access to metro stations.
DEVELOPMENT OF BICYCLE FRIENDLY STREETS

Cycling is increasingly recognized as a clean, sustainable mode of transport and an essential part of an inter-
modal plan for sustainable urban travel. More cycling in urban areas in place of car use could contribute to less
energy consumption from travel activity and reduced congestion. Increasing cycling could be a promising way
to contribute to the reduction of greenhouse and other emissions. More than capturing the captive users to
use the cycles for movement, the development of cycle tracks should attract more uninterested citizens to use
cycles.
Bicycle friendly streets are the roads which are safe for bicycle users. Bicycle friendly streets are designed
considering following principles:
• Safety: Segregated cycle tracks for increased sense of security and safe route to schools and bus
stops.
• Connectivity: The NMT network should connect major attractions and a complete consistent
network with fewer missing links.
• Comfort: A more comfortable pedestrian and cycle path with facilities to support and encourage
the use of NMT.
• Ambience: To make cycling a pleasant and great experience to its users.
Accordingly, the roads where, bicycle routes are proposed, can be identified under three different categories
• NMT Only Corridors- Only pedestrians and cyclists will be permitted in the corridor
• Dedicated NMT Corridors with provision of dedicated footpaths and bicycle tracks of minimum
clear widths of 1.8M on both sides of roads.
• Shared NMT Routes where the Bicycle users will share the carriageway with mixed traffic.
Appropriate road signs and lane marking will also be provided. Shared NMT Routes should give
high priority for NMT users in terms of pavements, signages, lane markings, sign boards etc
depending upon the characteristics of the road.
At the policy level, all residential streets in Chennai should be made safe to NMT users through speed barriers,
appropriate signals etc.
NMT Only Streets
67
Dedicated NMT Corridor
Shared NMT Corridor
The development of bicycle friendly streets for Chennai is addressed by proposing area based NMT
recommendations. The recommendations include:
a) Redevelopment of streets in the area considering pedestrians and cyclists

b) Provision of public bike sharing and docking stations
c) Creation of pedestrian malls
d) Removal of on street parking etc.
In Chennai, Anna Nagar is an area that houses a number of educational institutions like schools and colleges.
Every day, thousands of students commute in these areas generating large number of educational trips. It
makes a lot of sense to provide a bicycle network in these areas for the safe movements of students.
Accordingly, a bicycle network is recommended in Anna Nagar (East & West Extensions) as shown in Figure 38
.Several internal streets in the area have been considered for provision of cycle tracks.
Minimum width of the cycle lane according to IRC is 2 m. Accordingly, two- meter wide lanes separated by the
main carriageway by simple lane marking studs are suggested as bicycle lanes. It is the responsibility of the
concerned authorities to see that the bicycle lanes are free from utility poles, trees etc.
Relocation or removal of any obstruction must be done for the efficient operation of these segregated lanes.
On some of the side streets, width of the cycle tracks could be reduced to 1.5 meters.
The cycle track could be made available for general traffic after 5 PM. A total of 29.6 km of network has been
proposed for the development of Bicycle Lanes.
68
Figure 38 Bicycle Network for Anna Nagar (East & West)
The influence of the Koyambedu metro station is flanked by Koyambedu Metro Station on the west, Inner
ring road on the east and Koyambedu Market on the south. More than 50% of the station area is either
open or vacant. The remaining area is partially residential and partially commercial and few land parcels
under institutional landuse. Residential pockets are predominantly occupied by middle income group. The
right of way in this area ranges from 3m to 12m and has been considered for the provision of cycle lanes.
These lanes are of three categories and is dependent on the ROW as discussed earlier. Figure 39 shows
the Street Characteristics of the area. Figure 40 and Figure 41 show the roads for the provision of Cycle
lane and ROWs respectively.
Figure 39 Street Character
A total of 5.8 km of network has been proposed for the development of Bicycle Lanes.
69
Figure 40 Bicycle Lane Provision
Figure 41 ROW of the streets
70
PEDESTRIANISATION OF ELLIOTS PROMENADE

Elliots Promenade is located in Besant Nagar adjoining Besant Nagar
Beach. It is ideal for long walks. Moreover, the ones who want to soak
their feet in the splashing sea water and lose themselves completely
in the arms of the nature, head on. Elliot's Beach is quite a hit amongst
both the tourists as well as the natives of Tamil Nadu.
There are many activity nodes in terms of restaurants, cafes etc. along
the Elliots promenade. It is proposed to develop this 850 m long road
from Dindigul Thalapakkatai to Annai Vaillainkanni Shrine as a
pedestrian plaza with cycle tracks. Cycle sharing systems shall also be
provided at three major locations as shown in the Figure 42.
PUBLIC BIKE SHARING SYSTEMS AND DOCKING

STATIONS
A bicycle-sharing system, public bicycle system (PBS), or bike-share
scheme, is a service in which bicycles are made available for shared
use to individuals on a very short term basis. A good public bike
sharing system will have certain features as shown in Figure 43.
The primary goal of implementing bike sharing scheme is to increase

the cycling. This in turn will benefit the city in many ways like reducing
congestion, increasing the accessibility, increasing the outreach of
transit systems etc.
The bike share system should be properly designed and

Figure 42 Pedestrianization of Elliot's Promenade planned for it to work more efficiently and to attract more
users. The station locations should ensure uniform coverage.
The recommended station coverage is one station every 300 meters (Reference: ITDP Bike Sharing Planning
Guide).
Following principles are followed while planning for bike sharing systems in Chennai:
a) Stations should be adjacent to mass transit stations, mobility hubs, bus stations, railway stations and
bus stops. This will ensure to increase the reach of transit systems and will enhance the last and first
mile connectivity of public transit systems.
b) Stations should also be provided on streets where bicycling is safe or where segregated bicycle tracks
are provided.
c) Stations should be ideally located so that it will attract multiple users throughout the day.
d) Stations should not be placed near the barriers
e) Bike stations should not impede pedestrian movement or vehicular movement
f) Stations should be placed near major cultural and tourist attractions. Chennai being a heritage city
with lots of tourist population, providing bike sharing schemes will help to decrease private vehicle
use by tourists considerably.
g) Stations should be placed near all major public spaces and parks.
h) Stations should be located near all educational institutions especially near schools and colleges.
In order to increase the use of bicycles, Government can give free cycles to students. A similar initiative is taken
forward by Government of Karnataka, to give free bicycles to students of government schools.
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A dense network of stations across the coverage area,

with an average spacing of 300 meters between stations
Comfortable, commuter-style bicycles with specially

designed parts and sizes that discourage theft and resale
A fully automated lock system that allows users to check

bicycles easily in or out of bike-share stations
A wireless tracking system that locates where a bicycle is

picked up and returned and identifies the user
Real-time monitoring of station occupancy rates through

wireless communications
Real time user information through various platforms
Pricing structures that incentivize short trips helping to

maximize the number of trips per bicycle per day
Figure 43 Common Features In Successful Sharing Systems
(Reference: ITDP Bike Sharing Planning Guide)
Accordingly, a detailed project report should be considered prior to the implementation cycle tracks to
implement the bike share systems in Chennai. For Chennai, option of dockless bike sharing systems shall be
considered. Also, excluding the existing proposals by Smart City and Chennai Corporation, additional number
of 1200 bicycles are suggested for the Chennai City on the immediate basis.
BOX 4 : NON MOTORIZED TRANSPORT STRATEGY

- Development of Footpaths (842 km)
- Development of Bicycle Friendly Streets
o Anna Nagar East and West
o Koyambedu
- Pedestrianization of Elliots Promenade
- Public Bike Sharing Systems
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5.6. FREIGHT MANAGEMENT STRATEGY

Freight movement in a city is an inevitable process of trade and economy. The entry of heavy commercial
vehicles into the city will interfere with the easy traffic flow. Hence the action plans are prepared such that the
freight movement will not interfere the traffic movement.
The action plans for improving freight movement are:
a. Frame policies to restrict the heavy vehicle flow in the city

b. Identify freight corridors with the city
c. Permit heavy vehicles into the city only during specific hours
d. Identify truck parking locations (freight terminals)
5.6.1. FREIGHT MANAGEMENT PLAN

