Traffic Survey, Analysis, and Forecast

Preparatory Study for Chennai Peripheral Ring Road Development in India
Final Report Vol.1
CHAPTER 3 TRAFFIC SURVEY, ANALYSIS, AND FORECAST

3.1 Traffic Survey
3.1.1 Objectives of the Project

The target of the traffic survey is the central urban area which is the introduction area for the traffic signal
control system and the Chennai Peripheral Ring Road (CPRR). In the central urban area, traffic survey was
carried out inside the Inner Ring Road (IRR) and the information technology (IT) corridor, in which the
number of IT companies increased remarkably. In the CPRR, traffic survey was carried out at the starting
point and cross section of each section.
The outline of the traffic survey is shown in the table and figure below.
Table 3.1.1 Outline of Traffic Survey
Survey Objectives Contents
Intersection Indicators for measuring the effect of Inside IRR × 6 places
Traffic Volume introducing intelligent transport system
Survey (ITS)
Check traffic distribution Around the IT corridor × 2 places
Update the Origin-Destination (OD) CPRR × 8 places
table
Source: JICA Study Team
3-1
Final Report Vol.1

Figure 3.1.1 Traffic Survey Points
3-2
Final Report Vol.1
The JICA Study Team signed the entrustment contract with Expert Technologies, and the traffic volume
survey was carried out with the following schedule. Prior to the survey, the JICA Study Team confirmed the
work plan summarizing the survey spot, survey schedule, vehicle type classification, survey form, placement
of investigators for each point, safety management, emergency contact list, etc.
During the survey, three members of the JICA Study Team confirmed whether the survey was properly
implemented based on the work plan at the survey site. Table 3.1.2 and Figure 3.1.2 show the summary of
the traffic volume survey and the survey site photos.
Upon inspection of the report, it was confirmed that the survey items and quantities in the specifications
are being implemented, and the results are correctly counted.

Survey Points Survey date
1 Clive Battery 30.Aug.2017(Wed)
2 Moolakothalam Basin Bridge 12.Sep.2017(Tue)
3 Ezhilagam/Madras University 29. Aug.2017(Tue)
4 Anna Statue/Mount Road 06. Sep.2017(Wed)
5 Villivakkam/New Avadi Road 30. Aug.2017(Wed)
6 Pachayappas College/New Avadi Road 05. Sep.2017(Tue)
7 OMR Thuraipakkam/Pallikaranai Radial Road 05. Sep.2017(Tue)
8 ECR (near VGP) Injambakkam 06. Sep.2017(Wed)
9 Ennore Kamarajar Port Trust 07. Sep.2017(Thu)
10 Minjur/Kattur Road 07. Sep.2017(Thu)
11 Ponneri/Thatchur/Pulicat Road 07. Sep.2017(Thu)
12 Periyapalayam/Thirunindravur Road 12. Sep.2017(Tue)
13 Ikkadu/Thiruvallur Road 06. Sep.2017(Wed)
14 Thiruvallur near Collectorate (3 road junctions) 06. Sep.2017(Wed)
15 Thiruvallur near Railway station (3 road junctions) 06. Sep.2017(Wed)
16 ECR/OMR/Chengalpattu/Mahabalipuram 07. Sep.2017(Thu)

Figure 3.1.2 Traffic Survey
3-3
Final Report Vol.1
3.1.2 Results of the Traffic Survey

The outline and the summary of the results of the traffic volume survey are shown in the figure below.
The survey was carried out for 24 hours at 16 points. The line graph shows the cross-sectional traffic volume
of the main survey site. In the city, inbound traffic is high in the morning, and outbound traffic increases in
the evening. On the other hand, traffic tends to increase in the suburbs from evening to midnight.
The pie chart shows the ratio by type of vehicle. Gray portions indicate the proportion of two-wheeled
vehicles. There are many motorcycles in the center of the Chennai, such that two-wheeled vehicles account
for 39% in SH49A. On the other hand, the proportion of large vehicles is relatively higher in the suburbs
than in the city.
As such, the city road is used for commuting in the morning and evening, while the suburban road is used
for large vehicles such as heavy trucks from evening to midnight.
Inbound
Outbound

Figure 3.1.3 Outline of Traffic Volume Survey Results
3-4
Final Report Vol.1
3.2 Hearing Survey for Related Development Plans
3.2.1 Port Development Plans

Mr. Koyama and Mr. Suzuki of the Overseas Coastal Area Development Institute of Japan, who are
implementing technical support for “Chennai Port Operation Management Improvement”, carried out a
hearing survey on port development plan and future cargo volume.
The result of the hearing survey is shown in the table below.
Table 3.2.1 Results of the Hearing Survey
Item Content
Date 2017/8/29 9:10-9:45
Location Accord Hotel Business Center - Conference Room
Partner The Overseas Coastal Area Development Institute
- Executive Director: Koyama Akira
- Second Survey Division Manager: Suzuki Hiroyasu
Content - Port development plan and future handled cargo volume
(Refer to the "Final Report for Sagarmala" (Vol. 1-6) which the Ministry of
Shipping and the Indian Port Association entrusted to McKinsey in 2016.)
- Competing ports in the Chennai Metropolitan Area (CMA)
- Chennai Port (major port)
- Ennore Port (major port)
- Kattupalli Port (minor port)
- Krishnapatnam Port (minor port, Andhra Pradesh State)
- Statistic data on handled cargo volume
Refer to the Indian Port Association site
Collected material Chennai Port Operation Management Improvement
3.2.2 Development Plans along the CPRR

A hearing survey to Mr. Haneda of Mahindra Industrial Park Chennai Limited was carried out. Mahindra
Industrial Park Chennai is located along the CPRR (along NH5).
The result of the hearing survey is shown in the table below.
Item Content
Date 2017/9/13 14:30-15:30
Location Mahindra Towers - Conference Room
Partner Mahindra Industrial Park Chennai Limited
- Head of Sales and Marketing: Toru Haneda
Content - Mahindra Industrial Park Chennai area is 300ha. Currently, the sales of the
first phase (100 ha) has started. It is possible to provide a physical
distribution volume of the industrial park of the same scale in Southeast Asia.
- It is considered that the companies of Mahindra Industrial Park Chennai
mainly use Kattupalli Port (Adani). It is impossible to expect the expansion
of Chennai Port in the future because there is a permanent urban area behind
Chennai Port. Since there is no space to place the cargo, the import cargo
must be carried to the surrounding container freight station (CFS)
immediately. Also, to load the export cargo immediately, the container trailer
must be assembled with the arrival of the vessel. On the other hand, it is
possible to extend the container yard in Kattupalli Port, because there is
nothing around there.
Collected material Outline of Kattupalli Port (Adani)
3-5
Final Report Vol.1
3.2.3 Results of Hearing Survey

(1) Access to the Port
1) Access to Ennore Port
There are two entrance and exit gates at Ennore Port, Gate 1 and Gate 2 (Figure 3.2.1). Gate 1 is used by
bulk trucks, and Gate 2 is used by tank trucks.
It is accessible from the south and the north sides to Ennore Port as shown in the figure below. However,
it is impossible for container trailer trucks to pass the north side because of the unpaved road as shown in the
figure below. Therefore, access to Ennore Port is limited to the route shown below.

Figure 3.2.1 Access to Ennore Port
2) Access to Chennai Port

There are ten entrance and exit gates at Chennai Port, Gate 1 to Gate 10. However, there are only four
available gates as shown in the figure below.
The problem is the waiting queue of container trailer of Gate 1. Many container trailer trucks are parked
along the Ennore High Road (about 7.5 km) and Manali High Road (about 5 km).
Such a problem occurs because the container yard at Chennai Port is too narrow to fit a container, so
export cargo is loaded by forming a queue of container trailer trucks.
3-6
Final Report Vol.1
㻳㻭㼀㻱㻝㻦㻌㼃㼍㼕㼠㼕㼚㼓㻌㻽㼡㼑㼡㼑㻌
Access㻌
㻳㻭㼀㻱㻌㻝㻦㻌㻯㼛㼚㼠㼍㼕㼚㼑㼞㻌㼀㼞㼍㼕㼘㼑㼞㻌
㻳㻭㼀㻱㻌㻞㻦㻌㼀㼍㼚㼗㻌㼀㼞㼡㼏㼗㻌
㻳㻭㼀㻱㻞㻦㻌㼃㼍㼕㼠㼕㼚㼓㻌㻽㼡㼑㼡㼑㻌
㻯㼔㼑㼚㼚㼍㼕㻌㼜㼛㼞㼠㻌
㻳㻭㼀㻱㻌㻣㻦㻌㻮㼡㼟㻌
㻳㻭㼀㻱㻝㻜㻦㻌㻯㼍㼞㻘㻌㼀㼞㼍㼚㼟㼜㼛㼞㼠㻌㼀㼞㼍㼕㼘㼑㼞㻌
㼀㼞㼡㼏㼗㻘㼀㼍㼚㼗㻌㼀㼞㼡㼏㼗㻘㻌㻮㼡㼘㼗㻌㼀㼞㼡㼏㼗㻌

Figure 3.2.2 Access to Chennai Port
3) Access to Kattupalli Port

Access to Kattupalli Port uses the same route to Ennore Port because Kattupalli Port is located north of
Ennore Port.
There are three entrance and three exit gates in Kattupalli Port. There is a lay bay (500 m*20 m) for the
queue of the trailer trucks in front of the entrance gate. Therefore, a few trailer trucks are parked on the road
around Kattupalli Port, which is not found in Chennai Port.
㼀㼞㼡㼏㼗㻌㻸㼍㼥㻌㻮㼍㼥㻌㼀㼞㼡㼏㼗㻌㻳㼍㼠㼑㻌
㼀㼔㼑㻌㼣㼍㼕㼠㼕㼚㼓㻌㼝㼡㼑㼡㼑㻌㼛㼒㻌㼠㼞㼍㼕㼘㼑㼞㻌

Figure 3.2.3 Vicinity of the Entrance and Exit Gates of Kattupalli Port
3-7
Final Report Vol.1
(2) Port Development Plan

1) Development Plan of Ennore Port
The development plan of Ennore Port follows its master plan.
The location of each project and the outline of ongoing projects, projects to be completed by 2020, and
projects to be completed by 2035 are shown in the figure and table below.
Source: Final Report for Sagarmala (Vol. 4)

Figure 3.2.4 Projects to be Completed by Year 2035 (Ennore Port)
Table 3.2.3 Outline of the Project (Ennore Port)

Capacity Addition Investment
Required Mode of
No. Project Name MnTEU Remarks
MTPA (INR in Implementation
Crores)
1 Development of LNG Terminal 5 - 5,151 PPP
2 TNEB Coal Berth CB 3 9 - 250 Port's funds
3 TNEB Coal Berth CB 4 9 - 250 Port's funds
4 Multi-Cargo Terminal 2 - 151 PPP Ongoing
Construction of Container projects
5 15.4 0.8 800 PPP
Terminal Phase 1 Stage 1
6 Development of Ro-Ro Terminal 1 - 150 Port's funds
7 Capital Dredging Phase III - - 300 Port's funds
Subtotal 41.4 0.8 7,352
1 IOC-POL Captive Jetty 3 - 465 PPP Projects to
Multi-User Liquid Terminal 2 be
2 3 - 393 PPP
(MLT 2) completed
Construction of Container by Year
3 11.62 0.6 470 PPP
Terminal Phase 1 Stage 2 2020
3-8
Final Report Vol.1
Capacity Addition Investment

Required Mode of
No. Project Name MnTEU Remarks
MTPA (INR in Implementation
Crores)
Modification of Existing Iron Ore
4 6 - 220 PPP
Terminal to handle coal (SIOTL)
Capital Dredging Phase-V for
providing water depth of -16 m
5 CD for the proposed Ro-Ro cum - - 250 Port's funds
GCB 2, LNG, MLT 2 and IOCL
Captive Jetty berths
Development of Northern Port State Govt./
6 - - 271
Access Road (4.35 km) Stakeholders
Development of Northern Rail - Port's funds /
7 - 244
Connectivity IPRCL
Upgrading the Southern Port
8 - - 200 PPP
Access Road
9 FTWZ - - 850 Port's funds
Subtotal 41.4 0.6 7,352
1 Container Terminal Phase II 38.6 2.0 2,000 PPP Projects to
Coal Berths/Bulk Terminal be
2 18 - 700 PPP
(2 × 9 MTPA) completed
3 Ro-Ro and General Cargo Berth 1 - 350 Port's funds by Year
4 Second Multi-Cargo Terminal 2 - 200 PPP 2035
Subtotal 41.4 2.0 7,352
All
Projects Total 124.6 3.4 13,965
projects
Source: Edited by the JICA Study Team based on the Final Report for Sagarmala (Vol. 4)
2) Development Plan of Chennai Port

The development plan of Chennai Port follows its master plan.
The outline of ongoing projects, projects to be completed by 2020, and projects to be completed by 2035
are shown in the table below.
Table 3.2.4 Outline of the Project (Chennai Port)
Investment
Capacity
Required Mode of
No. Project Name Addition Remarks
(INR in Implementation
(MTPA)
Crores)
Development of Common Rail
Ongoing
1 Yard inside the Port - 19 Port’s - 19 Port's funds
projects
Funds
Subtotal - 19
Development of Bunker Berth at
1 1 44 Port's funds
Bharathi Dock
Development of Dry Dock at
2 Timber Pond/Boat basin or - 500 PPP
Development of Marina Projects to be
completed by
Upgradation of JD East Berths Year 2020
3 1 90 Port's funds
and Paving of the Backup Area
Development of Coastal
4 1.1 80 Port's funds
Terminal
Subtotal 3.1 714
Conversion of JD East into Projects to be
1 1 110 PPP
Multi-Cargo Berth completed by
3-9
Final Report Vol.1
Investment
Capacity
Required Mode of
No. Project Name Addition Remarks
(INR in Implementation
(MTPA)
Crores)
Development of BD II Back-up Year 2025
Area for Additional Container
Storage or Developing BDII
2 2 100 PPP
Berth and Back-up Space as
Fully-Mechanized Fertilizer
Terminal
3 SBM Terminal at Chennai 10 600 PPP
Subtotal 13 810
Projects Total 16.1 1,543 All projects
3) Development Plan of Kattupalli Port

The development plan of Kattupalli Port follows that of Adani Kattupalli Port.
Table 3.2.5 Outline of the Project (Kattuppalli Port)

Project Name Details Phase I
Quay Length 2 berths, 710 m 1 berth, 400 m
Capacity 1.2 million TEUs 0.8 million TEUs
Depth 16 m 16 m
Reefer Plugs 360 plugs, expandable 150
Ground Slots 5,120 4,000
Quay Cranes 6 post panamax cranes 4 units (22 across)
15 units for yard
Rubber Tyre Gantry (RTG) Cranes operations. 12 e-RTGs
Source: Edited by the JICA Study Team based on the Outline of Kattupalli Port (Adani)
(3) Amount of Future Cargo Handled at Ports

1) Amount of Cargo Handled of Ennore Port
The amount future cargo handled of Ennore Port is shown in the figure below.
The amount of current liquid cargo handled is 3.2 million metric tonnes per annum (MMTPA), dry and
break-bulk cargo is 24.32 MMTPA, and others is 2.7 MMTPA.
There are two scenarios for the amount of future cargo handled, basic scenario and optimistic scenario.
Regarding the basic scenario, it is predicted that handled cargo from 2014 to 2035 will increase by 4.9
times for liquid cargo, 3.2 times for bulk, and 3.4 times for others.
The container terminal of Ennore Port started operations in June 2017, but it has not been used as of the
end of July 2017. However, the container handling volume in 2035 is estimated to be 1.8 million twenty-
foot equivalent units (MnTEU). It is possible to handle 3.4 MnTEU containers until 2035, and future cargo
handled is expected to reach half capacity.
3-10
Final Report Vol.1
4.9 times 3.2 times
< Liquid Cargo >Photoձ < Dry and Break Bulk > Cargo
3.4 times
< Containers > < Others >

Figure 3.2.5 Prediction of Cargo Handled by Year 2035 (Ennore Port)
Table 3.2.6 Prediction of Cargo Handled by Year 2035 (Ennore Port)
3-11
Final Report Vol.1
2) Amount of Cargo Handled of Chennai Port

The amount of future cargo handled of Chennai Port is shown in the figure below.
The amount of current liquid cargo handled is 13.8 MMTPA, dry and break-bulk cargo is 5.6 MMTPA,
container is 2.0 MnTEU, and others is 3.2 MMTPA.
Regarding the basic scenario, it is predicted that handled cargo from 2014 to 2035 will increase by 1.3
times for liquid cargo, 1.1 times for dry and break bulk, 1.3 times for containers, and 2.9 times for others.
1.3 times
1.1 times
㻨㻌㻸㼕㼝㼡㼕㼐㻌㻯㼍㼞㼓㼛㻌㻪㻌㻨㻌㻰㼞㼥㻌㼍㼚㼐㻌㻮㼞㼑㼍㼗㻌㻮㼡㼘㼗㻌㻪㻌
2.9 times
1.3 times
㻨㻌㻯㼛㼚㼠㼍㼕㼚㼑㼞㼟㻌㻪㻌㻨㻌㻻㼠㼔㼑㼞㼟㻌㻪㻌
Figure 3.2.6 Prediction of Cargo Handled by Year 2035 (Chennai Port)
3-12
Final Report Vol.1
Table 3.2.7 Prediction of Cargo Handled by Year 2035 (Chennai Port)
3-13
Final Report Vol.1
3) Amount of Cargo Handled of Kattupalli Port

The amount of cargo handled from 2014 to 2016 in Kattupalli Port is shown in the figure below. It has
increased dramatically each year.
There is no data on the future cargo handled in Kattupalli Port. Therefore, the amount of future cargo
handled by Kattupalli Port is estimated as the capacity of cargo handled with reference to the estimates for
Ennore Port.
TEUs
Source: Outline of Kattupalli Port (Adani)

Figure 3.2.7 Cargo Handled from 2014 to 2016 (Kattupalli Port)
Source: Edited by the JICA Study Team based on the Outline of Kattupalli Port (Adani)
Figure 3.2.8 Estimation Result of Container Cargo Handled (Kattupalli Port)
3-14
Final Report Vol.1
3.3 Traffic Demand Forecast

In this survey, traffic demand forecast was reasonably carried out using network analysis of the “Data
Collection Survey for Chennai Metropolitan Region Intelligent Transport System” in 2017. Specifically, the
method and year of estimation of traffic demand forecast were set to be the same as that of the survey. The
following points were also considered:
¾ Data update using the result of traffic volume survey.
¾ Future traffic demand considering the development plan along CPRR and port development plan.
The flow of traffic demand forecast is shown in the figure below.
Traffic demand forecast data of “Data Collection Survey for Chennai Metropolitan Region Intelligent
Transport System”
Update the road network data and OD data Traffic volume survey data (2017)
Reproduce the current traffic condition

Development plan along CPRR
Forecast traffic demand (short term: 2021,

medium term: 2026, long term: 2036) Port development plan

Figure 3.3.1 Flow of Traffic Demand Estimate
3.3.1 Reproduction of Present Traffic Situation

(1) Update of Road Network
The road network of the “Data Collection Survey for Chennai Metropolitan Region Intelligent Transport
System” was adopted with modifications such as the addition of new road links. The road network condition
was set by referring to design service volume (passenger car units (PCUs) per hour) described in the
“Guidelines for Capacity of Urban Roads in Plain Areas (IRC: 106-1990)”. The daily capacity was calculated
by dividing the design service volume per hour by the average peak rate of 8.7% in the traffic volume survey.
3-15
Final Report Vol.1

Figure 3.3.2 Road Network Adopted in Traffic Analysis
Table 3.3.1 Recommended Design Service Volume

ID No. of Divided Direction Design Service Volume (PCU/hour)
Lane /Not Arterial* Sub-arterial** Collector***
1 2 undivided one way 2,400 1,900 1,400
2 2 undivided two ways 1,500 1,200 900
4 4 undivided two ways 3,000 2,400 1,800
5 4 divided two ways 3,600 2,900 -
6 6 undivided two ways 4,800 3,800 -
7 6 divided two ways 5,400 4,300 -
8 8 divided two ways 7,200 - -
*: Roads with no frontage access, no standing vehicles, and very little cross traffic
**: Roads with frontage access but no standing vehicles and high capacity intersections.
***: Roads with free frontage access, parked vehicles, and heavy cross traffic
Source: Edited by the JICA Study Team based on IRC:106-1990
Table 3.3.2 Daily Capacity
ID Line Divided Direction Daily Capacity Volume (PCU/day)
/Not Arterial* Sub-arterial** Collector***
5 4 divided two ways 41,400 33,400 -
6 6 undivided two ways 55,200 43,700 -
7 6 divided two ways 62,100 49,500 -
8 8 divided two ways 82,800 - -
*: Roads with no frontage access, no standing vehicles, and very little cross traffic
**: Roads with frontage access but no standing vehicles and high capacity intersections.
***: Roads with free frontage access, parked vehicles, and heavy cross traffic
3-16
Final Report Vol.1
The development status of ORR is shown in the figure below.

Connection between ORR Phase 1 and NH45: Only the off-ramp to the south side of NH45 was opened.
ORR phase 2: Although there is progress, the connection with the current road is not developed.
Thus, the off-ramp to the south side of NH45 was reflected in the current road network.
North side of NH45
ORR
ORR
NH45
South side of NH45
Only off-
NH45 ramp open
NH45
© OpenStreetMap contributors 㻌
[ Development Status of Connection between ORR Phase1 and NH45 ]
North side of NH205

Near the ORR end point
ORR
Connection point with

NH5
© OpenStreetMap contributors 㻌
[Development
[D l t Status
St t of ORR Phase 2]
Figure 3.3.3 Development Status of ORR
Connection between ORR Phase 1 and NH45: Only the off-ramp to the south side of NH45 was opened.
The development status of Section 4 of CPRR is shown in the figure below. Six-lane and service roads
were developed in most sections. The connection point for NH4 and NH45 are under construction.
From the above, Section 4 of CPRR was reflected in the current road network.
3-17
Final Report Vol.1
The current road

is about 600 m
from NH4.
NH4
Six-lane and
NH4 service roads
were developed
in most sections.
The road about

1.5 km from
NH45 is under
construction.
NH45
The flyover has

NH45 been completed,
© OpenStreetMap contributors 㻌 and the
connection part
Section 4 of Chennai of NH45 is under
Peripheral Ring Road construction.

