CCTS Executive Summary

ACKNOWLEDGEMENT
The consultants are grateful to Tmt. Susan Mathew, I.A.S., Addl. Chief Secretary to
Govt. & Vice-Chairperson, CMDA and Thiru Dayanand Kataria, I.A.S., Member -
Secretary, CMDA for the valuable support and encouragement extended to the Study.
Our thanks are also due to the former Vice-Chairman, Thiru T.R. Srinivasan, I.A.S.,
(Retd.) and former Member-Secretary Thiru Md. Nasimuddin, I.A.S. for having given an
opportunity to undertake the Chennai Comprehensive Transportation Study. The
consultants also thank Thiru.Vikram Kapur, I.A.S. for the guidance and encouragement
given in taking the Study forward.
We place our record of sincere gratitude to the Project Management Unit of TNUDP-III
in CMDA, comprising Thiru K. Kumar, Chief Planner, Thiru M. Sivashanmugam, Senior
Planner, & Tmt. R. Meena, Assistant Planner for their unstinted and valuable
contribution throughout the assignment. We thank Thiru C. Palanivelu, Member-Chief
Planner for the guidance and support extended. The comments and suggestions of
the World Bank on the stage reports are duly acknowledged.
The consultants are thankful to the Steering Committee comprising the Secretaries to
Govt., and Heads of Departments concerned with urban transport, chaired by Vice-
Chairperson, CMDA and the Technical Committee chaired by the Chief Planner, CMDA
and represented by Department of Highways, Southern Railways, Metropolitan
Transport Corporation, Chennai Municipal Corporation, Chennai Port Trust, Chennai
Traffic Police, Chennai Sub-urban Police, Commissionerate of Municipal
Administration, IIT-Madras and the representatives of NGOs.
The consultants place on record the support and cooperation extended by the officers
and staff of CMDA and various project implementing organizations and the residents
of Chennai, without whom the study would not have been successful.
PREFACE
The past two decades have seen a growth in population, increased urban
sprawl, vehicle ownership, traffic volume and economy far greater than what
was thought likely and it is fair, proper and reasonable to anticipate the
concomitant transport problems such as congestion, pollution and
environmental hazards. To solve the traffic and transportation issues, CMDA
initiated the third comprehensive study viz. Chennai Comprehensive
Transportation Study (CCTS) in the year 2007, designed to provide the broad
parameters for the long term development of transport infrastructure setting
objectives for the next two decades, with the horizon year as 2026, with a
Vision as spelt out in the Second Master Plan by the Chennai Metropolitan
Development Authority – “to make Chennai a prime metropolis which will be
more livable, economically vibrant and environmentally sustainable and with
better assets for the future generations.”
It has been our privelege to serve the interests of Chennai metropolis in

meeting the travel demand envisaged in formulating this comprehensive
transportation plan. The process of replicating the “real world” transportation
system and forecasting the state of the system at some future time is the crux
of transport demand modeling adopted in the study. Earnest attempt has been
made in the formulation of proposals of the integrated transportation system
capable of accommodating the projected travel demand by appropriate plans,
policies, programmes, priorities and phasing. The goals set, took the inputs of
the stakeholders in preparing the SMP that was in conformity with the
guidelines of NUTP and approved by the committees constituted for CCTS. The
mobility strategies developed have resulted in a number of transport proposals
that are categorized into short, medium and long-term measures. The study
has emphatically brought it to the fore that the long term goal of ensuring
mobility, lies in the development of appropriate modes of public transport
system and more particularly in the provision of high order mass transit
systems, to be in tune with the avowed policy of moving people rather than
vehicles.
The study addresses challenges arising from shortcoming in the existing
transport networks as a result of limited investment over decades for want of
financial resources. We have identified financial mechanisms that accumulate
capital funding for deficit correction and expansion; including public – private
participation (PPP) wherever suitable. We have incorporated the latest study
techniques and have put in our best efforts and in doing so, we believe that we
have brought out recommendations, the translation of which into reality will
set the pace for significant development of Chennai metropolis, contributing in
no small measure in making it a preferred destination for major investments.
For Wilbur Smith Associates Private Limited
P Hariharan
Chief Executive Officer

STUDY TEAM

Vinoba Sunder Singh

R. Krishnamurthy
N. Seshadri
Lila P.C DR. S. P. Palaniswamy
Vittal Puvvada
Jeena Pradeep
M Bhoominathan
Saswati Ghosh Belliappa
Dr. Udayakumar
V.N.K.Satyasai Tata
K. Sankar
A. Sudheer
Ganesh Raja
G.S Ramanujam
Janaki Sarma
D. Manjula
S.Suma
S.Saraswathy
Swetha Reddy
V.Suneer
Nrupesh
LIST OF ABBREVIATIONS
ADB Asian Development Bank

ATC Area Traffic Control
AVI Average Income
BMC Brihath Mumbai Municipal Corporation
BPR Bureau of Public Roads
BRT Bus Rapid Transit
BRTS Bus Rapid Transit System
CBD Central Business District
CCTS Chennai Comprehensive Transportation Study
CCTV Closed Circuit Television
CDP City Development Plan
CMA Chennai Metropolitan Area
CMBT Chennai Mufussil Bus Terminal
CMDA Chennai Metropolitan Development Authority
CMRL Chennai Metro Rail Limited
Co Carbon Monoxide
CoC Corporation of Chennai
CRTM Consorcio Regional Transport Madrid
CTH Road Chennai Thiruvallur High Road
CTP Chennai Traffic Police
CTSS City Traffic Signal System
CTTS Comprehensive Traffic and Transportation Study
DCF Discounted Cash Flow
DIC District Industrial Centre
DoH Department of Highways
EIRR Economic Internal Rate of Return
EMP Employment
EMPC Employment (Commercial + Industrial + Other)
EMPCI Employment (Commercial + Informal)
ENPV Economic Net Present Value
FDI Foreign Direct Investment
FVRD Fraser Valley Regional District
GHMC Greater Hyderabad Municipal Corporation
GNT Road Grand Northern Trunk Road
GoI Government of India
GoTN Government of Tamil Nadu
GR Government Resolution
GST Road Grand Southern Trunk Road
GVTA Greater Vancouver Transportation Authority
GWT Road Grand Western Trunk Road
HATS Hyderabad Area Transportation Study
HCV Heavy Commercial Vehicle
HHI Household Interview
HMDA Hyderabad Metropolitan Development Authority
HO HO Hop On, Hop Off
HOV High Occupancy Vehicles
IPT Intermediate Public Transport
IRC Indian Roads Congress
IRR Inner Ring Road
ITES Information Technology Enabled Services
ITS Intelligent Transportation Systems
JnNURM Jawaharlal Nehru National Urban Renewal Mission
KMPH Kilometers per Hour
LCV Light Commercial Vehicle
LRT Light Rail Transit
LTA Land Transport Authority
MAV Multi axle Vehicle
MEPZ Madras Export Processing Zone
MMRDA Mumbai Metropolitan Region Development Authority
MMTS Multi Modal Transport System
MoB Mobility Study
MPO Metropolitan Planning Organization
MRTS Mass Rapid Transit System
MSRDC Maharashtra State Road Development Corporation
MTA Metropolitan Transportation Authority
MTC Metropolitan Transport Corporation
MTP Metropolitan Transportation Plan
MUDP Madras Urban Development Project
NPV Net Present Value
NH National Highways
NHAI National Highways Authority of India
NMT Non-motorized transport
NMV Non-Motorized Vehicle
NOV Number of Vehicles
NUTP National Urban Transport Policy
O&M Operation and Maintenance
ORR Outer Ring Road
PCE Passenger Car Equivalent
PCMC Pimpri Chinchwad Municipal Corporation
PCTR Per Capita Trip Rate
PCU Passenger Car Units
PHT Passenger Hours of Travel
PMC Pune Municipal Corporation
PMPML Pune Mahanagar Parivahan Mahamandal Ltd
PMTA Pune Metropolitan Transport Authority
POP Population
Pphpd passengers per hour per direction
PPP Public-private partnership
PWD Public Works Department
RoB Road Over Bridge
RoW Right-of-Way
RSI Road Side Interview
RuB Road Under Bridge
SCEN School Enrollment
SCR South Central Railway
SETC State Express Transport Corporation
SEZs Special Economic Zones
SIDCO Small Scale Industrial Development Corporation
SIPCOT State Industries Promotion Corporation of Tamil Nadu
SMP Second Master Plan
SPM Suspended Particulate Matter
STIF Syndicat des Transports d’Ile-de-France
STP Strategic Transportation Plan
STPOP Student Population
STRR Satellite Town Ring Road
TAZ Traffic Analysis Zone
TDM Travel Demand Management
TFL Transport for London
TIP Transportation Improvement Program
TLRN Transport for London Road Network
TMC Traffic Management Center
TNPCB Tamil Nadu Pollution Control Board
TPP Road Thiruvottriyur-Ponneri-Panchetti Road
ULBs Urban Local Bodies
UMTA Unified Metropolitan Transport Authority
UPWP Unified Planning Work Program
USA United States of America
VGF Viability Gap Fund
VHT Vehicle Hours of Travel
VOC Vehicle Operating Cost
VOT Value of Travel Time
Chennai Comprehensive Transportation Study
Final Report-Executive Version
TABLE OF CONTENTS
I. Introduction .................................................................................................. 1
II. Approach ...................................................................................................... 8
III. Metropolitan Characteristics ............................................................................... 8
IV. Travel Demand Forecast ................................................................................... 28
V. Transportation Strategies ................................................................................. 41
VI. Long Term Proposals ....................................................................................... 56
VII. Freight Transport Proposals ............................................................................... 63
VIII. Demand Management Proposals .......................................................................... 65
IX. Road Network Improvement Proposals .................................................................. 67
X. New Links .................................................................................................... 70
XI. Road widening ............................................................................................... 70
XII. Block Cost Estimates ....................................................................................... 73
XIII. Medium Term Proposals ................................................................................... 76
XIV. Grade Separation at Intersections ....................................................................... 77
XV. Traffic Management Systems ............................................................................. 81
XVI. Block Cost Estimates ....................................................................................... 83
XVII. Short term proposals ....................................................................................... 95
XVIII. Provision of Cycle tracks .................................................................................. 98
XIX. Traffic Management ........................................................................................ 99
XX. Block cost estimates ..................................................................................... 106
XXI. Implementation Plan ..................................................................................... 106
XXII. Financial Investment Strategy .......................................................................... 128
XXIII. Investment Requirements ............................................................................... 129
XXIV. Institutional Arrangements .............................................................................. 134
XXV. Conclusions ................................................................................................ 137
i
SL.NO LIST OF FIGURES PAGE NO

1 Population Growth in CMA ....................................................................... 3
2 Growth trend in Vehicle Population ............................................................ 3
3 Growth in traffic volume on major roads over the years ................................... 4
4 Vehicle ownership ................................................................................. 4
5 Percapita trip rate ................................................................................ 5
6 Trend in road accidents .......................................................................... 5
7 Decline in Bicycle share .......................................................................... 6
8 Parking Index ...................................................................................... 7
9 Chennai Metropolitan Area ...................................................................... 9
10 Road network ..................................................................................... 10
11 Fleet Strength of MTC ........................................................................... 11
12 Buses per lakh population....................................................................... 12
13 Screen line survey locations .................................................................... 15
14 Road side interview survey locations locations .............................................. 15
15 Road Classifications in CMA ..................................................................... 18
16 Type of Junctions in CMA ....................................................................... 18
17 Average Journey speed on selected Corridors ............................................... 19
18 Turning volume count survey locations ....................................................... 23
19 Trip Purpose ....................................................................................... 25
20 Opinion on Necessity of Separate Cycle Track .............................................. 25
21 Trip Distribution by Travel Mode (2008) in CMA ............................................. 27
22 Highway Network ................................................................................. 29
23 Transit Network .................................................................................. 29
24 Zone map .......................................................................................... 29
25 Forecast Model.................................................................................... 32
26 Trip length distribution - Observed and Synthetic Comparison ........................... 33
27 Proposed Landuse 2026- Chennai City ........................................................ 34
28 Areas outside city in CMA – Proposed Landuse 2026 ........................................ 35
29 Network – Do minimum (committed) .......................................................... 37
30 Mode share ........................................................................................ 39
31 CMA Zones ......................................................................................... 46
32 CMA Population and Employment Density growth directions in 2026 .................... 47
33 Growth of Population and Employment in CMA 2026 ....................................... 48
34 Radial Arrangements of Transport Corridors ................................................. 49
35 Grid Arrangements of Transport Corridors ................................................... 49
36 Suggested Public Transport Corridors - 2016 ................................................ 58
39 Intermodal Station at Saidapet ................................................................ 61
40 Intermodal Station concept at Porur .......................................................... 61
41 Locations of Intercity Bus Terminals .......................................................... 62
ii
42 Freight Movement Plan .......................................................................... 64

43 CMA Zones ......................................................................................... 66
44 Suggested Roadway Improvement Plan for CMA ............................................. 68
45 Satellite Town Ring Road ....................................................................... 69
46 Around Central Railway Station ................................................................ 80
47 Near Panagal Park ................................................................................ 80
48 Near Tambaram Railway Station ............................................................... 80
49 Near Parrys (NSC Bose Road) ................................................................... 81
50 Location of TMCs ................................................................................. 82
51 Proposed Bicycle Network for Anna Nagar ................................................... 98
52 Proposed Bicycle Network for KK Nagar ...................................................... 99
53 Roads suggested for Ban on On-street parking .............................................101
54 Mc Nichols Road and Harrington Road Junction ............................................104
55 One way scheme – Egmore area...............................................................105
iii
SL.NO LIST OF TABLES PAGE NO

1 Peak Hour Traffic at Screen Line Locations .................................................. 16
2 Comparison of Peak Hour Journey speed ..................................................... 19
3 Summary of Pedestrian crossing Counts ...................................................... 20
4 Intersections with Peak Hour PCU above10000 .............................................. 24
5 Purpose wise average trip length (in Kms) ................................................... 26
6 Trip Distribution by Travel Mode (2008) ...................................................... 26
7 Comparison of trip distribution by travel mode (1970, 1984, and 1992/95) ............ 27
8 Trip Length by Trip Purpose .................................................................... 28
9 Average Trip Length by mode .................................................................. 28
10 Trip End Models................................................................................... 31
11 Demographic Projections ....................................................................... 36
12 Committed Schemes - Highway ................................................................ 38
13 Committed Schemes - Public Transport ...................................................... 38
14 Trips assigned in horizon years ................................................................. 39
15 Passenger Hours of Travel (PHT) and Vehicle Hours of travel (VHT) ..................... 39
16 Travel Characteristics ........................................................................... 40
17 Travel Characteristics – Value of Time........................................................ 40
18 Average network speed for Do- minimum scenario ......................................... 41
19 Emission levels with Do minimum scenario .................................................. 41
20 Strategy Proposed by Second Master Plan for CMA ......................................... 43
21 Summary of Evaluation (2026) ................................................................. 50
22 Freight Corridors ................................................................................. 63
23 New Links .......................................................................................... 70
24 Summary of long term improvements ......................................................... 71
25 Total Investment Program for Long Term Schemes - 2026 ................................ 73
26 Results of Economic Analysis ................................................................... 74
27 Results of Economic Analysis for all long term-term projects ............................ 74
28 Block cost for Medium-term Schemes ......................................................... 83
29 List of committed Flyovers ..................................................................... 83
30 List of committed ROBs/RUBs .................................................................. 84
31 List of roads proposed for footpaths/improvements ....................................... 96
32 List of junctions for signal timings proposed ...............................................102
33 Block cost for Short-term Schemes ...........................................................106
34 Phasing of total Investments ..................................................................107
35 Detailed Phasing of Investments ..............................................................107
36 Existing Funding Pattern for transport investments and O&M in CMA ..................128
37 Total Fund Requirement (Rs. In Crores) .....................................................129
38 Committed (Phase 1) Investments ............................................................130
39 Potential Investments through PPP (Rs. In Crores) ........................................131
40 Details of Estimated Fund Gap for the identified investment requirements(Rs.Crores)132
41 Estimated mobilization of Gap Fund during the period 2010-2026 ......................134
iv
I. Introduction
1. Chennai Metropolis is the fourth largest in the country, encompassing an area of 1189 square
kilometres and having an estimated population of over 82.6 lakhs as of the year 2008. As part
of the planned development, the MATSU (Madras Area Transportation Study Unit) of the
Directorate of Town and Country Planning, at the instance of the Government of Tamil Nadu,
had undertaken a Comprehensive Traffic and Transportation Study (CTTS) in the year 1970 to
meet the transportation needs of the metropolitan city, applying the technique of transport
planning with forecast and direction of growth stipulated over a twenty year period,
predicting the urban form, travel desires and transportation facilities for the horizon years
1981 and 1991, that formed an integral part of the First Master Plan.
2. The second CTTS was undertaken by Chennai Metropolitan Development Authority (CMDA)
during the year 1992-95 part-funded by World Bank under TNUDP I and part funded by the
Government of India, and the Study identified investments to be made in the road and
transport sector with the horizon year as 2011.
3. Consequent to global liberalization, the scale of developments and vehicular growth had
increased tremendously in the country and reflected in this metropolis as well. Given the high
population disposition in the Master Plan having an increased urban sprawl and land use
defined for the future, speculated growth in motorized personal modes, great expectations
and targets in industrial and Information Technology Enabled Services (ITES) expansion for the
future, it is fair, proper and reasonable to anticipate the concomitant transport problems such
as congestion, pollution and environmental hazards. To solve the traffic and transportation
issues in a long range and effective manner, the problem faced was sought to be evaluated
comprehensively on the basis of detailed traffic and transportation study to develop practical
and flexible plans for meeting the future traffic and transportation needs.
4. The CMDA initiated the third comprehensive study viz. Chennai Comprehensive Transportation
Study (CCTS) in the year 2008 designed to provide the broad parameters for the long term
development of transport infrastructure with emphasis on expansion of public transport
services and for setting traffic management objectives for the next two decades with the
horizon year as 2026. The project has been funded as a sub-component under the World Bank
assisted Tamil Nadu Urban Development Project-III (TNUDP-III). This study has far-reaching
consequences for our future mobility as well as contributing to economic prosperity and
environmental sustainability.
5. It is pertinent to mention the fact that all the three comprehensive studies for the metropolis
have the same area and retain the basic traffic analysis zones (TAZ’s) that are units of analysis
to estimate existing and future travel demand and while maintaining the integrity of the zones
of 1970, they have been only further sub divided in successive studies to minimize excessive
1
intra zonal forecast, facilitating meaningful comparison of scenario and traffic parameters
over fifty years upto 2026.
6. The increase in travel demand with population and vehicular growth, declining share of public
transport, with considerably enhanced reliance on the personal motor vehicle has led to
increased costs due to travel delays, loss of productivity, deteriorating air quality caused by
automobile exhausts and an increased incidence of road accidents.While these are the
problems of today, tomorrow’s picture is more worrying. Chennai Metropolitan Area’s increase
in overall growth will require an adequate and efficient transport system to meet the
anticipated population by 2026. Existing transportation problems would get compounded and
become chaotic if not adequately addressed. From the future needs apart from mobility
corridors and transportation systems, intensive improvements are essential for correcting
deficiencies. In the light of these trends,the current study provides optimal solutions, focusing
on a larger comprehensive thought process and on policy issues on the need to ‘move people –
rather than vehicles’.
7. The CCTS, apart from formulating a transport improvement roadmap for Chennai for the
future, includes an identified transport investment program containing short, medium and
long term projects.
Study Objectives
8. The broad objectives are given hereunder:
• Suggest policies, long-term strategies and programmes for the improvement of urban
transport in Chennai for the horizon year 2026
• Develop an Urban Transport Planning Model using the state-of-the-art modeling technique
appropriate to the conditions and planning needs of the study area
• Identify for all modes, a phased programme of appropriate investments and policy
proposals up to 2026 through scientific analysis; and also integrate various modes of mass
transit systems
• Identify a medium-term investment programme by prioritizing the identified investment
proposals
• Suggest financing mechanisms which may include levy of dedicated taxes
• Suggest policies for Unified Metropolitan Transport Authority (UMTA) for Chennai to
facilitate proper institutional mechanism
• Help strengthen the transport planning skills and transfer data/tools/knowledge obtained
through the study to CMDA and other agencies.
2
Urban Transport Issues

9. It is envisaged that by the year 2026, the population within the Chennai Metropolitan Area
(CMA) will be approximately 12.6 million. This would translate into an estimated 17.3 million
daily vehicle-trips in the year 2026, which will be about two times the present vehicle-trips.
Population Growth in the CMA is presented in the Figure.
Population Growth in CMA

140
125.82
120
Persons in Lakhs
100
82.6
80 70.41
58.18
60
46.01
40 35.04
20
0
1971 1981 1991 2001 2008 2026
Figure: Population Growth in CMA
10. Motor vehicle population has increased at a phenomenal rate during the last few decades.
Total vehicle population has increased to 28.14 lakhs (2009). Growth trend in vehicle
population is presented in the Figure.
Figure: Growth trend in Vehicle Population
11. Personalized vehicles (two wheelers and cars) account for close to 31% of the total trips.
Vehicle growth trends reveal that the fleet of buses has seen a very marginal increase over
the years, while two wheelers experienced a remarkable increase from 4 lakhs (1991) to 21.6
lakhs (2009).
12. A comparison of household vehicle ownership between 1992 and 2008 is presented in the
Figure.
3
Figure: Vehicle ownership
13. Most of the prominent radial arterial roads leading to the City are severely congested. Traffic
volumes at inner cordon have averaged 7000 PCU during the peak hour and increased
significantly over the decade.
14. Arterial roads leading to the Central Business District(CBD) carry heavy traffic and are
congested. Level of congestion on arterials and other major roads has increased eight-fold
over the period 1984 to 2008. The average volume carried on predominant roads exceed
capacity as may be seen from the Figure.
NSK Salai near Kodambakkam Rly Stn
Nelson Manickam Road near Nungambakkam …
Anna Nagar 3rd Avenue near K3 P.Stn
Periyar EVR Salai near Aminjikarai Mrkt
Anna Salai near Chindadripet Rly Stn
Kamaraj Salai at Napier Bridge
Anna Salai near Saidapet
Durgabhai Deshmukh Road near Sathya Studio
0 5000 10000 15000

Year 2008 Year 1993
Growth in peakhour Traffic (pcus)
Figure: Growth in traffic volume on major roads over the years
4
15. Phenomenal growth of vehicles coupled with minimal increase in road space, has led to a low
speed of 10 kmph in the CBD and 18 kmph in other major roads.
16. The per capita trip rate for the CMA has increased from 1.28 in 1992 to 1.6 over the last 17
years as depicted in the Figure increasing the total travel demand to 1.3 crore trips from 74.5
lakh trips. The per capita motorized trip rate increased to 1.06 in the same time period is
presented in the Figure.
1.8
1.6
1.4
1.2
1
PCTR
0.8
0.6
0.4
0.2
0
1971 1984 1992-95 2008
Year
Figure: Percapita trip rate
17. The average household income has increased to Rs. 8700 per year from Rs. 1350/yr (1992).
18. Average vehicles per household have increased to 1.26 from 0.25 indicating significant
motorization levels.
19. Average journey distance in the CMA is currently about 9.6 km increasing from 7.8 km in
earlier CTTS indicating urban sprawl and expansion.
20. Accident data reveals that on an average 625 persons die on City roads annually. Fatality rate
works out to 35/10,000 vehicles. Other sources of data indicate that 42% of road accidents
involve pedestrians and 10% cyclists. Trend in road accidents over the years is presented in
the Figure.
Figure: Trend in road accidents
5
21. Walking and cycling account to approximately 34% of the total trips currently. Yet, the
infrastructure to these modes such as footpaths and cycle lanes is low to nonexistent. As a
result, there is a continuous decline in the number of person trips using bicycles from 1970 to
2008.
Survey findings indicate that the number of person trips using cycles has drastically come down to
6% for the year 2008, from a healthy 20% in 1970 as shown in the Figure. Road inventory reveal
that the facilities provided for cyclists and pedestrians are grossly inadequate for the safe
movement of these two groups.
Decline in Bicycle Share

25
20%
20
14.2%
15
Share(%)
11%
10
6%
5
0
1970 1984 1992-95 2008
Year
Figure: Decline in Bicycle share
22. Pollution due to vehicular emission adversely impacts the environment. Periodical monitoring
conducted by Pollution Control Board reveal that the level of pollution by Carbon Monoxide
(CO) and that of Suspended Particulate Matter (SPM) have increased beyond the permissible
limits.
Pollutant Load Permissible

μg/m3 level μg/m3
Carbon Monoxide (Co) 908 to 4198 2000

Suspended particulate 264 to 451 200
Matter (SPM)
23. Acute shortage of parking supply is witnessed in commercial areas of Anna Salai, Periyar EVR
Salai, T. Nagar, Purasawalkam, George Town, Nungambakkam, Adyar and Mylapore. The
haphazard parking has led to loss in the road capacity that ranges between 15% to 65%. The
parking Index which is the ratio of peak parking demand to the supply at important locations
in Chennai is shown in the Figure.
6
Anna Nagar 2nd Avenue
General Patters Road
Sardar Patel Road
N.S.C. Bose Road
G.N Chetty Street
South Usman Road
0 0.5 1 1.5 2 2.5
Year 2008 Year 2003 Parking index
Figure: Parking Index
24. Chennai, in recent years, is seeing expansion of the city due to many upcoming projects
initiated to promote growth of IT and ITES. The future growth of the city, while being fuelled
by the IT and ITES industries, will be channeled along certain developments in the city. These
include a second container terminal in Chennai Port to be comissioned in 2011, the Special
Economic Zone (SEZ) planned to enhance the economic opportunities of the Ennore Port, the
expansion of the existing airport to make it world class, the proposed new Greenfield airport
at Sriperumbudur, increased concentration of industries on IT Corridor (Rajiv Gandhi Salai
from Madhya Kailash junction to Siruseri), a Telecom Corridor of over 210 – acre industrial site
in Sriperumbudur attracting huge investments and development of Special Economic Zones
(SEZ) attracting Foreign Direct Investment (FDI). In addition, a number of multi-national car
companies have set up their companies in the vicinity of the CMA and are on an expansion
spree. The proposed developments will give impetus to growth and development of CMA in
south and south-westerly direction. CMA’s increase in overall growth will require an adequate
and efficient transport system to meet the increase in job potential and population increase
anticipated by the year 2026.
25. The Chennai Metropolis is expected to become one of the Mega Cities in the world with more
than 10 million population, in the next 10 years. The Chennai City Corporation with 176 sq.km
area will accommodate about 59 lakh population while the rest of the Metropolitan Area with
an extent of 1013 sq.km will accommodate about 67 lakh population by 2026 as indicated
hereunder:
Population 2008 2026

CITY 4746766 5855332
CMA 3520165 6726333
TOTAL 8266930 12,582,137
26. In spite of having committed schemes (from Second Master Plan) like MRTS, Metro rail,
Suburban rail, Bypass road, Outer Ring Road, Elevated freight corridor etc., Chennai is
expected to face severe traffic congestion in the coming years. The rapid economic growth
will result in significant increase in traffic management problems. In the absence of properly
7
planned mass transit systems, a disproportionately high share of trips will be carried by
personalized modes of transport creating chaotic situation and causing over-strain on the
existing infrastructure. To improve the situation, there is a dire need to come up with a
comprehensive transportation management plan.
II. Approach
27. Comprehensive travel information in Chennai was last collected in 1993 and hence a major
portion of the task at hand was to collect and build a huge database. A sophisticated transport
model was calibrated and validated thoroughly to help in understanding future travel pattern
demands and mode share, in order to assist selecting the most effective transport strategy
option. Based on the evaluation, a set of short, medium and long term options have been
framed; a rough cost and the total investment needs have been established. An investment
programme has been laid out based on an understanding of current level of spending by
agencies, private financing and other sources of funds. An institutional setup has also been
suggested.
III. Metropolitan Characteristics

Profile of Chennai Metropolitan Area
28. The study takes into account the interaction of the outlying towns too. The CMA area is shown
in the Figure.
8
Figure: Chennai Metropolitan Area
Overview of Urban Transport Systems

Road Network
29. The city has a radial- circumferential arrangement of road network. The radial pattern road
network converges at George Town which is the CBD of the CMA. The road network is
primarily based on four National Highways, leading to Kolkota (NH5), Bangalore (NH4), Trichy
(NH45) and Thiruvallur (NH 205) as shown in the Figure. Other radial roads include Kamarajar
Salai, East Coast Road, Rajiv Gandhi Salai (OMR), NSK Salai (Arcot Road) and Thiruvottiyur
High Road. Orbital road network includes Jawaharlal Nehru Road (IRR), Pallavaram-
Thorapakkam Road, Chennai Bye-pass Road etc.
9
Figure: Road network