A safe, reliable and efficient movement of freight and servicing trips to, from, within and through Chennai in
balance with the needs of other transport users to support the overall economy is necessary.
The overall aim of freight management plan is to
 Ensure that the Chennai road network allows efficient and reliable handling and distribution of goods
vehicles
 Minimize the impact of congestion
 Minimize the impact of pollution
 Shift gradually to more sustainable freight movement.
Chennai city with its economy primarily based on the automobile and port based activities has increased the
number of goods vehicles in Chennai from 6,671 in 1980 to 66209 in 2008. The movement of the goods vehicles
particularly the heavy vehicles and trucks are restricted on the city roads. As part of the Second Master Plan,
several market activity centers are relocated and truck terminals are proposed on the outer limits of Chennai.
An elevated freight corridor to the port is being built along the banks of river Cooum to bring direct access to
the port.
The most important places of arrival and dispatch of goods are George Town, Salt Cotaurs, Chennai Harbour,
industrial estates at Guindy and Ambattur and the timber yards near Chrompet and Tambaram on NH-45 and
the petroleum installations at Korukkupet and Manali.
At present, the movement of goods vehicles is considered as a nuisance and hazard to other users and several
restrictions are placed on their movements which evidently place an economic cost on the CityUnder the
freight management strategy, three projects are considered namely:
1) Freight Policy
2) Truck Terminals
3) Freight Corridors
FREIGHT POLICY
Freight has always remained as an unnoticed transportation policy. The word “FREIGHT” should be considered
in all the planning and policy documents to give considerable recognition to its management. For an efficient
management of freight within the city, periodic stakeholder consultations should be held. Chennai being an
industrial base city, should have representatives from all freight operators, generating industries as
stakeholders. The freight policy will be aimed at the overarching aim of efficient and reliable handling and
distribution of goods and services. Freight policy principles adopted for Chennai are:
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a) Manage the heavy demands placed on the regional infrastructure, by balancing the needs of freight
and passenger traffic
b) Improve the array of transportation options available to regional freight users
c) Restrict the heavy vehicles entering the city during day time.
d) Develop truck terminals near cordon points and distribute the goods in LCV/sustainable transport
choices
e) By pass the freight traffic passing through the city.
f) It is advisable to develop a Freight Operator Recognition Scheme. A tiered set of membership levels
can be given to frequent operators coming to the city.
g) Develop a freight information portal i.e a single interface is available for information on the freight
movement.
FREIGHT TERMINALS
Truck Terminals are proposed at the following locations:
1. Vandalur
2. Varadharajapuram
3. Karunakarancheri
4. Nallur (Chekkadu)
5. Manali
6. Annambedu
FREIGHT CORRIDORS
The suggested improvements for Freight Transport include the following:
 Designated freight movement corridors to commercial and freight nodes such as port by provision of
Freight Corridor as shown in the Committed Schemes viz Port-Maduravoyal elevated tollway.
 Freight movements along the East Coast Road may be diverted via Kelambakkam to reach port
through GST road and NH bypass
 Orbital roads for long distance freight traffic.
 Provision of truck terminals in the proximity of ORR and Radial Highways. The terminals are to have
adequate parking and other allied facilities. The terminals could also preferably be integrated with
warehousing and distribution centers.
 The dry port and multimodal logistics hub proposed by Chennai port in 125 acres of land to be
allocated by SIPCOT at Meppadu near Sriperumbudur will contribute to considerable freight
movement at NH4.
 The cargo volumes handled at Chennai port is 57.49 milliion tonnes per annum and during the year
2025-26 the traffic forecast is 87.11 M.T out of which 7% only are to be handled by rail mode and rest
by road mode.
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The roads proposed for seamless freight movement are given in Table
19.
Table 19 Proposed Freight Corridors
1 NH Bypass
2 Suryanarayana Road
3 TPP Road
4 Manali Oil Refinery Road
5 Northern Segment of IRR
6 Chennai Port - Ennore Port Connectivity Road
7 Chennai Port - Maduravoyal elevated Corridor
8 ORR
9 Vandalur Kelambakkam Road
10 NH4 / NH205 upto NH Bypass
11 NH45 upto ORR
12 NH5
Figure 44 Proposed Freight Corridors
The freight movement plan for the CMA area including the proposed freight corridors and the truck terminals
is shown in Figure 44. An elevated freight corridor is proposed along the banks of Cooum River from Chennai
Port to Koyambedu and on the central median therefrom along NH4 upto Maduravoyal.
BOX 5 : FREIGHT MANAGEMENT STRATEGY
- Development of Freight Policy
- Development of Freight Terminals (6 Nos)
- Freight Corridors
5.7. TRAFFIC ENGINEERING STRATEGY

In CMP, an equal emphasis is given on the traffic movement in the city which should be safe and accessible for
all transport users. Traffic movement in the city should enhance the use of sustainable travel choices. The
policies should be framed to increase the generalized cost of travel of motorized modes as compared to NMT
and PT mode. The various action plans under traffic engineering strategy are:
a. Junction Improvements
b. Parking Management and off street parking locations
c. One way plans
d. Road markings and signage improvements
5.7.1. TRAFFIC ENGINEERING AND MANAGEMENT MEASURES
Traffic engineering aims at achieving safe and efficient movement of people and goods on roadways. It focusses
on road geometry, sidewalks, crosswalks, cycling infrastructure, traffic signs, road surface markings, traffic
signals etc. Traffic management includes various strategies adopted to efficiently manage the movement of
vehicles like one-way systems, no parking zones etc.
These measures generally qualify as short term measures for bringing in immediate relief from traffic problems.
A combination of several measures can prove to be effective mean of problem solving. These measures are
not very capital intensive and give instant results.
75
JUNCTION IMPROVEMENTS
It is noticed that traffic accident rates are usually higher at intersections. Many factors affect accident
occurrence at intersections, including traffic volume, traffic control, and frequency of access points, the
number of arms, the speed limit, the median type and width, the number of traffic lanes, the existing turn
lanes and the lighting level. Junction improvement essentially involves the combination of the following
elements:
• Closure of medians at certain intersections

• Prohibition of free right turns
• Provision of adequate sight distance
• Providing adequate corner radii
• Providing sufficient turning radii
• Flaring approaches towards intersections
• Providing channelizers/division islands
• Providing pedestrian and cyclist crossing facilities
• Bus stops near junctions to be re-located
• Providing signs/lane-markings/lighting
Junctions coming along the dedicated cycle tracks should be designed accordingly with priority to the cyclists.
Pedestrians should be given priority at all the junctions. If it is difficult to channelize the pedestrian movement,
it is advised to install pelican signals.
Intersection improvements are recommended to facilitate the movement of public transport and safe
movement and crossing of pedestrians at junctions.
Figure 45 Typical Junction Improvement Measures
Following is the list of junctions proposed for improvement:
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1 Spencers Junction
2 Whites Road x Anna Salai
3 Peters Road x Anna Salai
4 Graems Road x Anna Salai
5 Lloyds Road x Anna Salai
6 Clock Tower Junction
7 EgmoreUdupi Point
8 Egmore Co-optex Point
9 Egmore Pantheon Roundabout
10 N H Road x KH Road
11 Haddows Road x NH Road
12 Sterling Point
13 Loyola In gate
14 TTK Salai x Chamiers Road Junction
15 TTK Salai x Alwarpet Junction
16 V.R. Road x North Boag Road Jn
17 G.N. Road x North Boag Road Jn
18 Madley Junction
19 Usman Road x Ranganathan Street
20 Duraisamy Road x Pothys Junction
21 Jeenis Road & Bazaar Road Junction
22 Alandur Road & Five Light Junction
23 L.B.Road & S.V.Patel Road Jn.
24 KB.N. 3rd Cross Street & S.V.Patel Road Junction ( K.B.N. Signal)
25 D.O. Road & G.N. 4th Main Road Jn
26 Indira Nagar 1st & 2nd Avenue Jn
27 J.N. 100 Feet Road & Ambal Nagar In
28 J.N. 100 Feet Road & CIPET Junction
29 Anna Salai & S.V.Patel Road Junction
30 Taluk Office Road In front of Saidapet Bus Depot
31 S.V.Patel Road & Velachery Main Road Junction
32 Anna Salai - Estate Road Junction
33 Velachery Main Road & Velachery Bye pass Road
34 Five Furling Road & Velachery Main Road Junction
35 L.B.Road & Sastri Nagar 1st Avenue Junction
36 L.B.Road & M.G.Road Junction
37 M.G.Road & 7th Avenue Junction
38 4th Main Road - Elliot's Beach(Kosi Coroner without Signal)
39 MMC Point
40 Gandhi Irwin Point
41 EVR Salai x EVK Sampath Junction
42 C.I.T. Nagar 3rd Main Road
43 Anna Salai & Thandhandan Nagar In.
44 Anna Salai & Little Mount
45 Anna Salai - Estate Road Junction
46 GST Road Nehru Statue junction
47 G.S.T. Road x Palvanthangal Jn
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48 G.S.T. Road x Meenambakkam Bazaar