Figure 3.3.4 Development Status of Sec. 4 of CPRR
(2) QV Conditions
QV conditions for the relationship of capacity and velocity were set as shown in Figure 3.3.5.
Vmax
0.1V
0.3Q Qmax

Figure 3.3.5 QV Conditions
3-18
Final Report Vol.1
(3) Update of Origin-Destination (OD) Data

Zone divisions of OD matrix are set to be the same as those of the “Data Collection Survey for Chennai
Metropolitan Region Intelligent Transport System”. A total of 290 traffic analysis zones were divided into:
155 zones in the city area, 120 zones in the rest of the CMA, 15 external zones.

Figure 3.3.6 Zone Divisions

Figure 3.3.7 Zone Division Adopted in Traffic Analysis
3-19
Final Report Vol.1
Table 3.3.3 List of Zones (1)

Zone Large Middle Small
1 Chennai Chennai Central Nungambakkam
2 Chennai Chennai Central Kilpauk (South)
3 Chennai Chennai Central Kilpauk (North)
4 Chennai Chennai Central Chetpet
5 Chennai Chennai Central Egmore, Pudupet
6 Chennai Chennai South Thousand Lights
7 Chennai Chennai South Nakkeerar Nagar
8 Chennai Chennai South Ko.Su. Mani Nagar
9 Chennai Chennai South Periyar Nagar(North), Periyar Nagar (South)
10 Chennai Chennai Central Aminjikarai (East)
11 Chennai Chennai Central Shenoy Nagar
12 Chennai Chennai Central Panneerselvam Nagar
13 Chennai Chennai North Maraimalai Adigal Nagar (North)
14 Chennai Chennai North Maraimalai Adigal Nagar (South)
15 Chennai Chennai North Anjugam Ammaiyar Nagar
16 Chennai Chennai Central Purasawalkam
17 Chennai Chennai Central Kannappar Nagar
18 Chennai Chennai Central Gangadaraeswarar Koil, DrAmbedkar Nagar
19 Chennai Chennai Central Adikesavapuram
20 Chennai Chennai Central Chintadripet
21 Chennai Chennai Central Nehru Nagar
22 Chennai Chennai Central Komaleeswaranpet, Balasubramaniam Nagar
23 Chennai Chennai Central Azad Nagar(North), Ameer Mahal
24 Chennai Chennai South Azagiri Nagar
25 Chennai Chennai South Sathyamurthi Nagar
26 Chennai Chennai South Kalaivanar Nagar
27 Chennai Chennai South Navalar
28 Chennai Chennai South Vadapalani (East)
29 Chennai Chennai Central Aminjikarai (Central)
30 Chennai Chennai Central Aminjikarai (West)
31 Chennai Chennai Central Anna Nagar (Central)
32 Chennai Chennai Central Anna Nagar (East)
33 Chennai Chennai Central Ayanavaram
34 Chennai Chennai Central Viduthalai Guru Samy Nagar
35 Chennai Chennai Central Nagamma Ammaiyar Nagar (South)
36 Chennai Chennai North Thiru Vi. Ka. Nagar
37 Chennai Chennai North Nagamma Ammaiyar Nagar (North)
38 Chennai Chennai North Wadia Nagar
39 Chennai Chennai North Dr. Sathyavanimuthu Nagar
40 Chennai Chennai North Pulianthope
41 Chennai Chennai Central Dr. Beasant Nagar
42 Chennai Chennai North Kosapet, Perumalpet
43 Chennai Chennai Central Choolai, Pattalam, Arivazhan Nagar
44 Chennai Chennai Central Thattankulam
45 Chennai Chennai Central Elephant Gate
46 Chennai Chennai Central Park Town
47 Chennai Chennai Central Edapalayam
50 Chennai Chennai Central Thruvateeswaranpet, DrNatesan Nagar, Zambazaar,
51 Chennai Chennai Central Umaru Pulavar Nagar, Bharathi Nagar
52 Chennai Chennai Central Azad Nagar (South)
53 Chennai Chennai Central Vivekanandapuram, Thiruvalluvar Nagar
54 Chennai Chennai South Royapettah,
55 Chennai Chennai South Alwarpet (North)
56 Chennai Chennai South Theagaraya Nagar
57 Chennai Chennai South V. O. C. Nagar
58 Chennai Chennai South Rajaji Nagar
59 Chennai Chennai South Kamaraj Nagar (South)
60 Chennai Chennai South Kamaraj Nagar (North)
3-20
Final Report Vol.1

61 Chennai Chennai South M.G.R. Nagar
62 Chennai Chennai South Ashok Nagar
63 Chennai Chennai South Vadapalani (West)
64 Chennai Chennai South Saligramam
65 Chennai Chennai Central Aminjikarai (Central)
66 Chennai Chennai Central Aminjikarai (West)
67 Chennai Chennai Central Anna Nagar (West)
68 Chennai Chennai Central Anna Nagar (West)
69 Chennai Chennai Central Villivakkam (south)
70 Chennai Chennai Central Villivakkam (North)
71 Chennai Chennai North Kulathur
72 Chennai Chennai North Agaram (North)
73 Chennai Chennai North Agaram (South)
74 Chennai Chennai North Sembiam
75 Chennai Chennai North Perambur (South)
76 Chennai Chennai North Siruvallur
77 Chennai Chennai North Perambur (North)
78 Chennai Chennai North Elango Nagar
79 Chennai Chennai North Perambur (East)
80 Chennai Chennai North Vyasarpadi (North)
81 Chennai Chennai North Vyasarpadi (South)
82 Chennai Chennai North Kumarasamy Nagar (South)
83 Chennai Chennai North Kumarasamy Nagar (North)
84 Chennai Chennai North Korukkupet
85 Chennai Chennai North Dr. Radhakrishnan Nagar (South)
86 Chennai Chennai North Sanjeeviroyanpet
87 Chennai Chennai North Mottai Thottam, Dr. Vijayarahavalu Nagar
88 Chennai Chennai North Narayanappa Naicken Garden, DrRadhakrishnan Nagar (North)
89 Chennai Chennai North Grace Garden
90 Chennai Chennai North Singara Garden
91 Chennai Chennai North Ma.Po.Si. Nagar, Royapuram
92 Chennai Chennai North Basin Bridge
93 Chennai Chennai North Meenakshiammanpet
94 Chennai Chennai Central Kondithope
95 Chennai Chennai Central Peddu Naickenpet
96 Chennai Chennai Central Seven Wells (south)
97 Chennai Chennai Central Perumal Koil Garden
98 Chennai Chennai Central Seven Wells (North), Amman Koil,Sowcarpet
99 Chennai Chennai Central Muthialpet
100 Chennai Chennai Central Vallal Seethakathi Nagar
101 Chennai Chennai Central Katchaleeswarar Nagar
104 Chennai Chennai Central Chepauk
105 Chennai Chennai Central Thiruvallikeni, Marina
106 Chennai Chennai Central Krishnampet, Bharathidasan Nagar
107 Chennai Chennai Central Madha Perumal Puram, Karaneeswarapuram
108 Chennai Chennai South Santhome, Mylapore
109 Chennai Chennai South Avvai Nagar (North)
110 Chennai Chennai South Raja Annamalai Puram
111 Chennai Chennai South Bheemannapet
112 Chennai Chennai South Avvai Nagar (South)
113 Chennai Chennai South Adayar (West)
114 Chennai Chennai South Alwarpet (South)
115 Chennai Chennai South G.D. Naidu Nagar (East)
116 Chennai Chennai South G.D. Naidu Nagar (West)
117 Chennai Chennai South G.D. Naidu Nagar (West)
118 Chennai Chennai South Kalaignar Karunanithi Nagar
119 Chennai Chennai South saidapet (East)
120 Chennai Chennai South Guindy (west)
3-21
Final Report Vol.1

121 Chennai Chennai South saidapet (West)
122 Chennai Chennai South Kumaran Nagar (south)
123 Chennai Chennai South Kumaran Nagar (North)
124 Chennai Chennai South Navalar Nedunchezhian Nagar(West)
125 Chennai Chennai South Kodambakkam (south)
126 Chennai Chennai South Virugambakkam (South)
127 Chennai Chennai South Kodambakkam (North)
128 Chennai Chennai South Kodambakkam(North)
129 Chennai Chennai South Virugambakkam(South)
130 Chennai Chennai South Saligramam
131 Chennai Chennai South Virugambakkam(North)
132 Chennai Chennai South Virugambakkam (North)
133 Chennai Chennai Central Villivakkam (south)
134 Chennai Chennai Central Villivakkam (North)
135 Chennai Chennai North Kulathur
136 Chennai Chennai North Kodungaiyur (West)
137 Chennai Chennai North Kodungaiyur (West)
138 Chennai Chennai North Jeeva Nagar (South)
139 Chennai Chennai North Jeeva Nagar (South)
140 Chennai Chennai North Kodungaiyur (East)
141 Chennai Chennai North Cherian Nagar (North)
142 Chennai Chennai North Cherian Nagar (South)
143 Chennai Chennai North Old Washermanpet
144 Chennai Chennai North Tondiarpet
145 Chennai Chennai North Jeeva Nagar(North)
146 Chennai Chennai South Adayar (East)
147 Chennai Chennai South Thiruvanmiyur (East)
148 Chennai Chennai South Thiruvanmiyur (East)
149 Chennai Chennai South Thiruvanmiyur (west)
150 Chennai Chennai South Guindy (East)
151 Chennai Chennai South Thiruvanmiyur(west)
152 Chennai Chennai South Velachery
155 Chennai Chennai South Guindy (East)
156 Thiruvallur Ambattur Nerkundram, Maduravoyal
157 Thiruvallur Ambattur Valasaravakam
158 Thiruvallur Ambattur Valasaravakam, Ramapuram
159 Thiruvallur Ambattur Ramapuram
160 Thiruvallur Ambattur Namdambakkam
161 Thiruvallur Ambattur Manapakkam, Mugalivakkam
162 Thiruvallur Ambattur Karambakkam, Porur, Madanandapuram, Kulapakkam
163 Thiruvallur Ambattur Maduravoyal
164 Thiruvallur Ambattur Maduravoyal, Sivabudam, vanagaram
165 Thiruvallur Ambattur Nolambur
166 Thiruvallur Ambattur Nolambur
167 Thiruvallur Ambattur Kakapallam, Mannur, Athipattu, Mogappair
168 Thiruvallur Ambattur Padi
169 Thiruvallur Ambattur Korattur
170 Thiruvallur Ambattur Pattravakkam, Menambeu
171 Thiruvallur Ambattur Ayanambakkam, Perumalagaram, Adayalampattu, Koladi
172 Thiruvallur Ambattur vanagaram, Chettiyaragaram, Thandalam, Numbal
173 Thiruvallur Ambattur Kulathuvancheri, Thelliyarangaram, Ayyappanthangal
Tharapakkam, Mouli pentankattalai, Thandalam, Kovur, Gerugambakkam,
174 Kanchipuram Kanchipuram
Peripanicheri,
175 Kanchipuram Kanchipuram Minambakkam
176 Thiruvallur Ambattur StThomas Mount
177 Thiruvallur Kanchipuram Guindy
178 Thiruvallur Tambaram Adayar ward - F
179 Kanchipuram Tambaram Palavanthangal, Nanganallur
180 Kanchipuram Kanchipuram Cowl Bazaar, Minambakkam cum
3-22
Final Report Vol.1

181 Kanchipuram Kanchipuram Polichalur
Chinnapanicheri, Paraniputhur, SennSirinivasapuram, Katturpakkam,
182 Thiruvallur Thiruvallur
Goparasanallur
183 Thiruvallur Thiruvallur Sundrasholavaram
184 Thiruvallur Ambattur Ayapakkam, Thirumullaivoyal
185 Thiruvallur Ambattur Oragadam
186 Thiruvallur Ambattur Puttagaram
187 Thiruvallur Ambattur Surappattu, Kathirvedu
188 Thiruvallur Ambattur Villakkupattu
189 Thiruvallur Ambattur Manjambakkam
Chinna sekkadu, Amulavoyal, Vaikkadu, Elanthancheri, Sadayankuppam,
190 Thiruvallur Ambattur
Ariyalur, Kada
191 Thiruvallur Ambattur Sathangadu
192 Thiruvallur Ambattur Tiruvottiyur
193 Thiruvallur Ambattur Tiruvottiyur bit
194 Thiruvallur Ambattur Ernavur.
195 Thiruvallur Ambattur Mathur
Mathur, Layon, Vadapurambakkam, Vadakarai, Layongrant, Naravarikuppam,
Alinjivakkam
197 Thiruvallur Ambattur Puzhal Redhills, Tundalkalani
198 Thiruvallur Ambattur Kovilpadagai
199 Thiruvallur Thiruvallur Palaripattu, Sekkadu, Paruthipattu, Vilinjiambakkam
Thukkanampattu, Pidarithangal, Parivakkam, Veerar, Kolappancheri,
Panavaduthottam
201 Thiruvallur Thiruvallur Ariyamarundanallur, Agraharam
202 Thiruvallur Thiruvallur Kulamanivakkam, Mangadu
203 Thiruvallur Thiruvallur Mangadu
Kunrathur, Vengatapuram, Manancheri, Thirunageswaram, Munnankattalai,
204 Kanchipuram Kanchipuram
Kollaicheri
205 Kanchipuram Kanchipuram Anakaputur, Polichalur
206 Kanchipuram Kanchipuram Pammal
209 Kanchipuram Tambaram Pallavaram
210 Kanchipuram Tambaram Pallavaram, Issa Pllavaram
211 Kanchipuram Tambaram Thalakkanacheri
212 Kanchipuram Tambaram Muvarasampattu, Madipakkam, Perundavakkam
213 Kanchipuram Tambaram Pallikaranai
214 Kanchipuram Tambaram Perungudi
215 Kanchipuram Tambaram Kottivakkam
216 Kanchipuram Tambaram Plavakkam, Sivaram
217 Kanchipuram Tambaram Perungudi, Plavakkam, Neelangarai
218 Kanchipuram Tambaram Neelangarai
219 Kanchipuram Tambaram Okkiam thurai pakkam
220 Kanchipuram Tambaram Pallikaranai
221 Kanchipuram Tambaram Medavakkam, Jaladampettai
221 Kanchipuram Tambaram Medavakkam, Jaladampettai
222 Kanchipuram Tambaram Nanmangalam, Kulathur, Kovilambakkam, Keelakattaalai
223 Kanchipuram Tambaram Sembakkam
224 Kanchipuram Tambaram Sembakkam
225 Kanchipuram Tambaram Nemilicheri
226 Kanchipuram Tambaram Thambaram
227 Kanchipuram Kanchipuram Thambaram
228 Kanchipuram Kanchipuram Thiruneermalai
230 Kanchipuram Kanchipuram Rhirumudivakkam, Palanthendalam
231 Thiruvallur Thiruvallur Meppur, Melagaram, Malayambakkam, NazarathPettai, Varadharajapuram
Kattirambakkam, Chettipattu, Palanjur, Kuttambakkam, Chembarambakkam,
Madavilagam, Ne
233 Thiruvallur Thiruvallur Thandari
234 Thiruvallur Ambattur Pottur, Vellanur, Pammadukulam, Alamadi
235 Thiruvallur Ambattur Naravarikuppam
Vichoor, Chinn Edayanchavadi, Vellivoyal, Thirunilai, Kodipallam,
236 Thiruvallur Ponneri
Periamullavoyal
237 Thiruvallur Ambattur Ennor
238 Thiruvallur Ponneri Vallur, Athipattu, Nandiyambakkam, Kollati, Ariyanvoyal
3-23
Final Report Vol.1

239 Thiruvallur Ponneri Minjur
Sothupakkam, Perungavur, Pudur, Kummanur, Kandigai, Marambedu,
Ankadu, Arumandai
241 Thiruvallur Ambattur Pdiyanallur, Thiruthakiriyampattu
Vijayanallur, Pannivakkam, Nallur, Siruniyam, Sembilivaram,
Palayaermaivettipalaya
243 Thiruvallur Ambattur Attanthangal
Alathur, Velacheri, Pulikutti, Kadavur, Tenambakkam, Keelakondaiyur,
Karlapakkam
245 Thiruvallur Thiruvallur Nadukuttagai, Pakkam, Palavedu, Mittanamalli, Mukthapudupattu
246 Thiruvallur Thiruvallur Agraharam, Annambedu, Karunakaracheri, Nemilicheri, Thiruninravur
247 Thiruvallur Thiruvallur Thiruninravur
248 Thiruvallur Thiruvallur Thiruninravur
249 Thiruvallur Thiruvallur Thirumazhisai
250 Kanchipuram Kanchipuram Poonthandalam, Nandambakkam, Daravur, Kavanur, Sirukulathur
251 Kanchipuram Kanchipuram Mudichur, Varadharajapuram, Naduveerapattu, Erumaiyur
252 Kanchipuram Kanchipuram Perungalathur
253 Kanchipuram Kanchipuram Perungalathur
256 Kanchipuram Tambaram Thambaram
257 Kanchipuram Tambaram Peerkankaranai, Perungalathur
258 Kanchipuram Chengalpattu Vandalur, Mannivakkam, Kelambakkam
259 Kanchipuram Chengalpattu Vandalur
260 Kanchipuram Chengalpattu Puthur, Nedukundram, Kulapakkam
261 Kanchipuram Tambaram Irumbuliyur, Meppedu, Thiruvanjeri
262 Kanchipuram Tambaram Hasthinapuram, Chitlapakkam
263 Kanchipuram Tambaram Sembakkam, Gowrivakkam, Rajakilpakkam
264 Kanchipuram Tambaram Madambakkam
265 Kanchipuram Tambaram Madambakkam, Kaspapuram, Vengambakkam, Agaramten
266 Kanchipuram Tambaram Vengavasal
267 Kanchipuram Tambaram Madambakkam
SithalaPakkam, Arasankalani, KovilanCheri, Madurapakkam,
268 Kanchipuram Tambaram
Otiyambakkam, Mulacheri
269 Kanchipuram Tambaram Perumbakkam
270 Kanchipuram Tambaram Sholinganallur, Uthandi, Semmancheri
271 Kanchipuram Tambaram karapakkam, Okkiam thurai pakkam
272 Kanchipuram Tambaram Sholinganallur
273 Kanchipuram Tambaram Okkiam thurai pakkam, Injambakkam
274 Kanchipuram Tambaram Sholinganallur
275 Kanchipuram Tambaram Sholinganallur, Uthandi
279-296 External Zone
3-24
Final Report Vol.1
The travel modes are set to be the same as those in the “Data Collection Survey for Chennai Metropolitan
Region Intelligent Transport System”. The passenger car unit (PCU) and the number of passengers per
vehicle are shown in the table below.
The travel modes are categorized as shown in the table below to create current OD data which matched
the traffic survey using the Root Mean Square Error Minimizing Model.
Table 3.3.8 Trip Mode Categories, Passenger Car Unit, Number of Passengers per Vehicle
Traffic PCU * Number of Average
ID Traffic Survey ID Demand passengers load
Forecast per vehicle** tonnage
1 Two-wheeler 1 Two-wheeler 0.5 1.5 -
2 Car/Jeep 2 Car 1.0 2.6 -
Trip van/Maxi Cab/ Share
3 Auto-
Auto 3 1.0 2.3 -
Rickshaw
4 Auto-Rickshaw
5 Bus
4 Bus 3.0 65 -
6 Mini Bus
7 LCV*1
5 LCV 1.5 - 1.0 ***
8 Goods Auto
9 2-axle
6 Truck 3.0 - 10.0 ****
10 3-axle
11 MAV*2 7 MAV 4.5 - 29.0*****
*1: LCV (light commercial vehicle)
*2: MAV (multi-axle vehicle)
*source: Manual on Economic Evaluation of Highway Projects in India 2009
**source: Chennai Comprehensive Transportation Study
***source: Edited by JICA Study Team based on Network for Transport Measures
****source: Edited by JICA Study Team based on Northern Port Access Road FS NHAI 2008
*****source: Edited by JICA Study Team based on Northern Port Access Road FS NHAI 2008
(4) Reproduction of the Current Traffic Situation

The Incremental Traffic Assignment Method was used to divide the input OD traffic data into user-
specified increments and to assign each increment to the minimum route where the generalized cost (i.e., the
impedance calculated from travel time, distance, etc.) is the least.
The origin-destination data has 5 divisions, distributing 20% for each. Road network, QV condition and
origin-destination data show earlier were used as shown below.
Road network QV condition
Link cost calculation
The shortest route search OD (5 division)
Traffic assignment
NO(n<5)
Judgement㻌
YES (n=5)
Traffic assignment result

Figure 3.3.8 Traffic Assignment Flow
3-25
Final Report Vol.1
The result of the comparison with reproduction of the present traffic condition and the result of the traffic
volume survey is shown in the figure below. It shows that r-squared is 0.929 in this correlation (on the IRR:
0.980, on the ORR: 0.933, on the CPRR: 0.994). Thus, it is judged that the reproducibility was mostly
obtained.
200,000 150,000
180,000
160,000
Survey Result(PCU/day)
140,000
100,000
120,000
100,000
80,000
50,000
60,000
40,000
20,000
0 0
0 50,000 100,000 150,000 200,000 0 50,000 100,000 150,000
Estimation Result (PCU/day) Estimation Result (PCU/day)

㻨㻌㼀㼛㼠㼍㼘㻌㻪㻌㻨㻌㻻㼚㻌㼠㼔㼑㻌㻵㻾㻾㻌㻪㻌

150,000 100,000
80,000
100,000
60,000
40,000
50,000
20,000
0 0
0 50,000 100,000 150,000 0 20,000 40,000 60,000 80,000 100,000
Estimation Result (PCU/day) Estimation Result (PCU/day)

㻨㻌㻻㼚㻌㼠㼔㼑㻌㻻㻾㻾㻌㻪㻌㻨㻌㻻㼚㻌㼠㼔㼑㻌㻯㻼㻾㻾㻌㻪㻌
Figure 3.3.9 Survey Result and Estimation Result
3-26
Final Report Vol.1
Volume Capacity Ratio

-1.0 1.0-1.2
1.2-1.5 1.5-

Figure 3.3.10 Traffic Assignment Result
3.3.2 Estimate of Developed Traffic Volume