Rail Network
30. The commuter rail system in the CMA operated by the Southern Railways consists of four BG
lines:
• Chennai Beach – Tambaram line running south-west
• Chennai Central –Tiruvellore line running east-west
• Chennai Central – Gummidipoondi line running north-south
• Mass Rapid Transit System (MRTS) operates on Chennai Beach - Velachery section for a
length of about 20 km.
10
Figure: Existing Rail Network
The Chennai Beach– Tambaram rail line is constrained by the presence of a number of road / rail level
crossings. Both the Chennai Beach – Tambaram and the Chennai Central – Gummidipoondi rail
corridors witness overcrowding of trains during peak hours.
Bus Transport
31. The MTC operates approximately 640 routes with a fleet of about 3300 buses. The fleet
strength is depicted in the Figure. During peak hours, the buses operate with more than 100
passengers per bus indicating substantial overcrowding. The MTC covers most of the CMA and
even covers up to 50 km beyond the city.
Figure: Fleet Strength of MTC
11
Currently, buses cater to approximately 26% of the total travel demand. The base fare for the bus
transport is Rs. 2.00 for 2 km distance, the lowest in the country. Trend in buses per lakh population
is presented in the Figure.
Figure: Buses per lakh population
Goods Transport
32. The number of goods vehicles in Chennai has increased and its movement, particularly the
heavy vehicles and trucks are restricted on the city roads. An elevated freight corridor to the
port is being built along the banks of river Cooum and along the NH4 to provide seamless
access to the port. The CMDA has taken steps to shift some of the wholesale markets and
create truck terminals on the periphery of the City.
Data Collection
33. The study includes all basic data collection and analysis procedures proven desirable in similar
studies conducted in several other metros in the country and abroad. A comprehensive
primary data collection was undertaken as part of the study on several aspects in addition to
data from secondary sources. Standard procedures were used to verify the completeness and
reliability of the processed data obtained through various surveys.
34. As many as sixeteen different types of surveys pertaining to the network, users and operator
were carried out. The various surveys conducted, the time period, duration and the number
of locations are given in the Table. The detailed methodology and analysis of primary surveys
and the survey locations for different surveys are presented in the Field Survey Report. All
surveys were conducted betwee January 2008 and October 2008 is presented in the Table.
Table: Survey Particulars
Sl. No Surveys Duration Locations

1 Screen line volume count 24 hours 43
2 Road network inventory 12 hours 1206 km in CMA
84 Corridors in
3 Speed and delay survey 12 hours
CMA
4 Pedestrian crossing count 12 hours 47
12
5 Inner and CBD cordon survey 24 hours 15 & 11

6 Turning volume count 12 hours 49
7 Outer cordon survey 24 hours 15
8 Informal activity survey 12 hours 4 areas
9 Parking survey 12 hours 16 Locations
10 Cyclists opinion survey 8 hours 14
11 IPT survey 12 hours 32
12 Truck terminal survey 12 hours 3
13 Survey at Rail station 12 hours 46
14 Truck operator survey 8 hours 3
15 Road side interviews at cordons 24 hours 41
16 Household interview survey NA 37730 HH in CMA
35. The study area has been subdivided into 290 zones for the purpose of traffic analysis. They
comprise:
• City area(155 zones)

• Area within CMA limit excluding city area (120 zones)
• Rest of Tamilnadu and India (15 zones)
36. The following surveys contributed as critical input for the travel demand model in terms of
network attributes, mode-wise matrices, trip rate etc.:
• Road network inventory- the characteristics of the road network like number of lanes;
divided or undivided; one way or two way; free flow speed; capacity etc. in the study area
were established and the same were used to build network in the model.
• Screen line volume count- estimated the classified vehicular volume crossing the screen
lines. The data was used to validate the model
• Turning Volume count- classified turning volume at intersections were estimated. The
data was used to validate the model and to evaluate the need for any facility like grade
separation.
• Road side interview survey- extracted the travel pattern across the cordons ie the
interaction between city to the CMA and the CMA to outside CMA. Used to build the base
year modewise matrices.
• Household interview survey (HHI)- The data from HHI (2% sample)is the key input in the
travel demand modeling; Gathered the basic facts relating to the socio-economic
characteristics of the population and trip movements of the residents; Used to build
modewise trip matrices.
• IPT survey - to have the travel pattern of intermediate public transport modes.
13
• Survey of Large Traffic Generators: assembled the travel characteristics of rail

passengers as well as travel characteristics of the feeder systems and have been used in
validating the bus & rail system in the travel demand model.
• Speed and delay survey- established the speed flow relationship, which has been
converted to Bureau of Public Roads (BPR) functions for different category of roads; Used
in traffic assignment and in development of speed flow curves.
• Saturation flow survey- Passenger car units (PCU) for different modes were established
for the study area, which are used for converting vehicles into equivalent PCU.
37. In addition to the above mentioned surveys, the following surveys were also carried out to
understand in Chennai, aspects like the safety of pedestrians, cycling, parking demand, goods
management etc.
• Pedestrian count: conducted to evaluate the need for various facilities such as pedestrian
subway, foot over bridge, zebra crossings etc. on priority basis in the short and medium
time frame for safe pedestrian movement
• Cyclist Survey: Purpose of this survey is to assimilate the travel characteristics of cyclists
as well as their issues related to the travel i.e., safety and comfort.
• Parking survey: carried out to understand the demand- supply gap and to suggest
measures to handle the present growth.
• Goods focal Point survey/Truck operator survey: This survey focused on the trip
characteristics of goods vehicles like origin/destination, frequency of shipment, average
lead, annual kilometerage, type of goods transported, etc. This survey also covered the
routes of goods movement within the CMA and its impact on the general traffic stream
along with the loading and unloading characteristics at the terminal point.
38. The locations of screen line survey and those of road side Interviews are shown in the Figures.
14
Inner and Outer Cordon

Outside City
Figure: Screen line survey locations
CBD Cordon
Figure: Road side interview survey locations locations
Salient features –Traffic and Travel pattern

39. After conducting the detailed survey analysis, several parameters defining the traffic and
travel pattern of the CMA for the base year were established.
40. A comparison with the earlier 1993 CTTS on various parameters was very interesting. These
results advocate the policy makers to take immediate action in many concerns like network
improvement, parking supply etc. Important observations from the survey analyses are
presented in this section.
15
• The peak hour traffic at screen line locations varied from 6.4% to 9.5% with a high share of
motorized two wheelers. Details are given in Table. Average annual growth of traffic
during 1993-2008 is in the range of 6% to 17% is presented in the Table.
Table: Peak Hour Traffic at Screen Line Locations

Peak hour Daily Peak Hour Factor (Peak
No. Location
PCU PCU PCU/Daily PCU) (%)
Durgabhai Deshmukh Road
1 11061 139633 7.9
near Sathya Studio
Gandhi Mandapam Road near
2 7039 86659 8.1
Adyar Villa
Anna Salai at Saidapet
13640 186419 7.3
3 Maraimalai Adigal Bridge
Alandur Bridge near Guindy
4 1096 14281 7.7
Industrial Estate
Jawaharlal Nehru Road
5 Crossing Adyar River near 7429 116161 6.4
Ekkattuthangal
Kamaraj Salai at Napier
6 8548 96375 8.9
Bridge
Anna Salai near Chindadripet
7 8048 99413 8.1
Railway Station
Arunachala Street at St
8 2,773 39264 7.0
Andrew’s Bridge
Adithanar Road at Harris
9 7635 83149 9.2
Bridge
Binny Road near Quaid -e-
10 8051 99735 8.1
Millath College
Pantheon Road near Co-
11 10070 109720 9.2
Optex
Mc Nichols Road crossing
12 10750 146440 7.3
Cooum River
Harrington Road crossing
13 2893 35287 8.2
Cooum River
Periyar EVR Salai near
14 5656 82388 6.9
Aminjikarai Market
Anna Nagar 3rd Avenue near
15 5927 79498 7.5
K3 Police Station
Bridge crossing Cooum River
16 2423 27789 8.7
near Anna Adarsh College
Jawaharlal Nehru Road near
17 7841 107604 7.3
Koyambedu
Rajaji Salai near Royapuram
18 2050 25202 8.1
Railway Station
Mannarswamy Koil Street
19 5351 73632 7.3
near Chetty Thottam
Monegar Choultry Road
20 behind Stanley Medical 1,644 20917 7.9
college
Thiruvottriyur High Road
21 near Washermanpet Railway 5356 65335 8.2
Station
Kathivakkam High Road near
22 Harinarayanapuram Post 2,610 30440 8.6
ofiice
16
Peak hour Daily Peak Hour Factor (Peak

No. Location
PCU PCU PCU/Daily PCU) (%)
Erukkanchery High Road
23 4438 62126 7.1
near Venkateshapuram
Perambur Barracks Road
24 near Vyasarpadi Jeeva 5,072 64683 7.8
Railway Station
Perambur High road near
25 4516 66751 6.8
Perambur Railway Station
Perambur Loco Works 1 near
26 2337 26529 8.8
Jawahar Nagar
Perambur Loco Works II near
27 2041 29052 7.0
Jawahar Nagar
TVS junction on Jawaharlal
29 4276 56846 7.5
Nehru road
CTH Road near Agathiar
30 7294 111236 6.6
Nagar
Nelson Manickam Road near
31 Nungambakkam Railway 9294 118442 7.8
Station
NSK Salai near
32 Kodambakkam Railway 7970 105447 7.6
Station
34 Duraiswamy Road subway 7091 89997 7.9
35 Madley Road Subway 5268 61611 8.5
36 Aranganathan Road Subway 5083 63154 8.0

Saidapet Market Road
37 5211 54965 9.5
subway
Mount Poonamallee Road
38 5131 80279 6.4
near MIOT Hospital
Causeway at Cowl Bazaar
39 339 4293 7.9
Road
Bridge at Pammal Kunrathur
40 1572 19087 8.2
Road
Golden George Rathnam
41 1692 20670 8.2
Salai near Nerkundram
Causeway near MGR
42 2169 26095 8.3
Engineering College
Bridge at Vanagaram -
43 2336 29243 8.0
Ambattur Road
44 Thiruverkadu Causeway 1206 15406 7.8
Bridge at Avadi-
45 2,551 38719 6.6
Poonamallee Road
Note: - Surveys not conducted at location No. 28 and 33 due to ROB construction
• The data obtained from road inventory survey for each link was appended to the
corresponding link in the private vehicle network file and used as the basis for selecting
an appropriate speed flow curve for the network development. The road inventory data
has highlighted the deficiencies on the road network in terms of road width, as only 31%
of roads have widths of four lanes and above. The type of roads are presented in the
figure.
17
Six Lane
Single lane divided Four Lane
6% 5% divided
20%
Four Lane
Un-divided
6%
Two Lane
63%
Figure: Road Classifications in CMA
• Junctions in the study area are grouped based on the kind of traffic management available
at the junction. Accordingly this has been divided into five categories such as Signalized,
Un-controlled, Rotary, Grade separated and grade separation under construction. Majority
of these junctions were observed as un-controlled in the study area. Observations for type
of junctions are presented in the figure.
Grade Separation
Under
Construction
1.0%
Grade separated Rotary
1.7% 12.6%
Signals
30.7%
Un Controlled
54.1%
Figure: Type of Junctions in CMA
• The abstract on analysis of speed and delay data reveals that delays are mostly at
intersections and that speeds on all roads have reduced over the years due to the increase
in vehicular traffic. Significant drop in speeds have been witnessed from the 1993
observation on Sardar Patel Road, Dr.Muthulakshmi Road (LB Road) and Jawaharlal Nehru
Road (IRR) with average journey speeds for roads with more commercial activity and those
that have sparse commercial being 16kmph and 25kmph respectively. Average journey
speed on selected corridors is presented in the Figure. The Comparison of journey speed is
given in the Table.
18
Figure: Average Journey speed on selected Corridors
Table: Comparison of Peak Hour Journey speed

kmph
Sl NO Road Name
1992-1993 2008
1 Dr Muthulakshmi Road 39 20
2 Periyar EVR Salai 32 25
3 Jawaharlal Nehru Road 43 27
4 Sardar Patel Road 49 24
5 Durgabai Deshmukh Road 9 25
6 Santhome High Road 33 28
7 Kamaraj Salai 46 34
8 Rajaji Salai 29 24
9 Anna Salai 43 28
19
kmph
Sl NO Road Name
1992-1993 2008
10 Radhakrishnan Salai 40 26
11 Walaja Road 46 31
12 RK Mutt Road 27 17
13 Greenways Road 36 35
14 Gandhi Mandapam Road 45 30
15 Burkit Road 26 14
16 Venkata Narayana Road 25 13
17 GN Chetty Road 31 21
18 MGR Salai 25 15
19 VOC Road 24 21
20 Old Jail Road 9 15
21 Arcot Road 32 20
22 TTK Road 44 22
23 NSC Bose Road 4 9
24 Binny Road 23 19
25 Pantheon Road 10 17
26 Cathedral Road 25 25
27 Thyagaraya Road 33 20
28 Greams Road 28 13
29 Tiruvottriyur High Road 19 19
30 Mannarsamy Koil Street 17 22
31 North Usman Road 32 18
32 Chamiers Road 26 7
33 Dr Nair Road 23 19
34 Mc Nichols Road 34 18
• Pedestrians crossing the roads were found to be heavy in the CBD area - numbers ranging
from 4,200 to 120,000 in study locations within the city while the numbers were about
3800 to 41,100 outside the city area during the 12 hour period surveyed. Details are given
in Table.
Table: Summary of Pedestrian crossing Counts
Sl. Peak Pedestrian Count Total Count
Location Name
No. in Numbers/ Hour (12 Hrs)
1 Aminjikarai Market Junction 3299 18966
2 Anna Nagar 2nd Avenue 2183 15372
3 Anna Salai near SIET College 3280 22241
4 Arcot Road near Meenakshi College 2434 18038
5 Arcot Road near Vadapalani Bus stand 3674 16543
6 Arcot Road Vs Jawaharlal Nehru Road 4369 31982
20

Location Name
7 Broadway 10037 75665
8 Light House 913 6975
9 Doveton 2547 21943
10 Egmore Railway Station 4686 37224
11 In front of Parambur Bus Stand 2040 16939
Jawaharlal Nehru Road in front of central
12 1233 7849
Mofussil Bus Terminus
13 Kamaraj Salai near Queen Mary’s College 1058 4272
14 Kathipara Junction 2731 24992
15 Koyambedu Junction 1652 13645
Lattice Bridge Road near Thiruvanmiyur
16 8631 47957
Bus Stand Junction
17 Luz Intersection 3777 26401
18 Periyar EVR Salai Vs Mint Street 6733 55782
19 Periyar EVR Salai Vs New Avadi Road 1110 9071
20 Periyar EVR Salai Vs Taylors Road 1566 10475
21 Periyar EVR Salai Vs E.V.K.Sampath Road 899 7402
22 In front of Raja Annamalai Mandram 2055 21025
Rattan Bazaar - Evening Bazaar Road
23 13888 128008
Intersection
Royapettah High Road Vs
24 1281 9396
Dr.Radhakrishnan Salai
25 Sardar Patel Road Vs Velachery Main Road 900 6860
26 Sterling Road Vs College Road 1031 7242
27 T.T.K. Road Vs Cathedral Road 569 4852
28 Tollgate near Thiruvottriyur 3215 24890
29 South Usman Road Vs Duraiswamy Road 9346 63007
South Usman Road In front of T. Nagar
30 11518 83074
Bus Stand
Taramani Velachery Road Vs Velachery
31 3660 24803
Main Road
Taramani Velachery Road Vs Velachery
32 5834 39027
Byepass Road
Thiruvottriyur High Road near Wimco
33 1362 10839
Nagar Railway Station
Poonamallee Trunk Road Vs Avadi Road
34 699 3897
Junction
35 Arcot Road at Porur Junction 5622 34770
CTH Road in front of Ambattur Estate Bus
36 3388 21227
Stand
37 CTH Road in front of Ambattur Bus Stand 3634 18876
38 CTH Road near Avadi Bus Stand 5613 41122
39 GST Road near Pallavaram Bus stand 3875 33008
40 GST Road near Tambaram Bus Stand 4179 34486
41 GST Road near Chromepet Bus stand 4781 31328
Kathivakkam High Road near Ennore
42 870 6499
Railway Station
Mount Poonamallee Road in front of
43 1254 7016
Iyyapanthangal Bus Stand
21

Location Name
Mount Poonamallee Road Vs Mangadu
44 4264 33298
Road Junction
Poonamallee High Road near
45 1103 7182
Maduravoyal Market
Poonamallee High Road Vs Thiruverkadu
46 880 7097
Road Junction
47 Thiruvottriyur Bus Stand Junction 2337 16139
• Sizeable increase in traffic ranging from 7% to 19% is observed at Inner Cordon locations in
comparison to the previous study (1993 CTTS study) with negative growth in the category
of slow moving vehicles at several locations. Proportion of slow moving vehicles in the
traffic stream is more at CBD Cordon as compared to Inner Cordon locations.
• 49 intersections in CMA were surveyed (refer figure given below). Grade-separated

facilities are needed at 28 of the 49 intersections surveyed based on traffic warrants in
the current year itself while other locations meet the warrants over the next few years.
The locations warrant grade separators are presented in Table.
22
Figure: Turning volume count survey locations
23
Table: Intersections with Peak Hour PCU above10000

Sl Location Peak Hour Volume
Location
No No. Vehicles PCU
1 1 Anna Salai Vs Peters Road 18144 18649
2 4 Sterling Road Vs College Road 17033 17086
3 5 Anna Salai Vs Arunachalam Street 11034 13544
4 6 Anna Salai Vs Cenetoph Road 14512 14816
5 7 Periyar EVR Salai Vs Mint Street 9494 11077
6 9 Periyar EVR Salai Vs New Avadi Road 11268 11785
7 13 Periyar EVR Salai Vs Muthuswamy Bridge 11057 10214

8 15 Anna Salai Vs Binny Road 18730 19903
9 16 Periyar EVR Salai Vs E.V.K. Sampath Road 9130 10170
10 19 Kamaraj Salai Vs Bharathi Salai 13603 10650
11 20 Periyar EVR Salai Vs Raja Muthiah Road 11487 10330

12 21 Arcot Road Vs Jawaharlal Nehru Road 13826 16283
13 23 Village Road Vs Nungambakkam High Road 12727 13707
Periyar EVR Salai Vs Guruswamy Bridge Vs
14 26 14517 16038
Vasu Street
15 29 Periyar EVR Salai Vs Dr. Nair Road 18100 17866
16 30 Sardar Patel Road Vs Rajiv Gandhi Road 14550 14389
17 31 Lattice Bridge Road Vs Thiruvanmiyur Road 8010 11138
18 35 Anna Nagar 3rd Avenue Vs New Avadi Road 15517 13835
19 37 Periyar EVR Salai Vs Nelson Manickam Road 13238 12216
20 38 Anna Salai Vs Walajah Road 13956 13169

Anna Salai Vs Venkatnarayana Road Vs
21 39 20592 21985
Chamiers Road
22 40 Anna Salai Vs CIT Nagar I & III Main Road 13492 16276
Anna Salai Vs Thyagaraya Road Vs Eldams
23 41 16827 17703
Road
Anna Nagar II Avenue Vs Jawaharlal Nehru
24 42 21661 32976
Road
25 43 Anna salai Vs Bharathidasan Salai 15630 16002
26 44 Anna Salai Vs General Patters Road 13255 12015
Avadi Poonamallee Road Vs Chennai
27 48 6273 11057
Tiruvallur High Road
28 49 GST Road Vs Pammal Main Road 13824 21768
24
• Passenger traffic at Outer Cordon locations has increased over the period and perhaps the
commercial vehicle prohibitions within and the urban sprawl beyond contribute to this
trend.
• Commensurate with the traffic composition, the number of two wheelers parked on-street
is the highest followed by cars with average duration of parking being just over an hour.
Cycles are observed to be parked in larger numbers at railway stations and in the vicinity
of bus terminals, their numbers being constrained for want of space and commercial
vehicles were observed to be parked on TPP road and Manali Oil Refinery Road. Off-street
multi- level parking lots are yet to get implemented despite earlier studies recommending
the same.
• Cyclist opinion survey revealed that amongst users, 76% travel for work while 16% travel
for educational purpose with about 60% travelling daily. The results are presented in
Figure. While 64% of the interviewed opine that a cycle track is very essential from safety
considerations, the cycle tracks that existed earlier have since been removed to facilitate
carriageway widening (refer Figure given below).
Social
8%

Education
16% Work/Business
76%
Figure: Trip Purpose
No idea
Not required
9%
7%
Desirable
20%
Very Essential
64%
Figure: Opinion on Necessity of Separate Cycle Track
• The average trip length of Intermediate public transport (IPT) mode that includes auto
rickshaw and maxi-cab has increased three fold over the years, while there is an increased
occupancy in either mode. The purpose wise trip length of IPT modes is presented in the
Table.
25
Table: Purpose wise average trip length (in Kms)

Purpose of Auto Shared
Taxi Maxi cab
trips Rickshaw Auto
Work 6.79 11.98 13.54 15.68
Business 6.70 13.00 8.89 0.00
Social 7.18 12.12 10.75 0.00
Education 6.33 0.00 0.00 0.00
others 7.83 13.25 8.96 7.00
• Majority of the work trips are having trip length ranging from 6.8 to 15.7 Km.
• Analysis of household survey data has revealed significant increase in household income,
per capita trip rate, share of trips performed by motorized two wheelers & cars, trip
lengths by various modes while there has been a sizeable reduction in the percentage
share of trips by public transport mode.
• A lower household size (4.09) is observed in the current study, when compared with 1992-
95 CTTS (4.51).
• Average Household income estimated in the present study for CMA is Rs.8700.
• When comparing the household income level and trip generation, it is found that higher
income households are making more trips than lower income group.
• Number of trips made by various age groups were compared and found that maximum trip
makers are between 25 – 40 years in 2008 (35%) whereas in 1992-95 study, maximum trip
makers were between 5-17 years age.(35%).
• A higher per capita trip rate with 1.60 is observed in 2008 compared to 1.44 in 2005, 1.28
in 1992-95, 1.14 in 1984 and 0.86 in 1971 study. The observed trip rate in 2008 is higher
than the predicted trip rate (1.50) for 2011 from 1992 – 95 study.
• The mode share observed in the present study is presented in the figure and in the table
given below.
Table: Trip Distribution by Travel Mode (2008)

CMA
Travel Mode City (%) Excluding CMA (%)
City (%)
Bus 27 25 26
Train 4 7 5
Car/Taxi 7 5 6
Fast two wheelers 26 24 25
Auto rickshaw 6 2 4
Bicycle 5 7 6
Walk 26 30 28
Total 100 100 100
26
Figure: Trip Distribution by Travel Mode (2008) in CMA
• Trips by Non-motorized transport decreased from 41% in 1970 study, 40% in 1984 study,
and 46.6% in (1992-95) to 34% (2008) as presented in the Table .
• Significant increase in the percentage of trips by two wheeler is observed (25% in 2008)
when compared with previous studies (2% in 1970, 3% in 1984, 7% in 1992-95) as presented
in the Table.
• Significant decrease in the percentage of trips by public transport (bus+train) is observed
in HHI (31% in 2008) when compared with previous studies (54% in 1970, 55% in 1984,
42.7% in 1992-95) as may be seen from the Table.
Table: Comparison of trip distribution by travel mode (1970, 1984, and 1992/95)
Percentage of trips by mode
Sl. No. Mode
1970 1984 1992-95
1 Bus 42 46 38.6
2 Train 12 9 4.1
3 Car/Taxi 3 2 1.5
4 Fast two wheelers 2 3 7
5 Auto rickshaw 0 0 2.2
6 Bicycle 20 11 14.2
7 Cycle rickshaw & others 0 2 2.9
8 Walk 21 27 29.5
Total 100 100 100
• Trip lengths for all trip purposes are increased when compared to previous study (1992-95)
as shown in the Table.
27
Table: Trip Length by Trip Purpose

Average Trip Length Average Trip Length
S. No Trip Purpose
Km (2008) Km (1992-95)
1 Home based work 7.85 7.0
2 Home based education 5.55 3.5
3 Home based others 5.1 4.9
4 Employer Business 7.25 6.8
5 Non Home based Others 8.05 5.4
• It has been observed that there is considerable increase in trip lengths of personalized
modes while predominance of shared autos in several sectors has reduced the trip length
of IPT, as shown in the Table.
Table: Average Trip Length by mode
Average Trip Length Km (2008) Average Trip

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

Calibration of Transport Model
41. An urban transport model to replicate the “Chennai Metroplitan Area” transportation system
(roads, congestion delays, transit system, etc.) has been developed with a state-of-the-art
software and modelling technology.
Software
42. The selection of software for the model development was carried out by realizing the planning
needs of the CMA and also by appreciating the capabilities of different software in the
market. Based on a comparitive study of various software, “CUBE” has been chosen as the
preferred software. CUBE is capable of the following:
43. The zone map, highway network and transit network is presented in the Figures.
28
Figure: Zone map
Figure: Highway Network

Figure: Transit Network
44. Household and roadside passenger interview data were used to develop the observed mode-
wise trip matrices. The external trips for the car, two wheeler, auto, public transport and
commercial vehicles were constructed based on the O-D survey conducted at the outer
cordon.
The purpose wise matrices were developed for morning, evening and an off peak periods. From the
primary surveys it has been observed that the morning peak period extends from 8.00 A.M to 11.00
A.M. and the evening peak period extends from 5.00 P.M to 8.00 P.M. The intervening period is the off
29
peak period. Trip Matrices were also developed for commercial vehicles LCV’s, Trucks & Multi Axle
Trucks.
45. Observed travel demand for the morning, evening and off peak hour is estimated. The
observed highway and public transport matrices were assigned on the network and the
assigned traffic volume has been compared with the observed traffic counts on screen lines
and at cordons for goods and passenger modes. Modelled journey time on major corridors has
been compared with the observed journey time estimated through speed and delay surveys by
moving car method. It showed that all the modeled journey times are within the confidence
range of +- 20%.
Calibration of Model parameters

46. Calibration involves estimating the values of various constants and parameters for each of
these stages of the transport model structure. Estimating model coefficients and constants
was done by solving the model equation for the parameters of interest after supplying
observed values of both the dependent and independent variables. The observed values of
variables are obtained from the surveys of actual travel patterns. Once satisfactory estimates
of the parameters for all models have been obtained, the models were checked to assure that
they adequately perform the functions for which they are intended. This has been done by
(process called validation) assigning the developed matrices on the network and checking the
assigned flows across the screen line/cordon against the observed count. Few other
parameters that were compared include trip length distribution, journey time, and mode
share. This process established the credibility of the model by demonstrating its ability to
replicate actual traffic patterns.
Trip End models

47. Trip generation models were built to forecast the number of person trips that will begin from
or end in each travel analysis zone with in the region for a typical day of the target year.
Separate trip- generation and attraction models were developed for work, education, business
and other purposes.Multiple regression method has been adopted for developing trip end
equations. Trip end models are presented in Table.
Morning Peak Hour

Purpose Trip Production Equation Trip Attraction Equation
Work Trips Y = 0.170 AVI + 0.018 POP – 699 Y = 730 + 0.118 EMP
Education Trips Y = 39.23 + 0.078 STPOP Y = 160.93 + 0.009 SCEN
Business Trips Y = 15.43 + 0.143 EMPCI Y = 0.50 + 0.155 EMPCI
Other Trips Y = -6.30 + 0.15 NOV Y = 13.73 + 0.0004 POP +0.114 EMPCI
Evening Peak Hour
30
Work Trips Y=0.0997 EMP + 0.0056 POP +108.97 Y= 0.0323 POP + 494.29
Other Trips Y=0.840 EMPCI +151.93 Y= 0.0046 POP + 0.724 EMPCI +99.31
Table: Trip End Models
Off Peak Hour

Business Trips Y= 0.0393 EMP + 324.38 Y= 0.043 EMP + 269.66
Other Trips Y= 0.363 NOV +81.11 Y= 0.0028 POP + 0.445 EMPI + 4.65
Legend:
• AVI- Average Income
• POP- Population
• STPOP- Student Population
• EMPC- Employment(Commercial+ Industrial+Other)
• NOV- Number of Vehicles
• EMP- Total Employment * EMPCI- Employment(Commercial +Informal)
• SCEN- School Enrollment * POP-Population
Trip Distribution and Mode Choice

48. The trip distribution and mode choice are combined to form a combined Trip Distribution and
Modal Split phase using a conventional doubly constrained gravity model of the form:
Tijm= ri Gi sj Aj Fijm
Where T= number of inter zonal trips between zone i & j and by mode m
G= Total generation trip ends by zone
A= Total attraction trip ends by zone
i=Generation Zone
j= Attraction Zone
r,s=Balancing factors (constants)
Fijm= Deterrence function for mode m
Fijm= Km e-βcijm Cijm α
Where K= Constant Factor

C=Generalized Cost
β= Calibration Constant –Exponential function
α=Calibration Constant- Power function
Double Constraints are imposed by ensuring that
∑ Tij = G i And
∑ Tij = Ai
Jm Im
Validation
49. Synthetic trip ends were estimated using the calibrated trip end equations. Synthetic trip
matrices were developed by the calibrated distribution cum mode choice parameters. These
synthetic matrices were compared with the observed matrices. The process is detailed in
Figure.
31
Base Year Highway Base year Planning Base year