49 G.S.T. Road x Thirisoolam junction
50 Airport Top of Bridge
51 GST Road X IG Road [n
52 Kannagi Statue Junction
53 Labour Statue Junction
54 KB.N. 'Signal & S.V.Patel Road Junction(KB.N.Signal)
55 Gandhi Mandapam Point
56 Anna University Point (Sardar Patel Road)
57 Rajaji Salai - Indian Bank
58 Rajaji Salai - Broadway Point
59 Parry's Corner
60 Moolakothalam Junction
S.N. Chetty X 0 gate
61 S.N. Chetty X Check Post
62 T.H. Road X Toll gate
T.H. Road X MRF checkpost
63 T.H. Road X E1laiamman Koil
64 GNT Road - Padianallur Junction
65 GNT Road - PayavoyalJunction
66 GNT Road - Vadakarai Junction
67 GNT Road - Paddy & Rice Mill Kalyanamandapam
68 GNT Road - Puzhal Union Office
69 Manali Market
70 Luz Junction
71 North Mada Junction
72 South Mada Junction
73 San thome High road x South Canal bank road junction.
74 Dr Natesan Road x Dr RK Salai .
75 Dr Besant Road x Dr Natesan Road x TH Road (Ice house
76 Lloyds Road x Kamarajar Salai
77 Peters Road (Mrisahibpet Market)
78 Royapettah High Road x Dr RK Salai
79 Dr RK Salai x VM Street
80 Music Academy Junction
81 Dr RK Salai x Gopalapuram 4th Road (Chola Point)
82 Dr RK Salai x Binny Road
83 Bells Road x Wallajah Road
84 Wallajah Road x Canal Road
85 Bharathi Salai x Canal Road
86 Wallajah Road x TH Road
87 Bharathi Salai x Rathna Cafe Junction
88 Clock Tower Junction
89 Bharathi Salai x TH Road
90 Co-optex Point
91 Anna Salai x Aziz Nagar Junctions
Market Junction
92 Duraisamy Road x Pothys Junction
78
93 V.N. Road x JYM Junction

94 V.N. Road x Burkit Road Junction
95 South Boag Road x New Boag Road Junction
96 Arcot Road x Gokulam Point
97 G.N. Road x Vani Mahal Junction
98 North Boag Road x Bazullah Road Junction
99 Kodambakkarn Road x North Usman Point
100 Theyagaraya Road x Dr. Nair Road Junction
101 Arcot Road x 80 feet Road Junction
102 Arcot Road x Arunachalam Road Junction
103 Arcot Road xVembuliamman Koil Junction
104 Anna Main Road x PT Rajan Salai Junction
105 Jeenis Road & Bazaar Road Junction
106 Alandur Road & Five Light Junction
107 Taluk Office Road In front of Saidapet
108 S.V.Patel Road & Velachery Main Road
109 Velachery Main Road & VelacheryBye
110 Five Furling Road & Velachery_
111 4th Main Road - Elliot's Beach
Signal)
112 ThiruvaJluvar Salai & KKSaiai
113 Velachery Main road M.C.C. College junction
114 Velacherry Main Road X Mahalakshmi Nagar junction
115 Velacherry Main Road Rajakilpaukkam junction
116 Velacherry Main Road Camp Road Junction
117 Perumbakkam Junction
118 Marnbakkam Junction
119 Quidde Millath College Junction
120 Madhya Kailash Point
GRADE SEPARATION AT INTERSECTIONS
Many intersections cannot be managed by merely improving the geometrics and rationalizing signals and
hence requires a higher order treatment like subways or flyovers, for better management of traffic.
Many junctions on Anna Salai, Jawaharlal Nehru Road and Periyar EVR Salai carry very high traffic and warrant
grade separation immediately. Since metro rail system is proposed on these corridors, grade separators need
to be designed taking into account the metro alignment. In addition to those intersections identified through
surveys, grade separators are proposed on major intersections on the proposed mobility corridors as part of
long-term transport strategy.
Grade separated facilities are proposed at the following locations:
1. Sterling Road Vs College Road
2. Combined Flyover on sections of Periyar EVR Salai between Syedenhams Road Junction to Pulla
Avenue.
3. NSK Salai Vs Thirumalaipillai Road Vs Valluvar Kottam High Road
4. Pantheon Road Vs Marshalls Road Vs Dr. Nair Road
5. Walaja Road Vs Qaid-e-Milleth Road
6. Medavakkam Tank Road Vs Purasavakkam High Road
7. Konnur High Road Vs Medavakkam Tank Road
79
8. Venkatanarayana Road Vs Burkit Road

9. Kathivakkam High Road Vs Thondiarpet Road
10. Thiruvottiyur High Road Vs Kathivakkam High Road
11. Manali High Road vs Ennore High Road
12. Sardar Patel Road Vs Velachery Road
13. Avadi Poonamallee Road Vs Poonamallee Trunk Road
14. CTH Road Vs Redhills Road
15. Kaliyamman Kovil Street and MGR Salai (Arcot Road)
16. Ennore Expressway and Manali Oil Refinery Road
17. Jawaharlal Nehru Road and TPP Road
18. Redhills-Thiruvallur Road and NH-5
19. Pammal Main Road Vs GST Road
20. Anna Salai Vs Sardar Patel Road
21. Vehicular Underpass @ Anna Salai Vs Alandur/MKN Road
PAVEMENT MARKINGS AND SIGNAGES

Even though road signs and markings are provided on major road stretches of Chennai, some of the sign boards
are not visible and some are not maintained properly. It is recommended that proper signs be installed at all
appropriate locations. Road signs are classified in three categories:
a) Mandatory/Regulatory Signs: To inform users about certain rules and regulations to improve safety
and free flow of traffic. These include all signs such as STOP, GIVE WAY, Speed Limits, No entry etc.
The violation of rules and regulations conveyed by these signs is a legal offence (Figure 46).
b) Cautionary/Warning Signs: To caution the road users of certain hazardous condition either on or
adjacent to the roadway. Some examples are Hairpin bend, Narrow Bridge etc (Figure 47).
c) Informatory Signs: These signs are used to provide information and to guide road users along routes.
The information could include name of places, sites, direction to the destinations etc (Figure 48).
Traffic control devices such as Centre line, Traffic lane lines, Stop lines, Pedestrian crossings, Parking space Kerb
marking for visibility, Obstruction marking etc must be provided keeping in view all users of the road and
especially for night time driving. All the traffic signs should be facilitated as per the guidelines provided in
IRC:67-2001.
Figure 46 Mandatory Signs
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Figure 47 Cautionary Or Warning Signs
Figure 48 Informatory Signs
The total length of road for immediate intervention in terms of pavement marking and signages is 842 km.
BOX 6 : TRAFFIC ENGINEERING STRATEGY

- Geometric Improvement of Junctions (120 Nos)
- Grade Separation at Junctions (21 Nos)
- Pavement Markings and Signages (842 km)
5.8. TECHNOLOGICAL STRATEGY

Technological improvements are important for the city to be smart. Technological improvements can
encompass changes in vehicle design, fuel use, energy use and reduction in CO2 emissions related to the
electrically driven vehicles. Various actions framed for the same are:
a) Smart signaling at intersections

b) Real time information systems for public transport
c) Introduce integrated ticketing system
d) Use of smart parking technologies
5.8.1. TECHNOLOGICAL MEASURES

Technological improvements include advanced applications which, without embodying intelligence as such,
aim to provide innovative services relating to different modes of transport and traffic management and enable
various users to be better informed and make safer, more coordinated, and 'smarter' use of transport
networks.
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INTELLIGENT TRANSPORT SYSTEMS