(1) Future Traffic Demand
The growth rate of the future demand and the modal share are set to be the same as those of the “Data
Collection Survey for Chennai Metropolitan Region Intelligent Transport System”. The values are shown in
the table below. Double counting of changes in freight vehicles due to changes in future cargo volumes to
avoid trucks and multi-axle vehicles (MAVs) are not taken into consideration.
Table 3.3.9 Growth Rate of Future Traffic Demand for Target Years Estimated by this Study from
Current Origin-Destination Data (2016)
Motor- Passeng Car/ 2&3Axle
Term Year Bus LCV*1 MAV*2 All Type
cycle er Auto Jeep Trucks
Short 2021 1.394 1.219 1.383 1.222 1.580 1.300 1.251 1.361
Mid 2026 2.042 1.556 2.007 1.559 2.672 1.755 1.617 1.954
Long 2036 3.933 2.302 3.805 2.334 6.605 2.942 2.510 3.657
*1: LCV (light commercial vehicle)
*2: MAV (multi-axle vehicle)
Source: JICA Study Team edited based on the Detailed Project Report on CPRR
3-27
Final Report Vol.1
Table 3.3.10 Modal Share of Future Traffic Demand for Target Years
Short Mid Long Current CCTS
2021 2026 2036 2016 2026
Public Transport 62% 70% 70% 54.9% 70%
IPT 6% 8% 8% 4.6% 8%
Private Transport 32% 22% 22% 40.5% 22%
Source: CCTS, Chennai
Note: The above table excludes non-motorized transport.
Note: Construction of Mass Rail Transit, Metro Rail, Mono Rail, Light Rail Transit, Bus Rapid Transit based on the
plans is required, so that the public transport share rises to 70%. In addition, it is also important that parking lots,
transfer stations, traffic information systems, etc., adjacent to the transport hub such as a bus stop or the railroad
station is constructed. Besides, as measures of the policies, improvement of the user convenience by introducing
the common card and securing regular schedule of trains are required. Most of city buses which are the citizen's
main transportation are timeworn vehicles having low comfort. Thus, it is recommended that a new vehicle is
introduced to improve the comfort of the user. It is necessary for these measures to be carried out totally so that
public transport share rises to 70%.
(2) Reflecting Traffic Volume in Consideration of the Development Plan

1) Mahindra Industrial Park Chennai
Mahindra Industrial Park Chennai is scheduled to develop 300 ha and has completed development and
sales in the short term (2021). The original unit of trip generation volume from the Mahindra Industrial Park
Chennai was set using the basic unit of manufacturing industry based on the scale below. The trip generation
rate is multiplied by the mixing ratio of large vehicles, and the arrival and departure point of the large vehicles
are set to Ennore Port. Since Mahindra Industrial Park Chennai is located along NH5, the mixing ratio of
large vehicles is set to the value of NH5.
Source: Edited by the JICA Study Team based on the National Institute for Land and Infrastructure
Management, Research Report No. 21
Figure 3.3.11 Original Unit of Trip Generation Volume by Scale of Manufacturing Industry
Table 3.3.11 Trip Generation Rate at Mahindra Industrial Park Chennai

Mixing Ratio of
Trip Generation Volume Trip Generation Volume Number of Large Vehicles
Large Vehicles
࣭Truck: 22.2% ࣭Truck: 833 units/day
2.5 unit TE/day࣭1000 m2 3,750 units/day
࣭MAV: 9.6% ࣭MAV: 360 units/day
3-28
Final Report Vol.1
(3) Cargo Vehicles Accompanying an Increase of Traffic Handled

1) Modal Split of Traffic Handled at the Port
The modal split of traffic handled at the Chennai Port in 2015 is assumed as shown in the table below. The
same rates were applied to Ennore Port. It is assumed that only the road is used for Kattupalli Port. Future
modal split was set to be the same as the current values.
Since the container does not use pipelines, it was set that 87% use the road and 13% use the railway.
Table 3.3.12 Modal Split of Traffic Handled
Total Traffic Road Rail Pipeline
Year
Handled Tonnage Ratio Tonnage Ratio Tonnage Ratio
2015 50.06 33.12 66% 4.2% 10% 12.09 24%
2) Increase of Traffic Handled at the Port

The results of calculating the increment of future traffic handled from 2017 is shown in the table below.
Table 3.3.13 Increase of Traffic Handled per Year
Increase of Traffic Handled per Year
Commodity
Chennai Port Ennore Port Kattupalli Port
Liquid Cargo (MMTPA) 0.58 4.32 -
Short Bulk Cargo (MMTPA) 1.60 9.48 -
(2021) Container (MnTEU) -0.27 0.46 0.04
Other (MMTPA) 0.83 1.09 -
Mid Bulk Cargo (MMTPA) -2.80 14.6 -
(2026) Container (MnTEU) -0.03 0.70 0.24
Long Bulk Cargo (MMTPA) -2.36 48.7 -
(2036) Container (MnTEU) 0.86 1.47 0.24
The increase of traffic handled per day, where the number of working days is set to be 330 days per
year, is shown in the table below.
Table 3.3.14 Increase of Traffic Handled per Day

Commodity
Liquid Cargo (MMTPA) 1,758 13,091 -
Short Bulk Cargo (MMTPA) 4,848 28,727 -
(2021) Container (MnTEU) -803 1,394 121
Other (MMTPA) 2,515 3,303 -
Mid Bulk Cargo (MMTPA) -8,485 44,242 -
(2026) Container (MnTEU) -76 2,121 727
Other (MMTPA) 5,909 7,424 -
Long Bulk Cargo (MMTPA) -7,152 147,576 -
(2036) Container (MnTEU) 2,591 4,455 727
Other (MMTPA) 17,576 18,424 -
3-29
Final Report Vol.1
3) Calculation of Increase of Number of Trucks

With reference to similar cases in India, load capacity by car type is set as shown in the table below.
Table 3.3.15 Load Capacity by Car Type
Commodity Car type Load Capacity
Liquid Cargo Truck 10 tons/unit
Bulk Cargo Truck 12 tons/unit
Container Trailer 1.5 TEU/unit
Other Truck 10 tons/unit
Source: Edited by the JICA Study Team based on the Northern Port Access Road FS NHAI 2008
The increase of traffic using the road was calculated based on the modal split of traffic handled.
Table 3.3.16 Increase of Traffic Handled using Road
Commodity
Short Bulk Cargo (MMTPA) 4,062 18,960 -
(2021) Container (MnTEU) -887 1,213 154
Other (MMTPA) 2,107 2,180 -
Mid Bulk Cargo (MMTPA) -7,108 29,200 -
(2026) Container (MnTEU) -84 1,845 923
Other (MMTPA) 4,950 4,900 -
Long Bulk Cargo (MMTPA) -5,991 97,400 -
(2036) Container (MnTEU) 2,861 3,875 923
Other (MMTPA) 14,723 12,160 -
The increase in the number of trucks that was calculated using load capacity by car type is shown in the
table below. These trucks were allocated from each port to the CFS and the industrial park.
Table 3.3.17 Future Increase of Trucks at the Port
Increase of Trucks
Short Trailer (unit/day) -591 808 81
(2021) Truck (unit/day) 764 2,978 -
Mid Trailer (unit/day) -56 1,230 485
(2026) Truck (unit/day) -89 4,690 -
Long Trailer (unit/day) 1,907 2,584 485
(2036) Truck (unit/day) 1,670 12,720 -
(4) Preparation of Future Network Data

The planned major roads are the ORR (Phase 1 and Phase 2) and CPRR (from Section 1 to Section 5).
These roads were added to the future network data. The opening year of each road is assumed as shown in
the table below.
3-30
Final Report Vol.1
Peripheral Ring Road

Peripheral Ring Road SECTION-1
SECTION-2
Outer Ring Road

(Phase2)
Peripheral Ring Road
SECTION-3
Peripheral Ring Road Outer Ring Road

SECTION-4 (Phase1)
Peripheral Ring Road Short Term 2021

SECTION-5 Phase1
Opened
Phase2
Mid-Term 2026
Phase3
Rank Priority
© OpenStreetMap contributors

Figure 3.3.12 Future Road Network
Table 3.3.18Opening Year of Major Road
Term Opening Road
Short 2021 ORR (Phase 1, Phase 2), CPRR (Section 4)
Mid 2026 Review priority of CPRR (Sections 1 to 5)
Long 2036 CPRR (Sections 1 to 5)
(5) Future Traffic Demand Forecast

The results of the future traffic demand forecast for short term, mid-term and long term are shown in the
figure below.
In the short term, the traffic capacity of the access road to the Ennore Port is expected to increase due to
the increase in the cargo volume brought about by the improvement of the processing capacity at the Ennore
Port. In addition, it is expected that there will be no problem in increasing the traffic volume of the ORR and
the CPRR (Section 4), but it is expected that congestion will occur in the section from the ORR to the Ennore
Port.
In the mid-term, it is expected that the congestion in the section from the ORR to the Ennore Port will be
alleviated by constructing the CPRR (Section 1).
In the long term, traffic congestion occurrs in the city due to the increase in total traffic volume.
3-31
Final Report Vol.1
Short Term (2021) Sec. 4 Mid Term (2026) Sec. 1 + Sec. 4

-1.0 1.0-1.2
1.2-1.5 1.5-
Mid Term (2026) Sec. 2 + Sec. 4 Mid Term (2026) Sec. 3 + Sec. 4

-1.0 1.0-1.2
1.2-1.5 1.5-
3-32
Final Report Vol.1
Mid Term (2026) Sec. 4 Mid Term (2026) Sec. 5 + Sec. 4

-1.0
Ba 1.0-1.2
1.2-1.5 1.5-
Mid Term (2026) Full Line Service Long Term (2036) Full Line Service

-1.0 1.0-1.2
1.2-1.5 1.5-

Figure 3.3.13 Traffic Assignment Result
3-33
Final Report Vol.1
(6) Road and Traffic Issues

1) Congestion around Container Freight Stations
Several container freight stations are installed around the Chennai Port to compensate for the lack of
capacity, as the yard is narrow and the capacity of Chennai Port is too small to accommodate containers .
Congestion occurs around the Chennai Port by freight vehicles moving between Chennai Port and the CFS.
In particular, the CFSs are concentrated in the area surrounded by the red frame in the figure below, and it is
still crowded due to the influence of the large vehicles parked.
Although the amount of containers handled by the Chennai Port in the future temporarily decreases, it is
indicated in the Chennai Port Master Plan that the amount of containers will increase, which may cause
further congestion.
㻺㻴㻡㻌
Ennore Port㻌
㻺㻴㻡㻌
Situation of the CFS㻌
㻺㻴㻡㻌㻵㻾㻾㻌
Container Freight Station (CFS)
㻵㻾㻾㻌
㻯㼑㼚㼚㼍㼕㻌㻮㼥㼜㼍㼟㼟㻌

Figure 3.3.14 Location of the Container Freight Stations
3-34
Final Report Vol.1
㻝㻚㻟㻌㼠㼕㼙㼑㼟㻌
㻨㻌㻯㼛㼚㼠㼍㼕㼚㼑㼞㼟㻌㻪㻌
Figure 3.3.15 Prediction of Cargo Handled by Year 2035 (Chennai Port)
2) Connection of ORR and CPRR

Currently, the ORR (Phase 2) and Section 1 of the CPRR are not planned to be connected. Both roads are
planned to connect to the road in Minjur Village. This road in the village is a 2-lane road, and there are a
number of houses and shops along the road, as shown in the photograph below. There is concern that this
will be a bottleneck and traffic accidents may occur because there are many people on the roadside.
CPRR
(Section 1)
TPP Link Road

(New Alignment)
Ennore Port
Outer Ring Road (Phase 2) TPP Link Road
(New Alignment)

Figure 3.3.16 Connection of ORR and CPRR
3-35
Final Report Vol.1
3) Intersection of NH205 and SH57

Section 3 of the CPRR is planned to bypass the intersection of NH205 and SH57 in Thiruvallur. This
intersection is a four-lane section and is frequently used by a number of large vehicles, such as buses and
trailer trucks, as shown in the photograph below. There are a number of houses and shops around the
intersection. Thus, the traffic capacity has declined significantly. It is expected that this will be a bottleneck
and may cause traffic accidents.
CPRR
(Section 3)

Figure 3.3.17 Problems of Intersection of NH205 and SH57
3-36
Final Report Vol.1
(7) Sensitivity Analysis

1) Modal Share
As shown in the table below, the sensitivity analysis was carried out for the case that modal shift occurred
from the current condition to the short – medium – long–term terget year.
Table 3.3.19 Modal Share of Future Traffic Demand for Target Years
Current Short Mid Long
2016 2021 2026 2036
Public Transport 54.9% 58% 62% 70%
IPT 4.6% 5% 6% 8%
Private Transport 40.5% 37% 32% 22%
2) The Results of Sensitivity Analysis

The results of sensitivity analysis were compared using the total travel time for evaluating the efficiency
of the road traffic in the survey area for the short and middle-term (CASE A: Sec.4 + Sec.1). As a result of
comparing CCTS case and the case that the modal shift is carried out gradually toward the long-term (2036),
the CCTS case, total travel time increased by 15% in the short term, 20% in the middle term.
Table 3.3.20 Total Travel Time of Each Analysis Case (unit: Vehicle Hour)
Short 2021 Mid 2026
CCTS, Chennai [A] 3,226,956 4,377,730
Sensitivity Analysis [B] 3,712,172 5,314,043
[C] = [B] / [A] 1.15 1.21

-1.0 1.0-1.2
ᶓ 1.5-
1.2-1.5
᩿
<Short : 2021> <Mid: 2026>

Figure 3.3.18 The Result of Sensitivity Analysis
3-37
Final Report Vol.1
CHAPTER 4 PRIORITIZATION AND FORMULATION OF THE

PROJECT FOR JICA LOAN SCHEME
4.1 Chennai Peripheral Ring Road (CPRR) Components
4.1.1 Approved Alignment and Sectioning of CPRR

According to the Detailed Project Report (DPR), the alignment for CPRR was approved by the Steering
Committee and was finalized by the Principal Secretary of the Highways and Minor Ports Department
(HMPD) on 9 July 2014. The CPRR starts at Ennore Port and ends at Poonjeri Junction (KM 56/800 of ECR)
in Mahabalipuram. The alignment connects four national highways, namely NH5, NH205, NH4, and NH45,
as well as eight state highways, namely SH51, SH50A, SH50, SH48, SH57, SH49B, SH49A (OMR), and
SH49 (ECR). The length of the alignment is 133 km and is divided into five sections as follows:
¾ Sec. 1: Northern Port Access Road-Ennore Port to Thatchur on NH5, and
CPRR (Ch.6+200) to Tiruvottiyur Ponneri Pancheti (TPP) Road via TPP Link Road
(Connected point on TPP Road differs in original alignment and new alignment)
¾ Sec. 2: Thatchur on NH5 to the start of Thiruvallur Bypass
¾ Sec. 3: Start of Thiruvallur Bypass to Sriperumbudur on NH4
¾ Sec. 4: Sriperumbudur on NH4 to Singaperumalkoil on NH45
¾ Sec. 5: Singaperumalkoil on NH45 to Mahabalipuram
The outline of the sections is summarized in Table 4.1.1.
Table 4.1.1 Outline of Sections of CPRR
Sec.1 Sec.2 Sec.3 Sec.4 Sec.5 TOTAL
Main Road TPP Link Main Road Main Road Main Road Main Road
Section Length 21.51km 3.6km 25.61km 29.55km 24.85km 27.5km 132.62km
3.6km
New Construction 21.51km 25.61km 19.95km 0km 25.5km 96.17km
Scope of Work (4.21km)
Improvement 0km 0km 0km 9.6km 24.85km 2km 36.45km
ROW 100m 45-60m 60m 60m 40-60m 60m
Land Acquisition Area 255ha 188ha 208ha 163ha 814ha
Main Line 2x2Lane 2x2Lane 2x3Lane 2x3Lane 2x3Lane 2x2Lane
Number of Lane
Service Rd 2x2Lane 2x2Lane 2x2Lane 2x2Lane 2x2Lane 2x2Lane
TPP Link
Ch.21+506
Ch.0+000 Ch.0+351 SH57 NH4 NH45
BP /NH5
/Ennore Port /CPRR (50/500) (42/100) (47/400)
(29/000)
(Ch.6+200)
Ch.21+506 TPP Link

SH57 NH4 NH45 Ch.129+171
EP /NH5 Ch.3+950
(50/500) (42/100) (47/400) (Poonjeri)
(29/000) /TPP Rd
IC 0 0 1 2 0 1 4
ROB 1 1 0 1 0 1 4
MJB 1 0 2 1 0 1 5
MNB 1 0 6 8 0 11 26
Structures VUP 6 0 5 6 9 6 32
LVUP 6 0 4 2 4 7 23
BC 39 0 0 1 0 7 47
PC 8 0 204 107 0 132 451
Entry/Exit Ramps 0 0 2 2 0 2 6
Source: Land Acquisition Area: STUP's Letter E/14518/149/NJW/GK/0132 dated 11 Aug 2017,
Chainage of BP/EP of each section: JICA Study Team estimates, Other Items: DPR Main Report, From P7-2 To P7-5
Note: 1) CPRR: Chennai Peripheral Ring Road, IC: Interchange, ROB: Railway Over Bridge, MJB: Major Bridge, MNB: Minor Bridge,
VUP: Vehicular Underpass, LVUP: Light Vehicular Underpass, BC: Box Culvert, PC: Pipe Culvert
2) BC and PC are planned for irrigation and utility crossings.
3) MJB: Sec.1: Buckingham Canal, Sec.3: Kannigaipper Tank, Kosathalai River, Sec.4: Coovam River, Sec.5: Sengundram Tank
4) The alignment of TPP Link was modified and the section length was changed from 4.21km to 3.6km.
4-1
Final Report Vol.1
With respect to the TPP Link Road, HMPD conducted a survey on alternate alignments in May to June
2018, as the inhabitant's opposition were encountered on the original alignment. In early July, the state
government decided that the new alignment would start from the TPP road around Minjur to the Northern
Port Access Road (NPAR) (as a main line of Section 1), having a length of 3.6 km, Also, the new alignment
connects to the Outer Ring Road (ORR) near Minjur.
4.2 ITS Components
4.2.1 Overall ITS Components

Figure 4.2.1 shows the overall Intelligent Transport System (ITS) components which are candidates for
the Japanese ODA Loan Project. As described in 1.1 in this report, the ITS for CPRR was considered
separately from the City ITS. The system linkage with the City ITS, as shown in Figure 4.2.1, will be
established after introducing the ITS for CPRR.
City ITS
City Bus System Chennai Traffic Information Traffic Management System
System
Command Control Centre
(Input)Traffic Infromation Centre Traffic Management Centre
䞉Bus Tracking System 䞉Probe System䠄*1䠅 (Output) 䞉Area Traffic Signal Control
䞉Passenger Information 䞉Internet System System
System 䞉ATCC System 䞉CCTV System
䞉Electronic Ticket 䞉Flood Measurement and 䞉Variable Message Sign 䠄*2䠅
Management System Warning System System
( ITS for CPRR ) : Subsystems not to be

Toll Management System Highway Traffic Management included in Japanese ODA Loan Project
for CPRR System for CPRR Electronic Ticket Management
Toll Management Centre Traffic Control Centre System: This system has already been
䞉Manual Toll Collection System
䞉ATCC System introduced by Metropolitan Transport
䞉Touch & Go System (*3)䞉Video Incident Detection
Corporation.
䞉Electronic Toll Collection System
System 䞉CCTV System
䞉Meteorological Monitoring Touch & Go System: This system is
Weight in Motion System System recommended to be introduced after the
䞉Variable Message Sign framework of Common Mobility Card is
for CPRR
System (*4)
䞉Weight in Motion System 䞉Internet System established in Chennai
䠖Input / output data between different subsystems

*1: To generate congestion information on the road network based on the probe data obtained from Bus Tracking System
*2: To provide congestion information on the general roads under the authority of Traffic Police
*3: To complement the Probe System to generate congestion information after completion of CPRR
*4: To provide congetion information generated by Chennai Traffic Information System. Other information will be generated by Highway Traffic Management
System for CPRR and provided.
Figure 4.2.1 Overall ITS Components for Japanese ODA Loan Project
Regarding the Touch & Go System, the Japan International Cooperation Agency (JICA) Study Team
recommended to adopt the common mobility card which can be used for other transport modes, e.g., Chennai
Metro Rail, city buses, etc. In case the common mobility card does not exist yet in Chennai, the Touch & Go
System should be introduced after the framework of the common mobility card is established in Chennai.
4-2
Final Report Vol.1
4.3 Prioritization of Components for Implementation
4.3.1 Prioritization of CPRR Components

In this Study, the priority of CPRR for the JICA Loan was examined from three viewpoints, mainly: (1)
effect on improvement of traffic situation, (2) magnitude of environmental and social impact, and (3)
economic rationality.
(1) Effect on the Improvement of Traffic Situation
Roads in Chennai City are suffering from severe traffic congestion. Thus, alleviation of traffic congestion
on major roads is the main objective of the Project. With this in mind, particular attention shall be paid to
the effect of the improvement on the traffic situation. The effect is evaluated in this Study through two
indicators, 1) traffic volume in the focused section and 2) reduction of total travel time on the road network.
1) Traffic Volume
A simple reference index which indicates the effect of the Project is the traffic volume in the focused
section. Traffic volumes are estimated in the traffic analysis assuming the situation in which only one focused
section of the CPRR exists while other sections do not exist. The conditions of traffic simulation including
the target year, the socio-economic framework, and the road network other than CPRR should be the same
for fair comparison.
Figure 4.3.1 presents the results of the traffic simulation (Case A to E) that was made for the comparison
of sections (see Figure 3.3.13 for details). It is considered that Case D is the “Without Project” case since
widening of Section 4 is substantially completed.
Case A Case B Case C Case D Case E
2026 2026 2026 2026 2026
Sec.4+Sec. 1 Sec.4+Sec. 2 Sec.4+Sec. 3 Sec. 4 Sec.4+Sec. 5

Figure 4.3.1 Results of Traffic Simulation for the Comparison of Sections
Cross-sectional traffic volumes of every section are summarized in Table 4.3.1.