Network Variables Transit Network
Trip end model
Highway Skims
Synthetic peak PT Skims
hour trip ends
Generalized Cost Combined trip

Generalized Cost
CAR, TW, AUTO distribution and Transit
mode choice model
Preload Commercial
External Passenger Synthetic Mode wise Vehicle and NMT
Trips OD Matrices flow
PCU (Mode-- wise) Highway Transit PT Passenger

OD Matrices Assignment Assignment OD Matrix
No Convergence No
Skims Skims
Criteria
Yes
Compare with comparable observed

Sector level Trip cost Modal Split
trip distribution
matrices
Satisfactory
Unsatisfactory
Revise matrix area Highway flow Transit flow

definition and
repeat calibration
cycle
Calculate K factors
as necessary
Figure: Forecast Model
32
Validation – Traffic Flow

50. Synthetic matrices for morning peak hour are assigned and checked across the screen line,
inner cordon and outer cordon with the observed volume counts. It was observed that the
values are well within the confidence range.
Comparisons of observed and synthetic Trip length distribution are presented in Figure.
Figure: Trip length distribution - Observed and Synthetic Comparison
Land Use Growth and Future Demographics

51. Over the next 15 years, the CMA population is expected to grow by one and half times from
the current levels. The proposed land use in respect of the city that is to hold a population of
about 59 lakhs is indicated. The proposed land use of the city and outside city area for 2026
as per the Second Master Plan of CMA is presented in the figures given below.
33
Figure: Proposed Landuse 2026- Chennai City
34
Figure: Areas outside city in CMA – Proposed Landuse 2026
Based on the population forecasts, past census trends and the potential new developments, horizon
year employment has been forecasted and the estimate of employment in CMA area by horizon year is
expected to be 60 lakhs. The zones have been retained for the horizon year. The demographic
projections made based on Second Master Plan (2026) are presented in the table.
35
Table: Demographic Projections

Forecast Input
2008 2026
Variables
Population
CITY 47,46,766 58,55,332
CMA 35,20,165 67,26,333
TOTAL 82,66,930 1,25,82,137
Employment
CITY 22,08,586 35,20,481
CMA 10,90,767 24,97,798
TOTAL 32,99,553 60,18,278
52. The Second Master Plan has identified several transport infrastructural proposals as part of the
overall land use development strategy. A few transport proposals are either already in the
implementation stage or, have been identified as committed. For these proposals, investment
plan has been prepared and approved and the funding sources have been identified. Transport
network with these selected proposals are termed as committed network. The committed
proposals are presented in the Figure. Do minimum scenario represents the situation where
ONLY the aforementioned committed schemes are in place by the horizon year. The
committed schemes include both highway as well as public transport improvements.
The figure and Tables present the highway and public transport committed schemes recpectively.
36
Figure: Network – Do minimum (committed)
37
Table: Committed Schemes - Highway
HIGHWAY
Lanes Length of the
Name From To
Characteristics Corridor(km)
Outer Ring Road 6L-2W-D Vandalur Minjur 62
Freight Elevated
4L-2W-D Chennai Port Maduravoyal 18
Corridor
NH Bypass 4L-2W-D Maduravoyal Red Hills 13
Note: L-Lane, D-Divided
Table: Committed Schemes - Public Transport
PUBLIC TRANSPORT
Length of the
Name From To Lines
Corridor(km)
MRTS Velacheri Near St.Thomas Mount 5 2
METRO-Corridor 1 Washermanpet Chennai Airport 23.085 2
METRO-Corridor 2 Chennai Central St.Thomas Mount 21.961 2
AUGMENTATION OF Chennai Central Avadi 19.5 4 to 6

SUB-URBAN RAIL Chennai Central Attipattu 21.6 2 to 4
Travel Demand Forecast

53. The base year model developed as part of the project has been used for the forecast year.
The population and employment levels for the horizon year as indicated before are distributed
to the TAZs in the study area. Both highway and public transport network are developed for
each scenario and forecasted trips and vehicles-hours are determined for different peak
periods.
Forecasts
Per Capita Trip Rate (PCTR)
54. The per capita trip rate (all modes) has been compiled from past studies and the observed trip
rate along with the projections has been illustrated. It has been observed that the PCTR has
been doubled during 1971-2008 period and expected to grow to 2.14 by the horizon year.
Travel Demand
55. The growth in daily demand in the past three decades and in the planning period is estimated.
The demand has been increased more than four times 1971-2008 period and will be nearly
doubled by 2026. The trips assigned in horizon years are presented in the Table.
Trip Length
56. Mode-wise average trip length for car is 14.17 km and for motorized two wheeler is 10.37 km.
The average trip length has been steadily increasing over the years and by the horizon year
the average trip length is expected to increase by 1 km from the current levels scenario.
38
Table: Trips assigned in horizon years
PCTR PCTR Trips assigned

Year
(All Vehicles) (Motorized) (Motorised)
2008 1.6 1.06 7,63,091
2016 1.69 1.12 11,12,494
2026 2.14 1.41 17,09,938
Modal Split
57. Modal split is presented in the Figure. If the committed proposals are implemented then the
public transport modal split is expected to reach 44%.
Figure: Mode share

Passenger/Vehicle Kilometer of Travel
58. Kilometer of travel represents the extent and availability of transport network. Passenger
Kilometers of Travel & Vehicle Kilometers of travel are expected to be 37.4 lakhs and 25.6
lakhs by 2026.
Passenger/Vehicle Hours of Travel

59. Hours of travel represent the extent and presence of congestion of transport network.
Passenger Hours of Travel (PHT) and Vehicle Hours of travel (VHT) are presented in the Table.
Table: Passenger Hours of Travel (PHT) and Vehicle Hours of travel (VHT)
2008 2016 2026
Travel Characteristics
PV PT IPT PV PT IPT PV PT IPT
Average Trip length km 10.7 11.71 8.6 10.31 13.53 7.97 10.38 13.37 11.37
Modal split ( %) 48 42 10 48 41 11 43 44 13
Passenger/Vehicle
22 37.4 3.6 30.4 61.5 5.1 40.4 99.4 13.3
Kilometer in lakhs*
Passenger/Vehicle hours
0.7 2.13 0.12 1.17 3.29 0.20 2.50 6.66 0.99
in lakhs*
60. For PV and IPT the numbers are in Vehicle km and Vehicles hours for PT the numbers are in
Passengers km and Passenger hours. Details are given in the Table.
39
Table: Travel Characteristics

Voc in Rs. /Km Average Trip
Modes Occupancy
for Base Year Length (Km)
Two wheeler 1.5 1.4 10.37
Auto rickshaw 2.6 Fare 7.8
Car 2.3 4.07 14.17
Public Transport 65 (only Buses) Fare 11.71
Table: Travel Characteristics – Value of Time
Travel Characteristics -Value of Time in Rs/min

Mode 2009 2026
Two wheeler 0.53 0.76
Car 1.08 1.54
Auto 0.35 0.5
Work
Taxi 0.42 0.6
Bus 0.32 0.46
Train\MRTS\Metro 0.5 0.71
Car 2.16 3.09
Auto 0.7 1
Business
Taxi 0.84 1.2
Bus 0.64 0.91
Car 0.54 0.77
Auto 0.18 0.26
Education
Taxi 0.21 0.3
Bus 0.16 0.23
Car 0.54 0.77
Auto 0.18 0.26
Others
Taxi 0.21 0.3
Bus 0.16 0.23
40
Network Speed
61. Commuter’s desire to travel is readily related to travel speeds on the network. Average
speeds for the two scenarios are prepared. The average network speed estimated is 19 kmph.
Average network speed for Do something scenario is presented in the Table.
Table: Average network speed for Do- minimum scenario

Base year Do Minimum
Average Journey
2008 2016 2026
speed
25 26 19
Emission Levels
62. The emission levels with committed network scheme is presented in the Table.
Table: Emission levels with Do minimum scenario

2008 2016 2026
Scenarios
Co HC PM Nox Co HC PM Nox Co HC PM Nox
Do Minimum* NA NA NA NA 49 14 1 34 79 21 2 47
* Numbers are in Tonnes/day
V. Transportation Strategies
Vision and Goals
63. The Vision 2026 developed in the Second Master Plan by the Chennai Metropolitan
Development Authority (CMDA) is – “to make Chennai a prime metropolis which will be more
livable, economically vibrant and environmentally sustainable and with better assets for the
future generations”
64. Considering the current trends and future challenges that Chennai is facing, a set of key
priorities or principles are devised that underpin the development of the transport strategy.
These key guiding principles/priorities are:
• Provide transport choices for all

• Reduce Congestion
• Integrated Transport Planning
• Efficient transport investment
65. In accordance with these principles, appropriate strategies are developed which are
consistent with the National Urban Transport policy (NUTP), National Environmental Policy
and the city’s Second Master Plan (SMP). The strategies seek to address the concerns of all
segments of commuting population. By emphasizing the pre-eminence of public transport and
non-motorized modes of travel; adopting various elements of Travel Demand Management and
integrating with the landuse development scenarios, the urban transport strategies seek to
achieve the vision set out for CMA.
41
Goals
66. The present situation in Chennai will only continue to worsen if nothing is done. Do minimum
(considering the committed schemes like Metro Rail, MRTS, commuter rail, Outer Ring Road,
elevated freight corridor, bypass) forecasts also show low network speeds in 2026 (inside core
area) - a really serious and unsustainable situation.
67. A set of performance indicators has been developed as goals to be achieved in 2026 for the
City. The Goals have been defined based on the vision and the objectives. The goals were set
in consultation with CMDA and the Stakeholders. The mobility strategies developed will aim at
attaining the goals. The goals or targets set for this study are shown in the Tables. It is to be
noted that the 2008 values given are from the model outputs.
Table: CCTS Goals
Category Index 2008 Goal (2026)

Modal Public Transport 27% (41%) 46% (70%)
Shares
IPT 7% (11%) 5% (8%)
(all trips)
Private Transport 32% (48%) 15 % (22%)
NMT 34% 34%
Numbers in parenthesis indicate motorized vehicle percentage
Benchmarks Goal
Public Transit Share 46% (70%)*
Walkability (Footpath Length /Road
70
Length
Cyclability (Cycle path Length /Road
10
Length
Fatality Index (Fatalities/Lakh
Reduce by 50%
Population)
On Street Parking Index 0-5%
Non-Motorized Travel Index 35

Emissions(Tonnes/Day) Reduce by 50%
Average Journey Speed 30
Review of Transport Policies

68. The existing national and international urban policy framework for urban areas is reviewed
prior to framing the strategies for Chennai. In the Indian context, the National Urban
Transport Policy and the Second Master Plan for CMA are noteworthy documents that deserve
careful review. The City Development Plan (CDP) for Chennai prepared under Jawaharlal
Nehru National Urban Renewal Mission (JnNURM) is also reviewed. In the International arena,
the framework of World Bank and the City of London have been chosen for review for their
significant contribution for evolving Transport Strategies.
42
Second Master Plan for CMA

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

No. Strategy Policy
• Augmenting the coverage and capacity of the rail and bus transits
Moving people rather • Removing bottlenecks in the rail transit and bus transit networks
than vehicles • Priority for bus transit by reservation of lanes along major arterial roads
1
• Differential pricing commensurate with the LOS for public transit.
• Running mini-buses for railway stations access
• Developing a transport network based on CTS
Integrating land use • Restructuring the land use distribution around transit nodes
and urban • Ascertaining the adequacy of the road and transport supply vis-à-vis, the land
2 transportation use
• Reduce the gap in the supply of 2nd and 3rd order roads in the Outer-CMA
• Footpaths in residential streets and on major roads with commercial activities
• Redeeming the existing footpaths from encroachments & obstructions
• Propose legal framework for evicting the encroachments on footpaths / roads
Priorities to non-
3 motorized transport • Demarcating road space exclusively for movement by pedestrians and cyclists
(NMT) • Providing safe passage of pedestrian / cyclists by sub-ways.
• Widening critical road links and intersections
• Deploying Area Traffic Control (ATC) system
• Phased widening of roads to their prescribed street alignment width
• Articulating the road network by developing missing links
Optimizing the
• Selected junction improvements for improving corridor throughput
existing road and
• Introducing high occupancy vehicles (HOV) lanes along critical road corridors
4 transport
infrastructure • Upgrading high density corridors as multi-modal transit corridors
• Introducing additional sub-urban rail stations along existing rail corridors
• Quadrupling the existing sub-urban rail system
• Shifting the inter-regional terminals from city core to the city fringe
• Increasing the length of trains (6/9/12 coaches)
• Mandative off-street parking norms for various landuses
• Develop multi-level parking at major traffic generating locations
• Develop park-and-ride facility at all critical sub-urban / RTS / metro rail
stations
• Develop park-and-ride facility at all critical bus terminals
• Enforce effectively accommodating visitors’ parking within flats
• Restrict/ban on-street parking on critical commercial streets
Reorganize parking
5 • Introduce the concept of community parking
• Use the underneath space of flyovers for parking
• Ban transport vehicle operators if the operators do not have parking of their
own
• Parking pricing to reduce the use of private modes
• Construction of parking complexes on government agencies land
• Review the adequacy of parking standards periodically
43
No. Strategy Policy

• Encourage wider coverage and capacity by the Para-transit
Redefining the role
• Provide parking for Para-transit at public transport terminals
of Para-transit
6 • Regulate the operation of Para-transit by enforcing minimum safety norms.
• Plan and develop exclusive elevated corridors for freight traffic within the City
Segregating freight core
traffic & passenger • Plan and develop orbital roads in the form of urban bypasses
traffic • Enhance the connectivity of seaports with National Highways and
• Plan and develop outstation truck terminals and parking
• Stagger the school & office & market times zone- wise
• Encourage car-pooling and van-pooling
• Encourage the coverage and fleet size of share autos and maxi-cabs
Deploying various • Allocate HOV lanes along major arterial roads
travel demand • Encourage new industrial complexes to have residential quarters within their
8
management (TDM) premises
measures • Decentralize major activities to reduce traffic
• Encourage tele-shopping and shopping through internet
• Deploy congestion pricing, hefty parking fees, permit system to own private
vehicles, etc.
Putting in place an • Enlarge vehicular population using pollution free fuels viz. LPG / CNG / battery
environmental • Strictly enforce the road users obtain EUC
development • Establish a GIS based air quality monitoring and information system
9
management • Major transport development measure to comply with environmental safeguards
mechanism • Subject every major transport development measure to safety audit.
• Set up UMTA within a specified timeframe with coordinating, planning and
advisory role initially but eventually graduating into a full-fledged regulatory
Setting up a unified and tariff fixing authority for all urban transport modes in CMA
institutional
• Take continued efforts to integrate bus and rail transport pending the formation
10 framework
of UMTA
encompassing all
• Mobilize additional resources for road development using levies.
modes
• PPP in development as well as operation of urban transport infrastructure
• Establish a road traffic database by way of installing automatic traffic recorders
• Effectively clear infrastructure assets from encroachments by constant
patrolling
Enforcement as a • Campaigns and special drives to educate the road users to adhere to traffic
potential tool for discipline
11
development • Delink driver training and licensing from the vehicle registration and licensing
• CV Driving Schools/Institutes to have modern facilities for better driver
evaluation
• Plan and develop mono-rail / LRT /ETB
Promoting other
• Plan and develop SKYBUS
12 transit options
• Leverage ITS and technology applications in ATC & information systems
• Mandatory contractual language to retain road surface elevation on laying of
roads
• Construct half-elevated and half-below-road pedestrian sub-way which allows
ease of crossing the road with the objective of improving the utility of
pedestrian subways
Promoting innovative • Dewater vehicular sub-ways promptly during monsoon
13 technologies / • Construct foot-over bridges / pedestrian sub-way connecting shopping
practices complexes on either side in commercial centers
• Develop any road from the edges so that the reserve land is naturally protected
as median
• Develop new roads with ducts for services / utilities
• Cement-concrete the existing road pavement particularly the road intersections
and
• Acquire land around major transit nodes / intersections
44
70. Transport choices oriented strategy more specifically increasing the range of transport options
such as bus, BRT, suburban rail, metro rail, MRTS, Mono rail, bicycle, walking etc.
• Road system focus transport strategy that increases the supply, capacity and management
of the road network
• Demand management strategy that seeks to alter the transport demand and demand
characteristics through indirect intervention including control of land use.
• The combination of the salient features of the above three categories to ensure mass
movement of people rather than vehicles
While the first two categories are supply oriented, the third category is demand oriented and the
fourth category is more public transit oriented.
Transport Strategies
71. Solutions for the complex transport issues of Chennai cannot be obtained by a single strategy.
The following strategies need to be implemented in tandem to meet the various goals set for
Chennai:
• Land use and Transport strategy
• Roadway network strategy
• Public transit strategy
• Non motorized transport strategy
• Freight management strategy
• Demand management strategy
• Traffic management strategy
72. Each of the above strategies is equally important and the order of listing does not imply
priority. Each strategy includes sub strategies of importance. The projects that emerge out of
the strategies, when implemented, shall fulfill the goals and objectives of the CCTS. The
strategies are summarized.
Land use and Transport Strategy

73. The study area is focused on the Metropolitan Planning Area of Chennai that extends to an
area of 1189 sq. km. This includes the Chennai city corporation as well as the municipalities,
town Panchayats, and village Panchayats areas that extend outside the city corporation. In
addition to the corporation and non-corporation areas, CMA is considered in 3 discreet zones:
Zone1, Zone2 & Zone3 as shown in the Figure. These zones have various defining features
that distinguish from each other.
74. Each zone has its own challenges and priorities that the strategy must address.
• Zone 1 is the inner CMA zone and is bounded by the Adyar River, the Suburban Railway
Line as well as the Cooum River. The zone consists of the areas of T-Nagar, George Town,
Anna Salai, Nungambakam, Triplicane, Mylapore, Alwarpet, Teynampet etc. It forms a
core area of of Chennai city.
45
• Zone 2 is the area extending from Zone 1 up to NH Bypass to the west, Sholingallur-
Medavakkam Rd to the south and Manali High Road to the North. It is the home of the
majority of the CMA population and employment centres.
• The zone 3 is the rest of the CMA that contains the outer periphery between the Bypass
and CMA boundary.
• Zone 4 may be considered as the regional area outside and beyond CMA boundary whose
developments include the potential SEZs and the like that is likely to have influence on
the CMA activities.
Figure: CMA Zones
75. The CMDA has prepared the Second Master Plan for 2026 that presents the future land use
development pattern of the region. The future land use scenario has already been described
and is considered for the four zones.
46
Constraints and Growth Directions

76. Chennai Metropolitan Area has been exhibiting semicircular growth towards North, South,
West, Northwest and Southwest. The high intensity of growth is observed towards south, west
and southwest directions. Moderate intensity of growth is noticed towards North and minimum
growth is observed towards northwest. Water bodies exist towards northwest direction, hence
in the Second Master Plan the area was identified as environmental sensitive area. The Second
Master Plan for CMA 2026 also emphasizes on restriction of developments towards this
direction. The population and employment growth directions are shown in the Figures.
Figure: CMA Population and Employment Density growth directions in 2026
The growth in population and jobs in the CMA areas is shown in the Figure.
47
Figure: Growth of Population and Employment in CMA 2026
Land use and Transport Strategy

77. For a balanced, planned development, a multi-pronged approach is recommended for
adoption which includes the proposed areas for future developments as follows:
• The IT and other related developments are proposed towards IT Express Way as an IT Zone
without reference to land use zoning.
• The Second Master Plan 2026 emphasizes on growth and densification of the urban areas in
the south, southwest, west and the northern directions will continue. In addition, the
infilling areas between these corridors are proposed for developments by land use
regulations. In the Red hills catchments area, a wedge between the C.T.H. Road and GNT
Road in the west of Redhills Lake will continue to remain as area zoned for restricted
developments in order to protect the run-off and also keep the potable water sources free
from pollution.
• TNHB has taken action to acquire chunks of lands along Outer Ring Road (ORR) to develop
satellite townships. As part of land use planning also, large areas to accommodate future
activities and population has been zoned along ORR. Special incentives for locating
employment generating activities along this corridor could be envisaged.
• Chemical and other industries classified as hazardous are mainly located on the north
outside the city. Areas for development of such industries in future are also zoned around
the same in the proposed Master Plan 2026.
48
• As envisaged in the First Master Plan, development of Thiruvallur and Gummidipoondi as

Satellite Towns shall be encouraged. In addition, in the southern corridor along OMR and
the Western corridor along GWT, Satellite Towns are to be proposed and developed.
Road Network Strategy

78. An important component of the strategy is the transport network scenarios as land use, public
transport, and travel characteristics are all influenced by the network. Conventionally, city
road arterial and sub-arterial networks are developed as either radial or grid or combination
of both for efficient traffic movement. Further the highway and public transport networks
need not be on the same corridor and in case of rail-based public transport more often than
less; the networks are elevated and need not lie on the highway links. The urban strategy
considers the road and public transport network that is practical and achieves the objectives
of the strategy.
79. Several road and road sections also align north-south or east-west. Though the network of CMA
readily appears as radial, by suitably combining the north-south and east-west aligned section
a grid pattern is also possible for the CMA. It must however be noted that in both
arrangements certain road links are missing and therefore additional links or re-aligning
certain existing links are required. The radial and grid networks are shown in the Figures.
80. Both radial and grid networks have the committed schemes as it is being assumed that the
committed schemes would be implemented.
Figure: Radial Arrangements of Transport Corridors Figure: Grid Arrangements of Transport Corridors
49
Evaluation of Radial and Grid Network Patterns

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

82. The ranking of network scenarios based on the different criteria as discussed provides the
basis for selecting the preferred network strategy. From transport perspective, the
differences between the two strategies (Radial and Grid) are not very significant. However,
the investment requirement for the radial system is lower.
83. Hence, the economic benefits in developing the radial system, in Consultant’s opinion, are
more beneficial and consequentially, the long term strategy based on the
radial/circumferential networks is adopted for detailing. The summary of evaluation is shown
in the Table.
Table: Summary of Evaluation (2026)

Criteria Grid Radial
PT Modal Share (all modes) -% 38(58) 37(56)
Avg. Passenger Lead -Km 8.32 7.52
Peak Hr. Passenger Trips- (Lakhs) 8.24 8.43
Avg. Speed- KMPH 21 25
Total System KM 502 436
Block Cost Rs. In Crores 55,000 45,900
Cost (Rs. In crores) per lakh Pass-KM 377 340
Reduction in Emissions-tonnes 0.50 0.62
Reduction in VOC-in lakh Rs. 79 105
Reduction in VOT-in lakh Rs. 48.3 62.3
Public Transport Strategy

84. One of the goals identified as part of the vision is to increase the public transport trips to 70%
from the existing 41% (both motorized only). For this purpose, we could consider
augmentation of Bus System, including Route Rationalization, before embarking on capital
intensive system. Bus systems only may not be able to meet the desired goal and on key
corridors (mobility corridors), a case exists for installing a higher order mass transit system
namely BRT / Monorail / LRT/ Metro.
50
85. The Public Transport Improvement plan would focus the following three issues:
• Bus augmentation
• Higher order Mass Transit Systems
• Intermodal Facilities
Bus Augmentation
86. It is important to utilize and upgrade the existing bus based public transport. This would mean
improvement of the bus fleet, both in quantity and in quality of the buses. As mentioned
earlier, approximately 3300 buses on 640 routes ply in the CMA and the mass transit share is
low at 41% (motorized trips). The problem lies partly in unregulated routes system. As part of
this strategy, MTC will be required to rationalize the bus route system, with adequate
frequencies in the required routes. The bus fleet system need to replace part of the existing
bus fleet with modern buses equipped with advanced technology, which is being done, along
with additional routes. The services offered should be through a variety of bus sizes suitable
for various segments and services with ITS applications.
Higher Order Mass Transit Systems

87. With the anticipated population of 12.6 million(including Chennai City and rest of CMA) by
2026, it is expected that the Passengers Per Hour Per Direction (PPHPD) in the transit
network, along some of the major corridors, would be in the rage of 20,000 to 30,000 PPHPD.
Bus augmentation will not be able to cater to the increased public transit load. Public
transport corridors on which a higher system BRT/LRT/Mono-Rail/MRTS or Metro can run need
to be identified. These corridors can be on existing transport network system either at grade
or grade separated, depending upon the right-of-way (RoW) availability.
88. The choice of the mass transit system can be strategically decided based on a set of
characteristics of the various mass transit options. However, the choice of the higher order
mass transit system is decided after careful analysis of some alternative options.
89. Keeping the committed schemes unaltered, the plan includes augmenting buses, as a first
step, significantly. When a corridor requires any other higher order system (like LRT/metro
etc.) in the future, till that time, it needs to be served by buses with various improvement
measures. At the desired time, the required transit system is directly to be introduced. That
means, there is no ‘stage-development’ at the intermittent years through other types of
systems.
Intermodal Integration
90. Any public transit system is incomplete without intermodal integration. Intermodal
integration involves:
• Integrated Public Transit Network Planning
51
• Integrated Fare policy and ticketing

• Intermodal Stations to minimize delay/transfers
• Intelligent Transportation Systems (ITS)
• Access to the public transit network that includes integration with auto-rickshaws, taxis,
and NMT modes like bicycles and cycle rickshaws
• Park and ride Facilities along mobility corridors
• Institutional integration
91. Some of the intersections of Mobility Corridors are to be planned as Intermodal Stations.
Public Transit Integration

92. The public transit systems in a city should complement each other as opposed to competing
with each other. Cities around the world having metro and other urban rail systems have
successfully integrated with the bus systems. Similarly for Chennai, the public transit systems
should be planned in such a way that there exists a seamless integration among various modes
–physical and in terms of fare.
Pedestrian Integration
93. Pedestrian integration is necessary to ensure convenient and secure access for pedestrians.
Lack of pedestrian facilities at transit stations and corridors are resulting in hazardous
situations not only for the pedestrians, but also for the vehicles. Hence, in Chennai, when the
transit systems like Metros are planned, importance should be given to the pedestrians.
Bicycle Integration
94. Priority to non motorized vehicles like bicycles is important that is being strongly advocated in
the National Urban Transport Policy. Bicycle integration can be achieved by planning bicycle
parking facilities at the transit stations; introducing bicycle corridors; encouraging bicycle
renting etc; nevertheless, severe constraints on space at stations and on existing roads is seen
to be a major impediment.
Integration with Intermediate Public Transport

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

96. Park and ride facilities allow private vehicle users to access the transit system and provide
parking lots for vehicles. Park and ride facilities are appropriate in suburban locations where
space could be available, population densities may be insufficient to justify costly feeder
services and distances are too far to make walking and cycling viable. All the same, these are
to be provided at mass transit stations in the city as well, wherever possible.
52
Non Motorized Transport Strategy

97. About 34% of trips in Chennai are made by non-motorized transport (NMT) but the conditions
of the facilities are inadequate. The NMT plan is to focus on the following:
• Maintain path surfaces. Establish a system to quickly

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

98. Unregulated loading and unloading of freight traffic in the city area adds to the congestion on
the roadways. Freight transport management includes various strategies of increasing the
efficiency of freight and commercial transport.
• Restricted delivery times in central business districts

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

99. Even after considering higher order transport systems on the mobility corridors, anticipated
public transport share does not reach the set goal. To further increase public transport modal
shares, additional demand management interventions can be implemented. The most common
strategies widely used across the globe, and are potential candidates to be used in Chennai
are described briefly. They are:
• Congestion Pricing
• Parking Control
• Fuel Cess
53
Congestion Pricing
100. Congestion pricing refers to road pricing used as a mobility management strategy to reduce
traffic congestion. Congestion pricing requires time-variable tolls, with higher charges during
peak periods and lower or non-existent when roads are non-congested. Cordon pricing, area
wide licensing policy and parking charges are means by which congestion pricing can be
enforced.
Road pricing should be implemented in conjunction with improved transportation options, so

consumers have viable alternatives. Congestion pricing needs to be used strategically in the core
business areas in Chennai as proposed.
Parking Control
101. Demand Management through restricted parking supply or imposing restriction of vehicles in
core areas using methods such as odd or even number plate entries on certain days will
discourage use of private vehicles and increase public transit share. This is suggested in the
some areas in Chennai.
Fuel Cess
102. A cess on fuel across the CMA may be thought of to improve funding for highway and public
transport improvements.
Traffic Management Strategy