ITS encompasses all modes of transportation- air, sea, road and rail and intersects various components of each
mode- vehicles, infrastructure, communication and operational systems. ( Reference: Center of Excellence in Urban
Transport, IIT-M, Intelligent Transport Systems)
Figure 49 Broad Overview Of ITS
(Reference: Center of Excellence in Urban Transport, IIT-M, Intelligent Transport Systems)
Intelligent Transport Systems will include:
a) Advanced Traffic Management Systems (ATMS) integrates various sub-systems (such as CCTV, vehicle
detection, communications, variable message signs etc) into a coherent single interface that provides
real information on traffic status.
b) Advanced Traveler Information Systems (ATIS) provides users of transportation systems both public
and private mode users travel related information regarding routes, estimated travel times etc.
82
c) Advanced Vehicle Control Systems (AVCS) are tools and concepts that enhance the driver’s control of
the vehicle to make safe and more efficient.
d) Commercial Vehicle Operations for constant monitoring of heavy vehicles. It can be in the form of
smart cards, weigh bridges etc.
e) Advanced Public Transportation Systems to enhance efficiency of public transit systems through
information systems, signal priorities, GPRS etc
TRAFFIC MANAGEMENT CENTER

A traffic management center (TMC) is a hub of transportation administration, where data is collected and
analyzed and combined with other transport characteristics.
83
Figure 50 Schematic Drawing Of TMC
Traffic Management Centers should be provided at different locations within CMA for better control of
movement of vehicles in the city. Introduction of ITS in the form of dynamic Variable Message Signs (VMS);
Passenger Information Systems; development of ITS enabled Traffic Control Center etc. are the components
under Information Communication applications. On a priority basis, Traffic Control Centers should be
developed in Chennai and its sub-urbs:
1) T Nagar
2) Egmore
3) Purasavakkam
4) Mylapore
5) Chennai Central
6) Koyambedu
7) Adyar
8) Madhavaram
9) Tambaram
10) Siruseri
11) Poonamalle
12) Redhills
The functional areas of Control center are:
• Real-time traffic monitoring

• Dynamic message sign monitoring and control
• Incident monitoring
• Traffic camera monitoring and control
• Active Traffic Management (ATM)
• Chain control
• Ramp meter monitoring and control
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• Arterial management
• Traffic signal monitoring and control
• Automated warning systems
• Road Weather Information System (RWIS) monitoring
• Highway advisory radio
• Urban Traffic Management and Control
• Public transport Information
• Real time route Information
SMART SIGNALIZATION
It is proposed to provide smart signalization at all major junctions in the city. All the existing signals should also
be converted as smart signals. Total of 296 Junctions are identified to be smart signals in Chennai. List of the
Junctions are given in Annexure as part Project Profile Sheets.
Benefits of smart signalization are:
1. Reduces delay and queuing

2. Efficient movement of pedestrians and cyclists
3. Maximize the volume movement
4. Reduces severity of crashes
5. Accessibility to pedestrians and side street traffic
BOX 7 : TECHNOLOGICAL STRATEGY

- Area Traffic Control Center (12 Nos)
- Smart Signals (296 Nos)
5.9. DEMAND MANAGEMENT STRATEGY
5.9.1. TRAVEL DEMAND MANAGEMENT MEASURES

Travel demand management is an intervention (excluding provision of major infrastructure), to modify travel
decisions so that more desirable transport, social, economic and/or environmental objectives can be achieved,
and the adverse impact of travel can be reduced. A combination of TDM strategies and policies help reduce
travel demand or redistribute this demand in space or in time. A demand management approach to transport
has the potential to deliver better environmental outcomes, improved public health and stronger communities,
and more prosperous and liveable cities. A broad range of demand management strategies are available and
can be brought to use depending on the situation and suitability. Some of the “tools” used for TDM are listed
below:
Subsidizing transit costs for employees or residents.

Car parking controls and pricing
Flex-time work schedules with employers to reduce congestion at peak times
Road space rationing by restricting travel at certain times and places.
Workplace travel plans
Road space reallocation, aiming to re-balance provision between private cars and other sustainable modes
Introducing active trip reduction programs
Public education and awareness programs
85
Parking Strategies
The city can choose and implement any of these strategies, as they do not have any significant financial
implications and most of them are policy decisions.
PARKING POLICY AND MANAGEMENT

Effective parking strategies are essential to manage the unauthorized parking activities in the city. The parking
strategies should address the issues which will in turn reduce the automobile dependency. The various
measures adopted for parking are:
Short term measures

 Develop and approve multi-year parking tariff policy
 Differential parking tariffs to encourage the use of Multi-level car parks and off street surface
parking, and escalate tariff as per pre-defined increments
 Have effective penalties for parking violation and enforce them
 No free residential parking on main roads (width > 6m) between 07:00 hrs and 22:00 hrs; no
on –street parking within 75 m of entry/exit points near important/major traffic junctions,
major industries, commercial spaces, education buildings, hospitals etc.
 Improve public transport to realize mode shift
 Ban on street parking in CBD/Core city/Commercial Areas
Medium and Long term measures
 Promote use of technology for effective enforcement of parking violations-

 Develop and approve a differential parking tariff to encourage use of peripheral parking
 Parking Restriction and Enforcement
 Congestion Charge
 Impose congestion charge during peak hours on entry of private vehicles in core city area
 Cash-out measures, transit incentives, unbundling, curb side parking meters, price sensitivity,
shared parking, parking regulation, remote parking and public transport facilities, improved
enforcement and control
Locations proposed for constructing multi-level parking lot in Chennai are:
1. At the MTC bus depot (East) on 3rd Avenue: In order to meet the future parking demand, a multi-
storied parking lot is proposed at the MTC bus depot located on 3rd Avenue. The area of the MTC bus
86
terminal is about 5000 sqm. The proposed facility with 5000 sqm commercial area will be able to
accommodate 100 cars and 200 two wheelers.
2. Multi-storeyed Parking Lot at the MTC Bus Terminal on Velachery road: The present bus terminal area
and the open land (private property) close to the terminal, which is now used for cycle and two
wheeler parking can be converted into a multi-level parking lot The proposed facility will be able to
accommodate 100 cars and 200 two wheelers.
3. Multi-Storeyed Parking lot at Wallace Garden: A Multilevel Parking lot is proposed on Wallace Garden
First Street off Greams Road near Apollo Hospitals.
BOX 8 : DEMAND MANAGEMENT STRATEGY

- Guidelines for Parking Policy
- Multi level Car Parking (3 Nos)
- Travel Demand Management Strategies
5.10. IMPACT OF PROPOSALS
5.10.1. ANTICIPATED IMPACT OF PROPOSED PROJECTS

Projects evolved in CMP will help to achieve sustainable development goals by means of reducing private mode
share, emission levels and travel time. The anticipated impacts of proposed projects are presented in the Table
20.
Table 20 Anticipated Impacts Of Proposed Projects
Scenario Private IPT PT Average Emission in Speed

vehicle Share Share Trip length Tons /day (in
share (%) (%) (%) (PT) (km) Kmph)
Base Year 44.8% 11% 44.2% 13.64 32.06 25.59
1. Do Nothing -2035 36.1% 14.9% 49.1% 14.59 55.46 19.24
2. 2026 CCTS Target 22% 8% 70% - - -
3. CMP Target-2035 22% 13% 65% - - 20
2.Sustainable Transport 28.5% 11.5% 59.9% 15.47 47.90 20.31
Scenario-2035
5.10.2. SOCIAL IMPACT

The impact of the proposed projects from the social angle is analysed at a broader perspective. It is found that
most of the projects have significantly less impact with respect to Rehabilitation and Resettlement. Land
acquisition for some of the projects is inevitable. The proposed projects significantly improve mobility with
reduced travel time. The broad impacts have been compiled in Table 21.
Table 21 Social Impacts Of Proposed Projects
Project Right of Requirement of Improve Reduction

way / Land Rehabilitation and Mobility in Travel
Acquisition Resettlement Time
Bus Fleet Augmentation No No Yes Yes
High Order Transit System Yes Yes Yes Yes
Intermodal Stations Yes Yes Yes Yes
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Bus Terminals Yes Yes Yes NA

Freight Terminals Yes Yes Yes NA
Bus Shelters & Bus bays Yes No Yes Yes
ROBs / New Roads Yes Yes Yes Yes
Ring Roads Yes No Yes Yes
Foot Paths No No Yes NA
Cycle Tracks No No Yes NA
Major Junction Improvements No No Yes Yes
Smart Signals No No Yes Yes
Area Traffic Control Centers No No Yes Yes
5.10.3. ENVIRONMENTAL IMPACTS