Table 4.3.1 Traffic Volume of Every Section for Each Case
Case A B C D E
Section Sec. 1 Sec. 2 Sec. 3 Sec. 4 Sec. 5
Traffic Volume (pcu/day) 58,324 31,184 89,528 73,196 43,282
Sec. 4 (pcu/day) 75,091 72,402 69,714 73,196 74,940
Section 3, with 89,528 passenger car units (pcu)/day, recorded the highest volume, followed by Section 4
with 73,196 pcu/day, while Section 2 with 31,184 pcu/day recorded the lowest volume.
4-3
Final Report Vol.1
2) Reduction of Total Travel Time of the Road Network

Another index of the effect of the Project is the impact on the total travel time of the road network in
Chennai Metropolitan Area (CMA). In this Study, it was considered that the degree of reduction in total
travel time induced by the construction of a section represents the scale of contribution made by the section
to the CMA road network.
The reduction in total travel time of every section are shown in Figure 4.3.2 and Table 4.3.2.
Case C (Sec. 3 + Sec. 4), with 67,494 vehicle hours, marked the largest impact followed by Case A (Sec.
1 + Sec. 4) with 54,871 vehicle hours, while Case E (Sec. 5 + Sec. 4), with 26,239 vehicle hours, marked the
smallest impact.
Unit: Vehicle Hour

Figure 4.3.2 Reduction in Total Travel Time Made by Every Section for Each Case
Table 4.3.2 Reduction in Total Travel Time Made by Every Section for Each Case
Case A B C D E
Total 4,377,730 4,387,409 4,365,107 4,432,601 4,406,362
Total Travel Inside of CPRR 4,214,124 4,240,501 4,195,454 4,267,919 4,282,490
Time
(vehicle hour) Inside of ORR 2,196,586 2,229,587 2,196,052 2,245,832 2,261,239
Inside of IRR 579,334 590,500 578,146 588,820 608,981
Total 54,871 45,192 67,494 - 26,239
Difference Inside of CPRR 53,795 27,418 72,465 - -14,571
from Case D
(vehicle hour) Inside of ORR 49,246 16,245 49,780 - -15,407
Inside of IRR 9,486 -1,680 10,674 - -20,161
3) Large Vehicle Rate

In the existing road network, especially in the vicinity of the proposed alignment of CPRR, it was observed
that a considerable number of large vehicles are travelling even on community roads as stated in Section
2.2.2 of this report. Such large vehicles running through small towns and villages severely affect the traffic
environment in the community. Therefore, it is expected that CPRR shall cater to the industrial traffic of
large vehicles and shall alleviate the traffic load from the community roads. In this sense, the large vehicle
rate is considered in the prioritization of the project.
4-4
Final Report Vol.1
Table 4.3.3 Large Vehicle Rate of Every Section for Each Case
Case A B C D E
Section 1 2 3 4 5
Large Vehicle
76% 13% 25% 27% 27%
Rate (%)
Sec. 4 27% 26% 27% 27% 25%
Case A (Sec. 1 + Sec. 4), with a percentage of 76%, marked the largest by a wide margin compared to the
other cases.
(2) Magnitude of Environmental and Social Impact
Negative environmental and social impacts of the Project may constitute serious obstacles to the
implementation of the Project, although every effort is made to mitigate those impacts through the Project
phase of planning, design, construction, and operation. Therefore, the magnitude of environmental and social
impacts shall be considered in the evaluation of the project prioritization. In this Study, 1) impact on
Reserved Forest (RF) and Coastal Regulation Zone (CRZ) is taken as an index for the Project to assess the
environmental condition, while the 2) area of land to be acquired is used as a barometer of the social impact
of the Project.
1) Impact on Reserved Forest (RF) and Coastal Regulation Zone (CRZ)
a) Reserved Forest (RF)
The alignment of Section 3 passes through the Mannur RF with a length of 0.2 km, while Section 5 passes
through the Thirutteri RF and Sengunram RF with lengths of 0.5 km and 1.26 km, respectively.
In accordance with the Forest (Conservation) Act of 1980, the diversion of forest land is required for the
affected RF. The areas of land where diversions are required are shown in Table 4.3.4.
Table 4.3.4 Area of Forest Land to be Diverted
Section 1 2 3 4 5
Area of Forest
Land to be 9.95
0 0 0.28 0
Diverted (2.56 + 7.39)
(ha)
Source: HMPD’s Letter 362/2014/JD01 dated 30 May 2016
b) Coastal Regulation Zone (CRZ)

The alignment of Section 1 passes through a CRZ Category III as explained in Chapter 11 of this report.
The CRZ Notification (2011) defines Category III as follows:
CRZ-III: areas that are relatively undisturbed and those that do not belong to either a CRZ-I or II, which
include coastal zones in the rural areas (developed and undeveloped) and also areas within municipal limits
or in other legally designated urban areas not substantially built up.
Since the development in the CRZ is controlled and monitored by the Environment and Forests
Department, a CRZ Clearance shall be obtained before the project is initiated.
Table 4.3.5 Impact on CRZ
Section 1 2 3 4 5
Impact on CRZ Category III None None None None
Source: HMPD’s Letter 362/2014/JD01 dated 30 May 2016
2) Area of Land to be Acquired

The DPR consultant summarized the area of land to be acquired by section based on the Land Plan
Schedule (LPS) as shown in Table 4.3.6.
4-5
Final Report Vol.1
Table 4.3.6 Area of Land to be Acquired

Section 1 2 3 4 5
Area of Land to
be Acquired 255 188 208 0 163
(ha)
Source: Land Acquisition Area: STUP's Letter E/14518/149/NJW/GK/0132 dated 11 Aug 2017
Section 1 requires the largest land of 255 ha since it is proposed to be a new road with a right of way
(ROW) of 100 m, followed by Section 3 which requires 208 ha and where two interchanges are planned to
be developed. No new land acquisition is required in Section 4 as it has already been widened to six-lane
highway.
(3) Economic Rationality

It is a common practice for governments to evaluate projects with economic indicators to help in the
decision-making process for implementation. In this report, the Economic Internal Rate of Return (EIRR) of
each project (of each section of the CPRR) is preliminarily calculated to examine the economic rationality
of the projects for prioritization.
The EIRR is an indicator that represents cost-effectiveness of the projects and thus it is widely used to
evaluate projects of a different scale. The EIRR is defined as the interest rate at which the economic cost and
benefit of a project discounted over its lifetime are equal.
Conditions for the calculation of the EIRR are as follows:
Cost: Project costs estimated in the DPR are converted to economic costs by multiplying with a factor of
0.90. Project costs estimated in the DPR are shown in Table 4.3.7.
It is assumed that the ratio of O&M costs to construction costs are 0.1% (recurrent) and 0.4% (periodic).
4-6
Final Report Vol.1
This part is intentionally left blank
4-7
Final Report Vol.1
Benefit: Traffic volumes by vehicle type and average travel speed of each link in the road network model
are estimated in the traffic simulation, while the determined unit rates of vehicle operation cost and travel
time cost are referred from the Indian Road Congress (IRC) documents and from past practices in India.
Project Implementation Schedule: In this evaluation, the project implementation schedule shown in
Figure 4.3.3 is considered for all sections, except for Section 4 which has already been substantially widened
to a six-lane highway. It is assumed that the remaining works for Section 4 is to be completed as per the
assumed schedule shown in Figure 4.3.4.
2018 2019 2020 2021 2022 2023 2024 2025 2026 2027
Land Acquisition and Utility Shifting
50.0% 50.0%
Loan Agreement (L/A)
Tender for EPC Contractor
Construction
16.7% 33.3% 33.3% 16.7%
1 2 3 4
Operation & Maintenance
Figure 4.3.3 Assumed Project Implementation Schedule for Sections 1, 2, 3, and 5
2018 2019 2020 2021 2022 2023 2024 2025 2026 2027
Construction
33.3% 33.3% 33.3%
1 2 3 4 5 6 7
Operation & Maintenance
Figure 4.3.4 Assumed Project Implementation Schedule for Section 4
From the above premise, calculations of the EIRR for each case is shown in Table 4.3.8. (Cash flow is
explained in Section 12.3.)
Table 4.3.8 EIRR for Each Case
Case No. Case EIRR
1 Section 4 and 1 are constructed. 18.1%
4-8
Final Report Vol.1
(4) Prioritization of CPRR Components

In this Study, the prioritization is made by setting out the evaluation criteria shown in Table 4.3.9.
As a result, it is recommended that the 1st priority be given to Section 1, the 2nd priority to Sections 2 and
3, and the 3rd priority to Section 5 considering that Sections 2 and 3 shall be developed simultaneously since
they will form a united road section from the viewpoint of completeness of the CPRR.
Table 4.3.9 Evaluation Criteria for Prioritization
Evaluation (Score)
Criteria Indicator
High Middle Low
7: 40,001-50,000 3: 7,501-10,000
10: 100,001-
Traffic Volume 6: 30,001-40,000 2: 5,001-7,500
9: 75,001-10,000
(pcu/day) 5: 20,001-30,000 1: 2,501-5,000
8: 50,001-75,000
4: 10,001-20,000 0: -2,500
7: 40,001-50,000 3: 7,501-10,000
Reduction in Total 10: 100,001-
Effect on Improvement of 6: 30,001-40,000 2: 5,001-7,500
1 Travel Time (vehicle 9: 75,001-10,000
Traffic Situation 5: 20,001-30,000 1: 2,501-5,000
hour) 8: 50,001-75,000
4: 10,001-20,000 0: -2,500
7: 26-30 3: 8.0-9.9
10: 41-
Large Vehicle Rate 6: 21-25 2: 6.0-7.9
9: 36-40
(%) 5: 16-20 1: 4.0-5.9
8: 31-35
4: 10-15 0: -3.9
Impact on Reserved
5: RF: - 2: RF: 0-4ha 0: RF: 5ha-
Forest and Coastal
5: CRZ: - 2: CRZ: III 0: CRZ: I, II
Magnitude of Regulation Zone
2 Environmental and Social
Impact 7: 151-200 3: 401-600
10: -50
Area of Land to be 6: 201-250 2: 601-800
9: 51-100
Acquired (ha) 5: 251-350 1: 801-1,000
8: 101-150
4: 351-400 0: 1,001-
7: 18.0-20.9 3: 8.0-8.9
10: 28.0-
6: 15.0-17.9 2: 7.0-7.9
3 Economic Rationality EIRR (%) 9: 24.0-27.9
5:12.0-14.9 1: 6.0-6.9
8: 21.0-23.9
4: 9.0-11.9 0: -5.9
4-9
Final Report Vol.1
Table 4.3.10 Evaluation Results for Prioritization

Criteria Indicator Sec.1 Sec.2 Sec.3 Sec.5
Traffic Volume 58,324 31,184 89,528 43,282

(pcu/day) SCORE 8 6 9 7
Effect on Improvement of Reduction in Total Travel 54,871 45,192 67,494 26,239
1
Traffic Situation Time (vehicle hour) SCORE 8 7 8 5
Large Vehicle Rate 76 13 25 27
(%) SCORE 10 4 6 7
Impact on Reserved RF: - RF: - RF: 0.28 RF: 9.95
Magnitude of Forest and Coastal CRZ: Cat..III CRZ: - CRZ: - CRZ: -
2 Environmental and Social Regulation Zone SCORE 7 10 7 5
Impact Area of Land to be 255 188 208 163
Acquired (ha) SCORE 5 7 6 7
18.1 19.7 20.2 12.8
3 Economic Rationality EIRR (%)
SCORE 7 7 7 5
TOTAL SCORE 45 41 43 36
PRIORITY 1 3 2 4
Source: Land Acquisition Area: STUP's Letter E/14518/149/NJW/GK/0132 dated 11 Aug 2017,
Project Cost: Construction Cost shown in DPR Main Report, P9-3
1st 2nd 3rd
During the consultation with inhabitants around the site of the TPP Link Road (Original Alignment), it
was found that it is very important to obtain social consensus for the road construction. As an alternative
solution to minimize the social impact, the south end of the TPP Link Road is to be shifted approximately
1.5 km west of the original alignment. This new alternative alignment has a total length of 3.6 km from the
connecting point with Northern Port Access Road to the southern end. The length of 1.65 km in the northern
part is the same as the original alignment, and the remaining 1.95 km in the southern part is different from
the original alignment.
4.4 Consulting Services for the Prioritized Project
4.4.1 CPRR
(1) Mode of Contract Scheme
A model of the Engineering, Procurement, and Construction (EPC) contract mode has been published by
the Planning Commission for highway projects in India based on past experiences in infrastructure
development, where the conventional item-rate contract is said to be generally prone to time and cost
overruns. This is particularly evident in the national highway sector, resulting in enhanced cost to the
financing institutions, and also considerable delay in the completion of projects.
Most of the EPC contracts in India, except for the projects financed by the multilateral development banks
World Bank and Asian Development Bank awarded since 2014, seem to have been affected by Local
Competitive Bidding (LCB) in accordance with the procedures used in India. EPC has also been introduced
in state highway projects, and applications of the EPC for CPRR is one of options according to HMPD.
(2) Tender Method of Consultant Procurement
A supervising consultant selected by the executing agency through International Competitive Bidding
(ICB) will discharge the functions and duties of an Authority’s Engineer (AE) as per the Terms and
Conditions of the EPC Agreement.
With the intention of maintaining high quality in the works executed by the contractor, the JICA Study
Team recommends applying ‘Procurement of Works’ of the ‘JICA Standard Bidding Documents Under
Japanese ODA Loans (Works)’ which follows the general conditions of the Federation International des
Ingenious-Conseils (FIDIC MDB) Harmonized Edition. Review of detailed design is also recommended to
identify shortage of design and suggest design update for bidding by the JICA SBD.
4-10
Final Report Vol.1
(3) Proposed Organization of the Detailed Design (D/D) Review Consultant

The proposed organization of the D/D Review Consultant for CPRR is shown in Figure 4.4.1.
Team Leader (Pro-A Staff)
[Pro-A Staff]
Sr. Highway Engineer
Sr. Bridge Engineer (Superstructure: PC)
Sr. Bridge Engineer (Superstructure: Steel)
Sr. Bridge Engineer (Sub-structure)
Sr. Pavement / Material Engineer
Sr. Hydrologist
Sr. ITS Specialist
Sr. Operation & Maintenance Specialist
Sr. Architect
Sr. Construction Planner / Cost Estimator
Sr. Safeguard Expert
Sr. Document Specialist
[Pro-B Staff] [Sub-Professional Staff] Office Supporting Staff

Deputy Team Leader CAD Engineer
Highway Engieer
Interchange Specialist
Bridge Engineer (Superstructure)
Bridge Engineer (Sub-structure)
Soil / Geotechnical Engineer
Drainage Engineer
Pavement / Material Engineer
Survey Engineer
Soil / Geotechnical Survey
Hydraulic Engineer
Transport Economist
Operation & Maintenance Specialist
Architect
Construction Planner / Cost Estimator
Document Specialist
Safeguard Expert

Figure 4.4.1 Proposed Organization Structure of D/D Review Consultant
(4) Proposed Organization of the Construction Supervision (C/S) Consultant
The proposed organization of the C/S Consultant for CPRR is shown in Figure 4.4.2. The organization of
Tender Assistance (T/A) is also provisionally proposed. A site office shall be provided to each section of the
CPRR, with proposed staff as shown in Figure 4.4.2.
4-11
Final Report Vol.1
CPRR Center Office Team Leader (Pro-A Staff)
[Pro-A Staff]
T/A:
Sr. Highway Engineer
Sr. Document Specialist
C/S:
Sr. Highway Engineer / Safety Engineer
Sr. Bridge Engineer
Sr. Pavement / Material Engineer
Sr. Contract Specialist
Sr. Social Environmental Specialist
[Sub-Professional Staff] Office Supporting Staff

[Pro-B Staff]
CAD Engineer x 4 persons
T/A:
Deputy Team Leader
Bridge Engineer
Document Specialist
C/S:
Deputy Team Leader
Highway Engineer / Safety Control
Bridge Engineer
Sr. Quantity Surveyor
Safeguard Expert
CPRR Site Office (Each Civil Packages)
[Pro-B Staff] [Sub-Professional Staff]

Resident Engineer / Safety Management CAD Engineer
Bridge Engineer Quantity Surveyor
Highway / Pavement Engineer Field Engineer x 3 persons
Material Engineer Surveyor
Quality Control Engineer
Office Supporting Staff x 4 persons Laboratory Technician

Figure 4.4.2 Proposed Organization Structure of C/S Consultant
4.4.2 CPRR ITS

(1) Mode of Contract Scheme
The ‘Design Build’ scheme, i.e., design, supply, and installation, wherein the employer prescribes the
requirement of the systems and performance and the contractor carries out the detailed design, is best suited
because ITS is a project which is mainly composed of systems and equipment.
The ‘Design Build’ scheme was also adopted to other public projects of ITS in India. Some major
examples are the MITRA Project of the City Bus Monitoring and Passenger Information System in Mysore
in Karnataka State (World Bank), the KSRTC Project of the Inter-City Bus Monitoring and Passenger
Information System in Karnataka State (state budget), and the B-TRAC Project of the Traffic Management
System of Bengaluru traffic police in Karnataka State (state budget).
The ‘Procurement of Electrical and Mechanical Pant, and for Building and Engineering Works, Designed
by the Contractor’ from the ‘JICA Standard Bidding Documents Under Japanese ODA Loans (SBD, Design
Build)’ which is based on FIDIC is recommended to be used for this Japanese ODA Loan Project. This SBD
4-12
Final Report Vol.1
has been used in the ITS project under the Japanese ODA Loan Project in other city in India.
(2) Tender Method of Consultant Procurement
It is very important that the requirements are clearly defined/prescribed so that bidders can properly reflect
the requirement on their proposals, particularly because the ITS project utilizes advanced technology. This
is a different method from ‘Turn Key Project’ or EPC, where the contractor takes almost the entire
responsibility regarding the design and construction. In particular, the Indian local contractors do not have
sufficient experience on ITS projects yet. As such, ensuring the quality throughout the project, particularly
the upper stage (basic design and contractor procurement), is very important because the quality of the upper
stage will affect the entire project including the stages of implementation, operation, and maintenance.
Therefore, procuring the Consultant through ICB, including the stages of basic design and contractor
procurement, is recommended.
(3) Selection Method of Contractor Procurement: Quality and Cost Based Selection (QCBS)
ITS facilities such as an emergency call box, traffic counter, CCTV, weather monitoring facility, VMS,
and center system are all obligated to be installed on national highways under the jurisdiction of NHAI,
where a certain level of traffic volume is expected (i.e., more than 40,000 daily traffic volume). However,
there is currently no road where these facilities have been installed correctly, and no information is actually
provided. As for the City ITS in India, Ahmadabad in Gujarat State is the only city where the dynamic traffic
information has been provided in real time by an installed traffic information system. The system was
introduced by a Japanese company under a support scheme of the Japanese small and medium enterprise
overseas business developments by JICA.
It is considered that the above situation of ITS in India is caused by the fact that the contractors who have
sufficient technical capabilities for developing and handling the advanced system are not selected, and the
selection method of the contractor procurement is considered one of the predominant factors behind this.
ITS consists of several subsystems wherein technical aspects are vitally important, such as software
processing methods, interface between subsystems or external systems, and integration of systems. Therefore,
selecting a contractor with enough technical capabilities determines the success of a project. To properly
evaluate the technical capabilities of bidders and to select an appropriate contractor, adopting QCBS as an
evaluation point of technical evaluation as reflected in addition to the financial evaluation is strongly
recommended.
The Smart City Mission, which will develop 100 smart cities, is the case in India that drove the selection
method from the conventional Cost Based Selection to QCBS. The first several cities such as Mumbai and
Surat adopted Cost Based Selection for cost savings, but later on fell into a situation wherein the integration
of the system could not be achieved because the contractor did not possess enough technical capabilities for
it. In line with this, it was decided to adopt a QCBS method for the Smart City Mission. For example, the
ratio of technical evaluation and financial evaluation for QCBS is 8:2 in Agra and 7:3 in Jabalpur and
Lucknow.
Furthermore, QCBS was used for a City Bus System project in Mysore, Karnataka State and was financed
by the World Bank to select a contractor. The ratio of technical evaluation and financial evaluation was 6:4.
The system has already been in operation, and the project earned a high reputation as one of the successful
ITS projects in India.
4-13
Final Report Vol.1
(4) Proposed Organization of Consultant

CPRR ITS (CPRR Center Office)
Team Leader (Pro-A Staff: CPRR Center Office)
[Pro-A Staff]
ITS Specialist
Traffic Engineer
ATMS Specialist
TMS Specialist
ITS Designer
Communication Specialist
Contract Specialist
Cable Engineer
Cost Estimator

ATMS Engineer CAD Operator x 4 persons
TMS Engineer
Communication Engineer
Electrical Engineer
Civil Engineer
Cable Engineer

Figure 4.4.3 Proposed Organization Structure of ITS Consultant (CPRR: B/D)

[Pro-A Staff]
ITS Specialist
Traffic Engineer
ATMS Specialist
TMS Specialist
ITS Designer
Contract Specialist
Cable Engineer
[Pro-B Staff] Office Supporting Staff

ATMS Engineer x 4 persons
TMS Engineer
Communication Engineer
Electrical Engineer
Civil Engineer
Cable Engineer

Figure 4.4.4 Proposed Organization Structure of ITS Consultant (CPRR ITS: T/A)
4-14
Final Report Vol.1

[Pro-A Staff]
ITS Specialist
ATMS Specialist
TMS Specialist
Contract Specialist
Cable Engineer

ATMS Engineer Inspector: Electrical Works x 4 persons
TMS Engineer Inspector: ITS Facility Works
Inspector: Toll Collection System
Communication Engineer Inspector: ITS Cable Works
Electrical Engineer Inspector: ITS Civil
Civil Engineer Inspector: ITS Structural/Material
Structural Engineer Inspector: ITS CAD Operator
Quality Control Engineer Inspector: ITS Quantity Surveyor
Inspector: ITS Safety Surveyor
Quantity Surveyor
CAD Operator: Civil/ITS
Field Engineer
Surveyor
Quality Control Engineer
Laboratory Technican
Safety Surveyor

Figure 4.4.5 Proposed Organization Structure of ITS Consultant (CPRR ITS: C/S)

[Pro-A Staff]
ITS Specialist
ATMS Specialist
TMS Specialist
[Pro-B Staff] Office Supporting Staff

ITS O&M Engineer x 4 persons

Figure 4.4.6 Proposed Organization Structure of ITS Consultant (CPRR ITS: O/M)
4-15
Final Report Vol.1
CHAPTER 5 HIGHWAY OPERATION AND MAINTENANCE

(O&M) STRUCTURE
5.1 Outline of Roads in Tamil Nadu
5.1.1 National Highways (NHs)

