Second Master Plan

For
Chennai Metropolitan Area, 2026

Volume III
Sectoral Background

(Approved by the Government of Tamil Nadu in G.O.Ms. No. 190 H&UD dated
2.9.2008. Notification was made in the Tamil Nadu Government Gazettee
Extraordinary No.266, Part II-Section 2 dated September 2, 2008 )

September 2008

Chennai Metropolitan Development Authority

Thalamuthu - Natarajan Building,
No.1 Gandhi - Irwin Road, Egmore,
Chennai - 600 008, India.
 Contents

I Structure of Chennai 1

II Development Planning in Chennai Metropolitan Area 21

III Demography 45

IV Economy 85

V Traffic and Transportation 107

VI Shelter 133

VII Infrastructure 157

VIII Social facilities 183

IX Solid Waste Management 198

X Macro Drainage System in CMA 214

XI Disaster Management 245

XII Environment 267

XIII Infrastructure Investments for CMA 275

XIV Land use and Planning Strategy 286

 Acronyms

A/R Auto Rickshaw

ADB Asian Development Bank
ATC Area Traffic Control
BOO Build, Own & Operate
BOOT Build, Own, Operate & Transfer
BPL Below Poverty Line
BSNL Bharat Sanchar Nigam Ltd.
CAA Constitutional Amendment Act
CBD Central Business District
CBDRM Community Based Disaster Risk Management
CBED Community Based Environmental Development Programme
CBO Community Based Organisation
CMA Chennai Metropolitan Area
CMWSSB Chennai Metropolitan Water Supply & Sewerage Board
CNG Compressed Natural Gas
CO Carbon Monoxide
CoC Corporation of Chennai
CPHEEO Central Public Health and Environmental Engineering Organisation
CPT Chennai Port Trust
Crore 100 lakhs = 1 00 00 000
CRZ Coastal Regulation Zone
CTH Road Chennai Tiruvallur High Road
CTP Chennai Traffic Police
CTS Comprehensive Transportation Study
CTTS Comprehensive Traffic & Transportation Study
CUA Chennai Urban Agglomeration
DCR Development Control Rules
DDP Detailed Development Plan
DES Department of Economics and Statistics
DMRC Delhi Metro Rail Corporation
DMRH Director of Medical and Rural Health Services
DoH Department of Highways
DPHPM Dept. of Public Health and Preventive Medicine
DR Development Regulations
ECR East Coast Road
EIA Environmental Impact Assessment
ELCOT Electronics Corporation of Tamil Nadu
EMP Enviromental Management Plan
ETB Electric Trolley Bus
EWS Economically Weaker Section
FMP First Master Plan
FoB Foot Over Bridge
FSI Floor Space Index
GIS Geographical Information System
GNT Road Grand Northern Trunk Road
GoI Government of India
GoTN Government of Tamil Nadu
GST Road Grand Southern Trunk Road i
GWT Road Grand Western Trunk Road
H&UD Dept. Housing & Urban Development Department
ha hectare
HHI Household Interview
HIG High Income Group
HOV High Occupancy Vehicle
HT Line High Tension Line
HTL High Tide Line
ICC Inner Circular Corriodor
IL&FS Infrastructre Leasing & Financial Services
IPT Intermediate Public Transport
IRR Inner Ring Road
IT Information Technology
ITES Information Technology Enabling Services
JNNURM Jawaharlar Nehru National Urban Renewal Mission
km kilometre
KWMC Koyambedu Wholesale Market Complex
LB Road Lattice Bridge Road
LC Level Crossing
LIG Low Income Group
lpcd litres per capita per day
LPG Liquified Petroleum Gas
LRT Light Rail Transit
LT Line Low Tension Line
m million
MBI Road Marmalong- Bridge- Irumbuliyur Road
MEPZ Madras Export Processing Zone
Mft3 Million cubic foot
MG Road Mahatma Gandhi Road
mg. milligram
MICE Tourism Meetings, Incentives, Convention and Exhibitions Tourism
µg/m3 microgram per cubic metre
MIG Middle Income Group
Million 10 lakhs =100 000
MINARS Monitoring of Indian National Aquatic Resources
MLD Million Litres per Day
MMDA Madras Metropolitan Development Authority
MPC Metropolitan Planning Committee
MR Mixed Residential
MRTS Mass Rapid Transit System
MTC Metropolitan Transport Corporation
MUDP Madras Urban Development Project
MVA Mega Volt Ampere
MW Mega Watt
NCTPS North Chennai Thermal Power Station
NGO Non-Government Organisation
NH National Highway
NHAI National Highways Authority of India
NMT Non-Motorised Transport
Nos./nos. numbers ii
OMR Old Mahabalipuram Road
ORR Outer Ring Road
OSR Open Space Reservation
PCE Passenger Car Equivalent
PCO Public Call Office
PCU Passenger Car Unit
PDA Pallikaranai Drainage Area
PR Primary Residential
PTCS Pallavan Transport Consultancy Services
PWD Public Works Department
RITES Rail India Technical & Economic Services
rly. railway
ROB Road Over Bridge
RSPM Respirable Suspended Particulate Matter
RTS Rapid Transit System
RUB Road Under Bridge
SCAT Sydney Co-ordinated Adaptive Traffic System
SCOOT Split Cycle Offset Optimisation Technique
SEZ Special Economic Zone
SIDCO Small Industries Development Corporation
SIPCOT State Industries Promotion Corporation of Tamil Nadu
SMP Second Master Plan
SPM Suspended Particulate Matter
sq.km square kilometre
sq.m square metre
T/W Two Wheeler
TDM Travel Demand Management
TDR Transfer of Development Rights
TEU Twenty Equivalent Unit
TIDCO Tamil Nadu Industrial Development Corporation
TN Tamil Nadu
TNEB Tamil Nadu Electricity Board
TNHB Tamil Nadu Housing Board
TNHSP Tamil Nadu Health Systems Project
TNPCB Tamil Nadu Pollution Control Board
TNSCB Tamil Nadu Slum Clearance Board
TNUDF Tamil Nadu Urban Development Fund
TNUDP Tamil Nadu Urban Development Project
TNUIFSL Tamil Nadu Urban Infrastructure Financial Services Ltd.
TP Town Panchayat
TPP Road Tiruvottiyur- Ponneri- Panchetty Road
TSPM Total Suspended Particulate Matter
TWAD Tamil Nadu Water supply And Drainage Board
UGD Under Ground Drainage
ULB Urban Local Bodies
UMTA Unified Metropolitan Transport Authority
UNDP United Nations Development Programme
V/C Volume-Capacity Ratio
VP Village Panchayat
WB World Bank iii
 Chapter-I
STRUCTURE OF CHENNAI