Environmental and social screening is intended to provide inputs into identification of potential impacts with
the implementation of the CMP. Screening is conducted by identifying the interaction of environmental
components on the project activities for various projects. Screening conducted for the identified projects and
respective impacts identified are presented in the Table 22.
88
Table 22 Environmental Impact Of Projects
Broad Project Activities / Sub Components Impacts

category
Regional Hubs based  Development of serviced land  Land acquisition
on Transit Oriented for high density development  Construction activity around the highway
Development  Public transport interchange
principles hubs
 Land acquisition for road  Removal of squatters and encroachers from the footpaths
widening and creation of  Causing livelihood losses even though they are illegal
service lane wherever  Loss of shelter for temporary shops / residences for squatters and encroachers
Pedestrian / necessary
NMT  Construction of new footpaths  Improvement in safety of pedestrians due to measures proposed
Infrastructure  Segregated Cycle Tracks  Improvement in pedestrian safety
Improvement
 Slowing of traffic at the time of constructing and erecting structures across major intersections
 Encourage use of NMT and hence reduction in pollution
 Dedicated public transport  Land acquisition for dedicated lanes will cause Rehabilitation and Resettlement issues
network  Use of existing pavement width for dedicated bus lanes will cause removal of squatters and
encroachments from roadsides causing loss of livelihood and loss of shelter
 Construction / reconstruction / improvement of bus lanes/MRT systems will be causing construction
issues as:
Public Transport  Generation of noxious gases during construction, increasing air pollution
Planning  Temporary increase in noise pollution during construction
 Contamination of road runoff with construction material stacked on road side
 Traffic safety during construction
 Traffic diversions causing lengthening of routes increasing air emissions and exposing previously
unexposed neighbourhoods to noise
 Reduction of additional lane width for other traffic if existing road width is used for demarcating the
dedicated bus lanes
 Reduction in private vehicles causing reduction in air / noise pollution
 Terminals/Depots/TTMC/  Acquisition of land for the facilities causes Rehabilitation and Resettlement issues as loss of livelihood,
Transport Hubs/ Commuter loss of shelter, severance of community & social ties
Amenity Centers  Increase of noise and air pollution in the areas of terminals and depots
 Improvement in approaches to the terminals and depots causing impacts on adjacent land uses and
land acquisition
89
 Additional land acquisition, if any for the approach road improvement will lead to R and R issues along
the roads and cause impacts on livelihood and shelter
 Construction stage impacts include the increase in air and noise pollution
 Contamination of road runoff with stacked construction materials
 Improvement of traffic conditions during operation stage causing reduction in air and noise pollution
 Bus-Stops and FOBs/Sub-ways  Temporary interruption to traffic and increase of emissions from vehicles due to higher idling times
 Temporary increase of noise levels due to idling and traffic snarls
 Alternate traffic diversion routes increasing route length and consequently emissions
 Alternate traffic diversion routes exposing previously low traffic routes to higher urban traffic and
increasing air / noise pollution
 Removal of squatters and encroachers from the footpaths causing livelihood losses at approaches to
the sub-ways / FOBs
 Loss of shelter for temporary shops / residences for squatters and encroachers at approaches to the
sub-ways / FOBs
 Contamination of runoff from road with construction material as sand / cement / silt from stacked
excavated earth
Others-Road  Junction Improvements  May cause removal / displacement of squatters and Encroachers.
Infrastructure  Air and noise pollution from construction impacts
 Contamination of runoff from road with construction material as sand / cement / silt from stacked
excavated earth
Freight Management  Banning and restrictions  Reduction in urban congestion due to banned movement of freight in the day hours
 Banning of use of animals for movement of goods in the city may result in
 Animal welfare and safety
 Improved speeds in CBD area due to reduction in congestion
 Relocation of Activity inside  Resistance by operators for relocation
existing freight terminal  Improved air quality in the surrounding residential areas
 Creation of new freight  Acquisition of land in the peripheries
terminal  Contamination of runoff from road with construction material as sand / cement / silt from stacked
excavated earth
90
91
6. IMPLEMENTATION PLAN
The chapter on strategies and proposals discussed the way forward for improving urban transport in Chennai
from which we have established a large number of options that are of short term, medium term and long term
in nature. This chapter details out the costs associated with each of the proposed improvements, along with the
phasing of the projects. The implementation plan also provides various financial options to be looked at towards
implementing the proposed projects. A proper Institutional Frame Work is of utmost importance for the
successful implementation and monitoring of all the schemes. In this regard, an Institutional set up is also
recommended.
6.1. PRIORITIZATION OF PROJECTS

All the proposals discussed so far can be broadly grouped under three categories:
• Long Term Improvements: the usefulness of these improvements will last for more than 10-15
years
• Medium Term Improvements: the usefulness of these improvements will last for about 5-10 years
• Short Term Improvements: these are short term proposals that need to be reviewed and revised
within 5 years as per the requirement.
Accordingly, long term, medium term and short term proposals for Chennai are shown in Table 23 through 26.
Table 23 Short Term Projects
SI No Short Term Projects Unit Quantity Unit Cost Total Cost

(Crore) (Crore)
1 Footpath km 842 0.4 336.8
2 Cycle Tracks km 450 0.5 225
3 Junction Improvements Nos 120 0.6 72
4 Road Markings/Signages km 842 0.05 42.1
5 Bus Augmentation
Bus Nos 9765
Electric Standard Buses (12mm) Nos 2930 2 5859
Standard Buses Nos 6836 0.6 4101.3
Feeder Bus (Standard) Nos 250 0.5 125
Feeder Bus (Small) Nos 102 0.25 25.5
6 Bicycles Nos 1200 0.01 12
7 Pedestrian Malls km 0.85 3 2.55
Total Cost (Crores) (Rs) 10801.25
Table 24 Medium Term Projects
SI No Medium Term Projects Unit Quantity Unit Cost Total Cost

(Crore) (Crore)
1 Off street Parking Nos 3 10 30
2 Area Traffic Control Center Nos 12 30 360
3 Smart Signals Nos 296 0.3 88.8
4 ROBs Nos 4 40 160
5 Multi modal Transit Hubs Nos 9 10 90
6 Grade separators at Junctions Nos 21 35 735
Total Cost (Crores) 1463.8
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Table 25 Long Term Proposals
SI No Long Term Projects Unit Quantity Unit Cost Total Cost

(Crore) (Crore)
1 Satellite Town Ring Road Km 190 15 2850
3 Truck Terminal Nos 6 20 120
4 Missing Links/New Links 0
4a New Link (6 Lane) Km 70 7 490
4b New Link (6 Lane) Km 9 5 45
4c Elevated Road Km 59 10 590
5 Rail Based Transit System (All Km 236
levels)
Underground Systems Km 70.8 350 24780
Elevated Systems Km 165.2 250 41300
6 Bus Based Transit System Km 16 25 400
Total Cost (Crores) 70575
Table 26 Total Project Cost
Project Priority Cost( Crores)(INR)
Short Term Projects 10801.25

Medium Term Projects 1463.8
Long Term Projects 70575
Total Cost 82840.05
6.2. PHASING PLAN AND PPP POTENTIAL