NHs compose the road network connecting state capitals, major cities, major ports, large industrial areas,
and important tourist centers, and are noted by the Ministry of Road Transport and Highways (MORTH),
Government of India. NHs form the economic backbone of the country enhancing quick movement of people
and materials to their requisite destinations on time and facilitate rapid development along their routes.
The 4,994-km long national highways run through the Tamil Nadu State. Out of this, 1,985 km are
maintained by the State National Highways Wing, and the balance of 3,009 km are maintained by the
National Highways Authority of India (NHAI). Although NH are developed with funds from the MORTH,
some of them are also funded through a Public Private Partnership (PPP) model.
5.1.2 State Highways (SHs)

SHs connect the district headquarters with NHs and with neighboring states. SHs get maximum
importance because most have heavy traffic. The total length of SHs in Tamil Nadu State is 12,095 km.
5.1.3 Major District Roads (MDRs)

MDRs connect towns and municipal areas with district headquarters. These roads connect the production
and marketing centers with NHs and SHs. In Tamil Nadu State, the total length of MDRs is 11,628 km.
5.1.4 Other District Roads (ODRs)

ODRs are the backbone of the rural economy and day to day activities of the public, connecting villages
with marketing, educational, and health care centers, taluk headquarters, and other nearby important roads.
Based on the traffic intensity, ODRs are maintained as single-lane or intermediate-lane roads.
Sugarcane development roads are also under the ODR category, which connect the sugarcane cultivating
areas with sugar mills and nearby marketing centers. There are 33,751 km of ODRs, including 1,676 km of
sugarcane development roads in Tamil Nadu State.
The details of the road network in Tamil Nadu State are given in Table 5.1.1.
Table 5.1.1 Details of Road Network in Tamil Nadu (as of 2016)

No. Road Kind Length (km) Maintained by
1,985 NH Wing
1 National Highway (NH)
3,009 NHAI
2 State Highway (SH) 12,095
3 Major District Roads (MDRs) 11,628 C&M Wing
4 Other District Roads (ODRs) 33,751
Total 62,468
Source: JICA Study Team based on Highway and Minor Ports Department, Policy Note 2016-2017
5-1
Final Report Vol.1
5.2 Highways and Minor Ports Department (HMPD), Tamil Nadu
5.2.1 Organization of HMPD

Tamil Nadu State traditionally has a strong industrial base which contributes substantially to the industrial
production of the country. Roads and bridges along with ports play a vital role in the development of key
sectors of the economy like industry, technology, and agriculture. HMPD administers the road infrastructure
and the minor ports in Tamil Nadu State.
Tamil Nadu State is the forerunner in bringing out standard specifications for the roads and bridges in
1954. The department is also in-charge of the improvement and maintenance of NH in the state. Minor ports
were later brought under the purview of this department. Subsequently, this department was renamed as the
HMPD. The Highways Department aims to develop and maintain the highway network in the state, ensuring
road safety and hassle-free traffic.
HMPD is made up of the following five substructures:
a) Highways Department
b) Tamil Nadu Road Development Company (TNRDC䠅and IT Expressway Limited (special purpose
vehicle: subsidiary company owned by TNRDC)
c) Tamil Nadu Road Infrastructure Development Corporation (TNRIDC)
d) Tamil Nadu Maritime Board
e) Poompuhar Shipping Corporation Limited
Source: JICA Study Team base on the website of Highway Department

䠘http://www.tnhighways.net/pdf/Organisation_Chart.pdf䠚(Final access 20 July 2017)
Figure 5.2.1 Organizational Structure of HMPD
5.2.2 Highways Department

(1) Organization of the Highways Department
The Highways Department of the Government of Tamil Nadu was established in 1946. Currently, the
Highways Department maintains 62,468 km of road network spread across the entire length and the breadth
of the state. The department has a clear-cut mandate of creating, augmenting, and maintaining the road
infrastructure of the state with the vision to “increase the capacity, connectivity, efficiency, and safety” of
the highway system.
The organization is strengthened by the coordination of eight wings under the control of the Director
General. The research works are being done by the Highways Research Station Wing. The designs and the
required field investigations are being done by the Designs and Investigation Wing. The two mentioned
wings are non-execution wings, and the remaining six wings are for execution of works of the department.
There are two road corporations that oversee special projects.
5-2
Final Report Vol.1
Source: JICA Study Team base on the website of the Highways Department
Figure 5.2.2 Organizational Structure of the Highways Department
(2) Recent Activities of Highways Department

The Highways Department has come up with integrated e-PATHAI system which helps to maintain the
road network at the desired service level by fixing performance indicators based on the roughness index,
traffic density, and surface conditions for effective, efficient, and transparent functioning of the department.
In addition, the e-PATHAI system helps to identify the black spots on the road network. The department
has taken up a massive project to rectify the black spots all over the state with the latest standard engineering
practices to reduce accidents and fatalities using more budgetary allocation to enhance road safety.
Lots of innovative methods and latest technological inputs are being progressively adopted for all highway
projects. The implementation of major projects are increasingly being undertaken through Engineering,
Procurement, and Construction (EPC) modes of contract, which enables the department to shift the risks
onto the contractor and avoids cost and time overrun thereby reducing burden on governments exchequer.
The maintenance of roads is being done in selected districts employing innovative Performance Based
Maintenance Contracts (PBMC) and Output and Performance Based Road Contracts (OPRC), which
considerably reduces the overall expenditure of this department. Investments are being attracted through PPP
projects, engaging prospective investors to provide good transport infrastructure for the development of
society, thus contributing to nation building.
5.2.3 Construction and Maintenance Wing

(1) Organization of Construction and Maintenance Wing
The Construction and Maintenance Wing of the Highways Department maintains a total length of 57,466
km of roads categorized as SHs, MDRs, and ODRs. This wing undertakes major infrastructure projects
involved in the widening, strengthening, and improvement of roads, including the construction of
bridges/grade separators, and culverts, as well as the formation of bypasses and road safety works among
others.
Maintenance work is assigned to private contractors. Although the contracts have been on a single fiscal
year basis, the contracts are being replaced with five-year long PBMC contracts.
To execute these works, eight circles and 41 divisions function under the Chief Engineer. The details of
various categories of work and schemes undertaken by this wing are as follows:
5-3
Final Report Vol.1
Figure 5.2.3 Organizational Structure of Construction & Maintenance Wing
(2) Works of Construction and Maintenance Wing
1) Comprehensive Road Infrastructure Development Program (CRIDP)
CRIDP was formulated in 2004 to 2005 for the economic and industrial development of Tamil Nadu State.
Infrastructure development like widening and improvement of roads; construction of bridges, culverts,
protective works, center medians, crash barriers, and drains; road safety works; and formation of bypasses
are undertaken in CRIDP. Sanction has been accorded for an amount of INR 15,205 crore in the last five
years.
It has been announced that all SHs will be widened to double lanes and all MDRs will be widened to an
intermediate lane. Accordingly, large-scale widening was undertaken in the CRIDP. In the last five years, a
total length of 913 km of SHs has been widened to double lanes, and a total length of 3,041 km of MDRs
has been widened to intermediate lanes.
2) PART-II Scheme
The Part-II scheme is carried out to improve the working environment for employees. It includes the
construction/purchase of offices, traveler bungalows, office equipment, laboratory equipment, and software
for conducting research. During 2015 to 2016, spill over works of 13 buildings were undertaken for
construction. New works have been sanctioned for construction of the office buildings for five divisions, 20
quality control subdivisions, and one traveler’s bungalow at a cost of INR 7.50 crore. These works are in
progress. During 2015 to 2016, 19 buildings have been completed at a cost of INR 5.78 crore. The revised
budget provision of INR 4.00 crore has been allotted for 2016 to 2017.
3) New Works in Chennai Extended Corporation Area
In the Chennai Extended Corporation area, 250 km of roads are taken up under this scheme in the
Thiruvallur District and the Kancheepuram District. Works will be taken up for INR 1,033.00 crore. As an
initiating step, the government has sanctioned INR 250.00 crore for seven works in SHs, three works in
MDRs, and four works in ODRs, and all the works are in progress. In the 2nd phase, INR 150.00 crore has
been sanctioned for 2015 to 2016. There are 22 works covering a length of 60.10 km that have been taken
up and are in progress. During 2016 to 2017, three works totalling a length of 91.26 km have been completed
at a cost of INR 152.72 crore. The revised budget provision of INR 60.86 crore has been allotted for 2017 to
2018.
5-4
Final Report Vol.1
4) Formation of Bypasses
Bypasses help in reducing traffic congestion in major towns and create a diversion for thorough traffic.
There are 13 bypasses that have been completed in the last five years. The present status of bypass works
being carried out by this wing are as follows: 13 complete, five in progress, 19 loan agreements (LA) in
progress, four Detailed Project Reports (DPRs) in progress, and two under consideration.
5) Railway Over Bridge (ROB) at Railway Level Crossing
Construction of an ROB in Thiruvallur District at a cost of INR 23.30 crore is in progress under the
Railway Works Programme (RWP). In Nagapattinam District, the construction of an ROB was completed
by the Railway Authorities, and the construction of approaches to ROB was taken up through state funds.
This work has been taken up at a cost of INR 12.00 crore and is nearing completion. The construction of
ROB in Coimbatore District, under the CRIDP scheme at a cost of INR 20.00 crore, was completed and
opened for traffic.
6) Performance Based Maintenance Contract (PBMC)
The PBMC for roads is designed to increase the efficiency and effectiveness of road asset management.
PBMC ensures the good condition of the roads, fulfilling the adequate needs of road users throughout the
entire period of the contract. This scheme includes initial rectification, periodic renewal, minor
improvements, ordinary maintenance, and emergency works.
In the Pollachi Highways Division, PBMC is being implemented in 191.40 km of SHs and 185.98 km of
MDRs for a period of five years at a cost of INR 233.93 crore. Initial rectification works for 152.59 km have
been completed, periodic renewal works for 81.15 km have been completed, and balance works are in
progress.
Subsequently, in the Krishnagiri Highways Division, the maintenance of 307 km SHs and 274 km MDRs
are also undertaken through PBMC. A sanction of INR 450 crore was accorded. Initial rectification works
for 151.40 km have been completed, and balance works are in progress.
In the Ramanathapuram Highways Division, sanction was accorded for INR 460 crore for the maintenance
of 229 km of SHs and 340 km of MDRs under PBMC. Out of the total 196.67 km for initial rectification
works, 185.37 km has been completed, and balance works are in progress.
In the Thiruvallur Highways Division sanction was accorded for INR 630.38 crore for the maintenance of
498 km of SHs and 278 km of MDRs under this scheme. Out of the total 211.19 km for initial rectification
works, 79.60 km has been completed, and balance works are in progress.
Now, the PBMC scheme will be extended to the Virudhunagar Highways Division in the current financial
year.
7) CPRR Development Plan
The Government of Tamil Nadu is in the process of identifying and implementing infrastructure projects.
One of the major projects included in Vision 2023 is the CPRR, which was conceptualized to provide better
connectivity around the city, catering future traffic requirements and providing efficient commercial
transportation by enhancing port connectivity. This road will facilitate container movement from southern
districts to Ennore Port.
This road starts at Ennore Port and ends at Poonjeri Junction near Mamallapuram, having a total length of
133 km which is split into five sections as follows:
a) Section-I: Northern Port Access Road – Ennore Port to Thatchur on NH5 (25.11 km)
Northern Port Access Road-Ennore Port to Thatchur on NH5, 21.51 km, and
TPP Link Road (original alignment) 4.21 km (new alignment) 3.6 km
b) Section-II: Thatchur on NH5 to start of Thiruvallur Bypass (25.61 km)
c) Section-III: Start of Thiruvallur Bypass to Sriperumbudur on NH4 (29.55 km)
d) Section-IV: Sriperumbudur on NH4 to Singaperumalkoil on NH45 (24.85 km)
e) Section-V: Singaperumalkoil on NH45 to Mamallapuram (27.50 km)
5-5
Final Report Vol.1
The government has sanctioned INR 10 crore for the preparation of the DPR for this work, which has
already been completed. The project cost, including land acquisition, has been worked out to INR 12,301
crore. The proposal for external funding for civil works (85% of construction cost) through JICA has been
sent to the central government and is under consideration. Currently, utility mapping on the proposed corridor
is being carried out.
8) Formation of Road Grids along Chennai Outer Ring Road (CORR)
The CORR is a major orbital corridor for the Chennai Metro region. Traffic originating from this corridor
will have to be provided with an effective dispersal system to link with the radial corridors. Thus, a grid
system of roads with radial and orbital linkages have been proposed. Macro grid linkages at 18 locations
have been identified, and all these are to be developed in accordance with the stipulations stated in the Second
Master Plan of Chennai Metropolitan Development Authority (CMDA).
Out of 18 macro linkages, 15 grids are taken up by the Construction and Maintenance Wing. The
government has proposed to create road grids for effective dispersal of traffic originating from the CORR
and has sanctioned INR 5.22 crore for the preparation of the DPR. The preparation of the DPR has been
completed for 15 road grids.
9) Road Safety Works
A comprehensive proposal to improve the black spots in government roads has been prepared at an
estimated cost of INR 1,130 crore. The proposal includes the following engineering measures:
a) widening of narrow culvert (where the width of the culvert is less than the carriage way),
b) widening of narrow culvert (where the width of the culvert is narrow as per the Indian Road Congress
(IRC)),
c) realignment of 'S' curve (radius of the curve is less than 90 m),
d) realignment of 'S' curve (radius of the curve is more than 90 m),
e) construction of safety wall/crash barrier around the road side open well/tank bunds,
f) construction of safety wall/crash barrier along high embankment,
g) construction of safety wall/crash barrier in ghats roads,
h) construction of center median,
i) provision for road furniture (gantry boards, studs, delineators, and center line marking), and
j) junction improvements.
The above road safety works are being implemented in a phased manner. During 2015 to 2016, 2,113
works have been completed at an expense of INR 99.57 crore. During 2016 to 2017, INR 150 crore under
the CRIDP scheme for road safety works and INR 100 crore under the road safety fund was proposed.
10) Non-Plan Maintenance Works
During 2016 to 2017, an allocation of INR 859.27 crore has been made for the maintenance of roads and
bridges, and 2,862 km of roads has been completed at an expense of INR 805.57 crore. Budget provision of
INR 897.24 crore has been made for 2017 to 2018.
5.2.4 Tamil Nadu Road Development Company Ltd (TNRDC)

(1) Outline of TNRDC
TNRDC was established in 1998 as a 50:50 joint venture between government-owned Tamil Nadu
Industrial Development Corporation Ltd (TIDCO) and private Infrastructure Leasing and Financial Service
Ltd (IL&FS). Later in 2009, government-owned TIDEL Park Ltd (TIDEL) acquired the entire equity held
by IL&FS, making it a completely government-owned entity.
The mandate of TNRDC is to develop initiatives in the road sector by catalyzing private sector resources
and investments under the PPP framework. TNRDC’s activities span the entire project from project
conceptualization to implementation, operations, and maintenance. The core strength of TNRDC is in
formulating appropriate implementation and financing strategies for infrastructure projects so that they are
5-6
Final Report Vol.1
implemented in an efficient and time bound manner while adhering to the costs and quality.
IT Expressway Ltd (ITEL) was incorporated by TNRDC in the year 2004 as its wholly government-owned
subsidiary for the implementation of the IT Corridor Project, with a shareholding pattern of 77% by TNRDC
and balance 23% by TIDCO.
TNRDC is managed by the board comprising the nominees of the government, TIDCO, TIDEL, and an
independent director. ITEL, being a government-owned investment vehicle, and TNRDC as its managing
associate is responsible for project implementation, operations, and maintenance of the IT Corridor.
(2) Works of TNRDC
The company is responsible for the implementation of projects that are viable on a standalone basis or of
projects that are marginally viable as a principal project sponsor. For projects that are socially and
economically relevant but cannot be implemented under a commercial format, the company provides a range
of services to the respective project sponsors on a on-fee basis.
1) Chennai Outer Ring Road (CORR)
The Government of Tamil Nadu has decided to provide a major connectivity corridor on the western side
to ease congestion and to allow for free and quick flow of traffic. Administrative sanctions have been
accorded for the development of the CORR Project Phase-1 as a green field project with the formation of
dual three lanes with service roads for a length of 29.65 km from Vandalur in NH45 to Nemilichery in NH205
via Nazarathpet in NH4 at a cost of INR 1,081.40 crore. Land acquisition for this greenfield project has been
done by the CMDA.
The implementation of this project was awarded to M/s GMR Outer Ring Road Pvt. Ltd (a consortium of
M/s GMR Infrastructure Ltd, M/s GMR Energy Ltd, and M/s NAPC Ltd), on a Design-Build-Finance-
Operation-Transfer (DBFOT) semi-annuity basis, through an ICB process. The concession period will be 20
years, consisting of two and a half years of construction period and 17½ years of operations and maintenance
period.
The completed portion of the project, with a total length of 27.00 km from Mannivakkam to Nemilichery,
was inaugurated on 28 August 2014 and was opened to public. At present, 97% of works have been
completed. The land acquisition process was expected to be completed by September 2016, and the
remaining 3% of works were targeted to be completed by September 2017.
The government has sanctioned the CORR Phase-II, a major six-lane road connectivity project, to a length
of 30.50 km from Nemilicheri in NH205 to Minjur in TPP Road via Padiyanallur in NH5 at a cost of INR
1,075 crore under the Design-Build-Finance-Operate-Transfer (DBFOT) mode with semi-annual annuity
payment in the same model as that of Phase-I. Phase-II of the project started on 28 August 2014.
The work has been awarded to M/s GVR Ashoka Chennai Outer Ring Road Ltd, with the concession
period of 20 years comprising of two and a half years of construction period and 17½ years of operations
and maintenance period.
At present, 82% of works have been completed, and the remaining works are in progress. The project
should be completed by September 2016 as per the concession agreement, but due to heavy rainfall in
November and December 2015 resulting in heavy floods, the project is likely to be extended.
5-7
Final Report Vol.1
Source: JICA Study Team base on the website of Highway Department

Figure 5.2.4 Location Map of Chennai Outer Ring Road (CORR)
2) Ennore Manali Road Improvement/Chennai Ennore Port Road Connectivity
The Project envisages the improvement of about 30 km of road network in North Chennai with the
objective of establishing seamless and efficient road connectivity from Chennai Port and Ennore Port to the
NH network. The roads that are being improved include the Ennore Expressway, the Manali Oil Refinery
Road, the northern part of IRR, and the TPP Road.
NHAI, the project lead sponsor, has engaged TNRDC as its managing associate and subsequently as its
supervision consultant. As of late, 93% of works have been completed, and the remaining works will be
completed soon.
3) Improvement of North Chennai Thermal Power Station Road and Ennore Port Road
Toshiba, a Japanese concern-JSW Turbine and Generator Pvt. Ltd., (JV) has set up a manufacturing plant
on the TPP Road. Shipments from this manufacturing unit should be transported by a special heavy transport
vehicle (525 MT) which needs to travel 7.35 km on the TPP Road, 4.8 km on North Chennai Thermal Power
Station (NCTPS) Road, and 2.4 km on the Ennore Port Road to reach the Ennore Port. Among these three
roads, the TPP Road which is part of the Ennore Manali Road Improvement Project (EMRIP), is being
improved in the project.
TNRDC is the managing associate for the project in the other two roads (i.e., North Chennai Thermal
Power Station Road and Ennore Port Road).
This is a unique project wherein the roads and bridges are designed to sustain 525 MT, especially over-
designed shipment for the first time in Tamil Nadu State. The railway bridge also faces massive technical
challenges because of the difficult terrain and because its location is near the sea. All these challenges were
overcome successfully, and all the bridges have been completed and tested successfully.
All works have been completed and were inaugurated on 14 February 2016. Toshiba successfully
transported the manufactured equipment from its plant by a special transport vehicle carrying over-
dimensional cargo through the project roads and bridges to the Ennore Port on 11 April 2016.
5-8
Final Report Vol.1
4) Northern Port Access Road (NPAR) (CPRR Phase-I)

The proposed the NPAR is an important link to the fast growing Ennore Port and Kattupalli Port, which
handle major cargo movements. The proposed new road will connect the northern gate of Ennore Port and
Thatchur on NH5 with an additional spur road linking the TPP Road.
This will also cater to the needs of the recently developed Kattupalli Port by L&T. The total length of this
road connecting the Ennore Port to Thatchur is about 21.15 km, and length of the TPP link Road is 4.35 km.
Two phases are proposed. Phase-I totals 10.550 km and consists of the construction of the road from the
Ennore Port entrance to Neidavoyal Village, from Neidavoyal Village to the Vallur link road (km 4.350); and
Phase-II consists of the construction of the remaining 14.95 km from Neidavoyal to Thatchur in NH5.
On 19 February 2016, HMPD accorded an administrative sanction for the NPAR for a sum of INR 951
crore towards land acquisition in 15 villages of Ponneri Taluk in Thiruvallur District. Land acquisition is
ongoing.
5) Improvement and Widening of East Coast Road into a Four-Lane Road
The East Coast Road from Akkarai to Koonimedu on the outskirts of the Puducherry State limit was
initially improved to a two-lane carriageway with hard shoulders and was maintained by TNRDC as a toll
road on 24 March 2002. The increasing traffic intensity is the cause of increased accident rates in the absence
of a center median. Besides, the insufficient carriageway necessitated the widening of this road to four lanes
with divided carriageway from Akkarai to Mamallapuram as Phase I, including the geometric improvements
to curves and junctions between the border of Mamallapuram and Puducherry.
Accordingly, an administrative sanction was accorded by the government for INR 272.10 crore. Out of
this, a sum of INR 108.84 crore was set by the government as the Viability Gap Fund (VGF), which is 40%
of project cost to TNRDC. The balance should have been mobilized by TNRDC.
Works commenced on 28 February 2014, and 77% have been completed and further works are in progress.
Out of the 13-curve improvement works, seven works have been completed, and out of seven junction
improvement works, three are completed. The balance works are held up owing to the order of the Honorable
National Green Tribunal (southern zone).
5.2.5 Tamil Nadu Road Infrastructure Development Corporation (TNRIDC)