Study of development trends helps to ascertain where development had occurred

in the past and also particularly in recent years and the reasons for the same. It would
help us in identifying the potential areas for future development and also plan for the
future directions of growth taking into account of all the relevant planning aspects.
History1
1.02 The site on which Madras is situated has a long history. Settlements existed in
the area of which Mylapore, Triplicane and Santhome were well known. The geographer
Ptolemy had recorded it in the second century AD that the port of Mylapore was known
to the Greeks and the Romans. The Port had a flourishing trade with the Roman
Empire and received considerable quantities of gold in exchange for products like
pepper and fine cloth. Mention has been made of the early settlement of Santhome by
Arab travelers and merchants of the 9th and 10th centuries. Marcopolo visited this
place in the late 13th Centurary and the Portuguese settled around Santhome in the
early 16th Century. According to a traditional account it was at Mylapore that
Thiruvalluvar, author of the famous Tirukkural-the universal Code of human conduct-
lived. Both Mylapore and Triplicane were important Hindu religious centres and
inscriptions dating back to the eighth century have been found in the Triplicane Temple.

1.03 The foundation for the development of the present metropolis was however laid
in 1639 when the British East India Company acquired the site on which Fort St.George
stands. The site was located by Sir Francis Day who obtained a 'firman' from one
Damela Venkatadri Naik, the local chieftain of the area for setting up a factory (trading
post). Francis Day and Andrew Cogan together with a few writers, 25 European soldiers
and a few other Hindu artificers were the first to settle in the site granted by Venkatadri
Naik in 1640.

1.04 The name of Madras is said to be derived from Madraspatnam, a village that
existed here prior to the settlement of the English.
2
Madras in 1600
1.05 Madras in 1600 was formed of scattered settlements separated by long
distances. Each settlement grew around a nucleus of a temple and has its own history.
The most important area at that time was Mylapore. In Santhome, the Portuguese,
having originally arrived in 1522, constructed a fort and settlement. Mylapore was an

1
Ref. Master Plan for CMA 1975
2
Ref. Structure Plan for CMA, 1980.

1
adjacent settlement with a newly constructed temple. Triplicane on the north was a
separate village.