The projects identified in the earlier section are divided into three categories based on the urgency and duration
of the implementation. Some of the long term projects have potential to enter into Public Private Partnership
(PPP); however, case to case project reports are required for validating the feasibility of each project. The cost
of all the recommended projects is around 82840.05 Crores. It is important to highlight that the CMP serves only
to identify schemes and the costs presented are only BLOCK COST estimates for decision makers. Detailed cost
estimates need to be worked out at further stages.
93
Table 27 Project Phasing And PPP Potential
Sl.No Projects Unit Quantity Rates ( in Crores) Total Cost ( in Crores) PPP Potential PPP Potential Project Phasing Quantities Phasing
2018-2021 2021-2025 2025-2035 2018-2021 2021-2025 2025-2035
PhaseI PhaseII PhaseIII PhaseI PhaseII PhaseIII
Short Term Projects
1 Footpath km 842 0.40 336.8 0 0 842 0 0 336.8 0 0
2 Cycle Tracks km 450 0.50 225 50% 112.5 450 0 0 225 0 0
3 Junction Improvements Nos 120 0.60 72 0 0 120 0 0 72 0 0
4 Road Markings/Signages km 842 0.05 42.1 0 0 842 0 0 42.1 0 0
5 Bus Augmentation
Bus Nos 9765 1905 2720 5140 0 0 0
Electric Standard Buses (12mm) Nos 2930 2 5859 0 0 571 816 1542 1143 1632 3084
Standard Buses Nos 6836 0.60 4101 0 1333 1904 3598 800 1142 2159
Feeder Bus (Standard) Nos 250 0.50 125 50% 62.5 250 0 0 125 0 0
Feeder Bus (Small) Nos 102 0.25 26 50% 12.75 102 0 0 25.5 0 0
6 Bicycles Nos 1200 0.01 12 100% 12 1200 0 0 12 0 0
7 Pedestrian Malls km 0.85 3.00 2.55 0% 0 0.85 0 0 2.55 0 0
Total (Crores) (Rs.) - Short Term Projects 10801.25 199.75 2783.574 2774.3932 5242.8
Medium Term Projects
8 Off street Parking Nos 3 10.00 30 50% 15 1 2 0 10 20 0
9 Area Traffic Control Center Nos 12 30.00 360 0% 0 6 3 3 180 90 90
10 Smart Signals Nos 296 0.30 88.8 0% 0 200 96 0 60 28.8 0
11 ROBs Nos 4 40.00 160 0% 0 2 2 0 80 80 0
12 Multi modal Transit Hubs Nos 9 10.00 90 50% 45 3 6 30 60 0
13 Grade separators at Junctions Nos 21 35.00 735 0% 0 10 11 0 350 385 0
Total (Crores) (Rs.) - Medium Term Projects 1463.8 60 710 663.8 90
Long term Projects
14 Satellite Town Ring Road Km 190 15.00 2850 20% 570 0 0 190 0 0 2850
15 Truck Terminal Nos 6 20.00 120 25% 30 0 2 4 0 40 80
16 Missing Links/New Links 0.00 0 0 0 0 0
16a New Link (6 Lane) Km 70 7.00 490 0% 0 0 0 70 0 0 490
16b New Link (6 Lane) Km 9 5.00 45 0% 0 0 0 9 0 0 45
16c Elevated Road Km 59 10.00 590 0% 0 0 0 59 0 0 590
17 Rail Based Transit System (All levels) Km 236 0.00 0 0 139 97 0 0 0 0
Underground Systems Km 70.8 350.00 24780.00 25% 6195 41.7 29.1 0 14595 10185 0
Elevated Systems km 165.2 250.00 41300.00 25% 10325 97.3 67.9 0 24325 16975 0
18 Bus Based Transit System Km 16 25.00 400 25% 100 0 16 0 0 400 0
Total (Crores) (Rs.) – Long Term Projects 70575 17220 38920 27600 4055
Total (Crores) (Rs.) - All Projects 82840.05 17479.75 42413.57 31038.19 9387.8
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6.3. FINANCING OPTIONS
As per the Recommendations of Working Group on Urban Transport for 12th Five Year Plan, the financing of
urban transport projects in the country has largely been confined to gross budgetary support from the
government and the user charges. Due to heavy investment needs of urban transport and conflicting demands
on the general exchequer, the investment in urban transport in past has not kept pace with the rapidly increasing
requirement of the sector. The current level of user charges of limited urban transport facilities, do not make
the system self-sustainable. At the same time, providing safe, comfortable, speedy and affordable public urban
transport to all has to be a necessary goal of the governance. The key funding sources besides GBS and fare box
can be dedicated levies, land monetization, recovery from non-user beneficiaries, debt and private investments.
The paradigm of financing has to clearly move towards non-users pay principle and the polluters pay principle.
There is a need for long-term sustainable dedicated financing mechanism to address fast worsening scenario in
the field of urban transport. All the various components in which the investment would be required in the 12th
Five Year Plan would need to be funded through a combination of funding from Govt. of India, State Govt./urban
local body, development agencies, property development, loan from domestic and financial institutions as well
as PPP. Thus, it is imperative to identify projects that are amenable to Government funding or PPP.
6.3.1. PUBLIC PRIVATE PARTNERSHIP (PPP)

Public-Private Partnerships is cooperation between a public authority and private companies, created to carry
out a specific project. They can take on a number of forms, and can be a useful method of capturing property
value gains generated by transport infrastructure. In a PPP for a new transport infrastructure development
project, the public authority creates a secure environment for the private sector to carry out the project, and
the private partner offers its industry know-how, provides funding and shares in the project’s risk. The objectives
of the public and private sector partners appear to be quite different. The public sector aims to best serve the
interests of taxpayers. The aim is not to use public money to obtain a return on capital investments. The private
sector, on the other hand, aims to ensure a return on investment for its shareholders and to be as profitable as
possible and yet these two contrasting goals can function perfectly well together in the framework of a PPP. The
decision to undertake a public-private partnership and the choice of the most suitable form of partnership
greatly depends on the context and the types of project to be developed are given below:
 The project context may influence the type of PPP to be implemented. The public partner
must evaluate the total cost of the project, its importance in terms of public need, the
time frame, the number of actors involved and the geographic area in question. Does
providing this public service require a major infrastructure? Will it require high levels of
human and financial resources to provide this service? Before a decision can be made, it
is necessary to fully understand the context of the proposed project.
 The cost of the project is of course a critical factor, which will weigh on the choice. Many
PPP concern projects for underground systems, LRT and BRT requiring significant levels of
financing which the local authorities would have difficulty assuming alone.
 A well-structured institutional framework and the local authority’s experience in
developing transport projects are also decisive factors. Urban transport is an industrial
and commercial activity, which involves financial risk. Bringing in experienced partners is
one way of compensating for a lack of certain skills in this field, though a good PPP should
call upon other forms of expertise on the part of the public authority. This can sometimes
facilitate obtaining a loan, in particular from international funding agencies.
 The tasks entrusted to the private sector (design, construction, development, operation,
maintenance) will influence the type of contract.
 The sharing of responsibilities and risks will determine the degree of involvement of each
partner and the type and clauses of the contract. There are many types of contracts but it
is primarily the sharing of financial risk, which will determine the key characteristics. There
95
are two categories of risk: commercial risk, related to trends in revenue, and industrial
risk, related to the cost of construction and trends in operating and maintenance
expenses. If both types of risk are covered by the public partner, then it would be a
management contract in which the private partner is merely performing the work. The
private partner must meet the specifications but will not be motivated to improve the
service nor propose innovative techniques or management;
 If the project is not self-financing, i.e. if, at the end of the contract, the total revenues and
gains do not balance out the total costs, the transit authority may be required to provide
compensation, depending on the clauses of the contract.
6.3.2. GOVERNMENT SOURCES OF FUNDING

One of the particularities of the urban transport sector is that it depends on funding from several sources and
involves various partners, public and private, individual and collective.
VIABILITY GAP FUNDING

In a recent initiative, the Government of India has established a special financing facility called "Viability Gap
Funding" under the Department of Economic Affairs, Ministry of Finance, to provide support to PPP
infrastructure projects that have at least 40% private equity committed to each such project. The Government
of India has set certain criteria to avail this facility under formal legal guidelines, issued in August 2004, to
support infrastructure under PPP framework. Viability Gap Funding can take various forms such as capital grants,
subordinated loans, O&M support grants and interest subsidies. It will be provided in installments, preferably in
the form of annuities. However, the Ministry of Finance guidelines require that the total government support to
such a project, including Viability Gap Funding and the financial support of other Ministries and agencies of the
Government of India, must not exceed 20% of the total project cost as estimated in the preliminary project
appraisal, or the actual project cost, whichever is lower. Projects in the following sectors implemented by the
Private Sector are eligible for funding:
• Roads and bridges, railways, seaports, airports, inland waterways

• Power
• Urban transport, water supply, sewerage, solid waste management and other physical
infrastructure in urban areas
• Infrastructure projects in Special Economic Zones
• International convention centers and other tourism infrastructure projects
DEDICATED URBAN TRANSPORT FUND AT CITY LEVEL