103. It is imperative that Traffic Engineering and Traffic Management be given high priority in
Chennai. Simple junction design and optimization itself can alleviate to a larger extent
difficult problems in the short run.
While we not only aim to achieve a more optimized network, traffic safety is significantly emphasized.
Also, the street looks organized and provides a much better ambience. Key traffic management
measures are:
Traffic engineering that includes junction improvements (geometrics and signage) and redesign
• Traffic control devices
• Area Traffic Control (ATC) and ITS
• Black Spot identification and elimination Traffic (Oneway,parking management)
• Encroachments/Hawker Management
Transport Proposals
104. All the transport plans mentioned above, when applied in tandem scientifically, will result in
a number of proposals or schemes. These schemes are essential for the efficient operation of
the transport system in the whole of CMA. The specific proposals emerging out of the overall
transport plan would result in a substantial investment program.
54
105. The individual proposals are widely different from each other in terms of their sheer cost,
time at which to be taken up for implementation, construction time and finally the duration
up to which their usefulness will last. Accordingly, the transport proposals can be categorized
into short, medium and long-term measures. It is not the time taken for actually
implementing the proposals that differentiate the short, medium and long terms; rather, it is
the duration of time that these proposals are effective in fulfilling their purpose.
Accordingly, the proposals emerging out of the overall transport plan for CMA classified under short,
medium and long-term schemes are as below:
Long – Term Proposals
• Mass Transit Systems
MRTS
Metro
Mono Rail / LRT
Suburban Rail
BRT
• Intermodal Stations
• Truck Terminals
• Intercity Bus Terminals
• Elevated Roads
• Freight Corridors
• Missing Roadway Links
• Major Road Widening
Medium – term Proposals
• Pedestrian Subways
• Multi-level Parking Facilities
• Grade Separators (Flyovers)
• ROBs and RUBs
• Traffic Management Centers
• Skywalks
Short – term Proposals
• Pedestrian Facilities (footpaths)
• Bicycle Network
• Traffic Management
Parking Regulation
Signal Optimization
Junction Improvements
Road Markings and Signage
Corridor Improvement Schemes
One way Streets
55
VI.Long Term Proposals

Public Transport Proposals
106. The radial system was seen to be the cost effective way to go forward and after a series of
meetings with stake holders and discussions with the Technical Committee, the conceptual
radial system has been adjusted with routing and corridor revisits to bring more rationality in
the Public Transport Plan.
107. Keeping the committed schemes unaltered, the plan includes augmenting buses (as a first
step) significantly, adding additional Metro corridors, Monorails/LRT and BRT corridors to be
developed with an aim to reach the 46% (70%-motorized) public transport share as envisaged.
Mass Transit Systems

108. The mass transit system selection is done based on capacity ranges (expressed as ‘passengers
per hour per direction’ – pphpd) for the selected system technology. When a corridor requires
any other higher order system (like LRT/metro etc.) in the future, till that time, it needs to
be served only by buses with various improvement measures. In this regard, Dense Bus
program is an initiative of introducing new buses on existing corridors. Augmentation of buses
will enable to run the buses at high frequencies to make the system more attractive in terms
of decreased travel time & cost. At the desired time, the required transit system is directly
to be introduced.
109. The suggested transit corridors for the CMA for the years 2016, 2021 and 2026; the passenger
riderships and the corresponding transit systems suggested are shown in the Table. The
suggested public transit corridors for the CMA for the years 2021 and 2026 are presented in
the Figures.
110. The overall Public Transport build out will also include:
• Augmentation of Buses by around 8000 (2026)
• Significant capacity augmentation of commuter lines
111. Besides, on the following five corridors, suburban trains are suggested for the year 2026:
• From Thiruvanmiyur to Mamallapuram via Perungudi
• ( Length -42 km; pphpd – 20000)
• From Chengalpattu to Gummidipoondi via Thiruvallur (Length-93 km; pphpd – 20000)
• From Chengalpattu to Mamallapuram (Length–27km; pphpd – 20000)
• 4th line from Beach to Athipattu (Length-21.6 km; pphpd - 12000)
• 5th & 6th line from Central to Avadi (Length-19.5 km; pphpd- 17000)
56
2016 2021 2026

Sl. Length Year of
From Via To
No (Km) Opening
System PPHPD System PPHPD System PPHPD
Poonamallee, Porur,
Sriperum Arcot Road, T **High LRT/ LRT/
1 Luz 42 3000 7000 12000 2021
badur Nagar, Teynampet, Dense Bus Monorail Monorail
Luz Church Road
GNT Road,
Madhavaram High
Madavara Light High Dense
2 Road, Perambur, Mc 19 6000 Metro 19000 Metro 29000 2021
m house Bus
Nichols Road, Anna
Flyover, Luz
Kundrathur,
Pallavara Poonamallee, Koyambed LRT/ LRT/ LRT/
3 27 5000 7500 12500 2014
m Ambattur, Ambattur u Monorail Monorail Monorail
Estate
CTH Road, Ambattur
Industrial Estate, LRT/ LRT/ LRT/
4 Ambattur Kilpauk 24 7000 8000 10000 2014
Padi, New Avadi Monorail Monorail Monorail
Road
Kundrathur,
ORR from
5 Nazarethpet, Pattabiram 30 BRT 2000 BRT 4000 BRT 8000 2016
Vandalur
Thandarai
Srinivasapuram,
Pallavara Thorapakk
6 Kilkattalai,Kovilamb 11 BRT 2000 BRT 4000 BRT 7000 2016
m am
akkam
St. Ullagaram,
Medavakka Elev.
7 Thomas Nanganallur, 11 Elev. BRT 5000 7500 Elev. BRT 12000 2016
m BRT
Mount Kilkattalai
Saidapet,
Nandambakkam,
8 Adyar NH bypass 16 Elev. BRT 4000 Elev.BRT 5000 Elev.BRT 6000 2014
Mount Poonamallee
Road, Porur
Velachery Road, Thiruvanmi
9 Vandalur 20 BRT 2000 BRT 3000 BRT 4000 2016
Medavakkam yur
Washer Thiruvottriyur High Wimco
10 9 Metro 12000 Metro 18000 Metro 30000 2016
menpet Road Nagar
NH
Maduravoyal,
Bypass Madhavara LRT/
11 Ambattur, Pudur, 18 BRT 6000 BRT 7000 10000 2026
from m Monorail
Puzhal
Porur
Tiruman Padi, Eveready, Wimco
12 16 BRT 4000 BRT 5000 BRT 7000 2016
galam Manali Nagar
Kandhanchavadi,
Tiruvan Kelambakk
13 Thorapakkam, 23 BRT 2000 BRT 3000 BRT 5000 2016
miyur am
Mettukuppam,
High
Nandam Nesapakkam, Koyembed High Dense High
14 7 2000 Dense 4000 7000* 2016
bakkam Virugambakkam u Bus Dense Bus
Bus
Note: pphpd denotes passengers per hour per direction
* In respect of the corridor from Nandambakkam trade center to Jawaharlal Nehru Road (IRR) via Kaliamman Koil
Road the PPHPD is estimated as 7000 for the year 2026. Lake View Road forming the section of the corridor
between Defence Colony and Nesapakkam, with intense development is narrow and is therefore contemplated for
widening from 2 lane to 4 lane. As such, though it would need BRTS, it is proposed as a corridor with good bus
frequency.
* As a measure of improving the share of public transport trips, some of the corridors with poor bus frequency,
or not having bus services in operation, while seen to have development potential are suggested for bus operation
with good bus frequency. Such corridors identified for public transport operation are termed “High Dense Bus
System” and indicated in green colour in Figures. Other corridors that already have good bus frequencies are
therefore not indicated therein.
57
Figure: Suggested Public Transport Corridors - 2016
58
59
60
Inter-modal Stations
112. One of the key elements that has been considered is intermodal integration. The plan
envisages several Intermodal stations:
• Kilpauk
• Anna Flyover
• Tirumangalam
• Porur
• Saidapet
• St. Thomas Mount
• Tiruvanmiyur
• Central
• Light House
• Kundrathur
• Pallavaram
• Madhavaram Figure: Intermodal Station at Saidapet
• Koyambedu
Conceptual sketches of the Intermodal stations at Saidapet and Porur are shown in the Figures
respectively. The understanding is that, at these locations, a BRT, a Metro, a LRT/Monorail and local
buses will meet and convenient transfers will be made. Providing retail and office spaces at these
locations not only will make them more attractive and convenient, it will also add to ridership which
in turn will increase Public Transport share.
Inter-city Bus Terminal

113. Four Inter-city bus terminals are proposed – one each at the intersection of Outer Ring Road
and National Highways. They are at Vandalur, Varadharajapuram, Thirunindravur & Redhills.
The intercity bus terminals locations are shown in Figure.
Figure: Intermodal Station concept at Porur
61
Figure: Locations of Intercity Bus Terminals
62
VII. Freight Transport Proposals

Freight corridors
114. The suggested improvements for Freight Transport include the following:
• Designated freight movement corridors to commercial and freight nodes such as port by
provision of Freight Corridor as shown in the Committed Schemes viz Port-Maduravoyal
elevated tollway.
• Freight movements along the East Coast Road may be diverted via 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 on NH4.
• The cargo volumes handled at Chennai port is 57.49 milliion tonnes per annum and during
the year 2025-26 the traffic forecast is 87.11 M.T out of which 7% only are to be handled
by rail mode and rest by road mode.
The roads proposed for seamless freight movement are given in the Table.
Table: Freight Corridors

1 NH Bypass
2 Suryanarayana Road
3 TPP Road
4 Manali Oil Refinery Road
5 Northern Segment of IRR
6 Chennai Port - Ennore Port Connectivity Road
7 Chennai Port - Maduravoyal elevated Corridor
8 ORR
9 Vandalur Kelambakkam Road
10 NH4 / NH205 upto NH Bypass
11 NH45 upto NH Bypass
12 NH5
The freight movement plan for the CMA area including the proposed freight corridors and the truck
terminals is shown in Figure. An elevated freight corridor is proposed along the banks of Cooum River
from Chennai Port to Koyambedu and on the central median therefrom along NH4 upto Maduravoyal.
63
Figure: Freight Movement Plan
64
Truck Terminals
115. Truck Terminals are proposed at the following ten locations:
• Vandalur
• Varadharajapuram
• Karunakarancheri
• Nallur (Chekkadu)
• Madhavaram
• Manali
• Koyembedu
• Maduravoyal
• Manjambakkam
• Annambedu
VIII. Demand Management Proposals

116. Demand management, is recognized as an appropriate measure to discourage use of private
modes, yet is also very difficult to implement. We are of the opinion, however that an
increased parking charge in zone 1 with parking meters must be considered. Also a cess on
fuel as a demand management tool should be actively considered. The following demand
management measures are recommended as part of the demand management strategy. CMA
Zones are shown in the Figure.
65
Figure: CMA Zones
• Developing a parking policy that uses parking, more as a demand management tool than
addressing parking inadequacy. The policy must address the problem of parking
congestion in Chennai and at activity centers in particular.
• Parking management in activity centers and especially in Zone 1
• Fuel cess to improve funding for highway and public transport improvements
• Demand Segmented Pricing mechanism and Operations in public transport.
• Integrate off-street parking provision with transport terminals and stations.
• Leverage technological solutions in parking provision
• Work with community and businesses flexible working hours, vehicle reduction activities,
vehicle occupancy increasing activities, encouraging telecommuting as a policy etc. (Non
transport measures)
66
It is estimated that the Demand Management proposals, if implemented, will increase the PT share by
an additional 6%.
IX. Road Network Improvement Proposals

117. The suggested highway network capacity enhancement improvements are shown in Figure.
All National Highways are deemed as mobility corridors. The following are included in the
highway network improvements:
• Designating NH45 and NH4 as Multi Lane Thoroughfares connecting the city area with
satellite centers.
• All the committed highway network improvements such as Freight corridors, elevated
corridors and ORR.
• Intersections between major arterials and multi modal corridors also recommended for
interchanges and the same are shown in the Figure.
• Augmenting capacity of major arterial roads or multi modal corridors that need capacity
improvements
• Development of arterial, sub-arterial and collector
• road network for improved connectivity and mobility including critical missing links
• NH4, NH45, NH205, NH5, ORR, Bypass & IRR shall be on priority to through movement
67
Figure: Suggested Roadway Improvement Plan for CMA
68
118. It is recommended that as the city grows over the years, NH Bypass would become an urban
arterial and once density increases on ORR, the by-passable traffic would have to be diverted
through the proposed Satellite Town Ring Road (STRR). Ring Roads could be built around the
towns of Mamallapuram, Chenglepet, Kancheepuram, Arakonam, Uthukottai and
Gummidipoondi and the STRR could skirt these rings. The total length of STRR is about 190
km and needs to be taken up after 2026 (See Figure).
Figure: Satellite Town Ring Road
69
X. New Links
119. It is recommended to build several new links with six-lanes within the CMA. These links are
necessary to provide connection to important activity centers and also to connect to other
existing major roads.
120. The existing road network has a few segments broken, thereby causing the traffic to go
around. This results in increased travel time, trip length and additional user costs. It is
hence recommended to construct these segments of links in order to provide continuity in
the network. Accordingly, the following new links as listed in the Table have been
identified:
Table: New Links
ORR from NH 45 to TPP road (ongoing)
NH bypass From NH 4 to NH 5 (ongoing)
CMA Peripheral Ring Road sections (Kelambakkam to NH45 & Tiruvallur to Minjur)
Link between Vandalur-Wallajabad Road & Sriperumbudur-Kodambakkam Road
Link between NH Bypass & ORR & NH4 (Sunguvarchatram)
Ennore Port Connectivity Road
NH bypass (MEPZ) to ORR
Southern Segment link road ( near – Tambaram Airforce Station)
Jawaharlal Nehru Road southern segment (IRR)
Thorapakkam – ECR link
Velachery - Karapakkam
Medavakkam – Kovoor
Kannadasan nagar to CPCL (Manali road)
Puzhal to Jawaharlal Nehru Road ‐ Madhavaram – Red hills road
Nesapakkam to Nandambakkam (Trade centre)
XI. Road widening

121. The following major roads have been selected for widening schemes in order to increase the
roadway capacity:
• NH45-NH4 via Oragadam : 25 km of roadway widening to 6- lanes
• Sriperumbudur – Tiruvallur (Singaperumal Koil – Sriperumbudur Road) : 22 km of roadway
widening to 6- lanes
• Redhills – Tiruvallur: 33 km of roadway widening to 4-lanes
• Kelambakkam – Vandalur: 19 km of roadway widening to 6-lanes
70
Notes:
• It is to be noted that on corridors identified for the introduction of higher order mass transit
systems where widening programs are also recommended, the widening process should start
and be completed well before the work on the infrastructure for the transit systems begins.
• While developing the road network systems, all the future roadway plans suggested in the
Master Plan are taken in to account.
122. The summary of long-term improvements is shown in the Table.
Table: Summary of long term improvements
No. Schemes Details Unit Quantity

1 MRTS From Velachery to St. Thomas Mount* km 5
1. From Washermenpet to Airport*
2. From Chennai Central to Thirumangalam* km 45
3. From Thirumangalam to Kathipara*
2 Metro Washermenpet – Wimco Nagar km 9
GNT Road – Madhavaram High Road-Perambur – Mc Nichols Road- Anna
km 19
Flyover – Luz - Lighthouse
Sub Total 73
Pallavaram – Kundrathur - Poonamallee - Ambattur - Koyambedu km 27
Avadi – CTH Road-Ambattur I.E - Padi – New Avadi Road – Kilpauk km 24
Mono NH Bypass from Porur- Maduravoyal- Ambattur – Pudur – Puzhal -
3 km 18
Rail/LRT Madhavaram
Sriperumbudur on NH4 - Poonamallee - Porur – Arcot Road-T Nagar-
km 42
Teynampet- Luz Church Road-Luz
Sub Total 111
Outer Ring Road (Vandalur)-Kundrathur – Nazarethpet – Thandarai -
km 30
Pattabiram
Medavakkam – Kilkattalai – Nanganallur – Ullagaram - St.Thomas
km 11
Mount (El.BRT)
Northern Section of Jawaharlal Nehru Road ( Thirumangalam - Padi-
km 16
Eveready-Manali-Wimco Nagar)
Tiruvanmiyur- Kandhanchavadi-Thoraakkam-Mettukuppam-
km 23
Kelambakkam (IT-Corridor)
4 BRTS
Thorapakkam – Kovilambakkam-Kilkattalai-Srinivasapuram-Pallavaram km 11
Vandalur-Tambaram-Velachery Road-Medavakkam-Thiruvanmiyur km 20
Adyar-Saidapet-Nandambakkam-Porur (Elevated) km 16
NH Bypass from Porur – Maduravoyal – Ambattur – Pudur – Puzhal -
km 18
Madhavaram
Sub Total 145
1. 4th line from Beach to Athipattu* 2. 5th & 6th line from Central to
km 42
Avadi*
Chengalpattu-Tiruvallur km 47
Proposed
5 Suburban Thiruvanmiyur - Perungudi-Mamallapuram km 42
Rail Links Thiruvallur - Gummudipoondi km 46
Chengalpattu-Mamallapuram km 27
Sub Total 204
6 Bus Augmentation Nos. 8000
71
No. Schemes Details Unit Quantity

7 Intermodal Stations Nos. 13
ORR from NH 45 to TPP road* km 62
NH bypass From NH 4 to NH 5* km 13
CMA Peripheral Ring Road sections
km 56
(Kelambakkam to NH45 & Thiruvallur to Minjur)
Link between Vandalur-Wallajabad Road & Sriperumbudur-
km 10
Kodambakkam (Road)
Link between NH Bypass & ORR & NH4 (Sunguvarchatram) km 23
Major New
8 Links Ennore Port Connectivity Road km 23
(6 lanes)
NH bypass (MEPZ) to ORR km 3
Southern Segment ORR ( near – Tambaram Airforce Station) km 10
Jawaharlal Nehru Road southern segment* km 5
Thorapakkam – ECR line km 2
Velachery - Karapakkam km 4
Sub Total 211
Kannadasan nagar to CPCL (Manali Rd) km 3
Puzhal to Jawaharlal Nehru Road - Madhavaram – Red hills road km 3
Missing
9 Links (4 Medavakkam – Kovoor km 15
lanes)
Nesapakkam to Nandambakkam (Trade centre) km 3
Sub Total 24
NH45-NH4 via Oragadam (6 lane) km 25
Sriperumbudur-Tiruvallur (6 lane) (Singaperumal Koil – Sriperumbudur
km 22
Rd)
Major Road
10 Redhills-Tiruvallur (4 lane) km 33
Widening
Kelambakkam-Vandalur (6 lane) km 19
Sub Total 99
Along Adyar River km 11
Along Medavakkam High Road km 9
Pallavaram – Tirusulam along NH45 km 3
Nandambakkam-NH Bypass (along Mount. Poonamallee Road) km 5
Elevated
11
Roads NH Bypass – Poonamallee Bypass along NH4 km 6
Manali Oil Refinery Road – Central-Light House along Buckingham
km 16
canal
Light House – Kottivakkam (Santhome Bypass Elevated Corridor) km 9
Sub Total 59
12 Elevated freight corridor from Chennai port to Maduravoyal* km 18
13 Truck terminals Nos. 10
14 Intercity bus terminals at intersections of ORR and NHs Nos. 4
72
XII. Block Cost Estimates

123. The costs for investments by 2026 are given in the Table.
Table: Total Investment Program for Long Term Schemes - 2026
Assumed Unit
Amount
Item Unit Rate (Rs. In Quantity
(Rs. In crores)
crores)
Bus Augmentation Nos. 0.23 8000 1840
Bus Replacement Nos. 0.23 12100 2783
BRTS Km 15 118 1770
BRTS - Elevated km 110 27 2970
LRT/Mono Rail Km 150 111 16650
Metro Km 450 28 12600
Suburban Train Km 20 162 3240
Highway Network Augmentation 5755
Committed schemes 19868
Intermodal Stations Nos. 25 13 325
Truck terminals No. 10 10 100
Intercity bus terminals No. 200 4 800
Total (Rs. In crores) 68710
Economic Analysis
124. The objective of economic analysis is to identify and quantify the benefits and costs
associated with the projects evolved under long term strategy in order to assess the
economic viability in terms of its likely investment return potential.
Approach
125. The economic appraisal for various projects has been carried out within the broad framework
of Social Cost –Benefit Analysis Technique. It is based on the incremental costs and benefits
and involves comparison of project costs and benefits in economic terms under the “with”
and “without” project scenarios. In the analysis, the cost and benefit streams arising under
the above project scenarios have been estimated in terms of market prices and economic
values have been computed by converting the former using appropriate factors. The annual
streams of project costs and benefit have been compared over the entire analysis period to
estimate the net cost/ benefit and to calculate the economic viability of the project in
terms of EIRR.
126. The analysis period of the project is taken as 30 years from the year of commissioning of
each project.
73
Cost components considered include:

• Capital cost (block cost) and
• Operation and Maintenance cost
127. All the financial costs pertaining to construction and maintenance were converted into
economic costs by using the conversion factor of 0.85.
128. The proposed projects will yield tangible and non-tangible benefits due to equivalent
reduction in road traffic and certain socio-economic benefits. Implementation of these
projects will result in significant benefits due to reduction in fuel consumption (Vehicle
Operating Cost) of vehicles and travel time of passengers. Non- tangible benefits such as
reduction in accidents, pollution and road maintenance costs are not included in the analysis.
Various inputs and results of economic analysis for each category of project are presented in the
Table below. O & M/Annum (% of capital cost): 3%
Economic Analysis Results

Table: Results of Economic Analysis
Capital Economic ENPV(Rs. in
Project Cost in Cost in EIRR crores @ 12%
crores crores discount rate)
Highway 5755 4892 14.7% 870
BRT 4740 4029 19.7% 1942
LRT / Monorail 16650 14153 17.5% 3502
Metro 12600 10710 15.8% 1174
Result of overall economic analysis is presented in the Table.
Table: Results of Economic Analysis for all long term-term projects

Results Value
EIRR 17.3%
ENPV (Rs. in crores @ 12% discount rate) 8900
129. A number of long-term proposals have also emerged through other sources like the Second
Master Plan (SMP) and the Mobility study (MoB). The Consultants of the current study (CCTS)
have reviewed in detail, the list of schemes identified in both SMP and MoB studies. Besides,
the recommendations of the core committee created at the instance of the Deputy Chief
Minister also duly considered.
130. Most of the critical schemes listed in the SMP/MoB studies have been recommended in the
current CCTS, as they are deemed relevent duly considering the modeled traffic flows
obtained on the network. These schemes have gone through the detailed modeling process
before being justified as schemes to be taken up for implementation. The list of the
additional schemes is shown below.
74
Shelf of additional schemes included – Long Term
Broad Cost
S. No. Project
(Rs. In Crores)
A DEVELOPMENT OF ROAD NETWORK

A1 Elevated highways
Along Nungambakkam High Road, Valluvar Kottam High Road,
1 300
Mc. Nichols Road, College Road and Haddows Rd
Sub Total(A1) 300.00
A2 Development of Freight Corridors

Road connecting Ennore Port (northern gate) and TPP Road @
1 142.98
Vallur
Road connecting Ennore port (northern gate) and NH5 @
2 100.68
Thatchur
A3 New Links
New Link Road connecting Greenways Road to Northern end of
1 Thiru-vi-ka Bridge at Durga bai Deshmukh Road inside Music 3.00
College
Link road between Madhaya Kailash and Muthuramlinga
2 40
Thevar Salai along West Canal Bank Road (1.8 km) (elevated)
Link from Kotturpuram – Gandhi Mandapam Road and West
3 Canal Bank Road (utilising the approach road to Birla 25
Planetarium and existing road behind CLRI) (1.16 km)
Link road along Ponni Amman Koil Street connecting Gandhi
4 30
Mandapam Road and West Canal Bank Road (1 km)
Link road between New Avadi Road and Medavakkam Tank
5 5
Road
Link Road between Rajiv Gandhi Salai (OMR) and East Coast
6 30
Road at Palavakkam
7 Ambattur Estate to ORR (via Paruthipattu) (15km) 150
8 Bypass roads to Thirumazhisai & Thiruvalluvar Towns (12km) 180
9 Mudichur to Darkas Loop Road (via) TNHP Colony (3.2 km) 5
10 Velachery - Kelambakkam Link Road –(8.6) (4 lane) 86
11 Tambaram Sanatorium to ORR (5.5km) (4 lane) 55

Providing an east-west link connecting the RoB near
12 Ambattur Rly.and IRR near Villivakkam station, north of the 150
Central-Arakkonam Rail line
75
13 Link connecting Sadayankuppam Road to Ennore Expressway 75
An approach road on Alamathi Road to Red Hills – Tiruvallur

14 100
main road (via) Avadi – Alamathi (Four lane) – 14km
Link connecting Vanagaram – Ambattur Road and Porur

15 25
through Chettiaragaram (NH 4 – M.P. Road via Chettiaragaram
Link connecting Ambattur-Red Hills Road and IRR by widening
16 and strengthening the Water Canal Road from 25
Madanamkuppam
Link Road between Thiru-vi-ka Bridge and Kotturpuram Bridge

17 along Southern Bank of Adyar River and extending upto 50
Maraimalai Adigal Bridge (4.4 km)
18 Link connecting Medavakkam to Kovoor 20

19 Link from MBI Road to Rajiv Gandhi Salai thru Jaladampattae 60
XIII. Medium Term Proposals

Off-street Parking Facilities
131. Locations proposed for constructing multi level parking lot in Chennai are:
• At the existing T. Nagar Bus Terminal on South Usman Road.
• Multi-storied Parking Facility at the areas of MTC & SETC bus terminals at Broadway.
• At the MTC bus depot (East) on 3rd Avenue. In order to meet the future parking demand,
a multistoried parking lot is proposed at the MTC bus depot located on 3rd Avenue.
• Multi-storeyed Parking Lot at the
Garbage Truck Parking Site on Some typical multi-level parking facilities
Nungambakkam High road.
• Multi-storeyed Parking Lot at the MTC Bus
Terminal on Velachery road. The present bus
terminal area and the open land (private
property) close to the terminal, which is now
used for cycle and two wheeler parking, can be
converted into a multi level parking lot.
• Multi-Storeyed Parking lot at Wallace Garden.
A Multilevel Parking lot is proposed by Chennai
Corporation on Wallace Garden First Street off
Greams Road near Apollo Hospitals.
76
XIV. Grade Separation at Intersections

132. Many intersections cannot be managed by merely improving the geometrics and rationalizing
signals and hence requires a higher order treatment like subways or flyovers, for better
management of traffic.
133. In addition to those intersections identified through surveys, grade separators are proposed
on major intersections on the proposed mobility corridors as part of long-term transport
strategy.
134. The provision of committed Metro Rail / new elevated infrastructure contemplated is to be
duly considered including combining flyovers as the situations warrant.
Grade separated facilities are proposed at the following locations:

• Sterling Road Vs College Road
• Combined Flyover on sections of Periyar EVR Salai between Sydenhams Road Junction to
Pulla Avenue.
• Royapettah High Road Vs R.K.Mutt Road Vs Luz Church Road
• Taramani Velachery Road Vs Velachery Main Road
• Taramani Velachery Road Vs Velachery Bye-pass Road
• Poonamallee High Road Vs Thiruverkadu Causeway
• Poonamallee High Road Vs Vanagaram Ambattur Road
• GST Road Vs Pallavaram Thorapakkam Road
• NSK Salai Vs Thirumalaipillai Road Vs Valluvar Kottam High Road
• Jawaharlal Nehru Road Vs Kaliamman Koil Street
• Jawaharlal Nehru Road Vs Redhills Road
• Pantheon Road Vs Marshalls Road Vs Dr. Nair Road
• Walaja Road Vs Qaid-e-Milleth Road
• Medavakkam Tank Road Vs Purasavakkam High Road
• Konnur High Road Vs Medavakkam Tank Road
• Venkatanarayana Road Vs Burkit Road
• Kathivakkam High Road Vs Thondiarpet Road
• Thiruvottiyur High Road Vs Kathivakkam High Road
• Manali High Road vs Ennore High Road
• Sardar Patel Road Vs Velachery Road
• Velachery Road Vs Medavakkam Main Road
• Avadi Poonamallee Road Vs Poonamallee Trunk Road
• CTH Road Vs Redhills Road
• Kaliyamman Kovil Street and MGR Salai (Arcot Road)
• Vandalur Kelambakkam Road and NH-45
• Ennore Expressway and Manali Oil Refinery Road
77
• Jawaharlal Nehru Road and TPP Road