(1) Outline of TNRIDC
TNRIDC was established in 2005 as a non-profitable organization to implement, upgrade, and maintain
road infrastructure in the Tamil Nadu State. The Oragadam Industrial Corridor project and the four-laning
project of the Madurai Ring Road are being implemented by the TNRIDC.
(2) Works of TNRIDC
1) Oragadam Industrial Corridor Project
Oragadam and Sriperumbudur are the largest and most developed industrial areas in Kancheepuram
District. The four State Industries Promotion Corporation of Tamil Nadu Ltd (SIPCOT) units, having several
prominent Indian and multinational companies, six global car manufacturing companies, and the National
Automotive Testing Research Infrastructure Project (NATRIP) are situated in and around Oragadam and
Sriperumbudur.
Considering the speedy development of industries in and around Sriperumbudur in Kancheepuram District,
it was decided to improve the road infrastructure facilities for the Oragadam Industrial Park.
Out of the 57.40 km length of the Oragadam Industrial Corridor Project, 55.10 km had been completed in
the Phase-I work. The remaining 2.30 km will be completed after finishing land acquisition. The construction
of a grade separator at the Oragadam junction has been completed and is in public use. The total expenditure
incurred in Phase-I is INR 463.00 crore, which includes an expenditure of INR 184.62 crore for the land
acquisition.
In Phase-II, out of 12.00 km, 11.20 km (excluding the Sriperumbudur and Mathur LA stretches) has been
completed in March 2016, and the remaining 0.80 km will be done after the completion of land acquisition.
An expenditure of INR 96.41 crore has been incurred so far.
Phase-III works will be completed during this financial year. Out of 16.60 km in the Phase-IV, a 4.20-km
5-9
Final Report Vol.1
work is in progress in various stages. Phase-IV works will be completed in the next financial year.
Figure 5.2.5 Location Map of Oragadam Industrial Corridor
2) Four-Laning of Madurai Ring Road
The Madurai Ring Road, having a total length of 27.20 km, is the main arterial road with two lanes and
caters to the Madurai City traffic. There is heavy traffic flow in this road due to the connectivity provided
by the Rameswaram Road (NH49), Tuticorin Road (NH45B), Tirunelveli Road (NH7), and Thondi Road
(NH230).
The four-laning work of the Madurai Ring Road is implemented through TNRIDC under BOT (toll)
scheme at a cost of INR 213.69 crore during the fiscal year 2015 to 2016. The existing two-lane road is
proposed to be transformed to a four-lane road by widening both sides to have a 9.0-m carriageway on either
side with a center median of 1.20 m. Furthermore, it involves the widening of two railway-over-bridges and
one river bridge. The project is to be executed under the BOT basis with suitable VGF.
For this work, an agreement has been executed, and preliminary activities are in progress. The
concessionaire is in the process of finalizing the financing arrangements. After which, construction work
will commence.
5.3 Financial Situation of the Highways Department
5.3.1 Changes in Annual Financial Allotment

The figure below shows the growth of financial allotment to the road sector of the Tamil Nadu State. The
financial allotment has significantly increased during the past ten years, i.e., multipliedd three times. This
increase has contributed to the overall improvement of the state road network. The increased allocation has
aided in achieving the policy of the state government to upgrade all SHs into two-lane roads at least. This
has resulted in improved road safety conditions. The latest statistics (Road Accidents in India 2015 by
MORTH) reveals that the severity of accidents (the number of fatalities per 100 accidents) in Tamil Nadu
State is 22.7, which is lower than the national average of 29.1. Further, while at the national level, fatal
accidents have generally increased by 5.7% comparing the 2012 and 2015 data, whereas in Tamil Nadu State,
5-10
Final Report Vol.1
it has reduced by 3.3%.
Source: Policy Note 2017-2018, HMPD

Figure 5.3.1 Changes in Annual Financial Allotment to the Highways Department
5.3.2 Breakdown of Annual Financial Allotment

The Highways Department constructs and maintains roads in various schemes, utilizing funds from the
state, and central and external funding agencies. For 2016 to 2017, INR 6,875.40 crore has originally been
allotted to the Highways Department for implementation of planned works. Later, in the revised budget
estimate, the allocation has been reduced to INR 6,255.67 crore, of which an expenditure of INR 5,588.09
crore have been incurred (89%). A total of INR 6,871.87 crore was allotted in the Revised Budget Estimate
to the Highways Department for 2017 to 2018.
Source: Policy Note 2017-2018, HMPD

Figure 5.3.2 Breakdown of Annual Financial Allotment to the Highways Department
The acronyms in Figure 5.3.2 stand for respectively as follows:

C&M : Construction and Maintenance
TNRDC : Tamil Nadu Road Development Company
TNRIDC : Tamil Nadu Road Infrastructure Development Corporation
NABARD : Execution of bridges and roads with loan assistance from the National Bank for
Agriculture and Rural Development (NABARD)
PROJECTS : Road over and under bridges at railway level crossings and major bridges
METRO : Execution of Chennai Metropolitan Development Plan (CMDP) works
NH : National Highway
5-11
Final Report Vol.1
TNRSP : Road upgradation works with World Bank assistance

HRS : Highway Research Station
5.3.3 Non-Plan Maintenance Works

During 2016 to 2017, an allocation of INR 859.27 crore has been made for the maintenance of roads and
bridges and for the renewal of 2,862 km of roads.
The financial performance indicating the details of expenditure incurred during 2016 to 2017 under
various heads of non-plan maintenance works and the allocation for 2017 to 2018 is given in Table 5.3.1.
Table 5.3.1 Non-Plan Financial Allocation and Expenditure (Rs. in Lakhs)
2015-2016 2016-2017
No. Name of Scheme Revised Budget
Budget Estimate Expenditure Estimate
1 NH (Urban) 234.52 234.52 234.52
Certain important roads in Chennai
2 City taken from the Corporation of 2,110.64 2,100.00 2,110.64
Chennai
3 SH 15,984.22 16,406.31 16,667.10
4 MDR 14,439.01 13,965.34 15,197.74
5 ODR 51,219.67 46,213.11 53,571.73
6 Sugarcane Roads 1,849.79 1,549.93 1,849.79
Improvements to Nigiris Ghat
7 90.00 87.96 92.35
Roads
Total 85,927.85 80,557.17 89,723.87
Source: Performance Budget 2016-2017, Highways Department
Note: Since the central government grant for rural road maintenance ended, the allotment in and after 2015-2016 has decreased.
Figure 5.3.3 Changes in Annual Financial Allotment to the Highways Department for Non-Plan
Maintenance
5-12
Final Report Vol.1
5.4 Recent Model Contracts for Operations and Maintenance in India
5.4.1 Performance Based Maintenance Contract (PBMC)

(1) Features of the PBMC Contract
The Tamil Nadu State Highway Department used to contract out road maintenance works to private
contractors on a single fiscal year basis. The contracts, however, are currently being replaced with the PBMC
model.
PBMCs are not new to the transport sector, with many variations used in different countries for the past
two decades. International lending institutions, such as the World Bank, have played a significant role in
pushing PBMCs into developing nations as part of loan assistance packages.
7KHFRQWUDFWRULQDURDG3%0&LVSDLGRQDQRXWSXWEDVLVLHPDLQWDLQLQJWKHURDGDWDVSHFL¿HGVHUYLFH
standard) rather than on an input basis as in traditional maintenance contracts.
3%0&VKDYHVHYHUDOEHQH¿WVRYHUWUDGLWLRQDOLQSXW-based contracts. By paying contractors based on the
OHYHORIVHUYLFHWKH\GHOLYHURXWSXWEDVHGFRQWUDFWVSURYLGHDFOHDU¿QDQFLDOLQFHQWLYHIRUFRQWUDFWRUVWRPHHW
performance standards. Private contractors are also incentivized to improve their efficiency and minimize
cost because they are paid at a set level for performance, not based on the value of the inputs used.
Durations of PBMCs are usually longer than traditional maintenance contracts, which incentivize private
contractors to take measures that improve the road conditions for the duration of the contract rather than on
ad hoc repairs. Longer maintenance contracts also commit governments to fund maintenance for several
years, reducing the risk of delaying maintenance for budget reasons. Tamil Nadu State has adopted five years.
The Public-Private Infrastructure Advisory Facility (PPIAF) 1 has addressed five key lessons learned in
designing and implementing road PBMCs as follows:
a) Successful performance-EDVHG FRQWUDFWV UHTXLUH VXIILFLHQW GHGLFDWHG ¿VFDO UHVRXUFHV DQG UHDOLVWLF
performance expectations.
b) Private operators may need training and capacity building to bid for and implement performance-
based contracts.
c) Clear baseline data is needed to establish and monitor performance indicators and standards.
d) Simple performance indicators and user monitoring can improve contract performance.
e) Vehicle overloading is a major challenge to implementing effective output-based maintenance
contracts.
According to the pre-qualification document of the “Performance Based Maintenance Contract for Five
Years for State Highways and Major District Roads in Pollachi (H) C&M Division”, bidders must
demonstrate that they own or have assured ownership for the key equipment. It is only the minimum level
of suggested major equipment, however, notwithstanding the above, wherein the contractor shall be required
to provide all necessary items and equipment, as well as plants and materials to carry out the prescribed
works within the required timeframes.
Table 5.4.1 Minimum Mandatory Requirement of Plant and Equipment
No. Equipment Type and Characteristics Minimum Number Required
1 10-ton Tipper Truck 15
2 Loader/Back Hoe (0.5 m3 bucket) 3
3 Excavator (0.75 m3 bucket) 3
4 Asphalt Plant (60 ton/hr capacity) 3
5 Mechanical/Sensor Asphalt Paver (3.5 m) 3
6 Bitumen Distributor (2,000 liter) 3
1 The Public-Private Infrastructure Advisory Facility (PPIAF) is a multi-donor technical assistance facility that is
financed by 11 multilateral and bilateral donors. It was established in 1999 as a joint initiative of the Governments of
Japan and the United Kingdom, working closely with and housed inside the World Bank Group.
5-13
Final Report Vol.1
No. Equipment Type and Characteristics Minimum Number Required

7 Motorized Grader (min. 120 hp.) 3
8 Water Bowser 3
9 8-10-ton Vibratory Steel Drum Roller 3
10 12-ton Pneumatic Tired Roller 3
11 Vibrating Plate/Rammer 3
12 Emulsion Sprayer 3
13 Tractor or Rubber Tired Dozer with Adjustable Back Blade 3
14 Mini Vibrating Roller 3
15 Tandem Roller 6
16 Power-broom or Tractor Mounted Compressor 3
17 6-ton Truck for Patrol Maintenance Unit 2
18 Concrete Mixer Machine with Bucket Loader 4
Source: Performance Based Maintenance Contract for Five Years for State Highways and Major District Roads in Pollachi (H)
C&M Division
(2) Issues in India

Currently, four road sections in Tamil Nadu, namely Pollachi (SH 191.40 km and MDR 185.98 km),
Krishnagiri (SH 307 km and MDR 274 km), Ramanathapuram (SH 229 km and MDR 340 km), and
Thiruvallur (SH 498 km and MDR 278 km), totaling SH 1,225.4 km and MDR 1,077.98 km, are being
maintained under PBMCs and are getting assistance from the World Bank. The contracts include the
following five components:
a) Ordinary (or routine) maintenance: paid as a lump sum evenly divided into 60 monthly payments
(five years)
b) Initial Rectification Works: to be completed within the first six months to bring the road to below
intervention standards; initial rectification works is a firm lump sum that will be measured and paid
on the actual works output
c) Periodic Maintenance: paid based on a schedule when work is completed
d) Minor Improvement Works: paid based on a schedule when work is completed
e) Emergency Works (day works): paid on a unit rate basis for time/quantity used when ordered
The first PBMC came into the road sections in Pollachi in 2014, and it is still early to evaluate the contract
effectiveness. The conventional single-year maintenance contract, however, requires about three months
(April to June) to prepare tendering, and the actual maintenance work starts only after July. Regarding the
practicability of continuous maintenance work over several years, the Construction and Maintenance Wing,
which oversees the maintenance of SH and MDRs, highly appreciate the new contract.
As addressed by PPIAF, it is a prerequisite to clearly indicate expected performances and corresponding
prices for a successful PBM contract. Expected performances are often called as Key Performance Indicators
(KPIs). These indicators, however, vary with road categories, importance of locations, and local economic
activity situations and are required to have a baseline for performances and costs. Then, by monitoring actual
performances, it is possible to determine the appropriate KPIs. It is necessary to carefully monitor current
PBMC performances together with corresponding prices for the coming years to establish PBMCs in India.
5-14
Final Report Vol.1
5.4.2 Operation-Maintenance-Transfer (OMT) Contract

(1) Features of the OMT Contract
Regarding road projects awarded on a PPP contract, completed road stretches are operated and maintained
on a long-term basis by the concessionaires. Whereas for road stretches constructed through public-funded
projects, the central and state road authorities undertake operations and maintenance (O&M) through item-
rate-based short-term contracts, which entailed excessive monitoring burden on road authorities. Besides, in
the past, repair and maintenance of roads have not received the fair attention it requires primarily due to the
lack of funds available for O&M. Furthermore, there are separate contracts for O&M and tolling, often
leading to multiplicity of contracts and huge monitoring requirements.
In 2009, authorities introduced a new contract concept, the OMT contract, combining a tolling contract
and a contract for O&M and drastically reducing the number of contracts by integrating multiple road section
contracts together. Under the OMT Contract, the primary objective is to outsource the O&M of the road to
a private entity for a definite concession period. OMT contracts include each construction work of toll plazas,
toll collection, and O&M. The concession period is basically nine years considering the renewal period of
road facilities. After which, the concessionaire must transfer the project stretch back to the government
authorities.
The selection of the concessionaires is based on competitive bidding where selected bidders specify the
concession fee they offer to the authority, or in some cases the O&M support required if their operational
expenditures exceed the toll revenues expected.
The response from the private sector to OMT contracts has been very strong. Between 2009 and 2014,
NHAI awarded a total of around 2,400 km of NH (12 projects) to be maintained on an OMT basis. State
authorities that followed the suite include Maharashtra State Road Development Corporation, Madhya
Pradesh State Road Development Corporation, Karnataka Road Development Corporation, and Bihar State
Road Development Corporation.
(2) Issues in India
The central government has taken the lead in promoting the OMT contract. In 2012, the OMT policy was
approved and a model concession agreement (MCA) for OMT contracts was drafted. The tolling policy for
NH was also revised along with finalization of the standardized technology. New policies and many projects
at the national and state levels have been providing a wide range of business opportunities for OMT
contractors, equipment manufacturers, and material suppliers.
The OMT contract has gained momentum in the roads sector. Governments at both central and state levels
have emphasized on outsourcing OMT to private service providers. Many OMT projects have been identified
and awarded at both central and state levels.
However, some key issues need to be resolved to sustain growth. Some identified issues include risk
allocations between highway authorities and OMT players, lack of expertise in tolling and O&M, delay in
handing over the project road to OMT players, lack of coordination between related agencies, incomplete
sections of project road, mismatch in delivery timelines between EPC and OMT contracts, lower traffic
growth on some project stretches, and the short concession period of nine years.
5.4.3 Toll-Operate-Transfer (TOT) Contract

(1) Features of the TOT Contract
The Cabinet Committee on Economic Affairs (CCEA) approved the Toll-Operate-Transfer (TOT)
Contract in August 2016. Then, CCEA has authorized NHAI to monetize 75 public funded NHs that are
operational and that have been generating toll revenues for at least two years. According to the rating agency
ICRA Ltd, these 75 projects with a road length of 4,376 km can yield around INR 35,600 crore.
The TOT Contract is also aimed at overcoming some limitations of the OMT model, which include a
relatively short concession period of nine years in principle depending on when the major period
maintenance is due, the restriction of participation only to contractors and developers, and a high level of
toll exemptions.
The TOT Contract is designed to monetize public-funded operational toll-based roads on the condition
that the roads have been generating revenues for a minimum of two years after the commercial operation
5-15
Final Report Vol.1
date. In the bidding of the TOT Contract, concession fees for the O&M and the tolling of NH will be
auctioned to domestic and international players. This way, the TOT model helps secure future cash inflows
and utilize those for creation of new road assets. The model produces one-time monetization of the
concession fee of tolls with an established traffic for the coming 30-year concession term.
The TOT model also offers new business opportunities to new investors in partnership with developers
specializing in O&M of highways. It will open doors to various categories of investors such as institutional
investors, insurance funds willing to invest in low-risk assets, and the like. Although these investors do not
want to take road construction risks, they are ready to make long-term investments in completed toll roads
that are producing revenue.
The first bunch of toll roads to be monetized on a TOT Contract comprises nine roads spanning 680 km
across the states of Andhra Pradesh and Gujarat and will be bid out for a tenure of 30 years. According to
the bid document, the concession period of 30 years could be reduced by more than five years or be increased
by more than ten years based on a mutual consent of both concessionaire and NHAI.
Under the TOT contract, the rights of collection of toll fees on selected NH are proposed to be auctioned
and assigned to a concessionaire for a period of 30-years against an upfront payment of a lump-sum amount
to the government. The concessionaire is responsible for the O&M and tolling of the NH during the tenure.
According to MORTH, the project has drawn interest from several international investors including Abu
Dhabi Investment Authority (ADIA), Singapore’s Sovereign Wealth Fund GIC Pte. Ltd, Singapore’s state-
run investment firm Temasek Holdings Pte. Ltd, Hastings Funds Management Ltd, Keppel Infrastructure
Fund Management Pte. Ltd, Mizuho Asia Infra Capital, Macquarie Group Ltd, Morgan Stanley Infrastructure
Inc., Equirus Capital Pte. Ltd, I Squared Capital Advisors LLC, JP Morgan Asset Management Inc., and
Infrastructure Leasing & Financial Services Ltd.
(2) Issues in India
The TOT Contract has already been tested internationally including the Chicago Skyway, the Indiana Toll
Road, the Puerto Rico Highway PR-22, and the Malaysian Penang Bridge with concession periods ranging
between 40 and 99 years. The responsibility of O&M of the road lies with the TOT concessionaire. Though
the TOT model is yet to be practically introduced to India, it is important to ensure sound implementation
by making contract procedures transparent to all stakeholders.
Issues that need to be tackled during the implementation of the TOT model should include duration of
concession periods, minimum portfolio size, contract termination payment clause, and capacity
augmentation after project awarding. It is also required to address prevailing issues in the Indian road sector
such as the lack of trained manpower, ambiguous certification process, neglect of safety parameters, high
rate of toll exemptions and leakages, and unstable regulatory environment. It is also advisable for TOT
players to enhance their technical capacity by positively introducing efficient intelligent transport system
(ITS) and effective O&M methodology practiced internationally.
5.4.4 Engineering-Procurement-Construction (EPC) Contract (Maintenance Clause)

(1) Features of the EPC Contract
The Government of India has decided to build NH primarily under PPP since 2005 and has been using the
BOT model for the procurement contracts. However, the Government of India has been facing problems
such as the following:
a) frequent cost and time overrun because of aggressive bidding,
b) stretched financial position of road developers, and
c) decelerating global and domestic economic growth.
These problems adversely affect the further development of the NH projects, and the Government of India
has frequently had unsuccessful biddings as well as contractual defaults one after another. These situations
have led to a review of the contract models. MORTH has decided to shift from the PPP models, which use
the financial procurement by road developers, to road construction using government funds.
Since the 1980’s, the Government of India ceased the use of the conventional contract model of design-
bid-build (DBB), which is generally accepted around the world. Instead, the government conducted research
to develop new models. As a result, the “Standard Agreement for Road & Bridge Works on Engineering-
5-16
Final Report Vol.1
Procurement-Construction (EPC) Model” was developed in 2012, referring to the “Conditions of Contract
for EPC/Turnkey Projects (1/1999)” by FIDIC. The rate of the application of the Indian version of the EPC
for national highway projects in the country has gradually been increasing since 2012.
The EPC contract obligates the contractor to maintain the Project Highway for a period of four years,
commencing from the date of the provisional certificate 2. For the performance of its maintenance obligations,
the contractor shall be paid 0.5% of the contract price for the first year and 1%, 1.5%, 2% for the second,
third, and fourth year, respectively. In case of a standalone project like a bridge, the rates of the payment are
0.25%, 0.5%, 0.5%, and 0.5%.
The contractor shall be responsible for all defects and deficiencies until the expiry of the 4-year period
commencing from the date of the provisional certificate. The defects and liability period shall in no case be
less than 42 months from the date of the completion certificate. The defects and liability correlate with the
maintenance obligations, and the period is also four years.
Regarding the maintenance of the project road, the contractor will be responsible for four years after
completion of the construction. The contractor will be obliged to prepare (in consultation with the
independent engineer) a maintenance program, ten days prior to the month in which the O&M will
commence. The contractor will also be obliged to conduct a road inspection together with the independent
engineer. The required maintenance level shall be based on the Schedule-E maintenance requirement of the
contract. The contractor’s obligation based on the contract will include the following items during the period
of the maintenance:
a) permitting safe, smooth, and uninterrupted flow of traffic on the project highway;
b) undertaking routine maintenance including prompt repairs of potholes, cracks, joints, drains,
embankments, structures, pavement markings, lighting, road signs and other traffic control devices;
c) undertaking repairs to structures;
d) informing the authority of any unauthorized use of the project highway;
e) informing the authority of any encroachments on the project highway; and
f) operations and maintenance of all communication, patrolling, and administrative systems necessary
for the efficient maintenance of the project highway in accordance with the provisions of the contract
The contractor shall ensure and procure that, during the maintenance period, the project highway conforms
to the maintenance requirements set forth in Schedule-E (the “Maintenance Requirements”).
(2) Issues in India
The EPC Contract was introduced in 2012, and there exists only a few experiences of O&M under the
contract. Issues should be identified while accumulating experience. The following are some issues that
should be addressed to smoothly implement O&M under the EPC contract model successfully in the future.
The major part of the EPC contract is road construction. The part of O&M is only 3%, totaling four years
after completion of the construction. The major concerns of the contractor, therefore, centers on the
construction part, and the contractor is not necessarily well-versed in O&M. Moreover, the duration of O&M
is as short as four years, and the contractor may have difficulty in planning O&M equipment and manpower
from the long-term viewpoint.
The four-year term of O&M and liabilities for defects and deficiencies is longer than international
practices and should be shortened by half. The road will be transferred to the road administrator after the
completion of the term, then the road administrator will decide whether they will maintain the road directly
or outsource the O&M to private entities. There is a marked tendency to outsource road O&M to private
companies in India, and the Tamil Nadu State has been positively introducing Performance Based
Maintenance (PBM) contracts.
Other outsourcing methods of road O&M include the OMT Contract and the TOT Contract, which are
2MORTH. 2017. Article 14.1 Maintenance obligation of the Contractor: EPC (Engineering Procurement and
Construction) Agreement for Construction of Two-Lane National Highway Works. New Delhi
5-17
Final Report Vol.1
about to accumulate experience in India and are expected to be effective O&M contracts in the future.
5.4.5 Public-Private-Partnership (PPP) Contract (Maintenance Clause)