For the projects, which are not admissible under viability gap funding, the alternative sources of funding that a
city could avail by setting up a dedicated urban transport fund at city level are given below:
A dedicated urban transport fund would need to be created at the city level through other sources, especially
land monetization, betterment levy, land value tax, enhanced property tax or grant of development rights,
advertisement, employment tax, congestion, a cess on the sales tax, parking charges reflecting a true value of
the land, traffic challans etc.
Pimpri-Chinchwad Municipal Corporation has already set up a dedicated urban transport fund through land
monetization and advertisement rights. Similarly, Karnataka has set up a dedicated urban transport fund through
MRTS cess on petrol and diesel sold in Bangalore, which is being used to fund the metro rail projects. The various
sources of funding that can be used to set up the urban transport fund are explained in following sub sections:
96
ANTICIPATED PURCHASE OF LAND
This method involves public authorities buying land before announcing that an infrastructure will be built or
where the route will run. In this way, the purchase can be made at market price without the infrastructure. The
strategy then consists in:
• Directly selling the land to private developers including the estimated added value in the sale price,
such as was done in Aguas Claras on the periphery of Brasilia, or in Copenhagen;
• Developing the area as part of an urban renewal project and then selling it at market price, as was done
in Copenhagen or in Japan, where rail companies were the first to use this method to finance their operations
A city can also levy additional stamp duty (5%) on registration of property.
BETTERMENT TAX
A betterment tax is not the same as a property tax, because the increase in value of property is not due to the
action of the owner (such as would be the case with renovations and improvements) but from a community
action, thus justifying the public authorities to impose such a tax. However, it is not easy to implement, which
no doubt explains why this financing mechanism is still underused.
This tax must be levied on all areas that benefit from the new transport infrastructure. The land is valued each
year based on an optimal use of each site, without taking into account the existing facilities. A tax based on the
value of the land is then levied in order to generate funds for the public sector. Thus, if the value of the land
increases, the tax collected also increases. This means that a vacant plot of land in the city center which has
been earmarked for building a residential and commercial complex will pay the same tax as an identical site
which has already been developed in a similar manner. Unlike construction taxes, no tax reduction is available
to landowners who leave the site empty. Likewise, taxes are not increased if the site is built upon. Landowners
will therefore to seek to capitalize on the use of their land.
LAND VALUE TAX

Once an area is well connected by public transport and is accessible to the commercial area and also the
liveability of the area increases it is possible that the price of the land will increase. Such increase in price can be
source revenue for the municipality. Similar to parking, the obtained revenue needs to be utilized for
improvement of the area and other areas in the vicinity. A substantial amount of revenue could be generated
through cess on turnover, particularly in cities, based on industry, trade and commerce activities. Such cess has
already been levied for Bangalore MRTS project. Bangalore has also levied luxury tax and professional tax
towards the metro fund.
ADVERTISING
This is another important source of revenue for the city. When properly utilized this source can be of immense
value in supporting sustainable urban transport measures in a city. The revenues from advertising in the city can
be used to improve the existing transport system and/or create new schemes in sustainable transport.
Paris, France has used the advertising money in developing a public bike scheme, which is now a well renowned
model. Similarly, Transport for London (TfL) has made a deal with the advertising specialist, Clear Channel, for
the regular maintenance and design of the street furniture in return for the advertising space on bus shelters.
One important aspect that needs to be considered is that the advertising money needs to be utilized for
improving the transport system rather than spending it on building more roads. In the similar way, the
advertising should not be overdone to avoid visual pollution. Further, ideally advertising revenue should not be
a reason for building of pedestrian overpasses as the _ good for the society from these overpasses is minimal.
97
6.4. INSTITUTIONAL FRAMEWORK
With a view to coordinate all urban transport activities in the city, it is recommended that a Unified Metropolitan
Transport Authority (UMTA) be set up at the city level that acts as a planning and decision making body for all
matters related to urban transport in the city.
In Chennai, the UMTA is already under process of implementation. The roles and responsibilities of UMTA are
already defined in this Act and the same have been recommended here too.
It is recommended that an UMTA formed for Chennai Urban Mobility Area should consist following authorities:
Chennai Unified Metropolitan Transport

Authority
•Government of Tamil Nadu
•Chennai Metropolitan Development Authority
•District Collectors
•Greater Chennai Corporation
•Municipalities
•Panchayats
•State Urban Development Department
•Transport Department
•Finance Department
•Public Work Department
•Chennai Traffic Police
•Metropolitan Transport Corporation
•Chennai Metro Rail Limited
•National Highway Authority of India
•Indian Railways
•Indian Waterways Authority
•Experts in finance, law, corporates
•Public Representatives
6.4.1. FUNCTIONS AND POWERS OF AUTHORITY

 Prepare Comprehensive Mobility Plans and a Transport Master Plans, including but not limited to public
transportation, and non-motorised transportation within the Urban Mobility Area
 Prepare Transport Investment Programmes of the Urban Mobility Area to achieve the goals of the
approved Comprehensive Mobility Plan and Transport Master Plan and in a manner that such Transport
Investment Programme can give guidance and directions to the various ·agencies engaged in provision
of the Urban Transport and the Urban Transport Ancillary Services to prepare their own investment
programmes and projects in alignment with the overall Transport Investment Programme.
 Plan for financing, construction, and operation of facilities and services related to the Urban Transport
and the Urban Transport Ancillary Services in the Urban Mobility Area.
 Promote or undertake development of integrated facilities and systems for Urban Transport within
Urban Mobility Area including developing systems for seamless transport access within an Urban
Mobility Area.
 Develop, construct, repair re-construct, and operate and manage any integrated or stand-alone
transport facilities and services that aid and enhance the efficiency or service levels of the Urban
98
Transport to the consumers, in the Urban Mobility Area, either suo-mota or through agencies
appointed for this purpose.
 Adopt existing standard and guidelines provided by State and Central Government from time to time
and as necessary develop, publish, and issue their own standards and guidelines relating to the
development and operation of Urban Transport facilities and services within Urban Mobility Area in
accordance with the requirements, including those required for physically challenged, elderly, women
and children and take measures that compliance of the same by various relevant public and private
transport operators in the Urban Mobility Area is ensured.
 Develop and disseminate performance indicators for Urban Transport services within its jurisdiction.
 Regulate and enforce technical and performance standards on all strategic and operational matters
that have a direct effect on the levels of service provided to the users of Urban Transport.
 Regulate and enforce environmental standards for all aspects related and/or incidental to the Urban
Transport and the Urban Transport Ancillary Services.
 Set up and operate an operation control centre, a web based user information system, and a helpline
to provide integrated information to the users of Urban Transport in the Urban Mobility Area.
 Set up and operate a smart card based ticketing system for payment of user charges for Urban
Transport and Urban Transport Ancillary Services.
 Promote technology-based solutions for traffic management, transport planning, and design of
transport systems and selection of mode of transport.
 Collate information on urban transportation within Urban Mobility Area and provide the same to the
relevant agencies with a view to contributing to the national database on urban transport.
 Promote consumer awareness in relation to the integrated urban transport, and ensure that
information is appropriately publicized and displayed for users of various urban transport services
within the Urban Mobility Area;
 Undertake activities for the purpose of advancing the skills of persons employed by the Authority or
the efficiency of the equipment of the Authority or the manner in which the equipment is operated
including the provision of facilities of training, education and research.
 Fund and/or facilitate financing of all transport related investment seeking funds managed by the
Authority, for the implementation of the projects, plans, schemes and proposals included in the
Transport Investment Programme.
 Approve all major Transport Projects proposed for or in the Urban Mobility Area by any
State/Central/any other agencies from the perspective of alignment with Transport Master Plan.
 Issue permits/licences for public transport services.
 Monitor and audit compliance with the Transport Master Plan, the Comprehensive Mobility Plan,and
the Transport Investment Programme.
 Prescribe fees and charges for roads, public transport, parking, and other public transport facilities and
services and regulate fares for all Urban Transports as may be prescribed from time to time.
 Monitor use of funding for urban transport activities and ensure Audit of accounts and loans.
However, the various authorities under UMTA should perform their individual function under the purview of
UMTA.
99
100
7. OUTCOMES
7.1. IMPROVEMENTS IN THE MOBILITY CHARACTERISTICS OF THE