• Vandalur Walajabad Road and Mudichur Road
• Chennai Bypass and Kundrathur Road
• Redhills-Thiruvallur Road and NH-5
• Pammal Main Road Vs GST Road
• Anna Salai Vs Sardar Patel Road
• Vehicular Underpass @ Anna Salai Vs Alandur/MKN Road
Pedestrian Subways
135. While the need for a safe pedestrian crossing facility is established, the layout of pedestrian
crossing facility needs to be suitably conceived and designed considering the alignment of
Metro rail on Anna Salai, Jawaharlal Nehru Road and on Periyar EVR Salai together with
possible station integration. Yet another factor to be considered is the grade separated
facilities for vehicular traffic proposed at intersections on the arterials that would impact the
design of pedestrian grade separated facilities depending on the nature of traffic control
consequent to construction of flyovers or interchanges.
136. Following locations are recommended for constructing pedestrian subways in CMA:
• Aminjikarai Market junction
• Anna Salai near SIET college
• Near Meenakshi College on Kodambakkam High road
• Near Vadapalani Bus Terminus on Arcot road
• On Jawaharlal Nehru road near the junction with Arcot road
• At the intersection of NSC Bose Road with Prakasam Road
• Egmore Railway Station – Southern Side
• Near Queen Marys College, on Kamarajar Salai
• Thiruvanmiyur bus stand junction
• Mint Junction
• Near Taylors Road Junction
• At Raja Annamalai Mandram
• Rattan Bazaar Road- Evening Bazaar junction
• Toll Gate near Royapuram
• Usman Road - Dorai Swami Road junction
• Near MTC Bus terminus at T. Nagar
• Velachery road- Taramani road junction
• Mount Poonamalle Road - Mangadu Road Junction
• CTH Road near Avadi Bus Stand
• CTH Road in front of Ambattur Bus Stand
• GST road near Chrompet bus stand
• Near Thiruvotriyur bus stand
78
• Luz Junction
137. It is to be noted that some of the locations given in this list find place in the earlier CTTS
study of 1993. These include the ones that are not implemented till now. Analyses of these
locations did mandate the grade separation.
138. On metro corridors, where the pedestrian underpasses are also proposed, the underpasses
need to be integrated with the proposed metro stations.
139. In addition to the list of pedestrian subways suggested above, the Consultants by observation
and experience also recommended a number of other locations where subways are needed in
the future. The additional locations would include:
• MEPZ
• Guindy – MKN Road
• Poonamallee High Road – Nerkundram
• Koyambedu – Periyar Salai Bus Stop
• Valachery Road (Tambaram East Railway Station)
• Sardar Patel Road (Guindy Engineering College / Gandhi Mandapam)
• Sardar Patel Road – LB Road
• South Usman Road (Ranganathan Street)
• Theagaraya Road (Pondy Bazaar)
• Taluk Office Road – Anna Salai
• College Road (Bus Stop)
• Nathamuni Junction (New Avadi Road)
• Purasavakkam High Road (Gangadeswaran Kovil Street)
• Pantheon Road and Adithanar Salai Junction
• Wallajah Road and Bells Road Junction
• Minjur Railway Station
• GNT Road (Moolakadai junction)
• Padi intersection
• Konnur High Road and Medavakkam Tank Road (Ayanavaram)
• Uthamar Gandhi Salai – MGR Salai
• GST Road near Chromepet Bus Stand
Skywalks
140. Skywalks are proposed to remove the pedestrian vehicle conflict especially in the crowded
areas such as Railway Stations, Bus Terminals, Shopping centres etc. Skywalks are proposed
at the following locations (refer figures given below).
• Around Central & Egmore Railway Station
• Near Panagal Park
79
• Near Tambaram Railway Station

• CMBT & CCBT @ Koyembedu
• Parrys
Figure: Around Central Railway Station
Figure: Near Panagal Park

Figure: Near Tambaram Railway Station
80
Figure: Near Parrys (NSC Bose Road)

RoBs/RuBs
141. As part of medium-term traffic management schemes, following level crossings were
recommended to construct RoB/RuB in the future.
• Construction of R.O.B. in lieu of L.C.4 (Near Tiruvotriyur Railway Station)

• Construction of RUB near Wimco Nagar Railway Station, LC6
• LC 3 at Tondiarpet
• LC 32, 33 between Tambaram and Vandalur (already in DPR stage)
• Tirisulam (LC 22)
• LC 8 between Ambattur and Avadi (Near Avadi Rly stn)
• LC 3 between Pattabiram & Pattabiram Siding
• L.C.6 near Ambattur Road (Ambattur Yard Station Line)
• L.C.7 between Ambattur and Avadi (Annanur Rly Station) (approved)
• Construction of RUB near Korattur
XV. Traffic Management Systems

142. Traffic management systems are very effective in tackling the urban traffic chaos especially
when backed up by a traffic management center. The role of Intelligent Transport Systems is
to ensure smooth vehicular flow by technology support.
143. These systems are proving to be very effective in enhancing the traffic operations in addition
to increasing the safety of road users in cities in developing countries.
144. The role of the traffic management center is to ensure smooth vehicular flow by technology
support. The Traffic or Transportation Management Center (TMC) is the hub of a
transportation management system, where information about the transportation network is
collected and combined with other operational and control data to manage the
transportation network and to produce traveler information. TMCs can help in reducing
81
incident response times, lower incident rates (mainly secondary incidents), disseminate
traveler information and hence reduce congestion and enhance safety.
145. Field components include: Management; Closed circuit Television surveillance (CCTV); Area
Traffic Control Systems, Variable Message Signs; City Traffic Signal System, Intelligent
Transportation Systems (ITS) Programs; Enforcement Center, Interceptor control, wireless
and telephone center, data center and web server and Emergency Management Operations
for Evacuation and Disasters.
146. Initially, 4 areas have been identified for implementing area traffic control through traffic
management center (shown in Figure). The areas are:
• T Nagar
• Egmore
• Purasavakkam
• Mylapore
Figure: Location of TMCs
The operations of traffic management center could be gradually expanded to other areas also as and
when funds could be mobilized.
82
XVI. Block Cost Estimates

Cost for Medium-term Schemes
147. The estimated cost for medium-term schemes is presented in the Table.
Table: Block cost for Medium-term Schemes
(Rupees in Crores)
Medium term
Quantity Total
Items
Off-street parking lots 6 95
Flyovers 33 1080
Subways 44 196
RoBs/RuBs 12 304
TMC 4 300
Committed Flyovers 9 665
Committed ROBs/RUBs 11 209
Skywalks 5 153
Total 3002
List of Committed Flyovers

148. List of committed flyovers are presented below.
Table: List of committed Flyovers

Committed Flyovers Rs. In crores
1 LB Road and Thiruvanmiyur Road 30
2 Arcot Road and Jawaharlal Nehru Road 30
Combined Flyover on Anna Salai combining Blackers Road
3 Junction, Dams Road Vs Thiru-Vi-Ka Road Junction and 130
Binny Road Vs Pattulous Road Junction.
Combined Flyover on Anna Salai combining Eldams Road
Vs Thyagaraya Road Intersection, Cenetoph Road
4 170
Junction, Venkatnarayana Road Vs Chamiers Road and
CIT 1st Main Road Junction
5 NM Road and Anna Nagar III Avenue Road on Periyar Salai 85
T.T.K. Road Vs St. Marys Road Vs Chamiers Road Vs
6 75
Adayar Boat Club Road
7 Mint Intersection 30
Prakasam Road Vs Old jail Road Vs Monekar Choultry
8 75
Road Vs Ibrahim Sehib road
10 Thirumangalam junction 40
Total 665
83
List of Committed ROBs/RUBs

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

1 ROB on Kathivakkam – Cochrane Basin Road 19.81
2 RUB at Monegar Choultry Road 19.7
3 RUB at Villivakkam LC2 37.92
4 ROB at Rangarajapuram LC 21.87
5 Limited RUB @ LC 26 near Vaishnav College @ Chromepet 5
RUB in lieu of LC 16 near St. Thomas Mount Railway
6 8
Station (Karunigar Street)
7 RUB in lieu of LC19 near Meenambakkam 10
8 ROB @ LC 24 14
9 ROB @ LC 29 16
10 ROB @ LC 30 38.5
11 ROB @ LC 34 18
Total 209
Shelf of additional schemes included – Medium Term
A1 Major Flyovers
1 Moolakadai Jn. 25.00

2 Strip Flyover on IRR @ MBI Road & IRR jn. 12.00
At the junction of Mount Poonamallee road and Poonamallee
3 60.00
Kundrathur road at Poonamallee town
4 On Ambedkar College Road @ Ganesapuram 12.00
5 At Madya Kailash Junction 150
6 At the junction of New Avadi Road x Kilpauk Garden Road 15
7 At Sothupakkam Road x Chennai bypass 30
8 At NH4 x Thirumazhisai Road 30
At Vadakarai – Madhavaram Road x Naravarikuppam Town
9 30
Panchayat limits.
10 Anna Nagar Roundana 30
11 Kamarajar Salai with Walajah Road 12
84

Sub Total(A1) 406
A2 RoBs / RuBs
ROB in lieu of L.C.No. 40 (On Madambakkam, Adhanur and
1 35.00
Padappai road)
ROB in lieu of L.C.No. 47 between Guduvanchery and
2 55.00
Singaperumalkoil
3 ROB in lieu of L.C.No. 16 on MKT Road @ Minjur Station. 15.00
Widening of RoB to dual 4 lane width in Km. 12/2-13/2 of
4 15.00
Inner Ring Road
ROB in lieu of L.C.No. 5 between Villivakkam and Ambattur
5 29.65
Railway Stations
6 RoB in lieu of existing Vyasarpadi underpass in GNT Road 85
Pattabiram Military siding (1042 – 1043) (located in NH 205
7 15
under the control of NHAI)
8 RUB in lieu of L.C. No. 9 (Near Hindu College Railway Station) 15
9 ROB in lieu of L.C.No. 36 (Near Urappakkam) 30
10 A new RoB between Wimco Nagar and Ennore railway stations 25
11 Villivakkam - Ambattur (11/31A - 12/1) 15

12 Avadi - Pattabiram East (23/12-14) 15
13 Tambaram - Perungalathur (32/8-9) 15
14 Vehicular Subway at Bojaraja Nagar 1.00
15 ROB in lieu of LC14 near Sevvapet Railway Station 21.8
A3 Widening of Cross Drainage Works
Widening of major bridges across rivers
Additional 2 lanes to the Bridge on Sardar Patel Road across B

1 1.00
Canal
Construction of bridge across Cooum river connecting NH-4

2 5.00
with Nolambur
Construction of High Level Bridge at Km. 0/2 of Sri Devi
3 5.00
Karumari Amman Koil Street.
Construction of High Level Bridge at Km. 14/8 of Vanagaram-
4 3.00
Ambattur Road
Construction of Bridge at Km. 10/2 of Korattur-Thinnanur-
5 2.00
Periyapalayam road
Construction of a bridge at Km. 20/6 & 8 of Chennai-
6 5.00
Kodambakkam - Sriperumbudur Road
85

Construction of bridge at Km. 13/6, 15/8 7 other narrow CD
7 4.00
works (11/4-20/0) of Mount - Poonamallee - Avadi road.
Construction of a bridge across Adyar river near
8 5.00
Nandampakkam
Construction of a bridge across Cooum river @ km 0/4-0/6 of
9 6
M.P.Road and Paruthipattu
10 Widening Basin Bridge on GNT Road 20
11 Widening the Bridges at Km. 13/9,15/10 Of Inner Ring Road 3
12 Construction of a bridge across Aranaiyar river 20
13 Tiruvallur -Uthukotai road(Tirumazhisai-Satyavedu Road) 20
Construction of bridges across Cooum River from NH-4

14 20
(Koyambedu to Thiruverkadu (4 Nos.))
15 Additional two lanes to Thiru-Vi-Ka Bridge across Adyar river 9
16 Construction of new bridge across Cooum river at Mogappair 5
17 Construction of new bridge across Ennore creek 20
Construction of new bridge across Cooum river connecting Rail
18 20
Nagar and NH4
19 Widening of Bridge at Aminjikarai across Cooum 2
(Outside CMA)
Construction of High Level Bridge at Km.62/2 of Singaperumal
1 1.00
Koil - Sriperumbudur - Thiruvallur - Redhills Rd.
Construction of Bridge at Km.44/2 of Thirumazhisai -
2 3.00
Sathyavedu Road.
3 1.00
Periyapalayam road to Pakkam road
4 Construction of Bridge at Km. 4/6 of Melanur-Meyyur road 18.00
Construction of a Bridge at Km. 4/10 of Palur - Singaperumal
5 2.50
Koil Road
Construction of a bridge at Km. 4/6 of NH4 to Irungattukottai
6 1.00
to CKS road (via) Katrambakkam
Reconstruction of bridge at Km. 15/8 of Tambaram-Mudichur-
7 1.00
Sriperumpudur Road
a Corporation of Chennai
1 Widening of bridge on Wallaja road across the B.canal 1.20
2 Widening of bridge on Swami Sivananda Salai across B.canal 0.85

3 Widening the Anderson bridge across Cooum 2.00
Widening of bridge across Otteri Nullah between Aspirin
4 0.65
Garden I Street and Kilpauk Garden II Street
86
5 Widening of bridge at Sastri Nagar junction of E.H.Road 0.18

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

9 0.20
Tondiarpet High Road, Chinnandimadam
Bridge connecting Mathiazhagan Street and Nehru Nagar

10 0.12
across Rajbhavan canal
Department of Highways
(Inside CMA)
Construction of additional high level bridge at Km. 3/4 of
1 1.00
Mount - Poonamallee - Avadi road.
Construction of additional two lane high level bridge at
2 5.00
Km.15/8 of Mount - Poonamallee - Avadi road.
Construction of submergible bridge at Km. 16/6 of Tambaram-
3 2.00
Mudichur-Sriperumpudur Road
Construction of submergible bridge at Km. 13/8 of Tambaram-
4 2.00
Mudichur-Sriperumpudur Road
Construction of submergible bridge at Km. 27/6 of Chennai-
5 3.00
Kodambakkam-Sriperumpudur Road
87

Construction of High Level Bridge at Km. 14/4-14/8 of
6 11.00
Karanodai - Minjur Road Road
(Outside CMA)
Construction of additional two lane High Level Bridge at
1 Km.62/2 of Singaperumal Koil - Sriperumbudur - Thiruvallur - 5.00
Redhills Road.
Widening, Strengthening and Resurfacing of arterial, sub- arterial and
A4
Collector Roads
A4 I Widening Single lane to two lane
Within CMA
Widening and Strengthening
a) Kundrathur joining T.T. Road(Km. 0/0-4/2)
1 18.00
b)Thiruneermalai – Tirumudivakkam road, Km. 26/4-29/4
c)Pazhanthandalam road 0/0-2/8 (two lane)
Widening and Strengthening K.S. Road to Kolapakkam road,
2 4.00
Km. 0/0-1/6 (two lane)
Widening and Strengthening of Mangadupattu – Moulivakkam

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

4 7.00
Widening and Strengthening of Ariyalur – Vilangadu Pakkam
5 9.53
road, Km. 0/0-6/4 (two lane)
Widening and Strengthening of Minjur – Kattur –
6 31.78
Thirupalaivanam Road Km. 0/0-17/4 (two lane)
Widening and Strengthening Minjur Karanodai road (Km. 0/0-
7 55.09
16/4) (two lane)
Widening and Strengthening of Madharvedu road,
8 3.35
Widening and Strengthening of Koladi road, km. 0/0-7/0 (two
9 19.00
lane)
Widening and Strengthening of Vadaperumbakkam –
10 21.50
Chettimedu Nairu Road (Km. 6/2 – 19/0) (two lane)
Widening and Strengthening of
a) Melmanambedu Road (Km. 0/0-1/420)
11 16.00
b) Vellavedu – Chithur Kadu Road (Km. 0/0-4/2)
c) Parivakkam - Pallikuppam road ( Km 0/0-2/8) (two lane)
Widening to Single lane to two lane and Strengthening of
12 4.00
T.P.P. road to Sadayankuppam Road Km 0/0-2/910
13 Ambathur-Madanakuppam-Mettupalayam Road to Puthagaram 3.00
road,Km 0/0-2/135
88

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

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

29 20.50
Medavakkam – Mambakkam – Sembakkam road Km. 8/0-26/8.
30 1.50
Chinnapanicheri road Km. 0/0-1/4
31 1.50
Nandhambakkam road Km. 0/0-1/350
89

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

10 43.00
Road km 8/2 - 12/4
Widening and Strengthening of Taramani link road km. 0/0-

11 23.45
3/650 (six lane)
12 Widening Madipakkam to Velachery km. 0/0-3/1 (four lane) 15
Widening and Strengthening of Vanagaram-Ambattur road ,
13 100
km 0/0-6/2 (six lane)
Widening MBI road Km. 12/2-21/2 (Medavakkam to
14 35
Tambaram) (six lane)
90
Widening ECR (from Thiruvanmiyur to Toll Plaza) Km. 11/8-

15 100
31/0 (six lane)
16 Kodambakkam-Sriperumpudur road, km5/0-37/400 (four lane) 150
17 Widening Taramani Perungudi road Km. 0/0-2/010 (four lane) 6

Widening Tambaram - Somangalam road Km. 0/0-9/6 (four
18 30
lane)
19 Widening GST road to Thiruneermalai ,4km (four lane) 15
Widening from Anna salai(Alandur) to Mount station
20 20
(MKN road 3 Km.( four lane)
Widening to dual four lane with service lanes of Inner Ring
21 15
Road km 13/2-16/2
22 CTH Road from Avadi to Thiruvallur as a 6-lane expressway 200
Approach road from Rajiv Gandhi Salai to Nookampalayam
23 90
Road from 10km to 30.5km
24 Navalur-Thalambur-Siruseri Medavakkam Road 200
Existing 50’ approach road connecting the Global Hospitals to

25 7
the Medavakkam-Sholinganallur Road (Perumbakkam)
Widening Rajiv Gandhi Salai from Siruseri to Mamallapuram -

26 500
30km (six lane)
ECR from Toll Plaza to Mamallapuram as 6-lane expressway-
27 300
20km
28 Pallavaram-Thoraipakkam road as 6-lane expressway 150
29 Nesapakkam Road 14
30 Improving Bus Route Roads (300 km) 300
Vadaperumbakkam Chettimedu Nayaru Road, km 0/0-24/0
31 150
(four lane)
The link road connecting Kaliamman koil street and NH4
through Nerkundram road to act as a parallel road to
32 47
Jawaharlal Nehru Salai (IRR) behind the KWMC (km 0/0-2/4)
(four lane)
33 Alandur Road (4 lane) 7.2
34 Velachery tank south bund Road (2km) (4 lane) 12
35 From Anna Salai (Alandur) to Station (3km) 18
36 Medavakkam Main Road (0.9km) 5.4
37 Velachery Road (3km) 3
38 Mudichur Road from G.S.T. Road to ORR (5.8km) 34.8
39 Choolaimedu High Road (four lane) 5
40 Thirunneermalai Road (1.5km) 10.5
91

41 Kishkinta Road (2.7km) 1.69
42 Agaram Road 15
Strengthening and improving the network of radial roads of
43 250km length (improved during 1998-2000) 1000
Widening 4 lane to 6 lane of Mount-Poonamallee-Avadi Road,

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

2 Walajabad - Sunguvarchattiram - Keelachery Road Km.24/0- 5.00
30/9.
Widening Single lane to two lane and Strengthening of of

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

9 Kayarambedu–Kalivanthapattu 7.50
km– 1/100-8/450.

10 6.00
Mambakkam - Tiruporur Road Km. 14/4-20/0
Widening single lane to two lane and Strengthening of GST
11 6.00
road to Karuneelam (via) Malrosapuram road Km. 0/0-5/8.
Widening from single lane to two lane and strengthening of
12 5.50
Nemili - Mannur Road Km. 0/0-5/4
Widening single lane to two lane and Strengthening of Echur-
13 10.00
Tiruporur road Km 0/0-10/0
92

14 8.00
Manamathy-Mullipakkam Km 0/0-8/0
15 13.00
Guduvanchery-Kottamedu Km 5/4-17/5
16 4.50
Kottamedu-Manamathy Km 0/0-4/5
17 Widening Pallur-Sogandy road km. 0/0-23/8 (two lane) 25
Widening Vadakupattu-Guruvanmedu-Palur Singaperumal koil
18 10
road 0/0-7/8 (two lane)
Widening Umayal Paranchery-Kanchivakkam-
19 10
Sepapananchery0/0-9/2 (two lane)
Sub Total(A4III) 201.00
MULTI LANE WIDENING(OUTSIDE CMA)
A4IV
Widening two lane to Four lane of Walajabad-
1 30.50
Sunkuvarchatiram-Keelachery road km 3/0-18/4
2 Widening Kosathalaiyar Bridge-Puthur road -32.5km (four lane) 120
Widening Tirukalukundram-Mamallapuram Road-13.2km (four
3 50
lane)
Widening Walajabad-Sunguvarchathiram-Keelacherry -
4 163.5
Tiruvallur -43.km (four lane) 18/4-43/0
Sadras-Chengalpattu-Kanchipuram-Thiruvallur-Arakkonam road
5 450
,km 0/0-107/400 (four lane)
Linking NH-4 with Arakkonan Naval Air station through

6 Thandalam-Perambakkam road,Koovam-Thakkolam - 200
Arakkonam road(40 km)
7 Puduvoyal-Periyapalayam road ,km 0/0-13/8 (four lane) 50
8 Tiruvallur-Uthukottai road(Four lane)-23km (four lane) 100
Sub Total(A4IV) 1164.00
A5 Pedestrian Facilities
A5I Subways
Along Anna Salai
a) GP Road Junction 4.00
b) Todhunter Nagar 4.00
1 c) Saidapet Bazaar Road Junction 4.00
d) Little Mount A.G. Church 4.00
e) Kathipara junction (four legs) 20.00
f) Military Hospital 4.00
93

g)TVS 2.15
h) Halda Junction 4.00
Along Periyar EVR Salai
a) Evening Bazar Road Junction 2.15
b) Egmore Railway Station –Northern Side 4.50
2 c) Dasaprakash 4.00
d) Anna Arch 4.00
e) N.S.K. Nagar junction (Arumbakkam) 4.00
f) Vaishnava College 4.00
g) Additional Subway opposite to Central Railway Station 5.00
Along Jawaharlal Nehru Salai (IRR)
a) Mallady junction 4.00
b) Ekkattuthangal 4.00
c) 14th Avenue Junction (Kasi Theatre) 4.00
d) P.T. Rajan Salai 4.00
3 e) Periyar Padhai 4.00

f) Vinayagapuram Junction 4.00
g) C.M.B.T. 4.00
h) Kaliamman Koil Street junction 4.00
i) Thirumangalam (Anna Nagar 2nd Avenue) 4.00
j) Muggapair road junction 4.00
k) Thirumangalam Police Station Junction 4.00
l) MMDA Colony 4.00
m) CIPET 5.00
n) Ashok Pillar 4.00
o) Udhayam Theatre junction 4.00
Along other major Roads
a) Thiruvanmiyur ECR – Marundeeswarar Koil Point 4.00
4 b) Kodambakkam Sriperumbudur road, at Valasaravakkam 4.00
c) Mount Poonamallee road at Ramachandra Medical College 4.00
d) GNT Road opposite to Puzhal Central Prison 4.00
Corporation of Chennai
5 Purasawalkam High road and Perambur Barracks Road 6.00
Along other major roads
a) Sardar Patel Road @ C.L.R.I.
6 12.00
b) Kamaraj Salai near Light House
c) Porur - M.P. Road junction
94

d) Greenways Road @ Sathya Studio
e) Valasaravakkam - Arcot Road junction
f) Old Jail Road opposite to Stanley Hospital
Sub Total(A5 I) 169
A6 Miscellaneous Schemes
Improvements to existing subways/foot over bridges by
1 21.00
provision of escalators/ramps etc @ 30 locations @ 0.7 cr each
Pedestrain foot bridges across water courses ( 1000m @ 0.2 cr
2 20.00
/ metre)
Cycle tracks and foot ways along banks of water courses and
3 18.00
roads proposed for widening(60 km @ 0.3 cr/km)
4 Subway network at Central railway station(750m @0.13 cr) 97.50
Sub Total(A6) 156.5
XVII. Short term proposals

Introduction
150. Various short- term solutions envisaged include the following.
• Pedestrian Facilities
• Provision of Cycle tracks
• Traffic Management
− Parking Regulation
− Signal Optimization
− Junction Improvement
− Road Markings and Signage
− One-way Streets
Pedestrian Facilities
151. It is recommended either to construct new footpaths or upgrade the existing ones if they
have insufficient width. It is proposed to have 1.5m wide footpath on major roads in
residential areas and upto 3m wide footpath in commercial areas.
152. From the road inventory conducted, it has been found that most of the roads are in need of
proper footpaths. Some of roads where footpaths are being recommended are listed in
Table.
95
Table: List of roads proposed for footpaths/improvements
96
97
XVIII. Provision of Cycle tracks

153. One of the major focus of National Urban Transport Policy (NUTP) is the recommendation of
separate lanes for bicycles. These are to be given priority in road widening and new roads
contemplated. On existing roads, as vehicular volume far exceeds the capacity, it has
limitations and repurcussions, all the same, it needs to be tackled and provided for with the
acceptance of the various sections of road users.
154. In Chennai, Anna Nagar and KK Nagar are the areas that houses number of educational
institutions including schools and colleges. Every day, thousands of students commute in
these areas generating large number of educational trips. A bicycle network is recommended
in both Anna Nagar (East & West Extensions) and KK Nagar as shown in the Figures. Several
internal streets in the area have been considered for provision of cycle tracks.
155. Bicycle lanes, two-metre wide separated by the main carriageway by simple lane marking
studs are suggested. It is the responsibility of the concerned authorities to see that the
bicycle lanes are free from utility poles, trees etc. On some of the side streets, width of the
cycle tracks could be reduced to 1.5 meters. The cycle track could be made available for
general traffic after 5 PM.
Figure: Proposed Bicycle Network for Anna Nagar
98
Figure: Proposed Bicycle Network for KK Nagar
XIX. Traffic Management

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

• Designation of parking bays by proper marking
• Provision of parking bays separately for cars and two wheelers
• Parallel parking of cars could be prefered on the roads of four lane carriageway to
provide more area for traffic
• Prohibiting parking close to intersections and bus stops
• Auto rickshaw parking provision at designated locations
• Ban parking on roads with intense commercial activities
• Introduce Odd and Even Date parking on experimental basis
99
Odd and Even Date parking

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

159. Some roads act as through corridors to traffic and some have very intense commercial activity
on them hence it is not desirable to interrupt this through flow by parking maneuvers.
160. The following roads have been identified for complete or time bound prohibition of parking on
them.
• Entire stretch of Periyar EVR Salai
• Entire stretch of Jawaharlal Nehru Road
• Entire stretch of Usman Road
• NSK Salai ( Vadapalani Jn to Usman Road Jn)
• Rajaji Salai (From Old Jail Road to High Court)
The roads proposed for banning parking are shown in the Figure.
100
Figure: Roads suggested for Ban on On-street parking
101
161. Parking meters: Parking meters can be installed in some critical areas to encourage short-term
parkers along the busy corridors. Roads identified for installing parking meters are:
• Thyagaraya road
• Purasavakkam high road
• 2nd and 3rd Avenue road in Anna Nagar
Installation of parking meters has been recently introduced on a section of North Mada Street at
Mylapore.
Signal Optimization
162. Signal optimization leads to increased efficiency at intersections thereby transferring the
benefits to the network.The existing signal timings were obtained at signalized intersections
and were analyzed using Webster signal design. The saturation flow studies and PCUs
developed as part of the study has been adopted in estimating the cycle time. Even during the
course of the study, several changes in routing for managing traffic and new infrastructures
have come up and these would impinge on the recommended cycle time proposed.
Nevertheless, the list of junctions for which signal timings are proposed are listed in the Table.
Table: List of junctions for signal timings proposed

Location Current Cycle Recommended Signal not Used /
Location Name
No Time Cycle Time Unsignalized
1 Anna Salai Vs Peters Road Signal not used

Durugabai Deshmukh Road Vs
2 180 120
Greenway Road Vs R.K.Mutt Road
Besant Road Vs Peters Road Vs Signal not in
3 120 Signal not used
Natesan Road use
Sterling Road Vs College Road
4 308 120
Junction
5 Anna Salai Vs Arunachalam Street 140 120
6 Anna Salai Vs Bharathidasan Road 120 90
7 Periyar EVR Salai Vs Mint Street 139 90
Moolakadai Vs Madhavaram High To be
8 120 Un signalized
Road Vs GNT Road Signalized
Periyar EVR Salai Vs New Avadi
9 165 90
Road
Royapettah High Road Vs
10 R.K.Mutt Road Vs Luz Church 180 120
Road
11 TTK Road Vs ST Mary's Road 140 90
12 Anna Salai Vs T.V.K. Road 145 180
Periyar EVR Salai Vs Pulla Avenue
13 130 90
Road
14 Anna Salai Vs Binny Road 288 120
102

Location Name
Periyar EVR Salai Vs E.V.K.
15 165 90
Sampath Road
Dr. Radhakrishnan Salai Vs
16 100 90
Kamaraj Salai
17 Kamaraj Salai Vs Wallaja Road 75 90
Periyar EVR Salai Vs Raja
18 100 90
Muthaiah Road
Arcot Road Vs Jawaharlal Nehru
19 160 120
Road
Santhome Road Vs Fore Shore
20 110 120
Estate
Village Road Vs Nungambakkam
21 165 120
High Road
22 Eldams Road Vs TTK Road 110 120
Royapettah High Road Vs Dr.
23 80 90
Radhakrishnan Road
Periyar EVR Salai Vs Guruswamy
24 240 120
Bridge Vs Vasu Street
Rajaji Salai Vs Thambu Chetty To be
25 120 Un signalized
Street Signalized
Anna Nagar II Avenue Vs Anna
26 155 120
Nagar Main Road
27 Periyar EVR Salai Vs Dr. Nair Road 183 90
Sardar Patel Road Vs Rajiv Gandhi
28 140 120
Road Vs Canal Bank Road
Lattice Bridge Road Vs
29 210 120
Thiruvanmiyur Road
Taramani Velachery Road Vs To be
30 90 Unsignalized
Velachery Main Road Signalized
Taramani Velachery Road Vs To be
31 90 Unsignalized
Velachery Byepass Road Signalized
Thiruverkadu Causeway vs To be
32 90 Unsignalized
Poonamalle High Road Signalized
Poonamalle High Road Vs To be
33 90 Unsignalized
Vanagaram Ambattur Road Signalized
Avadi Poonamalle Road Vs To be
34 90 Unsignalized
Chennai Tiruvallur Signalized
Anna Nagar II Avenue Vs
35 190 180
Jawaharlal Nehru Road
36 GST Road vs Pammal Main Road 160 90
Anna Nagar IIIrd Avenue Road Vs To be
37 90 Unsignalized
New Avadi Road Signalized
Periyar EVR Salai Vs Anna Nagar
38 238 90
Main Road
Periyar EVR Salai Vs Nelson
39 343 90
Manickam Road
40 Anna Salai Vs Walajah Road 158 90
103