1.06 There were small settlements in Purasawalkam, Thiruvatteeswaranpetta,

Egmore, Nungambakkam, and Saidapet. Among the suburbs, Tiruvottiyur, Velachery,
Tiruneermalai, Mangadu, Padi, Poonamallee, Kunnathur, Ayanavarum, Vyasarpadi,
Villivakkam, Ambattur, Koyambedu etc. already existed. Each of these villages was self-
contained and had its own agricultural production and household industries. The
changing rulers in the region never interfered with them; with the result that life in the
villages continued to exist without much change. Madras being on the coast, had many
sand ridges, but during the 16th century the level of the sea rose and inundated lands
within the settlements.

1.07 When the sea withdrew, lagoons and ridges were left behind. The lagoons took
some time to become filled in and the sandy ridges were places of safety where new
temples and settlements were established. There were two ridges - one between
Broadway and the Beach of about 12 feet high roughly along Thambuchetty Street and
another one along Mint Street. From First Line Beach the land slowly rose to the ridge
and then fell to a valley along the present Broadway, where a drainage channel ran.
Again it rose to the second ridge in Mint Street and descended gradually to a valley
along the present Buckingham Canal. The Mint Street ridge continued along
Tiruvottiyur High Road.

1.08 On the southern side, one such sand ridge ran from the mouth of the Cooum to
the present site of the Presidency College. On the rear side was a huge depression in
which the college grounds have now developed. The ridge is the present Marina.
Further south, a ridge in a "U" shape ran along Besant and Lloyds Road enclosing the
Ice House. Parthasarathy Temple at Triplicane is just by the northern area of this ridge.
There is a wide depression between the southern ridge and Mylapore.

1.09 Another ridge was along the Luz Church Road linking Santhome Cathedral and
Luz Church. The developments of Santhome and Adyar have been principally around
this ridge. Mount Road ran along a tank bund and was at a high level; to the east of it,
the land gradually falling to Triplicane High Road and the Luz. On the western side, the
present Vyasarpadi and Perambur areas were low lying lands periodically inundated by
floods. They were previously sparsely populated regions. People's Park was in a low-
lying area and Purasawalkam High Road was along a ridge. West of the road was a
drainage channel called the Otteri channel.

2
1.10 Important lines of communication linked these settlements. Egmore,
Purasawalkam and Aminjikarai lie along Poonamallee High Road. Triplicane and
Mylapore lie along a road leading to Tiruvanmiyur. These roads were just earthen cart
tracks.

1.11 Within a few years of the founding of the British settlement and the construction
of a Fort at the site, the New Town, which had grown up around it, came to be known as
Chennapatnam in honour of the father of the local chieftain. This name was later
applied to the whole city. The population, which was 19,000 in 1646, expanded to
40,000 in 1669.

2
Madras in 1700
1.12 The Cooum River and the Elambore River or North River which flows into the
Cooum at its mouth were running very close to each other (near the Central Jail area)
and during floods they inundated the whole area. The two rivers were linked by a cut,
at this point, to equalise the floods in the rivers. A bridge was constructed in 1710
across the cut between the two rivers. The Principal road to Egmore from that time up
to 1931 had been the road in front of the present Central Jail. In this era there was a
lot of building activity (a redoubt at Egmore, a bridge and churches at the Fort and
many private buildings in and around the Fort).

1.13 Due to congestion inside the Fort, the British constructed some garden houses
in what is known as Peddanaickenpet. In 1733 there was a lot of congestion in George
Town and the weaving Community started settling in Chintadripet area and Collepetta
near Tiruvottiyur since abundant open space was available for weaving. The washer
men who were in the Mint area then moved towards the west. The Potters from this
area moved outside the Fort on the north side and formed a new colony (Kosapet).
Because of the construction of a bridge in 1710 to connect Egmore, people moved
towards the present Moore Market area and settled.

1.14 During this time, the British found that Triplicane was a good area for
settlement and a large number of people moved there. The presence of the Nawab of
Arcot increased the economic prosperity of the area and more and more Muslims settled
in Triplicane. So from that time onwards, it grew in importance, second only, to George
Town. St. Thomas Mount gained religious importance and Mount Road became
prominent with the construction of Marmalong Bridge in 1724.

2
Ref. Structure Plan for CMA, 1980.

3
1.15 Because the British started living along Cooum River, roads were laid to give
access to them and thus Marshalls Road, Halls Road, Montieth Road and Casa Major
Road all became thoroughfares even in 1798. Mowbrays Road and Royapettah High
Road were formed to give access to these people. The land west of George Town was a
low-lying swampy area and remained vacant without development. The surroundings of
the Fort area covering nearly 69 kms. and containing within it 16 hamlets were
constituted as the City of Madras in 1798.