(1) Features of PPP Contract
The scope of a PPP Contract includes O&M of the project road during the concession period in accordance
with the provision of Article 17 “Operation and Maintenance”. The details are stated as follows:
17.1 O&M Obligations of the Concessionaire
17.1.1 During the Operation Period, the Concessionaire shall operate and maintain the Project in accordance
with this Agreement either by itself, or through the O&M Contractor and if required, modify, repair or
otherwise make improvements to the Project to comply with the provisions of this Agreement, Applicable
laws and Applicable Permits, and conform to Specifications and Standards and Good Industry Practice. The
obligations of the Concessionaire hereunder shall include:
a) Procuring and ensuring safe, smooth, and uninterrupted use of the Project, including prevention of
loss or damage thereto, during normal operating conditions
b) Minimizing disruption in the event of accidents or other incidents affecting the safety and use of the
Project by providing a rapid and effective response and maintaining liaison with emergency services
of the Sate
c) Carrying out periodic preventive maintenance of the Project
d) Undertaking routine maintenance including prompt repairs of potholes, cracks, joints, drains,
embankments, structures, markings, lighting, signage, and other control devices
e) Undertaking major maintenance such as resurfacing, repairs to structures, and repairs and
refurbishment of system and equipment
f) Preventing, with the assistance of concerned law enforcement agencies, any unauthorized use of the
Project
g) Preventing, with the assistance of the concerned law enforcement agencies, encroachments on or
unauthorized entry to the Project
h) Protection of the environment and provision of equipment and materials thereof
i) Operations and maintenance of all communication, control, and administrative systems necessary for
the efficient operation of the project and for providing safe, smooth, and uninterrupted use of the
Project
j) Maintaining a public relations unit to interface with and attend to suggestions from the users,
government agencies, media, and other agencies
k) Complying with safety requirements in accordance with Article 18
The concessionaire shall procure that at all times during the operation period, the Project conforms to the
maintenance requirements set forth in Schedule-K (the “Maintenance Requirements).
(2) Issues in India
Long concession periods under PPP contracts may affect the O&M of the projects. O&M under a PPP
Contract entails the work during the entire contract period, which are usually long, ranging from 15 to 30
years. It is difficult to accurately predict some important factors for a long period such as economic
fluctuation, traffic volume increase rate, change in road users’ response to toll, change in government policy
on toll roads, etc. In the past, India saw some cases of PPP Contract termination due to various reasons.
Some examples include the following: the actual traffic volume was much lower than expected; the
contractor was unable to solve prevailing long queues in front of the toll plaza; and the road users started a
strong and large campaign against tolling.
When the actual traffic volume is lower than expected, the effect on O&M can be severe. If toll revenue
decreases, a loan repayment receives preferential treatment from the toll revenue, and allotment to O&M
gets smaller resulting in lower quality of O&M.
5-18
Final Report Vol.1
Inefficient O&M also affects the quality of O&M in great deal. Efficient O&M involves such practices
as effective measures against overloaded vehicles and accidents, effective measures against natural disaster
using preventive management, efficient O&M with an asset management system, efficient O&M with
application of ITS, etc. The lack of efficient O&M results in higher cost and lower quality in O&M.
Appropriate supervision of concessionaires by road administrators influences the quality of O&M as well.
Since the present maintenance requirements carries item-wise repairs on identified defects, it involves long-
time and laborious work for road administrators to oversee concessionaires, whether or not concessionaires
are conforming to the maintenance requirements. It is needed to simplify the work for the road administrators
to oversee the PPP concessionaires.
5.4.6 Maintenance Requirements (Schedule-K in PPP and Schedule-E in EPC)

(1) Maintenance Requirements
The Concessionaire shall, always maintain the project highway in accordance with the provisions of the
agreement, applicable laws and applicable permits. The concessionaire shall, always during the operation
period, conform to the maintenance requirements set forth in the schedule (the “Maintenance Requirements”).
The Concessionaire shall repair or rectify any defect or deficiency set forth in Paragraph 2 of the Schedule-
K within the time limit specified therein and any failure in this behalf shall constitute a breach of the
agreement. Upon occurrence of any breach hereunder, the Authority shall be entitled to recover damages as
set forth in Clause 17.8 of the agreement, without prejudice to the rights of the Authority under this agreement,
including termination thereof.
(2) Repair/Rectification of Defects and Deficiencies
The obligations of the Concessionaire with respect to the maintenance requirements shall include repair
and rectification of the defects and deficiencies specified in Annex-I of Schedule-K within the time limit set
forth therein.
(3) Other Defects and Deficiencies
With respect to any defect or deficiency not specified in Annex-I of Schedule-K, the Concessionaire shall
undertake repair or rectification in accordance with good industry practice and within the time limit specified
by the Independent Engineer.
With respect to any defect or deficiency not specified in Annex-I of Schedule-K, the Independent Engineer
may, in conformity with good industry practice, specify the permissible limit of deviation or deterioration
with reference to the specifications and standards, and any deviation or deterioration beyond the permissible
limit shall be repaired or rectified by the Concessionaire within the time limit specified by the Independent
Engineer.
(4) Extension of Time Limit
Notwithstanding anything to the contrary specified in Schedule-E, if the nature and extent of any defect
or deficiency justifies more time for its repair or rectification than the time specified herein, the
Concessionaire shall be entitled to additional time in conformity with good industry practice. Such additional
time shall be determined by the Independent Engineer and conveyed to the Concessionaire and the Authority
with reasons thereof.
(5) Emergency Repairs/Restoration
Notwithstanding anything to the contrary contained in Schedule-K, if any defect, deficiency, or
deterioration in the project highway poses danger to the life or property of the users thereof, the
Concessionaire shall promptly take all reasonable measures for eliminating or minimizing such danger.
(6) Daily Inspection by the Concessionaire
The Concessionaire shall, through its engineer, undertake a daily visual inspection of the project highway
and maintain a record thereof in a register to be kept in such form and manner as the Independent Engineer
may specify. Such record shall be kept in safe custody of the Concessionaire and shall be open to inspection
by the Authority and the Independent Engineer at any time during office hours.
5-19
Final Report Vol.1
(7) Pre-Monsoon Inspection/Post-Monsoon Inspection

All defects and deficiencies specified in Schedule-K shall be repaired and rectified by the Concessionaire
so that the project highway conforms to the maintenance requirements on the transfer date.
(8) Display of Schedule-K
The Concessionaire shall display a copy of Schedule-K at the toll plaza(s) along with the Complaint
Register stipulated in Article 46.
(9) Repair/Rectification of Defects and Deficiencies
The Contractor shall repair and rectify the defects and deficiencies specified in Annex-I of Schedule-K
within the time limit set forth in the table below.
Table 5.4.2 Repair/Rectification of Defects and Deficiencies (Annex-I)
Time Limit for
Roads Nature of Defect or Deficiency
Repair/Rectification
(a) Carriageway and paved shoulders
Breach or blockade
(i) Temporary restoration 24 hours
Permanent restoration 15 days
Roughness value exceeding 2,500 mm in a stretch of 1 km (as
(ii) 180 days
measured by a calibrated bump integrator)
(iii) Pot holes 48 hours
(iv) Cracking in more than 5% of road surface in a stretch of 1km 30 days
Rutting exceeding 10 mm in more than 2% of road surface in a stretch
(v) 30 days
of 1 km (measured with 3 m straight edge)
(vi) Bleeding/skidding 7 days
(vii) Raveling/stripping of bitumen surface exceeding 10 sqm 15 days
(viii) Damage to pavement edges exceeding 100 mm 15 days
(ix) Removal of debris 6 hours
(b) Hard/earth shoulders, side slopes, drains, and culverts
(i) Variation by more than 2% in the prescribed slope of camber/cross fall 30 days
(ii) Edge drop at shoulders exceeding 40 mm 7 days
Variation by more than 15% in the prescribed side (embankment)
(iii) 30 days
slopes
(iv) Rain cuts/gullies in slope 7 days
Damage to or silting of culverts and side drains during and
(v) 7 days
immediately preceding the rainy season
(vi) Desilting of drains in urban/semi-urban areas 48 hours
(c) Road side furniture including road signs and pavement marking
(i) Damage to shape or position; poor visibility or loss of retro-reflectivity 48 hours
(d) Street lighting and telecom (ATMS)
(i) Any major failure of the system 24 hours
(ii) Faults and minor failures 8 hours
(e) Trees and plantation
Obstruction in a minimum head-room of 5 m above carriageway or
(i) 24 hours
obstruction in visibility of road signs
Timely watering and
(ii) Deterioration in health of trees and bushes
treatment
(iii) Replacement of trees and bushes 90 days
(iv) Removal of vegetation affecting sight line and road structures 15 days
(f) Rest areas
(i) Cleaning of toilets Every 4 hours
(ii) Defects in electrical, water, and sanitary installations 24 hours
(g) Toll plaza
(i) Failure of toll collection 8 hours
(ii) Damage to toll plaza 7 days
5-20
Final Report Vol.1
Time Limit for

Roads Nature of Defect or Deficiency
(h) Other project facilities and approach roads
Damage or deterioration in approach roads, (pedestrian facilities, truck
(i) lay-bys, bus-bays, bus-shelters, cattle crossings, traffic aid posts, 15 days
medical aid posts, and other works
Time Limit for
Bridges Nature of Defect or Deficiency
(a) Superstructure of bridges
Cracks
(i) Temporary measures 48 hours
Permanent measures 45 days
(ii) Spalling/scaling 15 days
(b) Foundations of bridges
(i) Scouring and/or cavitation 15 days
(c) Piers, abutments, return walls, and wing walls of bridges
(i) Cracks and damages including settlement and tilting 30 days
(d) Bearings (metallic) of bridges
(i) Deformation 15 days
(e) Joints in bridges
(i) Loosening and malfunctioning of joints 15 days
(f) Other items relating to bridges
(i) Deforming of pads in elastomeric bearings 7 days
Gathering of dirt in bearings and joints; or clogging of spouts, weep
(ii) 3 days
holes, and vent-holes
(iii) Damage or deterioration in parapets and handrails 3 days
(iv) Rain-cuts or erosion of banks of the side slopes of approaches 15 days
(v) Damage to wearing coat 15 days
Damage or deterioration in approach slabs, pitching, apron, toes, floor,
(vi) 30 days
or guide bunds
Growth of vegetation affecting the structure or obstructing the
(vii) 15 days
waterway
Source: Schedule-K in MCA for PPP
5.5 Operations and Maintenance (O&M) of Chennai Outer Ring Road (CORR)
5.5.1 O&M Requirements

The CORR runs in parallel with the CPRR on the east side. It was opened to traffic in 2013. Since both
roads are similar in road configurations, CORR offers the reference in preparation of the O&M for CPRR.
CORR is a project based on a Design-Build-Finance-Operate-Transfer (DBFOT) annuity contract. Its
O&M manual was prepared by the concessionaire, GMR Chennai Outer Ring Road Private Limited, and
sets out the methodology of carrying out the O&M for CORR. The JICA Study Team has studied, interpreted,
and summarized the content of the O&M manual in the succeeding paragraphs.
As per clause 17 of the concession agreement of CORR, the concessionaire shall operate and maintain the
project highway either by itself or through O&M contractors, and if required, modify, repair, or otherwise
make improvements to the project highway to comply with provisions of concession agreement, applicable
laws, and permits, and confirm to specifications, standards, and other requirements and manufacturer’s
guidelines and instructions with respect to the toll system.
5-21
Final Report Vol.1
CORR O&M Field Office

Figure 5.5.1 CORR and O&M Field Office
5.5.2 O&M Team

The structure of the O&M team of the concessionaire of CORR to carry out the obligations and
responsibilities during the O&M period is shown in Figure 5.5.2. Although it outsources part of maintenance
works to an O&M contractor, the concessionaire carrys out all the other parts on their own.
Source: JICA Study Team based on O&M Manual of CORR

Figure 5.5.2 Organizational Chart of O&M Team
5.5.3 Traffic Management

(1) Highway Patrol
Highway patrolling shall be done to ensure safe, uninterrupted, and smooth traffic flow so that:
a) Vehicles should not be allowed to park on the carriageway or on the shoulder, and parked vehicles
should be removed with the help of traffic aid police.
b) Immediate assistance is provided to accident victims and their rescuers.
c) Minor debris and stalled vehicles are removed from carriageways within reasonable time after
clearance from concerned authorities.
d) In the event of traffic congestion, adequate measures shall be taken to mitigate further congestion
with the help of the police from traffic aid posts, and approaching traffic is duly cautioned about it.
(2) Initial Response to Safety, Vehicle Breakdowns, and Accidents
a) In case of unsafe conditions, vehicle breakdowns, and accidents, the concessionaire shall follow the
5-22
Final Report Vol.1
relevant operating procedures, which shall include the setting up of temporary traffic cones and lights,
as well as the removal of obstruction and debris expeditiously.
b) The concessionaire shall ensure that any diversion or interruption of traffic is remedied without delay,
and liaison with police is done. Their cooperation is sought to overcome any difficulty.
(3) Control Room Operator (CRO)
The CRO shall prepare a Management Information System (MIS) to provide all functions stated below:
a) to provide rapid and effective response to incidents,
b) to provide static and real-time transportation information to users,
c) to attend to emergency calls and, accordingly, public safety dispatch and emergency operations,
d) to provide incident information to route patrol (RP),
e) to communicate via Radio Mobile System (RMS),
Control Room Ambulance

Figure 5.5.3 Control Room and Ambulance
(4) Emergency Operations
Highway patrolling/control room operator teams are continuously monitoring the project highway and
respond and try to reach the site to extend assistance within a maximum of 10 minutes, subject to traffic
bottlenecks. Emergency operations are done to minimize disruption to traffic in the event of accidents and/or
incidents affecting the safety and use of the project highway by providing a rapid and effective response and
maintaining liaison procedures as indicated in the figure below, with emergency services using the following
setups:
a) Ambulance will be stationed at middle of the stretch and will be made available for accident victims.
If required, more ambulance services will be made available to road users through the local hospitals.
b) Tow-truck/cranes of adequate capacity shall have all requisite arrangement of pulling and shifting
accident/breakdown vehicles and will also be available on call.
c) Fire tender services from fire stations available along the project highway will be extended to the
project by the local authorities.
d) The concessionaire will display all emergency service information at salient points for the benefit of
road users.
5-23
Final Report Vol.1
Source: O&M Manual of CORR

Figure 5.5.4 Emergency Service Procedure
(5) Traffic Control for Work Zone Safety
It is important to limit/minimize the closure of roads and to ensure that traffic is delayed as little as possible
by repair operations. A traffic control zone can be defined as an area of the project highway which involves
conflict on the right of use between road users and the authority responsible for maintenance/improvement
of the project highway. From a traffic safety point of view, a repair work zone comprises four zones as
described herein and shown in the left side of Figure 5.5.5. The length of all zones shall be basically
governed by the speed of approaching vehicles and shall be referred from the table below, as stipulated in
IRC:SP:55-2001 Guidelines on Safety in Road Construction Zones:
a) Advanced Warning Zone
b) Approach Transition Zone
c) Working Zone
d) Terminal Transition Zone
Table 5.5.1 Recommended Length of Traffic Control Zones
Average Speed Advance Warning Zone Approach Transition Working Zone
(km/h) (m) (m) (m)
50 100 50
51-80 100-300 50-100
Varies
81-100 300-500 100-200
Over 100 1000 200-300
Source: IRC:SP55-2001
When the work to be done in the middle of the carriageway is of small magnitude, such as minor repairs
of potholes, cracks, and patches, then traffic control measures shall mainly consist of providing cautionary
signs of “Men at Work” about 500 m before the work zone for the approaching vehicles, and other cautionary
signs of “Road narrows” shall be placed 100 m ahead of the work area. Regulatory signs of “Keep Left/Right”
shall be placed at the commencement point of the work zone and next to the barriers for the approaching
vehicles. Movable types of barriers shall also be placed on both sides of the work area. Cones or drums shall
be placed at a suitable interval to demarcate the work area as indicated in the right side of Figure 5.5.5.
5-24
Final Report Vol.1
Source: IRC:SP55-2001 Source: O&M Manual of CORR

Figure 5.5.5 Traffic Control for Work Zone Safety
(6) Traffic Control for Work Zone Safety
The objectives of the rescue and medical aid services are to save the lives of road users from accidental
death by attending to the victim within the “Golden Hour”. For that purpose, the medical aid post with round-
the-clock ambulance services shall be established. The function of the rescue and medical aid services are
as follows:
a) to rush to the accident spot after receiving emergency messages from the control room operator,
b) to provide first aid service to accident victims, then transfer the victims to the nearest hospital for
further treatment,
c) to rescue road users from any kind of accident/incident/breakdown on the project highway,
d) to coordinate with emergency and rescue services like police, hospital, fire, crane, etc., and
e) to provide actual information of the incident/accident to the police/authorities.
5.5.4 Highway Maintenance

(1) Types of Maintenance
Road maintenance can be divided into four basic types:
a) Routine Maintenance: a group of recurrent activities, which relates to the repair of faults and to the
attention to road structure and facilities within the entire right of way (ROW) in the required condition,
to ensure the preservation of the asset and the convenience and safety of traffic
b) Preventive Maintenance: an organized, systematic process for applying a series of preventive
treatments over the life of the pavement to minimize life cycle costs
c) Periodic Maintenance: a group of activities which can normally be predicted and planned for by
nature, location, and extent, and can be carried out periodically with a view to safeguard the pavement
crust and improve riding quality
d) Special Repairs: a group of activities performed to restore the roadway following damage due to
natural calamities such as heavy floods, sand storms, hurricanes, cyclones, earthquakes, or landslides
5-25
Final Report Vol.1
which are unpredictable

(2) Plant, Machinery, and Laboratory Equipment
The concessionaire will provide the following equipment for routine maintenance as and when required:
a) Patrolling vehicle
b) Maintenance vehicle
c) Water tankers
d) Debris trucks
e) Sweeping machine
f) Tractor with trolley
g) Hydra crane (as and when required on call basis)
For periodic maintenance activities, the plant, machinery, and equipment will either be outsourced or
established by the concessionaire. For emergency activities, the patrolling vehicles as described are
available. Other services of rescue activities will be outsourced.
Road Cleaner Mobile Crane

Figure 5.5.6 Examples of Maintenance Equipment
(3) Highway Inspection

Highway inspection is conducted to ensure the safety of the road and to identify any necessary actions to
keep the soundness of the road.
a) Daily Inspection: Checking is conducted visually from the patrol vehicle travelling at a slow speed
(<30 kph) with stops and foot inspections if necessary. Patrols are to be timed to ensure that all parts
of the road are visited at peak and off-peak periods and both in daylight and in the dark.
b) Close Inspection: Monthly/bi-monthly inspection of all junctions, urban lengths, road crossing, toll
plaza, amenity areas, barriers, fences, structures, bridges, and other significant roadside features and
installations.
c) Through Inspection: Done before the preparation of maintenance programs and at least annually on
lightly trafficked lengths, or six-monthly on heavily trafficked lengths, detailed inspections, if
necessary, complete relevant checks and assessment including checking of drains, culverts, access
covers, road marking, signs, lighting, and all other roads.
d) Additional Inspection: Done during, for instance, heavy rain, flooding risk, and exceptional
congestion (festivals), and if necessary at other occasions, in addition to the management of accidents,
other incidents, and routine maintenance activities.
5-26
Final Report Vol.1
Table 5.5.2 Frequency of Inspection

Before/A
Object Item Daily Monthly Quarterly
fter Rains
Pavement V C T
Riding Surface
Expansion Joints V C T
Median Kerb V C T
Shape V C T
Turfing V T
Side Slopes
Pitching and Masonry V T
Retaining Wall C T
Side/Toe Drain R C
Drainage
Gullies and Catch Pits R C
Superstructure C T
Substructure C T
Bridges Head Wing Walls and Aprons C T
Painting T
Hand Rail C T
Culverts/Underpass T
Safety Barrier R C T
Signs T* T
Traffic Operation Marking R C* C T
Facilities Delineator R C* C T
Lighting R C* C T
Vegetation/Landscaping R C T
Other Facilities Toll Plaza R C T
Truck Lay Bay/Wayside Amenities R C T
Traffic Conditions R T C
Encroachments R T
Legend
V: Visual Inspection C: Close Inspection T: Thorough Inspection R: Visual Inspection (during rainy
season only) *: at night also
(4) Performance Criteria/Standards

Operational performance criteria/standards and acceptable limits shall be maintained throughout the
concession period as per Table 5.5.3. Time limits for repair/rectification of defects and deficiencies are set
forth in Table 5.4.2. The performance criteria/standards of the O&M Manual of CORR are slightly higher
than those stipulated in IRC: SP:95-2011 “Model Contract Document for Maintenance of Highways”.
Table 5.5.3 Maintenance Standards of O&M Manual for CORR
No. Service Factor Level 1 (Acceptable)
Roughness by bump integrator (maximum 2,200 mm/km for main carriageway and 2,500
1
permissibility) mm/km for service road
Potholes per km (max)
2 i) less than 75 mm deep 2 sizes of <5 sqm
ii) more than 75 mm deep nil
3 Percent cracking <5% of pavements in any 1 km section
Not exceeding 10 mm in more than 2% of road
4 Rutting
surface in a stretch of 1 km
5 Raveling/stripping of bitumen Not exceeding 10 sqm
Earthen shoulder variation not exceeding 2% of
Earthen shoulder, side slope, drains, and camber, edge drop at shoulders not exceeding 40
6
culverts mm, embankment slope variation not more than
15%
7 Sign boards and pavement marking Good reflectivity
5-27
Final Report Vol.1
(5) Horticultural Maintenance

Visual inspections regarding horticulture shall be performed bi-annually. During routine and periodic
maintenance operations, the concessionaire shall carry out visual inspections. Any noticeable problems or
any item which represents immediate or imminent hazard will be treated with the same priority as immediate
defects. The schedule of operations including watering is given in the table below.
Table 5.5.4 Frequency of Operations for Horticultural Maintenance
No. Operations Frequency
1 Making of plant basin for holding water 3 months
2 Cleaning of plant basin for holding water 1 month
3 Hoeing and weeding 1 month
4 Training, trimming, and pruning of plants 3 months
5 Watering of plants 2 days
6 Cutting of grass As required
7 Cleaning of medians 1 month
8 Removal of weeds 1 month
9 Control of monsoon growth After monsoon
10 Dressing and levelling median ground After monsoon
11 Sprinkling of water in median 1 month
5.6 Recommendations on the O&M Plan
5.6.1 Basic Data of CPRR for O&M