Location Name
Anna Salai Vs Venkatnarayana
41 128 120
Road Vs Chamiers Road
42 Anna Salai Vs South Usman Road 130 90
Anna Salai Vs Thyagaraya Road Vs
43 313 120
Eldams Road
* Some of the signals are manually operated
Junction Improvements
163. In order to improve the efficiency of an intersection signal optimization should be
complimented with geometric improvements. This helps in channelizing and stream lining the
traffic at intersections and also helps in improving road behaviour at intersections. Road
intersections present safety problems as accident rates are usually higher at intersections than
at other sections of the road. It was observed that several junctions were not up to the
standards. So the following improvements are suggested at junctions as part of short term
recommendations:
• Providing adequate corner radii
• Providing sufficient turning radii
• Flaring approaches towards intersections
• Providing channelizers / division islands
• Providing signs / lane markings / lighting
• Landscaping
A model junction improvement is depicted in the Figure.
Figure: Mc Nichols Road and Harrington Road Junction
Road Markings and Signage

164. In general, it was observed that the traffic signs are found wanting on several roads. It is
recommended that proper signs be installed at all appropriate locations. The main advantage
of the road markings is that they convey the required information to the driver without
104
distracting his attention from the carriageway. The following road markings are proposed for
all the major roads in Chennai:
• Center line
• Traffic lane lines
• Stop lines
• Pedestrian crossings
• Word messages
• Parking space limits
• Kerb marking for visibility
• Obstruction marking
One - way Streets

165. One- way regulations significantly improve the capacity of roads and increase the operational
speed in addition to reducing the number of conflicts if implemented over a wide area.
However, they do lead to longer travel distances and sometimes are not friendly to pedestrians
intending to crossover due to continuous vehicular movement.
Figure: One way scheme – Egmore area
166. There are many areas in Chennai that face traffic congestions and it is extremely difficult to
address all the areas within the purview of this study.
167. As an indicative recommendation, Egmore area has been considered as a candidate for the
one-way streets. The area around Egmore railway station was studied with traffic data in the
area. Accordingly, the indicative one-way network is shown in the Figure.
105
168. It is important to note that the one-way systems are not permanent solutions to improve the
traffic flow. They are only temporary solutions and that they will be abandoned or modified
once the long-term proposals on these streets are implemented.
XX. Block cost estimates

Cost for Short-term Schemes
169. The block cost estimated for short- term schemes are shown in the Table.
Table: Block cost for Short-term Schemes

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

Phasing of investments
170. Identified investment requirements under short, medium and long -term plans were further
split into three phases. Assigning of projects into phases was based on the project need
considerations and discussions with the Technical Committee. The following three phases
were considered for implementation:
• Phase I (2010 – 2015)

• Phase II (2016 – 2021)
• Phase III (2022 – 2026)
171. Short- term schemes need to be implemented immediately, while medium- term and long term
projects are phased based on demand. The phasing of mass transport systems is based on the
passenger ridership and with up gradation plan to optimize initial investment needs. The
phasing of total investment is summarized in the Table. Total investment requirement is
estimated about Rs. 82120 Crores. About 64% of the investment is identified for Phase I, 27%
for Phase II and only 9% for Phase III. Higher investment is envisaged in first phase itself to
ensure increased modal share of public transport. All the committed projects which are under
implementation or in advance stage of design etc and the proposed highway improvements are
106
considered under Phase I. Augmentation of bus fleet including replacement cost is included in
the three phases.
Table: Phasing of total Investments

Phase 1 Phase 2 Phase 3
Schemes Total
(2010 – 2015) (2016 – 2021) (2022 – 2026)
Rs. In Crores
Total 52689 21899 7532 82120
(Rs. In crores)
% 64 27 9 100.0
Detailed phasing of projects is presented in the Table.
Table: Detailed Phasing of Investments
Cost (Rs.
Sl. Implementation
Project In
No Agency
Crores)
PHASE 1(2010-15)
On- street parking management-Alternate days on one side of Traffic Police /
1 6
the road Chennai Corporation
1.1 Mint Street – From NSC Bose Road to Old Jail Road
Cathedral Road – From Kasturi Rangan Road to Poes Garden
1.2
Road
Mahatma Gandhi Salai - Between MGR Salai to Khader Nawaz
1.3
Khan Road
Thiru-vi-ka Road – whole stretch of roadway excluding near
1.4
junction approaches
1.5 TTK Road – From St.Mary’s Road to Bharathidasan Road
1.6 Luz Church Road – Between TVK Road and Karpagam Road
Thyagaraya Road – Between Thanikachalam Road and
1.7
Venkatanarayana Road
Dr. Muthulakshmi Road – From 1st Avenue to Thyagaraja
1.8
Theater
Purasavakkam High Road – Between Perambur Barracks Road
1.9
and Gangadeeswaran Kovil Street
Parking management-Ban On-Street Parking
1.10 Entire Stretch of Periyar Salai
1.11 Entire Stretch of Jawaharlal Nehru Road
1.12 Entire Stretch of Usman Road
1.13 NSK Salai ( Vadapalani Junction to Usman Road Junction)
1.14 Rajaji Salai (From Old Jail Road to High Court
1.15 Other Parking Management Measures ( Please refer Report)
107
Cost (Rs.
Sl. Implementation
Project In
No Agency
Crores)
Traffic Police /
2 Parking Meters 3
Chennai Corporation
3 Signs & markings 16 Traffic Police
Chennai Corporation
4 Footpath construction (Both sides along 124 road stretches) 180
/DoH/Local Bodies
5 Replacement of Existing Traffic Signals (40 Junctions) 12 Traffic Police
6 New Traffic Signals (60 Junctions) 18 Traffic Police
Junction Improvements (Geometric improvements to Chennai Corporation
7 10
Junctions, Road Markings and Signages) within CMA / DoH
8 Cycle Track (Markings and Signages + Physical Barrier) 4 Chennai Corporation
8.1 Anna Nagar
8.2 KK Nagar
9 Flyovers 1634
9.1 Sterling Road Vs College Road 20 Chennai Corporation
9.2 Mount Poonamallee Road Vs Arcot Road (Porur Jn) 20 DoH
Combined Flyover on EVR Periyar Salai from Sydenhams Road
9.3 250 DoH
Jn. To Pulla Avenue
Nelson Manickam Road and Anna Nagar III Avenue on Periyar
9.4 85 DoH
Salai
On Anna Salai combining i) Blackers Road junction, ii) Dams
9.5 Road x Thiru-Vi-Ka Road (General Paters Road) Junction and 130 DoH
iii) Binny’s Road x Pattulos Road junction
On Annasalai combining i) Eldams Road x Theagaraya Road
intersection, ii) Cenetoph Road junction iii) Venkata
9.6 170 DoH
Narayana Road x Chamiers Road intersection and iv) CIT I
Main Road junction
GST Road km19/0-20/3 Pallavaram market Road Vs
9.7 55 DoH
Kundrathur Road
9.8 Jawaharlal Nehru Road Vs Kaliamman Koil Street 20 Chennai Corporation
9.9 Taramani Velachery Road Vs Velachery Main Road 20 Chennai Corporation
9.10 Taramani Velachery Road Vs Velachery Byepass Road 20 Chennai Corporation

9.11 LB Road and Thiruvanmiyur Road 30 Chennai Corporation
9.12 Arcot Road and Jawaharlal Nehru Road 30 DoH
T.T.K. Road Vs St. Marys Road Vs Chamiers Road Vs Adayar
9.13 75 Chennai Corporation
Boat Club Road
9.14 Mint Intersection 30 Chennai Corporation
9.15 Thirumangalam junction 40 DoH
9.16 At the junction of New Avadi Road x Kilpauk Garden Road 15 Chennai Corporation
9.17 Moolakadai Jn. 35 DoH
9.18 Strip Flyover on Jawaharlal Nehru Salai (IRR) @ MBI Road 12 DoH
9.19 On Ambedkar College Road @ Ganesapuram 12 DoH

9.20 At Madya Kailash Junction 150 Chennai Corporation
108
Cost (Rs.
Sl. Implementation
Project In
No Agency
Crores)
9.21 Anna Nagar II Avenue Vs Anna Nagar Main Road 20 Chennai Corporation
9.22 Anna Salai Vs Sardar Patel Road 20 Chennai Corporation
9.23 Royapettah High Road Vs R.K.Mutt Road Vs Luz Church Road 30 Chennai Corporation
9.24 Kamaraj Salai Vs Walaja Road 20 Chennai Corporation
NSK Salai Vs Thirumalaipillai Road Vs Valluvar Kottam High
Road
9.26 Velachery Road Vs Medavakkam Main Road 20 DoH
9.27 Kaliyamma Kovil Street and MGR Salai (Arcot Road) 20 Chennai Corporation
9.28 Pantheon Road Vs Marshalls Road Vs Dr. Nair Road 20 Chennai Corporation
9.29 Walaja Road Vs Qaide-e-Milleth Road 20 Chennai Corporation
9.30 Medavakkam Tank Road Vs Purasalvakkam High Road 20 Chennai Corporation
9.31 Konnur High Road Vs Medavakkam Tank Road 20 Chennai Corporation
9.32 Venkatanarayana Road Vs Burkit Road 20 Chennai Corporation
9.33 Sardar Patel Road Vs Velachery Road 20 Chennai Corporation
9.34 Kathivakkam High Road Vs Thondiarpet Road 20 DoH
9.35 Thiruvottiyur High Road Vs Kathivakkam High Road 20 DoH
Prakasam Road Vs Old Jail Road Vs Monekar Choultry Road Vs
Ibrahim Sahib Road
9.37 Vehicular Underpass @ Anna Salai Vs Alandur / MKN Road 30 Chennai Corporation
10 Subways 288
Along Anna Salai
10.1 GP Road Junction 4 DoH
10.2 Todhunter Nagar 4 DoH
10.3 Saidapet Bazaar Road Junction 4 DoH
10.4 Little Mount A.G. Church 3 DoH
10.5 Kathipara junction (four legs) 20 DoH
10.6 Military Hospital 4 DoH
10.7 TVS 2 DoH
10.8 Near SIET college 3 DoH
10.9 Halda Junction 4 DoH
Along Periyar EVR Salai
10.10 Evening Bazar Road Junction 2 DoH
10.11 Egmore Railway Station-Northern Side 5 DoH
10.12 Additional Subway opposite to Central Railway Station 5 DoH
10.13 Dasaprakash 4 DoH

10.14 Anna Arch 4 DoH
10.15 N.S.K. Nagar junction (Arumbakkam) 4 DoH
10.16 Vaishnava College 4 DoH
109
Cost (Rs.
Sl. Implementation
Project In
No Agency
Crores)
10.17 Near Taylors Road Junction 4 DoH
10.18 Aminjikarai Market junction 3 DoH
Along Jawaharlal Nehru Salai (IRR)
10.19 Mallady junction 4 DoH
10.20 Ekkattuthangal 4 DoH
10.21 14th Avenue Junction (Kasi Theatre) 4 DoH
10.22 P.T. Rajan Salai 4 DoH
10.23 Periyar Salai 4 DoH
10.24 Vinayagapuram Junction 4 DoH
10.25 C.M.B.T. 4 DoH
10.26 Kaliamman Koil Street junction 4 DoH
10.27 Thirumangalam (Anna Nagar 2nd Avenue) 4 DoH
10.28 Muggapair road junction 4 DoH
10.29 MMDA Colony 4 DoH
10.30 CIPET 5 DoH
10.31 Ashok Pillar 4 DoH
10.32 Thirumangalam Police Station Junction 4 DoH
10.33 Udhayam Theatre Jn 4 DoH
Along other major Roads
10.34 Thiruvanmiyur ECR – Marundeeswarar Koil Point 4 Chennai Corporation
10.35 Kodambakkam Sriperumbudur road, at Valasaravakkam 4 Chennai Corporation

At the intersection of NSC Bose road and Prakasam Salai
(Broadway)
10.37 Egmore Railway Station-Southern Side 5 Chennai Corporation
10.38 Thiruvanmiyur bus stand Junction 4 Chennai Corporation
10.39 Mint Junction 4 Chennai Corporation
Rattan Bazaar Road- Evening Bazaar Junction-Frazer Bridge
Road
10.41 Usman Road - Duraiswami Road junction 3 Chennai Corporation
10.42 Near MTC Bus terminus at T. Nagar 4 Chennai Corporation
10.43 Luz 4 Chennai Corporation
10.44 Wallajah Road and Bells Road Junction 3 Chennai Corporation
10.45 Purasawalkam High road and Perambur Barracks Road 6 Chennai Corporation
10.46 Sardar Patel Road @ C.L.R.I. 3 Chennai Corporation
10.47 Kamaraj Salai near Light House 4 Chennai Corporation
10.48 Greenways Road @ Sathya Studio 3 Chennai Corporation
10.49 Valasaravakkam - Arcot Road junction 3 Chennai Corporation
10.50 MEPZ on GST Road 3 DoH
10.51 Old Jail Road opposite to Stanley Hospital 4 Chennai Corporation
110
Cost (Rs.
Sl. Implementation
Project In
No Agency
Crores)
10.52 GST Road near MKN Salai 4 DoH
10.53 GST Road near Chromepet Bus Stand 4 DoH
Sardar Patel Road (Guindy Engineering College / Gandhi
Mandapam)
10.55 Sardar Patel Road – LB Road 4 Chennai Corporation
10.56 South Usman Road (Ranganathan Street) 3 Chennai Corporation
10.57 Theagaraya Road (Pondy Bazaar) 2 Chennai Corporation
10.58 College Road (Bus Stop) 3 Chennai Corporation
10.59 Purasavakkam High Road (Gangadeswaran Kovil Road) 2 Chennai Corporation
10.60 Pantheon Road and Adithanar Salai Junction 3 Chennai Corporation
10.61 Poonamallee High Road – Nerkundram 4 DoH
10.62 Taluk Office Road – Anna Salai 3 Chennai Corporation
10.63 Nathamuni Junction (New Avadi Road) 3 DoH
10.64 Uthamar Gandhi Salai – MGR Salai 4 DoH
10.65 Near Queen Marys College, on Kamarajar Salai 4 Chennai Corporation
10.66 At Raja Annamalai Mandaram 4 Chennai Corporation
10.67 Near Thiruvotriyur bus stand 2 Chennai Corporation
10.68 Near Meenakshi College on Kodambakkam High road 2 Chennai Corporation
10.69 Near Vadapalani Bus Terminus on Arcot road 2 Chennai Corporation
10.70 On Jawaharlal Nehru road near the junction with Arcot road 4 Chennai Corporation
10.71 Toll Gate near Royapuram 4 Chennai Corporation
10.72 Velachery road- Tarmani road junction 4 Chennai Corporation
10.73 Guindy – MKN Road 3 Chennai Corporation
10.74 Poonamallee High Road @ Koyambedu Bus Stop 2 DoH
10.75 Konnur High Road and Medavakkam Tank Road (Ayanavaram) 4 Chennai Corporation
11 ROBS/RUBS 366 DoH
11.1 ROB in lieu of L.C.No. 16 on MKT Road @ Minjur Station. 15.0 DoH
Construction of R.O.B. in lieu of L.C.4 (Near Tiruvotriyur
11.2
Railway Station)
25.0 DoH
11.3 Construction of RUB near Wimco Nagar Railway Station LC6 20.0 DoH
11.4 LC 3 at Tondiyarpet 25.0 DoH
11.5 LC 32, 33 between Tambaram and Vandalur 50.0 DoH
11.6 ROB on Kathivakkam – Cochrane Basin Road 19.8 DoH
11.7 RUB at Monegar Choultry Road 19.7 DoH
11.8 RUB at Villivakkam LC2 37.9 DoH
11.9 ROB at Rangarajapuram LC 21.9 DoH
11.10 Limited RUB @ LC 26 near Vaishnav College @ Chromepet 5.0 DoH
111
Cost (Rs.
Sl. Implementation
Project In
No Agency
Crores)
RUB in lieu of LC 16 near St. Thomas Mount Railway Station
11.11
(Karunigar Street)
8.0 DoH
11.12 RUB in lieu of LC19 near Meenambakkam 10.0 DoH

11.13 ROB @ LC 14 near Sevvapet Railway Station 22.0 DoH
11.14 ROB @ LC 24 14.0 DoH
11.15 ROB @ LC 29 16.0 DoH
11.16 ROB @ LC 30 38.5 DoH
11.17 ROB @ LC 34 18.0 DoH
12 Off street Parking –Multistoried 95 Chennai Corporation
12.1 At the Existing T. Nagar Bus Terminal on South Usman Road 30 Chennai Corporation
Multi-storied Parking Facility at Two Bus Terminals (MTC &
SETC) near Esplanade (Broadway)
12.3 At the MTC bus depot (East) on 3rd Avenue 10 Chennai Corporation
Multi-storeyed Parking Lot at the Garbage Truck Parking Site
on Nungambakkam High road
Multi-storeyed Parking Lot at the MTC Bus Terminal on
Velachery road
12.6 Multi-storeyed Parking Lot at Wallace Garden 15 Chennai Corporation
13 Traffic Management Centres for 4 areas 300 Traffic Police
13.1 T.Nagar Traffic Police
13.2 Egmore Traffic Police
13.3 Purasavakkam Traffic Police
13.4 Mylapore Traffic Police
14 Widening of Cross Drainage Works 101
14.1 Widening of bridge on Wallaja road across the B.canal 1.20 Chennai Corporation
14.2 Widening of bridge on Swami Sivananda Salai across B.canal 0.85 Chennai Corporation
14.3 Widening the Anderson bridge across Coovum 2.00 Chennai Corporation
Widening of bridge across Otteri Nullah between Aspiran

14.4 0.65 Chennai Corporation
garden I Street and Kilpauk Garden II Street
14.5 Widening of Bridge at Aminjikarai across Coovum 2.00 DoH
14.6 Widening of bridge at Sastri Nagar junction of E.H.Road 0.18 Chennai Corporation
14.7 Widening of culvert at Paper Mills Road 0.24 Chennai Corporation
Widening of culvert on Thirumangalam Road across Otteri
Nullah
Widening of bridge across Virugambakkam Canal at
Kaliamman Koil Street
14.10 Widening of culvert at Spurtank Road near Sree Mithai 0.07 Chennai Corporation
Additional 2 lanes to the Bridge on Sardar Patel Road across
14.11 1.00 DoH
B Canal
Construction of bridge across Coovam river connecting NH-4
14.12 5.00 DoH
with Nolambur
112
Cost (Rs.
Sl. Implementation
Project In
No Agency
Crores)
Construction of a bridge across Adyar river near
14.13 5.00 DoH
Nandampakkam
Construction of a bridge across Coovam river @ km 0/4-0/6 of
14.14 6.00 DoH
M.P.Road and Paruthipattu
14.15 Widening Basin Bridge on GNT Road 20.00 DoH
14.16 Widening the Bridges at Km. 13/9,15/10 Of Inner Ring Road 3.00 DoH
14.17 Additional two lanes to Thiru-Vi-Ka Bridge across Adyar river 9.00 DoH
14.18 Construction of new bridge across Cooum river at Mogappair 5.00 DoH
14.19 Construction of new bridge across Ennore creek 20.00 DoH
Construction of new bridge across Cooum river connecting
14.20 20.00 DoH
Rail Nagar and NH4
15 Construction / reconstruction of Cross Drainage Works 51
15.1 Bridge on Pari street across Virugambakkam Canal 1.42 Chennai Corporation
Bridge connecting ‘N’ Block main road and ‘O’ Block across
Otteri Nullah
Bridge connecting Ezhil Nagar, M.G.R. Nagar and Sathya
Nagar across B-Canal
Bridge Connecting Krishnamurthy Nagar and Ramakrishna