CITY
The comprehensive mobility plan has focused on making Chennai a vibrant metropolis by reviewing the CCTS-
2010 and evaluating the implementation of the projects proposed in CCTS. The mobility plan has been prepared
with the objective of achieving a balanced modal mix and to discourage personalized transport. The plan has
proposed to introduce various transport initiatives in terms of road network development, non-motorized
transport and mass transit systems, especially to improve the first and last mile connectivity for the existing
mass transit systems to reverse the trend of decreasing public transit share. The improvements are suggested
considering the CCTS Strategies and targets put forward by CCTS. In order to achieve the goals set by CCTS, to
achieve 70% mode share by 2026, though multiple proposals were recommended in the CCTS, emphasis was
primarily on the improvement in road way network. The CMP hence has reviewed the suggestions made by
CCTS, and augmented to best suit for the upcoming 12 years and further upto 2035 so that the transport vision
of the city is in line with the National Urban Transport Policy and Sustainable Transport. Though it has been 6
years since CCTS was envisaged, not much transport improvements in the sustainable direction has happened
and hence, the thrust of the strategies and the plans thereof and its outcomes are as follows:
Improvement in Non- Improvement in footpaths - Reduction in pollution

motorized transport Development of bicycle friendly - Increased safety for pedestrians
streets and cyclists
Provision of public bike sharing - Improved access facilities
- Increase in public transport share
Public Transport Improvement Mass Transit Systems - Increase in Public transport share
Bus Augmentation - Reduced pollution
Intermodal Integration - Reduced travel time
- Ease of access
Road Network Development New Roads - Better access facilities
By pass Roads - Reduction in congestion and hence
travel time
Freight Management Freight Policy - Reduced congestion
Freight Corridor - Reduction in accidents
Freight Terminals - Reduction in emissions
Traffic Management Junction Improvements - Increased safety
Pavement Designs and Markings
Technology Measures Smart Signals - Better access to information
ATCC - Safe junction movements and
hence reduction in accidents and
delays
Travel Demand Management Policy Measures - Reduced traffic
- More awareness on public
transport
7.2. CONCLUSION
Chennai city is experiencing increased dependency on private motor vehicles for personal trips, leading to
increased vehicular congestion and emissions. The existing traffic and transportation characteristics conducted
for the city of Chennai indicate inadequate existing transportation infrastructure to serve the future travel
demand and a high growth in the private vehicle share in the city and surrounding region. A Comprehensive
Mobility Plan is needed to address the mobility needs of the people focusing on non-motorized and public
101
transport, rather than catering to the needs of private automobiles. A CMP optimizes the “mobility pattern of
people and goods” and act as an effective platform for integrating land use and transport planning.
The CMP followed the vision of CCTS as to “provide safe, efficient, affordable and modern transport choices to
people and businesses integrating economic, land use and transport concerns of Chennai Metropolitan Area to
be fully prepared to take on the transport challenges of Chennai-the Mega polis”. In line with the above vision,
CMP laid down eight different strategies namely,
- Integrated Land Use and Transport Strategy
- Road Network Development Strategy
- Public Transport Strategy
- Non-Motorized Transport Strategy
- Freight Management Strategy
- Traffic Engineering Strategy
- Technological Strategy
- Demand Management Strategy
Each of these strategies have further been translated to action plans in terms of proposals which are developed
based on the CCTS-2010. Integrated Land Use and Transport Strategy is further discussed in terms of multi-nodal
transport concept of Chennai, development of ring radial mobility corridors and transit oriented development.
Proposals of Satellite Town Ring Road, Road Widening and Rail over bridges are listed in the road network
development strategy. Public transport strategy explained the need for mass rapid transit systems, route
rationalization and multi-modal integration proposals. Bicycle track development, public bike sharing and
footpath development are discussed in Non-Motorized Transport Strategy. The different policy measures
discussed as part of CMP include Freight policy, parking policy and travel demand management strategies. The
CMP discussed about junction improvements, smart signalization and development of area traffic control center.
Freight Management Strategy proposed development of six truck terminals and freight corridors.
To conclude, the CMP has drawn up the transport roadmap for Chennai for 2035 including transport investment
program containing short, medium and long term projects. The plan has focused on the mobility of the people,
and encouraging systems that maximize the throughput of people. The CMP for Chennai envisaged a total
transport investment of about 82840.05 Crores for a period of 20 years.
Cost(
Project Priority
Crores)(INR)
Short Term Projects 10801.25
Medium Term Projects 1463.8
Long Term Projects 70575
Total Cost 82840.05
The mobility goals for Chennai need to be addressed through a multipronged approach. It is important to note
that each of the above strategies is equally important and the order of listing does not imply priority. The
strategies when implemented through specific projects shall fulfil the goals and objectives of the CMP. The
impact of proposals as evaluated in the CMP shows an increase in Public transport mode share to 60% from the
existing 44.2% and reduction in pollutions when compared to BaU scenario in 2035. Mobility being one of the
pre-requisite for the economic development, it is necessary to create better mobility solutions to a city like
Chennai which aspires to be global city. All the plans and the strategies reviewed in this study based on the CCTS
will have a significant impact in alleviating the traffic woes of the CMA in the future years.
102
Urban Mass Transit Company Limited
2nd Floor, Corporate Tower, Ambience Mall, Gurgaon 122002, Tel: +91 124 4716300 Fax: +91 124 4716248
Email: umtc@ilfsindia.com Website: www.umtc.co.in

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CMP Report Chennai

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Comprehensive Mobility Plan for Chennai Metropolitan Area

COMPREHENSIVE MOBILITY PLAN FOR

Table 1 Population growth in CMA ....................................................................................................................... 18

Figure 1 Change in Mode Share in Chennai from 1970-2008 ............................................................................... 11

ATCC : Area Traffic Control Centers

PT NMT PVT Vehicles IPT

Figure 1 Change in Mode Share in Chennai from 1970-2008

1.3. OBJECTIVES AND SCOPE OF THE STUDY

1.4. STRUCTURE OF THE REPORT

 Chapter 1: Introduction to the study and its objectives

The report is supplemented by following Annexures

 Annexure 1: Project Profile Sheets

2. EXISTING TRAFFIC AND TRANSPORT CHARACTERISTICS

2.1. INTRODUCTION TO CHENNAI

Figure 2 Location of Chennai Figure 3 Change in Urbanisation 1973-2006 (Source: CDP)

Figure 4 Revenue Divisions of Chennai Metropolitan Area

Figure 5 Traffic Analysis Zones in Chennai

Table 1 Population growth in CMA

Description Population in Lakhs Decadal Growth Rate

1971-81 1981-91 1991-01 2001-11

Figure 7 Population in CMA and Chennai City

Table 2 Density in CMA

Description Area Density (persons per hectare)

2.4. TRAFFIC AND TRANSPORTATION

GROWTH OF MOTOR VEHICLES

Table 3 Motor Vehicles in CMA (Source: Tamil Nadu RTO Statistics)

Road Accidents in Chennai

Fatal Accidents Grievous Injury Minor injury No Injury

Figure 8 Road Accidents in Chennai (2010-2016) (Source: Chennai Traffic Police)

Road Accident Deaths (2016)

0 500 1000 1500 2000

Road Accident Deaths

Figure 10 Road Network in Chennai (Source: CCTS, 2010)

PUBLIC TRANSPORT SYSTEMS

Figure 11 Sub Urban Rail Service in Operation in Chennai

Figure 12 Chennai Sub Urban Rail and MRTS Schematic Map

Table 4 Brief Profile of MTC

Figure 13 MTC Bus Service in Chennai

3 – MTC Secondary Data

CHENNAI METRO RAIL

Figure 14 Metro Rail Network in Chennai

INTERMEDIATE PUBLIC TRANSPORT

Figure 15 Auto rickshaw in Chennai

SHARED AUTO RICKSHAW

2.5. EXISTING TRANSPORT CHARACTERISTICS

ROAD NETWORK CHARACTERISTICS

Figure 16 Journey Speed in Chennai (Source: Primary Survey,

Type of Carriageway Length (km) %

TRIP DISTRIBUTION BY MODES

Travel Mode Percentage (As per 2015 Survey) CCTS-2008

As per 2015 Survey CCTS-2008

Social & Recreation

Total number of trips 1011418

Figure 20 SWOT Analysis

2.6. SERVICE LEVEL BENCHMARKING

Table 8 Service Level Benchmarking

No Bench mark LOS Inference as per MOUD Guidelines

3 Non-Motorized Transport 11 The city lacks adequate NMT facilities.

4 Level of usage of Intelligent 20 The city lacks adequate ITS facilities.

8 Pollution levels 10-13 Need considerable improvements in emission standards, checking

3. FUTURE TRAFFIC AND TRANSPORT CHARACTERISTICS

3.1. LAND USE FORECAST

Table 9 Proposed Land Use in CMA (2026)