(1) Locations of Roads and Typical Cross Sections required for O&M
It is indispensable for the O&M to prepare figures and tables that carry basic data of the project road. A
description of the CPRR is stated as, “starts at Ennore Port and ends at Poonjeri Junction (East Coast Road)
in Mamallapuram. CPRR connects four National Highways, namely NH5, NH205, NH4 and, NH45, and
eight State Highways, namely SH51, SH50A, SH50, SH48, SH57, SH49B, SH49A (OMR), and SH49 (ECR).
The total length of CPRR is 133 km, which is split into five road sections.” The locations of each section
and crossing roads are indicated in Figure 5.6.1. The typical cross sections of each road section are shown
in Figure 5.6.2.
5-28
Final Report Vol.1

Figure 5.6.1 Location of Project Road and Crossing Roads
5-29
Final Report Vol.1
Section 1 (Including TPP Link Road)
Section 2 and Section 3
Section 4
Section 5
Source: JICA Study Team based on DPR
Figure 5.6.2 Typical Cross Sections of Each Road Section
(2) Road Details Required for O&M

The details of each section are shown in Table 5.6.1.
5-30
Final Report Vol.1
Table 5.6.1 Details of Each Road Section (New Construction Portion Only)
Total Section 1 Section 2 Section 3 Section 4 Section 5
Road Name Chennai Peripheral Ring Road (CPRR)
The scope of the project consists of the main road and the service road, with footpaths cum drain on both sides. The main road is access-controlled and connects national
Features of Road Structure highways with interchanges. The service roads connect all crossing roads with at-level intersections. There are dividers between the main road and the service roads
with several entry/exit ramps.
Ennore Port/ Ennore Port/ TPP Link (Original Thatchur/ Thiruvallur Bypass/ Sriperumbudur/ Singaperumalkoil/
Start/End Points
Mamallapura Thatchur Alignment) Thiruvallur Bypass Sriperumbudur Singaperumalkoil Mamallapuram
Length (km) 133.23 21.51 4.21 25.61 29.55 24.85 27.50
Construction Type - New alignment New alignment New/widening New/widening Widening New/widening
Main Road Road 4, Bridge 6 Road 4, Bridge 6 Road 6, Bridge 6 Road 6, Bridge 6 Road 6, Bridge 6 Road 4, Bridge 6
No. of Lanes
Service Road 2x2 2x2 2x2 2x2 2x2 2x2
Width of ROW (m) - 100 100 60 60 60, 40 (Main Road) 60
Thickness of Pavement Main Road 615 mm 615 mm 615 mm 615 mm 635 mm 610 mm
(Bituminous) Service Road 590 mm 590 mm 590 mm 590 mm 590 mm 590 mm
Main Road 100, 65 (Start) 100, 80 (End) 100 100, 80 (Partial) 100/80 (Mainly) 100
Design Speed (km/h)
Service Road 40 40 40 40 40 40
Interchange 4 0 0 1 2 0 1
At-level Intersection 5 2 2 0 2 0 1
IC 4 1 0 0 2 0 1
No. of Railway 3 1 1 0 1 0 0
Bridges River 5 1 0 2 1 0 1
Road 19 1 1 5 1 0 11
No. of Cross L Vehicle 31 5 0 5 6 9 6
Structures S Vehicle 17 1 2 3 1 3 7
No. of Cross Box 113 47 6 13 20 0 27
Culverts Pipe 216 11 2 84 61 0 58
No. of Truck Parking 10 2 1 2 2 0 3
No. of Bus Bay 17 2 1 1 4 0 9
Toll Plaza 3 2 1 0 0 0 0
Weigh-in-Motion 3 2 1 0 0 0 0
VMS* 15 2 0 3 3 5 2
ITS CCTV* 20 3 1 4 4 6 2
VIDS* 3 2 1 0 0 0 0
ATCC* 134 21 5 26 30 25 27
MET* 6 2 0 0 1 1 2
Note*: Variable Message Sign (VMS), Video Incident Detection System (VIDS), Automatic Traffic Counter cum Classifier (ATCC), Meteorological Monitoring System (MET)
5-31
Final Report Vol.1
5.6.2 Proposal on O&M Plan

(1) Proposal on O&M Contracting
The Highways and Minor Ports Department (HMPD) of the Government of Tamil Nadu will oversee the
construction and O&M of the CPRR. Most probably, the Project Wing of the Highways Department will
take charge of the construction of CPRR, and the Construction and Maintenance Wing will take charge of
the O&M.
During the meeting held in February 2018 between HMPD and JICA, HMPD agreed in principle to apply
the Standard Bidding Documents (SBD) issued by JICA for the contract for Section 1, although HMPD and
JICA are discussing which particular SBD is to be applied in the project. The JICA mission stated that the
SBD for “Procurement of Works” is generally mandatory in similar types of Japanese ODA Loan Projects.
When the construction of CPRR is completed, the supervision of O&M will be shifted from the Project
Wing to the Construction and Maintenance Wing.
After the completion of construction, most probably a PBMC will be used for the O&M works. Currently,
the Highways Department has been switching one-by-one to PBMC from the conventional single-year
maintenance contract. It is being introduced successively to one of the highway divisions in eight circles in
the state, and up to date, four highway divisions are using PBMC, namely Pollachi, Krishnagiri,
Ramanathapuram, and Thiruvallur. Now the PBMC scheme will be extended to the Virudhunagar Highways
Division in the current financial year.
Section 1, Section 2, and a part of Section 3 of CPRR fall under the jurisdiction of the Thiruvallur
Highways Division, where PBMC was introduced on 24 February 2016. The O&M of SHs and MDRs with
a total length of 498 km is being carried out with the contract worth INR 630.38 crore.
The remaining Section 3, Section 4, and Section 5 of CPRR fall under the jurisdiction of the neighboring
Chengalpattu Highway Division. This division has not yet introduced PBMC. It is assumed, however, that it
will be introduced by the time the CPRR is completed.
PBMC includes ordinary maintenance, initial rectification works, minor improvement works, periodic
maintenance works, and emergency works. The amount as stated in a contract is a provisional estimate
excluding emergency works. Ordinary maintenance will be payable as a proportionate monthly lumpsum
over the 60-month period of the contract. Other works will be measured and paid based on the actual work
output. The project scope and the duration of the PBMC for Pollachi 3 is described below:
Project Scope and Duration of Performance Based Maintenance Contracts (PBMC) for Pollachi
To undertake Ordinary Maintenance, Initial Rectification Works, Periodic Maintenance Work, Minor
Improvement Works and Emergency Works on select roads totaling approximately 377.388 Kilometers. The
maintenance work will also include cross drainage works, minor work on bridges, and roadside maintenance
within the select road limits. Ordinary Maintenance will be payable as a proportionate monthly Lump Sum
over the 5-year period of the Contract on issuance of certificate by the Engineer in the reach where the black
top by the contractor under this contract for the items listed in the specification and it will be item wise for
the actual output in the reaches where the block top was not renewed under this contract. Initial Rectification,
Minor Improvements and Periodic Maintenance will be paid on measured quantity to the quoted rate.
Emergency work has to be carried out as identified by the Contractor and with the approval of the Engineer
for the provisional rate quoted. There is a requirement for specialized maintenance equipment and the
contract obligation is for continuous input over a period of five years.
(2) Proposal on O&M Structure and Cost Estimate
1) O&M Structure
Regarding the O&M for Section 1 of CPRR, it is assumed that the execution entity TNRDC will be in
3 Government of Tamil Nadu Highways Department. 2013. Performance Based Maintenance Contract (PBMC) Volume -
1 Pre-Qualification Document. Performance Based Maintenance contract for 5 years for State Highways and Major
District roads in Pollachi (H) C&M, Division
5-32
Final Report Vol.1
charge. The maintenance work will be contracted out to private companies.

Section 2 and a part of Section 3 of the CPRR will fall under the jurisdiction of the Thiruvallur Highways
Division. Regarding the remaining sections, Section 3, Section 4, and Section 5 will fall under the jurisdiction
of the neighboring Chengalpattu Highways Division. The Thiruvallur Highways Division has been
contracting out to private O&M contractors with PBMC and will incorporate newly completed sections into
the contract. It is assumed that the PBMC will be introduced to the Chengalpattu Highways Division by the
time the CPRR is completed. If the introduction is delayed, a single-year maintenance contract will be used.
Thiruvallur Highways Division Chengalpattu Highways Division

Figure 5.6.3 Highways Divisions Responsible for O&M of CPRR
The structure of the Thiruvallur Highways Division consists of one divisional engineer, six assistant
divisional engineers, and eight assistant engineers. The Thiruvallur Highways Division will outsource the
work of maintenance/patrol/traffic control with PBMC to an O&M contractor. There is a plan to collect toll
for Section 1. When this is carried out, toll collection work will also be outsourced to a toll contractor (Figure
5.6.4). There is one field office for the divisional engineer and six field offices for the assistant divisional
engineers (left side of Figure 5.6.5) taking charge of road construction other than large-scale projects and
maintenance for SHs and MDRs (right side of Figure 5.6.5).

Figure 5.6.4 Structure of Thiruvallur Highways Division
5-33
Final Report Vol.1
Field Office of Thiruvallur Highways Division Removal of Sediment from Side Drain
Figure 5.6.5 Examples of Field Office and Maintenance Work
2) Cost Estimate of O&M

Table 5.6.2 shows the examples of O&M costs for the four highways divisions that have already
introduced the PBMC and the CORR. Although the cost of CORR is about 30% higher than those of
other roads, it is assumed that the higher cost comes from the road composition of CORR, which
contains service roads on both sides. The road composition of CPRR is like that of CORR and INR
0.223 crore/year/km is adopted for the calculation of the O&M cost.
Table 5.6.2 Examples of O&M Costs (INR in Crore)
No. Highways Division Length (km) 5-year Cost 5-year/km 1-year/km
1 Pollachi 377 233.9 0.620 0.124
2 Krishnagiri 581 450.0 0.775 0.155
3 Ramanathapuram 569 460.0 0.808 0.161
4 Thiruvallur 776 630.4 0.812 0.162
5 CORR 30 33.0 1.113 0.223
(3) Proposal on Improvement in O&M Manual

1) Preparation of O&M Manual
Regarding O&M of CPRR, an O&M manual, which will be a guideline for the work, should be prepared.
The IRC: SP: 95-2011 4 will be the basis for the preparation. The road maintenance standards stipulated in
this document is also the basis for Schedule-K in the model contract agreement for PPP and Schedule-E in
the standard agreement for EPC.
4 IRC: SP: 95-2011 Model Contract Document for Maintenance of Highways
5-34
Final Report Vol.1
CORR runs parallel to CPRR and is already carrying out O&M. This road was constructed using a semi-
annuity contract in DBFOT and has service roads on both sides as CPRR for its road configurations. The
O&M manual for this road is described in detail in “5.5 Operations and Maintenance (O&M) of Chennai
Outer Ring Road (CORR)”.
Although the O&M manual for CORR covers all aspects of O&M activities, there are some points that
need to be improved. Especially for the methodology in preventive maintenance, the description is no more
than a concept. As for preventive maintenance standards, the Guidelines for Expressways 5 compiled by
MORTH stipulates a detailed methodology. The O&M manual can be improved by incorporating this part.
The JICA Study Team proposes that the detailed methodology in preventive maintenance should be
incorporated to improve the O&M manual.
2) Merits of Preventive Maintenance
Preventative maintenance takes a proactive approach in the maintenance of roads by properly addressing
defects and faults in the early stages of deteriorations to improve the effectiveness, and by grouping repairs
to enhance the efficiency and to reduce hindrances to traffic, thereby minimizing the life-cycle cost of roads.
It is widely known that repairs at an early stage of deterioration can be smaller in size and can be simpler,
leading to a smaller total life-cycle cost including the maintenance cost.
Inspection is the key element in preventive maintenance which triggers all the necessary activities. By
detecting an early symptom of deterioration and by checking the development pattern of deterioration, it is
possible to find an optimal intervention level to arrest the deterioration. It lengthens the life span of road
structures and reduces the life-cycle cost. This also helps to equalize the maintenance workforce and the cost
over the maintenance period, consequently leading to pre-scheduled and efficient maintenance
implementations.
Table 5.6.4 Merits and Contents of Preventive Maintenance
Benefit Outcome
Maintenance intervention items and timing are known.
Pre-planned Maintenance
Optimal usage of workforce, machine, spare parts, and equipment.
Optimal Maintenance Level Best intervention timing and type to treat the deterioration.
(most cost-effective Planning of grouping interventions, which will minimize disturbance to
treatment) traffic.
3) Inspection Assessment Methodology for Preventive Maintenance

Figure 5.6.6 shows various processes for each inspection works from Chapter 3 - Inspection, Volume IV
- Maintenance, Guidelines for Expressways. It is important to establish this process to ensure that each
inspection is followed up with appropriate action systematically. Any damage or defects detected during
these inspections will be recorded and assessed according to the specified ranking criteria. Based on the
results of the assessment, the maintenance plan over the year will be formulated and implemented.
5 MORTH. 2010. Guidelines for Expressways. New Delhi. IRC
5-35
Final Report Vol.1
Ranking Criteria Typical Ranking of Inspection

Source: MORTH. 2010. Volume - IV Maintenance: Chapter - 3 Inspection: Guidelines for Expressways. New Delhi. IRC
Figure 5.6.6 Inspection Assessment Methodology for Preventive Maintenance
(4) Proposal on O&M of ITS

The total length of CPRR is 133.23 km (including the original alignment of TPP Link Road), and it is
divided into five sections. Section 1, or the Northern Port Access Road (NPAR), is connected to the Ennore
Port. Although it has not been decided yet, the Government of Tamil Nadu is considering to make Section 1
an access-controlled toll road. Therefore, it is recommended that a toll management system (for Section 1)
and a highway traffic management system (for all sections) be introduced as ITS components for the CPRR.
1) Toll Management System, TMS (Section 1)
The completion of CPRR will contribute to the drastic improvement of connectivity from suburban areas
to the Ennore Port. A great number of large vehicles on CPRR is then accordingly expected. Large vehicles
are likely to damage the pavement; therefore, maintenance will be a very important issue. A toll management
system collects toll, and the revenue can be utilized for the maintenance of CPRR. Regulating over-loaded
vehicles is also crucial to protect the pavement. An access-controlled Section 1 makes it possible to monitor
over-loaded vehicles by installing a weight measurement equipment at the entrance to the road.
Therefore, a toll management system together with a weigh-in-motion to regulate over-loaded vehicles, is
proposed on Section 1 of CPRR for both purposes of collecting toll and controlling over-loaded vehicles.
In Section 1, toll plazas will be required at least in three locations. They are Thatchur, the ending point of
Section 1 which connects Section 2 and NH-5, Minjur, which is an ending point of the branch line of Section
1 near the north end of ORR, and the other ending point of Section 1, which is near the gate of the Ennore
Port.
Regarding the implementation of a toll system to the CPRR, it has not yet been determined whether a
distance-base or a fixed rate system will be used for the toll rates. Considering the configuration of the roads
in Section 1, it is better to adopt the distance-based toll, which varies the fee according to the travelled
distance in view of the sense of fairness for the users of the CPRR.
In the case of distance-based toll rates, toll plazas will be required at both entry and exit points of the toll
road. There are mainly three methods for toll collection, namely manual collection, Touch-and-Go, and ETC.
For manual collection, a ticket or transit card carries information such as vehicle class, entered interchange,
and date and time of entry. Toll collectors confirm this information at the exit booth, and the toll calculated
based on the length traveled is charged to the driver. For Touch-and-Go and ETC, the basic procedure is the
same but is processed automatically by the system.
5-36
Final Report Vol.1
The figure showin in Figure 5.6.7 shows the proposed locations of the toll plazas in Section 1 of CPRR.

Figure 5.6.7 Locations of Toll Plazas in Section 1 of CPRR
2) Highway Traffic Management System (HTMS) (All Sections)
The highway traffic management system is to ensure safety and smooth traffic on CPRR. The system
consists of the following major parts:
a) Data/information collection
b) Data processing and monitoring
c) Information dissemination
The above information will be exchanged with the Chennai Traffic Information Center (CTIC) and other
related agencies as well.
Data on road and traffic conditions is collected by Automatic Traffic Counter cum Classifier (ATCC),
video incident detection system (VIDS), meteorological monitoring system (MET), and CCTV camera
installed along the CPRR. Data collected by these devices are sent to the Traffic Control Center of CPRR
through the digital transmission system.
The operators in the Traffic Control Center monitor the conditions of CPRR through the video displays
and workstations. Certain measures, if necessary, are taken in case of incidents such as congestion, accident,
road or lane closure, and construction/maintenance work. The information on traffic/road/weather conditions
of CPRR will be disseminated to road users through the VMS Boards installed on the CPRR and on the
access roads through the internet. An SMS will also be sent to the registered users in case of an incident. The
same data and information is also sent to the CTIC, which covers all areas in Chennai City. Cooperation with
relevant organizations such as traffic police, ambulance, and wrecker services will be arranged so that
coordinated operations can be made for all incidents.
3) Cost Estimate of ITS O&M
5-37
Final Report Vol.1
Item Location Objective Q’ty

200 m upstream of
Section 1 starting point of off- To provide 1
Main
ramp information of
Road
Variable Other 200 m upstream of CPRR
9
Message Sign Sections junction
(VMS) 200 m upstream of on-
Section 1 To provide 1
ramp toward the city
Access information of
200 m upstream of
Road Other CPRR and city
junction of major radial 4
Sections roads
road toward the city
200 m upstream of
Main All To monitor traffic
CCTV diverting and merging 20
Road Sections condition at site
point
Video Incident
200 m upstream of
Detection Main To detect abnormal
Section 1 diverting and merging 3
System Road traffic event
point
(VIDS)
Automatic To measure traffic
Traffic volume, vehicle
Main All
Counter cum Every 2 km speed, and 134
Road Sections
Classifier occupancy (for
(ATCC) CTIC as well)
Meteorological In vicinity of
Main All To measure
Monitoring interchange/major 6
Road Sections weather condition
System (MET) junction

Figure 5.6.8 Highway Traffic Management System Equipment Deployment Plan
5-38
Final Report Vol.1
(5) Proposal on Training in Japan for Technical Enhancement in O&M

CPRR is the third semicircle ring road centering Chennai and running outside the IRR and the ORR. It
connects four national highways (NH5, NH205, NH4, and NH45) that radiate from the center of Chennai,
extending to the Ennore Port in the north and to the East Coast Road in the south. The radii of the ring road
are about 25 km in the north, about 50 km in the south, and about 40 km in the west.
In comparison with the Tokyo Metropolitan area, it resembles the Metropolitan Inter-City Expressway
with radii varying between about 40 km and about 60 km from the center of Tokyo. The role of CPRR
includes alleviating traffic flow in urban areas, improving environment condicitons, strengthening intercity
connections in the corridor, supporting regional development, and offering alternative routes during disasters.
The function is widely diversified and very important to keep daily life safe and comfortable in the region.
The Metropolitan Inter-City Expressway has completed 90% of its total length of 300 km and is already
carrying out the O&M works. The expressway is not only seeking for efficient O&M works but also enhances
wide-ranging functional effects such as logistics management, attracting enterprise, developing tourist
resources, preventing the effects of disasters, and protecting environment.
It is very valuable for the staff of the Highways Department of Tamil Nadu State, who are in charge of the
CPRR, to learn this example as precedent of the Metropolitan Inter-City Expressway. The JICA Study Team
proposes a training in Japan for technical enhancement in O&M, where attendees can acquire wide-ranging
practical knowledge including O&M structures, actual examples of O&M manuals, responses to various
traffic incidents at site, information dissemination at traffic control centers, structure and management of toll
collection, emergency response to disasters/accidents, and ways to enhance road functions among others.
5-39

Traffic Survey, Analysis, and Forecast

Uploaded by

Copyright:

Available Formats

Traffic Survey, Analysis, and Forecast

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Traffic Survey, Analysis, and Forecast

Uploaded by

Copyright:

Available Formats

Preparatory Study for Chennai Peripheral Ring Road Development in India

Final Report Vol.1

CHAPTER 3 TRAFFIC SURVEY, ANALYSIS, AND FORECAST

3.1.1 Objectives of the Project

Source: JICA Study Team

Table 3.1.2 Outline of Traffic Survey

Source: JICA Study Team

3.1.2 Results of the Traffic Survey

Source: JICA Study Team

3.2 Hearing Survey for Related Development Plans

3.2.1 Port Development Plans

3.2.2 Development Plans along the CPRR

3.2.3 Results of Hearing Survey

Source: JICA Study Team

2) Access to Chennai Port

Source: JICA Study Team

3) Access to Kattupalli Port

Source: JICA Study Team

(2) Port Development Plan

Source: Final Report for Sagarmala (Vol. 4)

Table 3.2.3 Outline of the Project (Ennore Port)

Capacity Addition Investment

2) Development Plan of Chennai Port

3) Development Plan of Kattupalli Port

Table 3.2.5 Outline of the Project (Kattuppalli Port)

(3) Amount of Future Cargo Handled at Ports

4.9 times 3.2 times

< Containers > < Others >

Table 3.2.6 Prediction of Cargo Handled by Year 2035 (Ennore Port)

Source: Final Report for Sagarmala (Vol. 4)

2) Amount of Cargo Handled of Chennai Port

Table 3.2.7 Prediction of Cargo Handled by Year 2035 (Chennai Port)

Source: Final Report for Sagarmala (Vol. 4)

3) Amount of Cargo Handled of Kattupalli Port

Source: Outline of Kattupalli Port (Adani)

3.3 Traffic Demand Forecast

Reproduce the current traffic condition

Forecast traffic demand (short term: 2021,

Source: JICA Study Team

3.3.1 Reproduction of Present Traffic Situation

Source: JICA Study Team

Table 3.3.1 Recommended Design Service Volume

The development status of ORR is shown in the figure below.

North side of NH45

South side of NH45

North side of NH205

Connection point with

The current road

The road about

The flyover has

Source: JICA Study Team

Source: JICA Study Team

(3) Update of Origin-Destination (OD) Data

Source: JICA Study Team

Source: JICA Study Team

Table 3.3.3 List of Zones (1)

Table 3.3.4 List of Zones (2)

Table 3.3.5 List of Zones (3)

Table 3.3.6 List of Zones (4)