Road in M.K.B.Nagar
Bridge Connecting Narasimha Nagar and M.S.Nagar across

Otteri Nullah
Bridge across Cooum river connecting Metha Nagar officers
colony 1st street Dn-73 to Venkatachalapathy street
Demolition and reconstruction of bridge at Indira Nagar and
Rajiv Gandhi Nagar
15.8 Bridge at Kannagi street across Virugambakkam Canal 0.14 Chennai Corporation
Bridge Level Raising at Kalasathamman Koil street junction of
Tondiarpet High Road, Chinnandimadam
Bridge connecting Mathiazhagan Street and Nehru Nagar
across Rajbhavan canal
Construction of additional two lanes High Level Bridge at
15.11 Km.62/2 of Singaperumal Koil - Sriperumbudur - Thiruvallur - 5.00 DoH
Redhills Road.
Construction of additional high level bridge at Km. 3/4 of
15.12 1.00 DoH
Mount - Poonamallee - Avadi road.
Construction of additional two lane high level bridge at
15.13 5.00 DoH
Km.15/8 of Mount - Poonamallee - Avadi road.
Construction of submergible bridge at Km. 16/6 of
15.14 2.00 DoH
Tambaram-Mudichur-Sriperumpudur Road
Construction of submergible bridge at Km. 13/8 of
15.15 2.00 DoH
Tambaram-Mudichur-Sriperumpudur Road
Construction of submergible bridge at Km. 27/6 of Chennai-
15.16 3.00 DoH
Kodambakkam-Sriperumpudur Road
113
Cost (Rs.
Sl. Implementation
Project In
No Agency
Crores)
Construction of High Level Bridge at Km. 14/4-14/8 of
15.17 11.00 DoH
Karanodai - Minjur Road Road
16 Widening 2- lane to 4- /6- lane 4658
16.1 Improving Bus Route Roads in City (200 km.) 200 Chennai Corporation
Ayanavaram Road and Raju (N) Street (connecting New Avadi
Road and Medavakkam Tank Road) (1.4 k.m.) (4 lane)
Dr. Radhakrishnan Salai (Service Road on both sides of
flyovers at TTK. Road junctions)
16.4 Choolaimedu High Road (4 lane) 10 Chennai Corporation
16.5 in CMA (400 km) 2264 Urban Local Body
16.6 Improving Bus Route Roads (300 km) – CMA 300 Urban Local Body
The link road connecting Kaliamman koil street and NH4
through Nerkundram road to act as a parallel road to
Jawaharlal Nehru Salai (IRR) behind the KWMC (km 0/0-2/4)
(four lane)
16.8 Alandur Road (4 lane) 7 Urban Local Body
16.9 Velachery tank south bund Road (2km) (4 lane) 12 Urban Local Body
16.10 From Anna Salai (Alandur) to Station (3km) 18 Urban Local Body
16.11 Medavakkam Main Road (0.9km) 5 Urban Local Body
16.12 Velachery Road (3km) 3 Urban Local Body
16.13 Mudichur Road from G.S.T. Road to ORR (5.8km) 35 Urban Local Body
16.14 Choolaimedu High Road (four lane) 5 Urban Local Body
Wideningto two lane to Four lane and Strengthening of
16.15 7 DoH
G.N.T. Rd , km 22/6-25/7(Old NH)
Widening to two lane to Four lane and Strengthening of
16.16 10 DoH
Tiruvottiyur -Ponneri-Panchertty road,km13/5-16/0
16.17 7 DoH
16.18 7 DoH
Tiruvottiyur -Ponneri-Panchertty road,km19/0--22/0
16.19 7 DoH
Tiruvottiyur -Ponneri-Panchertty road,km22/0--25/0
16.20 10 DoH
16.21 7 DoH
16.22 5 DoH
road,Km 1/3-3/5
16.23 9 DoH
road,Km 3/5-7/0
16.24 10 DoH
road,Km 7/0-10/8
16.25 4 DoH
road km 2/2-4/0
114
Cost (Rs.
Sl. Implementation
Project In
No Agency
Crores)
16.26 3 DoH
road km 4/0-5/4
Widening and Strengthening of Marmalong Bridge -
16.27 43 DoH
Irumbuliyur Road km 8/2 - 12/4
Widening and Strengthening of Taramani link road km. 0/0-
16.28 23 DoH
3/650 (six lane)
16.29 Widening Madipakkam to Velachery km. 0/0-3/1 (four lane) 15 DoH
Widening and Strengthening of Vanagaram-Ambattur road ,
16.30 100 DoH
km 0/0-6/2 (six lane)
Widening MBI road Km. 12/2-21/2 (Medavakkam to
16.31 35 DoH
Tambaram) (six lane)
Widening ECR (from Thiruvanmiyur to Toll Plaza) Km. 11/8-
16.32 100 DoH
31/0 (six lane)
Kodambakkam-Sriperumpudur road, km5/0-37/400 (four
16.33 150 DoH
lane)
Widening Taramani Perungudi road Km. 0/0-2/010 (four
16.34 6 DoH
lane)
Widening from Anna salai (Alandur) to Mount station (MKN
16.35 20 DoH
road 3 Km. ( four lane)
Widening to dual four lane with service lanes of Inner Ring
16.36 15 DoH
Road km 13/2-16/2
Approach road from Rajiv Gandhi Salai to Nookampalayam
16.37 90 DoH
Road from 10m to 30.5m
Widening Rajiv Gandhi Salai from Siruseri to Mamallapuram -
16.38 500 DoH
30km (six lane)
ECR from Toll Plaza to Mamallapuram as 6-lane expressway-
16.39 300 DoH
20km
16.40 Pallavaram-Thoraipakkam road as 6-lane expressway 150 DoH
16.41 Nesapakkam Road 14 DoH
16.42 8 DoH
16.43 8 DoH
Widening two lane to Four lane of Korattur-Thinnanur-
16.44 8 DoH
16.45 7 DoH
16.46 6 DoH
Widening Four lane to six laning of Mount-Poonamallee -
16.47 10 DoH
Avadi road,Km 6/8-10/8
Widening two lane to Four lane of S.S.T.R road km 40/300-
16.48 6 DoH
43/0
16.49 9 DoH
30/0
16.50 Widening two lane to Four lane of S.S.T.R road km 30/0-33/0 7 DoH
16.51 Widening two lane to Four lane of S.S.T.R road km 33/0-36/0 7 DoH
115
Cost (Rs.
Sl. Implementation
Project In
No Agency
Crores)
16.52 10 DoH
40/300
17 Widening Single lane to two lane 363 DoH
17.1 Widening and Strengthening 18.0 DoH
a) Kundrathur joining T.T. Road(Km. 0/0-4/2) DoH
b)Thiruneermalai – Tirumudivakkam road, Km. 26/4-29/4 DoH
c)Pazhathandalam road 0/0-2/8 (two lane) DoH
Widening and Strengthening K.S. Road to Kolapakkam road,
17.2 4.0 DoH
Widening and Strengthening of Mangadupattu – Moulivakkam
17.3 6.1 DoH
road Km. 0/0-3/8 (two lane)
Widening and Strengthening Somangalam road, Km. 0/0-4/0
17.4 7.0 DoH
(two lane)
Widening and Strengthening of Ariyalur – Vilangadu Pakkam
17.5 9.5 DoH
road, Km. 0/0-6/4 (two lane)
Widening and Strengthening of Minjur – Kattur –
17.6 31.8 DoH
Thirupalaivanam Road Km. 0/0-17/4 (two lane)
Widening and Strengthening Minjur Karanodai road (Km. 0/0-
17.7 55.1 DoH
16/4) (two lane)
Widening and Strengthening of Madharvedu road, Km. 0/0-
17.8 3.4 DoH
1/6 (two lane)
Widening and Strengthening of Koladi road, km. 0/0-7/0 (two
17.9 19.0 DoH
lane)
Widening and Strengthening of Vadaperumbakkam –
17.10 21.5 DoH
Chettimedu Nairu Road (Km. 6/2 – 19/0) (two lane)
17.11 Widening and Strengthening of 16.0 DoH
a) Melmanambedu Road (Km. 0/0-1/420) DoH
b) Vellavedu – Chithur Kadu Road (Km. 0/0-4/2) DoH
c) Parivakkam - Pallikuppam road, ( Km 0/0-2/8) (two lane) DoH
17.12 4.0 DoH
T.P.P. road to Sadayankuppam Road Km 0/0-2/910
17.13 5.0 DoH
Medavakkam – Mambakkam – Sembakkam road Km. 8/0-12/5.
17.14 5.0 DoH
Medavakkam – Mambakkam – Sembakkam road Km. 12/5-17/0
17.15 5.0 DoH
Medavakkam – Mambakkam – Sembakkam road Km. 17/0-21/5
17.16 5.5 DoH
Medavakkam – Mambakkam – Sembakkam road Km.21/5-26/8
17.17 1.5 DoH
Chinnapanicheri road Km. 0/0-1/4
17.18 1.5 DoH
Nandhambakkam road Km. 0/0-1/350
17.19 3.0 DoH
17.20 3.0 DoH
Ambattur Road km1/2-3/2
116
Cost (Rs.
Sl. Implementation
Project In
No Agency
Crores)
17.21 3.0 DoH
17.22 4.0 DoH
17.23 3.0 DoH
17.24 3.0 DoH
Chengalpattu – Tiruporur road Km. 7/0-10/0
17.25 3.0 DoH
17.26 3.0 DoH
Chengalpattu – Tiruporur road Km.13/0-16/0
17.27 3.0 DoH
17.28 3.0 DoH
17.29 4.5 DoH
Singaperumal Koil to Reddikuppam Road Km. 0/0-4/5.
17.30 4.5 DoH
Singaperumal Koil to Reddikuppam Road Km. 4/5-9/0
17.31 4.5 DoH
Singaperumal Koil to Reddikuppam Road Km. 9/0-13/2
17.32 6.0 DoH
Mambakkam - Tiruporur Road Km. 14/4-20/0
17.33 5.0 DoH
17.34 5.0 DoH
Widening vadakupattu-Guruvanmedu-palur Singaperumal koil
17.35 10.0 DoH
road 0/0-7/8 (two lane)
17.36 2.0 DoH
17.37 2.5 DoH
17.38 3.0 DoH
Kayarambedu–Kalivanthapattu, km– 1/100-4/0.
17.39 4.5 DoH
Kayarambedu–Kalivanthapattu, km–4/0-8/450
17.40 5.0 DoH
17.41 4.0 DoH
17.42 4.0 DoH
17.43 Ambathur – Madanakuppam-Mettupalayam –Oragadam Salai 1.2 DoH
km0/0-1/8
Widening and Strengthening Singaperumal Koil to
17.44 14.0 DoH
Reddikuppam Road km 0/0-13/2
Widening and Strengthening Maelanur - Meyyur Road km 0/0-
17.45 29.0 DoH
17/4
117
Cost (Rs.
Sl. Implementation
Project In
No Agency
Crores)
Widening and Strengthening Madambakkam (through)
17.46 4.0 DoH
Kelambakkam road (Km. 0/0-3/1) (two lane)
18 Miscellaneous Schemes 157 Chennai Corporation
Improvements to existing subways/foot over bridges by
18.1 provision of escalators/ramps etc @ 30 locations @ 0.7 cr 21 Chennai Corporation
each
Pedestrain foot bridges across water courses ( 1000m @ 0.2 cr
/ metre)
18.3 Subway network at Central Railway Station 98 Chennai Corporation
Cycle tracks and foot ways along banks of water courses and
roads proposed for widening(60 km @ 0.3 cr/km)
19 Sky walks 128 Chennai Corporation
19.1 Central & Egmore 29 Chennai Corporation
19.2 T Nagar 37 Chennai Corporation
19.3 Parrys 32 Chennai Corporation
19.4 CMBT & CCBT @ Koyembedu 30 Chennai Corporation
20 Intermodal Stations 200 GoTN
20.1 Kilpauk 25 GoTN
20.2 Near Anna Flyover 25 GoTN
20.3 Tirumangalam 25 GoTN
20.4 Saidapet 25 GoTN
20.5 St. Thomas Mount 25 GoTN
20.6 Tiruvanmiyur 25 GoTN
20.7 Central 25 GoTN
20.8 Koyembedu 25 GoTN
21 Truck Terminals 70 GoTN
21.1 Manali 10 GoTN
21.2 Maduravoyal 10 GoTN
21.3 Koyembedu 10 GoTN
21.4 Madhavaram 10 GoTN
21.5 Karunakarancheri 10 GoTN
21.6 Manjambakkam 10 GoTN
21.7 Annambedu 10 GoTN
22 Intercity bus terminals 400 GoTN
22.1 Vandalur 200 GoTN
22.2 Varadaraja Puram 200 GoTN
23 Missing Links (4 lanes) 54 GoTN
23.1 Nesapakkam to Nandambakkam (Trade Centre) 18 Chennai Corporation
23.2 Kannadasan nagar to CPCL (Manali road) 18 DoH
23.3 Puzhal to IRR Madhavaram – Red hills road 18 DoH
118
Cost (Rs.
Sl. Implementation
Project In
No Agency
Crores)
24 MRTS 496 Southern Railway
24.1 From Velachery to St. Thomas Mount 496 Southern Railway
25 Proposed Suburban Rail Links 1709 Southern Railway
25.1 4th line from Beach to Athipattu 449 Southern Railway
25.2 5th & 6th line from Central to Avadi 420 Southern Railway
25.3 Tiruvanmiyur-Perungudi-Mamallapuram 840 Southern Railway
26 Major New Links (6 lanes) 3304 Southern Railway
CMA Peripheral Ring Road sections (Kelambakkam to NH45 &
26.1 504 DoH
Tiruvallur to Minjur)
Link between Vandalur-Wallajabad Road & Sriperumbudur-
26.2 90 DoH
Kodambakkam Road
20.3 Link between NH Bypass & ORR & NH4 (Sunguvarchatram) 207 DoH
26.4 Southern Segment ORR ( near – Tambaram Airforce Station) 90 DoH
26.5 Jawaharlal Nehru Road (IRR) southern segment 45 DoH
26.6 Thorapakkam – ECR line 18 DoH
26.7 Velachery – Karapakkam 36 DoH
26.8 NH bypass From NH 4 to NH 5 480 NHAI
26.9 Ennore Port Connectivity Road 207 NHAI
26.10 NH bypass (MEPZ) to ORR 27 NHAI
26.11 ORR from NH45 to TPP road 1600 GoTN
27 Major Road Widening 297 DoH
CMA Peripheral Ring Road Sections (NH45-NH4 via Oragadam
27.1 75 DoH
(6lane))
CMA Peripheral Ring Road Segment (Sriperumbudur-Tiruvallur
27.2 66 DoH
(6lane) (Singaperumal – Sriperumbudur Road ))
27.3 Redhills-Tiruvallur (4lane) 99 DoH
27.4 Kelambakkam-Vandalur (6lane) 57 DoH
28 Elevated Roads 3460 DoH
28.1 Along Adyar River 880 DoH
28.2 Along Medavakkam High Road 450 DoH
28.3 Pallavaram – Thirusoolam along NH45 150 DoH
28.4 Nandambakkam-NHBypass (along Mt. Poonamalle rd) 250 DoH
28.5 NH Bypass – Poonamalle Bypass along NH4 300 DoH
Manali Oil Refinery Rd – Central-Light House Along
28.6 800 DoH
Buckingham canal
Light House – Adyar Estuary and on to Kottivakkam(Santhome
28.7 630 DoH
Bypass El Corridor)
29 Freight corridor 1611 NHAI
Elevated corridor along the banks of Cooum river from
29.1 1468 NHAI
Chennai port to Maduravoyal
Road connecting Ennore Port (northern gate) and TPP Road @
29.2 143 NHAI
Vallur
119
Cost (Rs.
Sl. Implementation
Project In
No Agency
Crores)
Bus Augmentation + Replacement - 5500 Buses (2200
30 additional Buses and replacement of 3300 Buses @ Rs. 0.23 1265 MTC
crore per bus)
31 BRTS 4740 BRT SPV
31.1 Outer Ring Road (Vandalur – NH205) 450 BRT SPV
31.2 Medavakkam to St.Thomas Mount (El.BRT) 1210 BRT SPV
31.3 Northern Section of Jawaharlal Nehru Road 240 BRT SPV
31.4 Tiruvanmiyur to Kelambakkam IT-Corridor 345 BRT SPV
31.5 Thorapakkam – Pallavaram 165 BRT SPV
31.6 Tambaram-Velachery-Taramani-Thiruvanmiyur 300 BRT SPV
31.7 Adyar-Saidapet-Nandambakkam-Porur (El. BRT) 1760 BRT SPV
31.8 NH Bypass from Porur to Madhavaram 270 BRT SPV
32 Mono Rail/LRT 7650 Monorail/LRT SPV
Pallavaram - Kundrathur-Poonamallee - Ambattur -
32.1 4050 Monorail/LRT SPV
Koyambedu
32.2 Ambattur - Ambattur I.E - Padi - Anna Nagar - Kilpauk 3600 Monorail/LRT SPV
33 METRO 18650 CMRL
33.1 From Washermanpet to Airport, 14600 CMRL
From Chennai Central to Thirumangalam 0 CMRL
From Thirumangalam to Kathipara 0 CMRL
33.2 Washermenpet – Wimconagar 4050 CMRL
34 New Links 393 CMRL
Link road between Madhaya Kailash and Muthuramlinga
Thevar Salai along West Canal Bank Road (1.8 km) (elevated)
Link from Kotturpuram – Gandhi Mandapam Road and West

34.2 Canal Bank Road (utilising the approach road to Birla 25 Chennai Corporation
Planetarium and existing road behind CLRI) (1.16 km)
Link road along Ponni Amman Koil Street connecting Gandhi

Mandapam Road and West Canal Bank Road (1 km)
Link road between New Avadi Road and Medavakkam Tank
Road
Link Road between Rajiv Gandhi Salai (OMR) and East Coast
34.5 30 DoH
Road at Palavakkam
Link Road connecting Greenways Road to Northern end of
34.6 Thiru-vi-ka Bridge at Durga bai Deshmukh Road inside Music 3 Chennai Corporation
College
Link Road between Thiru-Vi -Ka Bridge and Kotturpuram
34.7 Bridge along southern bank of Adyar river and extending up 50 Chennai Corporation
to Marai Adigal bridge (4.4 km)
34.8 MBI Road to Rajiv Gandhi Salai thru Jaladampattae (4 km) 60 Chennai Corporation
34.9 Ambattur Estate to ORR (via Paruthipattu) (15km) 150 DoH

Total Cost for Phase - I 52689
120
Cost (Rs.
Sl. Implementation
Project In
No Agency
Crores)
Phase II (2016-2021)
1 10
Junctions, Road Markings and Signages) in CMA / DoH
3 Flyovers 240 DoH
3.1 Poonamallee High Road Vs Thiruverkadu Causeway 20 DoH
3.2 Poonamallee High Road Vs Vanagaram Ambattur Road 20 DoH
3.3 Jawaharlal Nehru Road Vs Redhills Road 20 DoH
3.4 Jawaharlal Nehru Road Vs TPP Road 20 DoH
3.5 Sothupakkam Road Vs Chennai bypass 30 DoH
3.6 NH4 Vs Thirumazhisai Road 30 DoH
3.7 GST Road Vs Pallavaram Thorapakkam Road 20 DoH
3.8 Avadi Poonamallee Road Vs Poonamallee Trunk Road 20 DoH
At the junction of Mount Poonamallee road and Poonamallee
3.9 60 DoH
Kundrathur road at Poonamallee town
4 Subways 23 DoH
4.1 CTH Road near Avadi Bus Stand 2 DoH
4.2 CTH Road in front of Ambattur Bus Stand 2 DoH
4.3 GST road near Chrompet bus stand 2 DoH
4.4 GNT Road Opp. Puzhal Central Prison 4 DoH
4.5 Mount Poonamallee road at Ramachandra Medical College 4 DoH
4.6 Valecheri Road (Thambaram East Railway Station) 3 DoH
4.7 Minjur Railway Station 2 DoH
4.9 Padi intersection 4 DoH
Southern
5 ROBS/RUBS 456
Railway/CoC/DoH
5.1 Thrisulam (LC 22) 15 DoH
5.2 LC 8 between Ambattur and Avadi (Near Avadi Rly stn)) 20 DoH
5.3 LC 1 between Pattabiram East 15 DoH
5.4 LC 3 between Pattabiram & Pattabiram Siding 15 DoH
5.5 L.C.6 near Ambattur Road (Ambattur Yard Station Line) 30 DoH
5.6 L.C.7 between Ambattur and Avadi (Annanur Rly Station) 20 DoH
5.7 Construction of RUB near Korattur 20 DoH
ROB in lieu of L.C.No. 40 (On Madambakkam, Adhanur and
5.8 35 DoH
Padappai road)
ROB in lieu of L.C.No. 47 between Guduvanchery and
5.9 55 DoH
Singaperumalkoil
Widening of RoB to dual 4 lane width in Km. 12/2-13/2 of
5.10 15 DoH
Inner Ring Road
121
Cost (Rs.
Sl. Implementation
Project In
No Agency
Crores)
ROB in lieu of L.C.No. 5 between Villivakkam and Ambattur
5.11 30 DoH
Railway Stations
5.12 RoB in lieu of existing Vyasarpadi underpass in GNT Road 85 DoH
Pattabiram Military siding (1042 – 1043) (located in NH 205
5.13 15 DoH
under the control of NHAI)
RUB in lieu of L.C. No. 9 (Near Hindu College Railway
5.14 15 DoH
Station)
5.15 ROB in lieu of L.C.No. 36 (Near Urappakkam) 30 DoH
5.16 Wimco Nagar and Ennore railway stations 25 DoH
5.17 Villivakkam - Ambattur (11/31A - 12/1) 15 Chennai Corporation
5.18 Vehicular Subway at Bojaraja Nagar 1 Chennai Corporation
6 Widening of Cross Drainage Works 33 DoH
Construction of High Level Bridge at Km. 0/2 of Sri Devi
6.1 5 DoH
Karumari Amman Koil Street.
Construction of High Level Bridge at Km. 14/8 of Vanagaram-
6.2 3 DoH
Ambattur Road
Construction of bridges across Coovum River from NH-4
6.3 20 DoH
(Koyambedu to Thiruverkadu (4 Nos.))
Construction of a Bridge at Km. 4/10 of Palur - Singaperumal
6.4 3 DoH
Koil Road
Construction of a bridge at Km. 4/6 of NH4 to Irungattukottai
6.5 1 DoH
to CKS road (via) Katrambakkam
Reconstruction of bridge at Km. 15/8 of Tambaram-Mudichur-
6.6 1 DoH
Sriperumpudur Road
7 Widening 2- lane to 4- /6- lane 1564 DoH
7.1 Redhills Road from Srinivasa Nagar to CTH Road 15 DoH
7.2 Widening GST road to Thiruneermalai ,4km (four lane) 15 DoH
7.3 CTH Road from Avadi to Thiruvallur as a 6-lane expressway 200 DoH
7.4 Navalur-Thalambur-Siruseri Medavakkam Road 300 DoH
Existing 50’ approach road connecting the Global Hospitals to
7.5 7 DoH
the Medavakkam-Sholinganallur Road (Perumbakkam)
Strengthening and improving the network of radial roads of
7.6 1000 DoH
250km length (improved during 1998-2000)
7.7 Thirunneermalai Road (1.5km) 11 DoH
7.8 Kishkinta Road (2.7km) 2 DoH
7.9 Agaram Road 15 DoH
8 Sky walks 25 Chennai Corporation
8.1 Tambaram 25 Chennai Corporation
Widening, Strengthening and Resurfacing of arterial, sub-
9 arterial and Collector Roads (Widening Single lane to two 81 DoH
lane)
9.1 Ambathur-Madanakuppam-Mettupalayam Road to Puthagaram 3.0 DoH
road,Km 0/0-2/135
122
Cost (Rs.
Sl. Implementation
Project In
No Agency
Crores)
9.2
A.V.P. road to Manali-Mathur road (via) Kosappur,Km0/0-3/4
5.0 DoH

9.3
Guruvoyal Road, Km0/0-4/0
4.0 DoH

9.4
Guruvoyal - Sothupakkam Road ,Km0/0-3/2
3.5 DoH

9.5
Putlur road ,Km0/0-3/8
4.0 DoH

9.6
Kommukambedu road,Km 0/0-3/6
3.5 DoH

9.7
4.0 DoH

9.8
5.0 DoH

9.9
Poondi- A.K.M. road to Vellerithangal road,Km 0/0-3/1
3.0 DoH
Widening single lane to two lane and Strengthening of (a)

Chennai – Mamallapuram road to Thalambur – Harijoin colonly
9.10
0/0-2/0 and (b) Thalambur – HC Road to Karanai – HC road
3.0 DoH
2/0-3/050.
Widening and Strengthening Of single lane to double lane to
9.11
3.0 DoH
Widening and Strengthening Of single lane to double lane to

9.12
3.0 DoH

9.13 GNT road to T.P.P road,(via)Gangaiyadi kuppam, Agaram 11.0 DoH
Colony ,Mettupalayam(including union road),Km0/0-10/6
9.14 GNT road to Neduvarampakam -Andarkuppam road ,Km 0/0- 3.5 DoH
1/830,0/0-1/600
9.15
C.P. road to Andarkuppam road ,Km0/0-1/0
1.0 DoH

9.16
GNT road to New Erumaivettipalayam road,Km 0/0-4/0
4.0 DoH

9.17
GNT road to New Erumaivettipalayam road,Km4/0-7/2
3.5 DoH
Resurfacing Thirumazhisai-Sathyavedu road Km. 20/0-22/0

9.18 including improvements to Service Road under R.O.B. in 4.0 DoH
Tiruvallur
Widening Single lane to two lane and Strengthening of of
9.19
Palur - Singaperumal Koil Road km 0/0-3/0
3.0 DoH
Widening Single lane to two lane and Strengthening of Palur

9.20
- Singaperumal Koil Road km 3/0-6/0
3.0 DoH
Widening Single lane to two lane and Strengthening of Palur

9.21
- Singaperumal Koil Road km 6/0-9/2
3.5 DoH

10.1 Light House 25 GoTN
123
Cost (Rs.
Sl. Implementation
Project In
No Agency
Crores)
10.2 Kundrathur 25 GoTN
10.3 Madhavaram 25 GoTN
11.1 Vandalur 10 GoTN
11.2 Nallur (Chekkadu) 10 GoTN
12.1 Thirunindravur 200 GoTN
13 Proposed Suburban Rail Links 1860 Southern Railway
13.1 Chengalpattu-Tiruvallur 920 Southern Railway
13.2 Tiruvallur – Gummudipoondi 940 Southern Railway
14 Elevated Roads 450 Southern Railway
14.1 Adyar Estuary-Kotivakkam (Santhome Bypass El Corridor) 150 DoH
Along Nungambakkam High Road, Valluvar Kottam High Road,
Mc. Nichols Road, College Road and Haddows Road
15 Development of Freight corridor 101 Chennai Corporation
Road connecting Ennore port (northern gate) and NH5 @
15.1 101 GoTN
Thatchur
Bus Augmentation + Replacement - 6600 Buses(1100
16 additional Buses and replacement of 5500 Buses @ Rs. 0.23 1518 MTC
crore per Bus)
17 METRO 8550 CMRL
Madhavaram-Perambur – Chetpet – Dr. Radhakrishna salai -
17.1 8550 CMRL
Lighthouse
18 New Links 379 CMRL
New Link Road connecting Greenways Road to Northern end
18.1 of Thiru-vi-ka Bridge at Durgabai Deshmukh Road inside Music 3 Chennai Corporation
College
18.2 Bypass roads to Thirumazhisai & Thiruvalluvar Towns (12km) 180 DoH
18.3 Mudichur to Darkas Loop Road (via) TNHP Colony (3.2 km) 5 DoH
18.4 Velachery - Kelambakkam Link Road –(8.6) (4 lane) 86 DoH
18.5 Tambaram Sanatorium to ORR (5.5km) (4 lane) 55 DoH

Link connecting Vanagaram – Ambattur Road and Porur
18.6 25 DoH
through Chettiaragaram (NH 4 – M.P. Road via Chettiaragaram
Link connecting Ambattur-Red Hills Road and IRR by widening
18.7 and strengthening the Water Canal Road from 25 DoH
Madanamkuppam
Sriperumbudur on NH4 - Poonamallee - Porur - Arcot Road - T
19.1 6300 Monorail/LRT SPV
Nagar - Teynampet-Luz
Total Cost for Phase - II 21899
Phase III (2022-26)
124
Cost (Rs.
Sl. Implementation
Project In
No Agency
Crores)
1 5
Junctions, Road Markings and Signages) / DoH
3 Flyovers 170 DoH
3.1 Manali High Road vs Ennore High Road 20 DoH
3.2 CTH Road Vs Redhills Road 20 DoH
3.3 Vandalur Kelambakkam Road and NH-45 20 DoH
3.4 Ennore Expressway and Manali Oil Refinery Road 20 DoH
3.5 Vandalur Walajabad Road and Mudichur Road 20 DoH
3.6 Chennai Bypass and Kunrathur Road 20 DoH
3.7 Redhills-Thiruvallur Road and NH-5 20 DoH
Vadakarai – Madhavaram Road x Naravarikuppam Town
3.8 30 DoH
Panchayat limits.
4 Subways 9 DoH
4.1 GNT Road (Moolakadai junction) 3 DoH
4.2 Porur - Mount Poonamallee Road junction 4 DoH
4.3 Mount Poonamalle Road - Mangadu Road Junction 2 DoH
5 Widening of Cross Drainage Works 74 DoH
5.1 2 DoH
Periyapalayam road
Construction of a bridge at Km. 20/6 & 8 of Chennai-
5.2 5 DoH
Kodambakkam - Sriperumbudur Road
Construction of bridge at Km. 13/6, 15/8 7 other narrow CD
5.3 4 DoH
works (11/4-20/0) of Mount - Poonamallee - Avadi road.
5.4 Construction of a bridge across Aranaiyar river @ km 20 DoH
5.5 Tiruvallur -Uthukotai road(Tirumazhisai-Satyavedu Road) 20 DoH
Construction of High Level Bridge at Km.62/2 of Singaperumal

5.6 1 DoH
Koil - Sriperumbudur - Thiruvallur - Redhills Road.
Construction of Bridge at Km.44/2 of Thirumazhisai -
5.7 3 DoH
Sathyavedu Road.
5.8 1 DoH
Periyapalayam road to Pakkam road
5.9 Construction of Bridge at Km. 4/6 of Melanur-Meyyur road 18 DoH
6 Widening 2- lane to 4- /6- lane 210 DoH
Widening Tambaram - Somangalam road Km. 0/0-9/6 (four
6.1 30 DoH
lane)
Vadaperumbakkam Chettimedu Nayaru Road, km 0/0-24/0
6.2 180 DoH
(four lane)
7 TWO LANE WIDENING 105 DoH
125
Cost (Rs.
Sl. Implementation
Project In
No Agency
Crores)
7.1 4.5 DoH

7.2 3.5 DoH
Melanur-Meyyur road ,Km 4/0-7/0

7.3 3.5 DoH

7.4 4.0 DoH
Medur-Gummidipoondy,Km 0/0-5/0

7.5 5.0 DoH

7.6 5.0 DoH

7.7 3.0 DoH
Widening single lane to two lane and improvements to
7.8 Walajabad - Sunguvarchattiram - Keelachery Road Km.24/0- 5.0 DoH
30/9.
7.9 4.5 DoH
7.10 5.0 DoH
7.11 3.0 DoH
Thandalam - Perambakkam Road Km.10/0-12/0
Widening single lane to two lane and Strengthening of GST
7.12 6.0 DoH
road to Karuneelam (via) Malrosapuram road Km. 0/0-5/8.
7.13 3.0 DoH
Nemili - mannur Road Km. 0/0-3/0
7.14 2.5 DoH
Nemili - mannur Road Km. 3/0-5/4
7.15 4.0 DoH

7.16 4.0 DoH

7.17 4.5 DoH
Kottamedu-Manamathy Km 0/0-4/5
7.18 Widening Pallur-Sogandy road km. 0/0-23/8 (two lane) 25.0 DoH
Widening Umayal paranchery-Kanchivakkam-
7.19 10.0 DoH
Sepapananchery0/0-9/2 (two lane)
8 MULTI LANE WIDENING(OUTSIDE CMA) 1264 DoH
8.1 7 DoH
sunkuvarchatiram-Keelachery road km 3/0-6/0
126
Cost (Rs.
Sl. Implementation
Project In
No Agency
Crores)
8.2 6 DoH
8.3 6 DoH
8.4 12 DoH
Widening Kosathalaiyar Bridge-Puthur road -32.5km (four
8.5 120 DoH
lane)
Widening Tirukalukundram-Mamallapuram Road-13.2km (four
8.6 50 DoH
lane)
Widening Walajabad-Sunguvarchathiram-keelacherry -
8.7 164 DoH
Tiruvallur -43.km (four lane) 18/4-43/0
Sadras-Chengalpattu-Kanchipuram-Thiruvallur-Arakkonam
8.8 550 DoH
road ,km 0/0-107/400 (four lane)
Linking NH-4 with Arakkonan Naval Air station through
8.9 Thandalam-Perambakkam road,koovam-Thakkolam - 200 DoH
Arakkonam road(40 km)
8.10 Puduvoyal-Periyapalayam road ,km 0/0-13/8 (four lane) 50 DoH
8.11 Tiruvallur-Uthukottai road(Four lane)-23km (four lane) 100
9.1 Porur 25 GoTN
9.2 Pallavaram 25 GoTN
10.1 Varadharajapuram 10 GoTN
11.1 Redhills 200 GoTN
12 Proposed Suburban Rail Links 540 GoTN
12.1 Chengalpattu-Mamallapuram 540 GoTN
Bus Augmentation + Replacement - 8000 Buses (1400
13 additional Buses and replacement of 6600 Buses @ Rs. 0.23 1840 GoTN
crore per Bus)
14.1 NH Bypass from Porur- Madhavaram 2700
15 New Links 345 DoH
Providing an east-west link connecting the RoB near
15.1 Ambattur Rly.and IRR near Villivakkam station, north of the 150 DoH
Central-Arakkonam Rail line
15.2 Link connecting Sadayankuppam Road to Ennore Expressway 75 DoH
15.3 Link connecting Medavakkam Kovoor 20 DoH
An approach road on Alamathi Road to Red Hills – Tiruvallur

15.4 100 DoH
main road (via) Avadi – Alamathi (Four lane) – 14km
Total Cost for Phase - III 7532

Grand Total 82120
127
XXII. Financial Investment Strategy

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

• Highways Department
• National Highways Authority of India (NHAI)
• Corporation of Chennai
• Chennai Metropolitan Development Authority (CMDA)
• Chennai & Ennore Port / AAI
• Other Urban Local Bodies in CMA including Municipalities, Town Panchayats etc
II. Public Transport
• Southern Railway
• Chennai Metro Rail Limited (CMRL)
• Metropolitan Transport Corporation (MTC)
III. Road Safety & Enforcement
• Traffic Police
• Regional Transport Authority
173. It is estimated that about Rs. 2600 crores is available for transport infrastructure development
in CMA for the FY 2009-10 through budgetary resources of different agencies as given in Table.
Major provision of Rs. 1500 crores is by CMRL towards construction of metro rail. However, the
provision by other agencies includes provision for capital works and O&M for existing facilities.
With the assumption that only 50% of the total budget will be available for capital works for
the agencies except CMRL (Rs. 1573.65 cores for 2009-10 only and hence excluded) and MTC
(MTC does not have budget planning and revenue from ticketing has been utilized for O & M
and hence excluded), it is estimated that about Rs. 230 crores will be available annually for
capital investment in transport infrastructure in CMA its present in the Table.
Table: Existing Funding Pattern for transport investments and O&M in CMA
Sl. Budget available Rs. in Crores

Agency
No 2003-04 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10 8
1 Highways Dept.1 30 52.5 129.02 176.48 NA NA 300

Corporation of
2 NA NA 156.71 130.77 189.01 NA 100
Chennai 2
Traffic Police
3 1.25 0.60 0.60 0.60 0.60 0.60 16.84
Department 3
Chennai Metro
4 Rail Limited NA NA NA NA NA NA 1573.92
(CMRL) 4
128
Sl. Budget available Rs. in Crores

Agency
No 2003-04 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10 8
5
5 Local Bodies NA NA NA NA NA 65.67 18
Other Local
6 NA NA NA NA NA 30.7 30.65
Bodies 6
7 MTC7 600 600
Total 2639.41
Source:
1. Expenditure reported to Government as per CMDP Plan approved to Govt. + Expenditure on roads in
CMA by Highways Dept.
2. Allocation for roads and bridges by Corporation of Chennai
3. Allocation to traffic management in Chennai City Traffic Police Department
4. As per CMRL budget , 2009- 10
5. Budget Estimate 2009-10 from Commissionerate of Municipal Administration for CMA
6. Estimated based upon the Total Estimate Cost of Roads for Chengalpattu Region,CMDP-2009-10,
Directorate of Town Panchayats and Directorate of Rural Development
7. The value is the annual revenue from ticket collection. MTC does not have budget planning and
revenue from ticketing has been utilized for O & M.
8. Transport Department, Government of Tamil Nadu
XXIII. Investment Requirements

174. Total investment required for the identified transport infrastructure developments for CMA
through the CTTS is estimated to Rs. 82,120 crores to be spent over the period of 17 years
from 2010. Based on assignment analysis of identified projects to stakeholders (relevant
agencies/departments), estimated total investment was distributed among the agencies.
175. Details of agency wise and phase wise total investment required for transport sector for CMA
for next 17 years is presented in the Table.
Table: Total Fund Requirement (Rs. In Crores)