Madras in 18002
1.16 After the founding of the Corporation, conservancy and improvement of the City
were begun. The City was divided into 8 Divisions and the Government selected 4
Commissioners from residents. The broad-gauge line from Royapuram to Arcot was laid
in 1864. Central station was formed in 1872 and linked to the main line. By 1861 the
British authorities realised the necessity of a harbour. A pier was constructed in 1862
and further development took place from 1868 onwards.

1.17 The formation of Royapuram station in 1862 induced people to move northwards
and settle in Royapuram. This gave rise to the establishment of some timber saw mills
and depots in Royapuram after a few years. Further the railway line passed through the
present Perambur area, which had so far been lying as swampy waste because of its low
level. The introduction of the railway line gave development potential to the hitherto
uninhabited place. From 1850 onwards, the necessity of providing recreational facilities
was perceived. Many parks such as the Peoples Park, Napier Park and Richardson Park
were created in this period. A Museum and a Zoo were also established.

1.18 Before 1800, the roads were in a radial pattern, but after 1810 ring roads were
developed inside the City. Mount Road was important and access to it was given from
Triplicane High Road, Chamiers Road, Edwards Elliot's Road and Royapettah High
Road. To the North of Mount Road, Pantheon Road, Halls Road, Marshalls Road, Spur
tank Road and Nungambakkam High Road were formed to serve the new residential
areas. Later Brick kiln Road and Perambur Barracks Road connected Poonamallee High
Road with Konnur Road, which was extended towards the Railway.

1.19 To facilitate trade the harbour was completed in 1896 just to the east of George
Town. The principal roads leading out of the area in three principal directions
connected the northern, western and southern parts of the presidency and they still
remain as the main transportation framework for the City. Railways were also built
radiating from the centre in these three principal directions.

4
1.20 The building of the harbour was responsible for sand accretion to the south of it
and the sea which was washing the ramparts of the Fort at one time was then 2.5 km.
away with a wide beach between the land and the sea. A number of public buildings
were constructed fronting this beach early in the 19th century, which still add dignity to
the City.

1.21 The city extended over an area of about 70 sq.kms. and had a population of
5.40 lakhs in 1901. The demographic growth rates during the previous two decades
were 5 per cent and 6 per cent. Important buildings and structures which are the land
marks of the city such as the Fort, the Marina-the road parallel to the sea-and the
fronting public buildings, the High Court, the Moore Market, the Connemara Public
Library and other public buildings around it already existed. George Town was the
main business centre but substantial parts of it were used for residential purposes also.
The main residential areas however were Chintadripet, Triplicane, Egmore, Mylapore,
Purasawalkam, Vepery and Royapuram. Most of the areas outside these settlements
were covered by gardens and agricultural lands interspersed with bungalows of the elite.
Nungambakkam, Chetpet and Kilpauk were some of the areas, which developed in this
manner; Saidapet in the southwest was a separate small settlement. Both sides of
Mount Road to a distance of 5 to 6 kms. from Fort St.George were occupied by large
business houses, clubs and hotels; industries were few and were located in George
Town or Perambur area. The West of Nungambakkam was covered by the
Nungambakkam Tank and this long tank extending in the form of a crescent for nearly
6 kms covered the west of Nungambakkam. The three railway lines served the city from
the north, west and southwest. The city was mainly a commercial, military and
administrative centre for the entire South India.

The City in 19412

1.22 The population of the City increased to 8.6 lakhs by 1941. The city occupied an
area of about 80 sq.km. and its boundaries having been extended in 1923. The
important developments during the period 1901 and 1941 were the commissioning of
the electrified suburban metre-gauge railway between Beach and Tambaram in 1931
which gave a fillip for the development of the outlying suburban areas as far as
Tambaram, and the development of the area occupied by the long tank at
Nungambakkam as a planned residential neighbourhood by the Corporation. There were
also considerable in filling within the developed areas. The city had a good water supply
system and most of the areas were sewered. It had quick and cheap modes of transport
by trams and electric trains. The main roads were wide enough for the road traffic and
passed through shady avenues. By 1941 Madras had developed into a provincial

2
Ref. Structure Plan for CMA, 1980.

5
metropolis enjoying the best of both worlds -urban amenity and rural atmosphere. It
was still primarily an administrative and commercial centre.
The City in 1971
1.23 The thirty years between 1941 and 1971 saw tremendous growth in population
and economic activity in and around the City. The population first passed the million
marks around 1943 and then doubled itself in a short span of about twenty years to
cross, the two million mark. This happened in spite of two adverse events, viz., the
threat of Japanese invasion to Madras in 1944 and the reconstitution of Madras
Presidency on a linguistic basis in the fifties, when Andhra, Mysore and Kerala states
were formed. In 1950 the boundary of the City was extended to cover 129 sq.kms. by
the inclusion of Saidapet and Sembium. This period also saw the growth of new
residential as well as industrial suburbs particularly on the west and south.