Agencies Total % Share
(2010 – 2015) (2016 – 2021) (2022 – 2026)
GoTN 2270 396 260 2926 3.6%
Chennai Corporation 1823 346 1 2170 2.6%
Urban Local Bodies 2698 3 1 2702 3.3%
Southern Railways 2205 1860 540 4605 5.6%
Traffic Police 346 16 10 372 0.5%
Dept. of Highways 8717 2911 2180 13807 16.8%
NHAI 2325 0 0 2325 2.8%
MTC 1265 1518 1840 4623 5.6%
BRT SPV 4740 0 0 4740 5.8%
Monorail/LRT SPV 7650 6300 2700 16650 20.3%
CMRL 18650 8550 0 27200 33.1%
Total 52689 21899 7532 82120 100.0%
% 64% 27% 9%
Note: Consultant’s Estimates
129
176. Gap Analysis
a) Tied Resources through Committed Projects

Based on the available data through stakeholders, it is estimated that Rs. 19868 crores worth
of projects were already committed for investment and are in different stages of
implementation. This includes the major investment committed by CMRL (Rs. 14,600 crores)
for the on-going Metro project. All these committed projects through tied resources are
considered in Phase I.
Table: Committed (Phase 1) Investments

Committed
Agency Committed Projects Investment during
Phase I (Rs. In Crores)
GoTN • ORR from NH 45 to TPP road 1600
Chennai
• Committed Flyovers 210.0
Corporation
• 4th suburban line from Beach to
Athipattu
• 5th & 6th suburban line from Chennai
Southern Railways to Avadi
1055
• MRTS From Velachery to St. Thomas
Mount
• ROBs/RuBs
Dept. of Highways • Committed Flyovers 455.0
• NH bypass From NH 4 to NH 5
• Elevated corridor along the banks of
NHAI 1948.0
Cooum river from Chennai port to
Maduravoyal
• From Washermanpet to Airport,
• From Chennai Central to
CMRL 14600
Thirumangalam
• From Thirumangalam to Kathipara
Total 19868
Note: Consultant’s Estimates based on discussions with different agencies
b) Public Private Sector Participation (PPP)
In tune to the adopted Urban Transport Strategy by GoTN, the possibility of bringing the
private sector in to transport sector in appropriate areas was explored and accordingly, the
possible investment areas were identified where urban transport projects can be implemented
through PPP format. Potential candidate projects for PPP format include:
• Off-street parking lots

• Intermodal stations
• Truck terminals
• Intercity bus terminals and
• Mass transport systems (BRT, Monorail/LRT & Metro)- 30%
130
Out of the total investment requirements, about Rs. 11,517 crores has potential through
private sector participation. Details of agency wise and phase wise estimated investment
possibility through PPP are given in Table. About 14% of the total investments is proposed to
be through PPP format.
Table: Potential Investments through PPP (Rs. In Crores)

Agency Total
(2010 – 2015) (2016 – 2021) (2022 – 2026)
Govt. of TN 670 295 260 1225
Chennai
95 - - 95
Corporation
BRT SPV 1422 0 0 1422
Monorail/LRT SPV 2295 1890 810 4995
CMRL 1215 2565 0 3780
Total 5697 4750 1070 11517
Source: Consultant’s Estimates
Note: 30% of Mass Transport investments (excluding committed schemes) are assumed through Private Sector.
c) Additional Fund Requirements
Main objective of the proposed financial investment strategy is to identify the total and net
fund requirements for the identified stakeholder agencies / departments during the period
2010-2026. This will help to gear-up their preparedness for mobilizing the required net
resources for the identified agencies.
Estimation of the net financial resource requirement was in the following stages:
• Estimation of total financial requirements
o from the identified transport projects through appropriate costing
o Allocation of estimated financial requirements among the stakeholder agencies /
departments
o Phasing of the investments
• Identification of tied resources
o Identification of tied resources through committed projects
o Estimation of possible investment from private sector through PPP projects
• Estimation of untied resource requirements, after deducting resources from committed
projects and from private sector from the total investment requirements.
• Available resources through budgetary sources from different agencies.
• Estimation of net resource requirement, after deducting the available budget support
from the total untied resources
Estimated resource gap assigned to different agencies through the methodology discussed
above is presented in Table. About Rs. 47,600 crores is estimated as gap fund which need to
be mobilized during the period 2010-2026. Of the identified fund gap, about 55% need to be
mobilized during the Phase I, 33% during Phase II and the remaining 12% during Phase III.
CMRL, Monorail/LRT SPV, Southern railway, Highways Department and MTC are the agencies
131
that require maximum additional resources and need to be identified through possible
resources.
Table: Details of Estimated Fund Gap for the identified investment requirements (Rs. Crores)
Estimated
Available
Resources per
Additional Capital Fund Requirements
Fund Requirement for Untied Resources Annum based on
through Budget Resources upto 2026
current budget
Agencies
availability
pattern
Phase 1 Phase 2 Phase 3 Phase 1 Phase 2 Phase 3
1
(2010 – (2016 – (2022 – Total Capital O& M (2010 – (2016 – (2022 – Total
2015) 2021) 2026) 2015) 2021) 2026)
Go TN 0.0 101.0 0.0 101 0 0 0 101 0 101
Chennai
1519.0 347.0 2.0 1868 50 50 1269 47 0 1316
Corporation
Urban Local
2699.0 3.0 2.0 2704 24 24 2579 0 0 2579
Bodies
Southern
1151.0 1860.0 540.0 3551 0 0 1151 1860 540 3551
Railways
Traffic Police 346.0 16.0 10.0 372 8 8 306 0 0 306
State
Highways 8262.0 2911.0 2180.0 13353 150 150 7512 2011 1430 10953
Dept.
NHAI 377.0 0.0 0.0 377 0 0 377 0 0 377
MTC 1265.0 1518.0 1840.0 4623 0 601 1265 1518 1840 4623
BRT SPV 3318.0 0.0 0.0 3318 0 0 3318 0 0 3318

Monorail/LRT
5355.0 4410.0 1890.0 11655 0 0 5355 4410 1890 11655
SPV
CMRL 2835.0 5985.0 0.0 8820 0 0 2835 5985 0 8820
Total 27130 17150 6460 50740 230 830 25970 15930 5700 47600
Source: Consultant’s Estimates
Note: 1. In the absence of adequate data, 50% of the available budget is estimated for O&M and the balance 50%
for capital investments.
Note 2: For CMRL, the metro project under implementation is included in the committed projects and hence no
additional fund is considered. For the projects evolved as part of the study for BRT SPV, Monorail/LRT SPV and
CMRL, fund is not committed and hence is indicated as additional requirement.
177. Options for Gap funding

Total transport investment plan for CMA for 2026 is estimated at about Rs. 82120 Crores, in which Rs.
19,868 crores have tied funding resources through committed projects and about Rs. 11,517 crores
could be funded through PPP options. Estimated available resources per Annum for capital investment
based on current budget availability is limited. The identified resource gap is of about Rs. 47,600
crores and funds of the required magnitudes cannot be had from within the budgetary resources of
Government.
Hence,the following sources have been proposed as alternate options for funding the identified
resource gap to develop the suggested urban transport infrastructure in CMA.
132
• Government Funding Support from Central and State Governments through various
schemes like JNNURM, VGF, etc.
• Fuel cess for the fuel sold at outlets in CMA
• Additional cess on new vehicles during registration in CMA
• Issue of Municipal Bonds/ Debentures
• Loan from Financial Institutions and Multilateral Funding agencies
1) Government Funding Support: Government funds including, JNNURM, Viability Gap Fund (VGF) by
Planning Commission, etc are the possible funds for Transport infrastructure. Since Chennai,
comes under Class 1 category of JNNURM city, infrastructure funding is eligible for 35% GOI
contribution, 15% as State contribution and 50% as ULB resources. The funds will be provided on
the basis of project reporting.
Also, Planning Commission, GOI is providing VGF support to infrastructure projects to the
maximum of 20% of the capital cost. Similarly there are few specific programs focusing urban
infrastructure investment which can be used for appropriate transport projects. Considering all
these, on conservative side it is assumed that 20% of the identified resource gap can be funded
through government support in terms of grants.
2) Fuel Cess: Another source of funding is by introducing an additional cess on fuel only in CMA
outlets. It is suggested to put an additional cess on fuel at Re. 1/ Litre. It is estimated that about
Rs. 230 crores could be accrued annually from fuel cess.
3) One-time fee on vehicle registration: Another revenue option is imposing an additional onetime
fee on new vehicles during registration within CMA region. The estimated fund that could be
generated is Rs. 675 Crores by 2026 as presented in the Table.
4) Municipal Bonds/ Debentures: Municipal Bonds or debentures are issued by the ULBs and
Infrastructure funds to be redeemable after a specific period and have a definite rate of interest.
The bonds/ debentures are issued to the general public at large or to specific institutional
investors. In case of municipal bonds, they can either be taxable or tax-free, in terms of income-
tax on interest income from the bond at the hands of the holder. The advantages of using
municipal finance urban infrastructure are increasingly evident in India.
5) Institutional Loan from Financial Institutions, Bi-lateral and Multi-lateral bodies: Specialised
Financial Institutions e.g. IDFC and IL&FS are some agencies which provide loans and a variety of
instruments for infrastructure financing. Other Financial Institutions e.g. ICICI, IDBI, LIC of India,
etc. also provide funds for infrastructure projects. These institutions have access to funds which
are for longer duration e.g. loans from development agencies, bonds from open market, foreign
institutional investors, etc. and are thus able to lend for relatively longer durations than banks.
Bi-lateral and Multi-lateral bodies also known as Development Agencies like World Bank, Asian
Development Bank (ADB) provide soft loans and grants for infrastructure projects. These agencies
provide funds which are generally in the form of soft loans, and have a grant component combined
with it for project preparation or capacity building. In certain cases, retroactive financing
arrangements can be agreed to, wherein funds spent in project preparation stage is financed after
loan agreements are finalized with retroactive effect. Accessing funds from these agencies is
133
relatively a long process and it requires preparation of various project documents. As almost all loan
projects of bi-lateral and multi-lateral agencies are backed by a sovereign guarantee, the Department
of Economic Affairs, Ministry of Finance, Government of India plays an important role during the
entire process.The shortfall in the total fund gap, after exhausting all the above discussed options,
can be tried through this institutional loan both from national and international agencies.
178. Mobilization of Gap Fund

Consolidated picture for mobilizing the required fund gap through different possible financing options
is presented below in the Table.
Table: Estimated mobilization of Gap Fund during the period 2010-2026

Estimated fund mobilization
Funding Options
during 2010-2026 (Rs. Crores)
1. Government Funding Support (20%) 9,520
2. Fuel Cess 230
3. Onetime fee on vehicle registration 675
4. Municipal Bonds/ Debentures 2,000
5. Institutional Loan from Financial Institutions,

35,175
Bi-lateral and Multi-lateral bodies
Total Gap Fund Requirement 47,600
About Rs. 35,000 crores will be required to be mobilized through institutional loan, with the
assumption that the remaining Rs. 12,600 crores can be mobilized through other funding options
discussed above. However, it is to be underlined that the options suggested will require further
detailing in terms of institutional and legal aspects, as the present exercise was done only at macro
level. With all its limitations, the above exercise indicate the requirements and the possible sources
to fill the gap.
XXIV. Institutional Arrangements

Introduction
179. This multiplicity of institutions has resulted in:
• Fragmentation of functional responsibilities
• Lack of local resources and
• Paucity of financial resources and
• Lack of privatization strategy for the sector, as a whole
180. In fact, the responsibilities for policy making, planning, investment, operations and
management are divided in Central, State and local government organizations with the result,
there is no unity of command and coherent approach to various issues confronted by this
sector.
134
181. Chennai is no exception to this scenario. In this regard, a diagnosis of the existing institutional
arrangement in Chennai has been done to identify the gaps. Several case studies around the
globe on institutional arrangements have been studied and conclusions are drawn on the
organizational factors that contribute to successful urban transport systems.
Case Studies from India

182. The existing Institutional scenario in major cities in India that are contemplating Unified
Metropolitan Transport Authority were studied notably those of Hyderabad, Mumbai, and Pune.
Diagnosis of the current Institutional set up in Chennai

183. The transport infrastructure facilities in CMA are vested with the Department of Highways,
Chennai Municipal Corporation, Municipal bodies outside Chennai city, National Highway
Authority of India (NHAI), Railways, Metropolitan Transport Corporation, Port authorities, AAI,
CMDA (bus & truck terminals), private agencies operating buses to work centers and schools
besides private truck terminal operators. The commercial vehicles and IPT modes are operated
by private agencies and have make shift stands for operation and are not well organized.
Besides other agencies that have a role in the efficient functioning of urban transport are the
Transport Department vested with licensing and issuing permits, police department to regulate
and enforce traffic and department of environment / pollution control to monitor the related
aspects to have a sustainable transport. There are as many as fourteen agencies involved in
planning, providing operation and managing transportation system in Chennai Metropolitan
Area. In many tasks, their role is overlapping. In order to utilize the available infrastructure,
facilities and resources for development, proper coordination and streamlining the activities of
different agencies, there is need for a statutory organization. The share of public transport
(bus and rail) went down from over 50% in 1971 to about 43% of total traffic in 1993 in CMA and
the figure has dwindled substantially as of 2008. The private vehicle and IPT trips have gone
up. The multiplicity of institutions has resulted in fragmentation of functional responsibilities,
lack of local resources, paucity of financial resources and lack of privatization strategy for the
sector, as a whole. This calls for developing and maintaining an integrated transport system by
an appropriate authority.
184. In case of London and Singapore, for example, the Transport for London and the Land
Transport Authority respectively are the sole authorities for running the entire urban public
transport. They are involved from the highest level of function like the strategic planning for
the city to the lower level of functioning like the operation schedule of public transport
systems. Besides, the main aim of the Government of India’s initiative for setting up Unified
Metropolitan Transport Authorities (UMTA) in Indian cities is to make the other agencies work
under the purview of UMTA. Hence, a proper institutional frame-work under UMTA is the need
for Chennai.
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Recommended Institutional Framework

185. The Unified Metropolitan Transport Authority (UMTA) is contemplated for the metropolis and
though at a slow pace is now taking shape. It is gathered at the time of finalising the CCTS
report that the GoTN are contemplating to strengthen the ad hoc UMTA set up for Chennai by
suitable legislation. The Authority with teeth to bite needs comprehensive reforms. A
substantive legislation is to be undertaken by the State Legislature to create UMTA and to give
it the statutory status. The UMTA should have adequate transport planning expertise in order
to study and prepare perspective plans for transport and related infrastructure. It could also
channel funding as per the policies of the government. All Urban transport related projects
need to be approved by the UMTA for funding (State / Central) to be available to them. All
modes of public transportation including Metropolitan Transport Corporation (MTC) buses, BRT
systems, Suburban rail, Mass Rapid Transit System (MRTS), the proposed Chennai Metro and the
role of IPT shall be brought under the purview of UMTA. The existing provisions in the Motor
Vehicle Act relating to licenses, fare structure, Government powers to issue directions and
other transport operations may require necessary modifications as UMTA Act should prevail
over the existing provisions. Necessary provisions in this regard will have to be made in the
proposed Act. The National Highways Act and National Highways Authority Act are laws
enacted by Parliament. These acts may need to be amended so as to make UMTA Act effective
with respect to NH-/NHAI Rural within CMA.
186. CMDA could play a major role in the proposed institutional set up as well. A Transportation
Cell could be set up within the CMDA, strengthened with professionals like Transport Planners
and Traffic Engineers, Urban Planners, etc. It should be the responsibility of the CMDA to
prepare the overall Master Plan for the city by integrating it with the landuse. The transport
projects prepared by other agencies could be reviewed by the CMDA and sent to the UMTA for
approval. The CMDA could also maintain a central database of all the transport related data
collected and analyzed.
187. Summing up, the total shelf of schemes estimated at a cost of Rs.82,100 Cr recommended for
implementation in phases up to 2026 is expected to help realize 66% which is close to the
stated objective of the Second Master Plan of achieving a public transport modal share of 70%.
• The major investment proposals include:
Development of additional network of metro rail for another 28 km including the
extension from Washermanpet to Wimco Nagar segment.
Development of a network of Monorail/LRT for a length of about 110 km.
Development of a network of BRTS for a length of about 150 km including a stretch of
Jawaharlal Nehru Salai from Padi to Madhavaram.
Development of additional network of suburban rail for a length of over 200 km. This
includes the 4th line from Chennai Beach to Athipattu and 5th and 6th line from Chennai
Central to Avadi.
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Development of inter-modal interchanges at 13 locations including at St.Thomas Mount,

Porur and Saidapet.
Construction of multi-level parking at 6 locations. This includes the construction of multi-
level parking by Corporation of Chennai at Wallace Garden, Greams Lane.
Construction of RoBs / RuBs at over 35 locations. This includes the locations at L.C.No. 16
on MKT Road @ Minjur Station, L.C.No. 32 & 33 (Near Standard Motors) and LC 14 in
between Tirunindravur - Tiruvallur. (Near Sevvaipet Railway Station).
Construction of grade separators at over 50 locations. This include the locations at
Taramani road x MBI road, Nelson Manickam road x Periyar EVR Salai x Anna Nagar 3rd
Avenue, LB road x Tiruvanmiyur road, Arcot road x Jawaharlal Nehru salai etc. in the first
phase.
Construction of the Outer Ring Road for a length of 62km as a multi-modal corridor. The
first phase of development for a length of 30km is under way.
Construction of pedestrian subways at over 80 locations. This includes about 10 locations
in the suburban area. The schemes recommended to be taken up in the first phase
include Thiruvanmiyur bus stand junction, additional subway opp. Central Station, MEPZ
on GST Road, Ashok Pillar on Jawaharlal Nehru Salai, GST road near Chrompet bus stand
etc.
Construction of truck terminal at 9 locations. The limited truck terminal at KWMC and
Manjambakkam and a full-fledged truck terminal at Karunakaracheri are proposed in the
first phase.
The other investments include major missing links (14), road widening (over 150 road
stretches), elevated roads (7), skywalks and cycleways.
A regional network of road (about 190km) and rail (about 160km) to serve the immediate
surroundings of the CMA covering Mammallapuram, Chengalpattu, Kancheepuram,
Arakonam, Uthukottai and Gummidipoondi has also been proposed.
XXV. Conclusions
188. The city has indeed been, slowly strangling itself because of the unrestrained use of
personalized modes of transport, over-crowding of public transport and its inability to respond
to the challenges of ever-increasing traffic. In the light of persistent and vexatious transport
problems, CMDA has commissioned this Comprehensive Traffic and Transportation Study during
the year 2008.
189. The Comprehensive Transport Study has focused on making Chennai a vibrant global metropolis
city by proposing a series of new transport initiatives. The goal of the study is to come up with
a transport system that places people at the centre and realizes the 2026 vision, that is to
137
make Chennai a prime metropolis which will be more livable, economically vibrant and
environmentally sustainable and with better assets for the future generations
190. The Comprehensive Transport Study is designed to provide the broad parameters for the long
term development of our transport infrastructure, for the expansion of public transport
services and for setting traffic management objectives for the next 20 years. This important
study will have far-reaching consequences for our future mobility as well as economic
prosperity and environmental sustainability.
191. The basic rationale of various recommendations under this Study is to curtail the
indiscriminate use of personalized motorized modes, while ensuring public transport
accessibility to larger section of the population. A greater level of comfort is expected from
mass transportation systems and the increased frequency and expansion of the suburban
services, increase in the number of rail lines, ensuring a fairly good network for the suburban
services well ahead of the horizon period. A substantial shift from private cars and taxis to
mass transportation is also expected, in view of the restraints planned that impact on the
modal choice.
192. Improvement in the quality of urban life can be achieved by providing safe and convenient
means of facilities for the pedestrians and cyclists alike. This is also being stressed in the
National Urban Transport Policy. Accordingly, pedestrian and cyclist improvement measures
have been addressed.
193. Given the vehicular growth, the usual road widening practice is not proposed as a means to
actually increase mobility but merely act as a holding strategy. The decline in traffic speeds
over the last decade, in spite of moderate investment in infrastructure, clearly shows that we
cannot build our way out of the problem.
194. With the objective of achieving a balanced modal mix and to discourage personalized
transport, the study has proposed to introduce mass transport by massive investments. The
focus, therefore, is on introducing robust mass transport options by providing adequate,
accessible and affordable modes that are people-centered. With limited land availability and
the need to serve a larger and more diverse population, and to protect our environment, the
need to make public transport system a choice mode is imperative. The proposed transit plan
will represent the evolution of transit policy in the region and contribute to a quality and
livable environment. The benefits of this plan include increased mobility options for residents
through new routes and new technologies; a strengthened economy as a result of connecting
cluster towns around CMA; and an improved environment from reducing the necessity for
automobile use and the ensuing air pollution produced. There will be a gamut of options like
BRTS, Metro, MRTS and Commuter Rail systems to meet the different needs of different
sections and needs of the people. A high quality integrated public transport is the need for the
future.
138
195. Given the constraints on road expansion, travel demand management will remain a priority.
The proposed travel demand management schemes will ensure that the usage of private
vehicles is discouraged and consequently, a shift towards public transport will happen.
196. From an objective appraisal of estimated travel desire lines, eight corridors were identified in
the MATS 1971 based on the trip potential for the design year 1991 of which the maximum was
on the north – south - eastern corridor following Tiruvottriyur-Beach-Thiruvanmiyur with 15.8
lakh trips per day proposing a rail based mass transit system. The minimum trips forecast was
on the Outer Circular Corridor on the periphery of CMA catering to 1.6 lakh trips per day for
the year 1991 proposing a road based mass transit system. This CCTS of 2008 also proposes a
road based system for the horizon year 2026 for the ORR. Having conceived an ORR even as
early as 1971 in the Madras Area Transportation Study to aid urban sprawl, not planning for
adequate road connectivity and development in the environs of the alignment has resulted in
this CTS also proposing a road based mass transit system even over half a century later (1971
to 2026). The lesson learnt is that merely proposing a Mass Transit System in the study report,
to be built at a future data would not suffice. It is only the beginning for planning transit
oriented developments and associated activities so that system is functional and gets the
expected ridership for its optimal use and the scarce resources are rightly expended.
197. A number of proposals have been suggested together with phasing for implementation. Some of
the transportation related schemes that have been identified in the SMP and replicated in the
CMP with few additional ones have been duly considered and although separate studies from
the point of view of obtaining data from primary surveys was not made at this point in time,
nevertheless, the schemes as deemed relevant duly considering the modeled traffic flows
obtained on the network is included and cost provided for. Some of the proposals envisaged
such as widening the existing roads in the distant CMA from single lane to double lanes are also
not inbuilt into the network as it is possible that more traffic could get diverted on traffic
assignment leading to increased flows on certain road links that is not likely to materialize.
198. Some proposals more particularly for the NMT by provision of grade separated pedestrian
crossing facilities and foot over bridges have been additionally included ensuring the
worthiness of the same based on safety considerations judged by the link volumes and travel
speeds, reconnaissance and experience of the Consultants. Schemes for pedestrians such as
skywalks at major attracting and generating centres, pedestrian network at Central, provisions
of ramp / escalators to existing subways, lift facility to pedestrian foot over bridges etc. are
looked into outside the ambit of modeled output.
199. Additional facilities by way of providing cycle tracks and footway along the banks of Adyar,
Cooum and Buckingham canal apart from some roads envisaged for widening under SMP are
contemplated. Hitherto, the Government had sought to improve ferry services in Cooum river
and this aspect needs a detailed study as a means of cost effective and eco-friendly transport
mode.
139
200. The proposals need to be viewed holistically and whenever capital intensive projects are taken
up for implementation at the appropriate stage, the possibility of dovetailing and the
redundancy of some, needs to be examined. A case in point is the provision of pedestrian
crossing facilities as subways or foot over bridge in the vicinity of Metro stations. These need
not be duplicated although the individual projects could fall under the purview of different
agencies and it is prudent to facilitate the optimal utilization of facility though with an
associated added marginal cost to one agency.
201. The road widening proposed as per the SMP is taken into the network building exercise and as
such needs to be pursued forthwith. Except in respect of higher order MTS that could be taken
under ground, all other PT Systems that need dedicated right of way occupy road space to
varying degrees and even dense bus corridors need additional road space that facilitates
movement of buses. On roads, wherein mass transit systems are contemplated, these need to
be widened on priority. While an exclusive bus lane facility would enable conversion to a
higher order facility like BRTS, stage construction to other higher order systems is difficult due
to the differing requirements in terms of right of way, station dimensions , and other
geometric considerations such as turning radius, super elevation, turn round etc.
202. Transit Oriented Developments need to be encouraged on corridors proposed as mass transit
corridors. With emphasis on meeting travel demand of the future by public transport, the first
step would be to increase bus ridership ensuring adequate supply with a view to ensure people
do not resort to privatized modes for want of a transit facility or the inadequacy of it. At the
appropriate stage of implementation of the higher order MTS proposed, the established PT
clientele would be easily accommodated into the new system and with UMTA hopefully in
place, the smooth transfer from one system to another would be ensured.
203. To conclude, the CCTS has drawn up the transport improvement roadmap for Chennai for the
future, including transport investment program containing short, medium and long term
projects. The Plan has focused on the mobility of the people, and encouraging systems that
maximize the throughput of people. The thrust of the strategies and the plans thereof have
been the following:
• Improvement to non-motorized facilities to encourage use of NMT modes.
• Bus system improvement
• Improvement and introduction of an array of mass transit systems on identified corridors
• Connectivity to mass transit facility with provision of inter-modal interchange stations
• Traffic Management and Optimization of System
• Safety with emphasis on vulnerable road users.
204. The positive impact of the proposed improvement schemes is evident from reduced Travel
Times for the CMA, which otherwise would have been too alarming. The benefits (reduction in
140
travel times) considering all the trips and also considering only the work trips establishes the
same.
205. Besides, one can see - in the Table below, the impact of all the proposed CCTS schemes by
comparing the Goals set at the beginning of this study to the Goals achievable by implementing
the proposed schemes:
2008 Goals Set Achievable Goals

Category Index
Values 2026 2026
Public Transport 27% (41%) 46% (70%) 43% (66%)

Modal Shares
(all trips) IPT 7% (11%) 5% (8%) 5% (8%)
Private Transport 32% (48%) 15% (22%) 18% (26%)
206. The intensities of travel pattern predicted have resulted in the need for enormous facilities
particularly public transport based catering to travel demand and this brings to the fore the
immediate and imperative need for Techno-Economic Feasibility studies for a more detailed
examination of the system selection and implementation through Public Private Participation
and budgetary support for realization of the vision set by CMDA in respect of transportation
scenario for the Metropolis.
207. Infrastructure is the hall mark of economic development as it helps create a better investment
climate and as such needs to be scaled up appreciably, moreso, when Chennai aspires to be
“Numero Uno” in the industrial sector and retain its position as a leader in the southern part of
this country whilst matching global standards. All the plans and strategies emerging out of this
study will have a significant impact in alleviating the traffic woes of the CMA in the future
years.
141

CCTS Executive Summary

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ACKNOWLEDGEMENT

It has been our privelege to serve the interests of Chennai metropolis in

For Wilbur Smith Associates Private Limited

Chief Executive Officer

Vinoba Sunder Singh

ADB Asian Development Bank

Final Report-Executive Version

Final Report-Executive Version

SL.NO LIST OF FIGURES PAGE NO

Final Report-Executive Version

42 Freight Movement Plan .......................................................................... 64

Final Report-Executive Version

SL.NO LIST OF TABLES PAGE NO

Final Report-Executive Version

Final Report-Executive Version

Final Report-Executive Version

Urban Transport Issues

Population Growth in CMA

Figure: Population Growth in CMA

Figure: Growth trend in Vehicle Population

Final Report-Executive Version

Figure: Vehicle ownership

NSK Salai near Kodambakkam Rly Stn

Nelson Manickam Road near Nungambakkam …

Anna Nagar 3rd Avenue near K3 P.Stn

Periyar EVR Salai near Aminjikarai Mrkt

Anna Salai near Chindadripet Rly Stn

Kamaraj Salai at Napier Bridge

Anna Salai near Saidapet

Durgabhai Deshmukh Road near Sathya Studio

0 5000 10000 15000

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

Final Report-Executive Version

Figure: Percapita trip rate

Figure: Trend in road accidents

Final Report-Executive Version

Decline in Bicycle Share

Figure: Decline in Bicycle share

Pollutant Load Permissible

Carbon Monoxide (Co) 908 to 4198 2000

Final Report-Executive Version

Anna Nagar 2nd Avenue

General Patters Road

Sardar Patel Road

N.S.C. Bose Road

G.N Chetty Street

South Usman Road

0 0.5 1 1.5 2 2.5

Year 2008 Year 2003 Parking index

Figure: Parking Index

Population 2008 2026

Final Report-Executive Version

III. Metropolitan Characteristics

Final Report-Executive Version

Figure: Chennai Metropolitan Area

Overview of Urban Transport Systems

Final Report-Executive Version

Figure: Road network

Final Report-Executive Version

Figure: Existing Rail Network

Figure: Fleet Strength of MTC

Final Report-Executive Version

Figure: Buses per lakh population