1.24 The main reasons for this fast growth can be attributed to the forces of economic
activity released after the country obtained independence. The five-year plans and the
impetus given by the industrial activity in the public sector brought about the
transformation of the City from that of a purely administrative and commercial centre
into a metropolis of national importance. The major developments in the industrial field
during the post independence era have been, the location of a number of public sector
undertakings. This was followed by many private sector undertakings. Concurrently
this period saw the deterioration in water supply and drainage services and
mushrooming of many slum areas all over the city. The setting up of the Tamil Nadu
State Housing Board however, helped in the creation of large residential areas like Anna
Nagar on the west and Sastri Nagar on the south. The City's boundary no longer
remained well defined. The developments extended into the adjoining areas,
particularly, on the north up to Ennore, west up to Avadi and south up to Vandalur.

This growth did not take place in a regulated manner nor did it correspond to
the available infrastructure facilities. This fact coupled with the rapid growth of
population on the one hand and the increase in number of motor vehicles on the other
has given rise to the many problems faced by the Metropolis today. The growth of the
City since 1633 is depicted in the Sheet No.1.01 and 1.02.

Structure of the Metropolis in 1971

1.25 The City is at the core of the metropolitan area and is the centre for all
commercial and social activities as well as a living area for majority of the total
population. Its structure approximated to a semi-circle with extensions in five main
directions, the North, Northwest, West, Southwest and South. This is due to the fact
that early in the development of the city, George Town and Harbour became the

6
commercial centre of the City. Naturally all communication lines led to this centre and
these in turn were linked with each other producing a radial and ring pattern of
development. When the City grew, lands on the main arteries were much nearer in
terms of time needed to reach the centre than areas, which were away from them, and
further expansion took place on these arteries. The economics of transportation has led
to formation of development corridors the most important of which are on the west and
southwest where, physical conditions were more favourable for development.

1.26 The fringe areas in the north, west and Southwest had been the location of large
industrial establishments. The Madras Refinery, the Madras Fertilisers, Ennore Thermal
Plant, the Ashok Leyland Truck Factory and many accessory industries are located in
the north at Manali and Ennore. The T.V.S. Group of companies, Dunlop Rubber
Company, T.I. cycles and the larger industrial estates are located on the west at
Ambattur with the Heavy Vehicles Factory located further west at Avadi. Almost all
cinema studios and a number of medium industries including the first industrial estate
of the State - the Guindy Industrial Estate - are located in the southwest between Arcot
Road and Annasalai. A large industrial estate at Ambattur was located in the West along
MTH Road and the Standard Motor Factory (now closed) was located in the south at
Vandalur along GST Road. The main residential areas outside the City are along the
Southwest closely following the electrified suburban line and Alandur, Tambaram,
Pallavaram are such residential areas. Most of these areas however lack in commercial
and public facilities for which they depend on the main City.

1.27 Triplicane, Mylapore, Purasawalkam and also the northern part of George Town
and Royapuram are the old residential areas characterised by street housing (i.e.
houses constructed in a row without side open spaces) with shopping along main
streets. New residential areas of Mylapore and Theagarayanagar had developed with
bungalow type houses but densities here were higher than the exclusive older
residential areas of Egmore, Nungambakkam and Chetpet, which lie between these
areas and the central business district. This intervening area was developed for multi-
storeyed apartments, offices and hotels in view of their relative proximity to the central
business district.
The rural areas fringing the city were generally fertile then, particularly on the
north and west where paddy was raised as an irrigated crop. Casuarina wood for fuel
was raised all along the sandy coast in the southern part of the metropolitan area.

1.28 George Town and its extension southwards into Anna Salai together constitute
the central business district of the City where most of the wholesale trade, specialised
retail trade and banking and financial institutions were located and where commercial

7
activity was intense. More than 2 lakh work places (jobs) constituting 48 per cent of the
total work places in the Madras Metropolitan Area in 1971 were located here. Shopping
facilities of local significance had developed along almost all major roads.

1.29 The industrial areas within the City were mainly in the northern and western
parts, where they were closely mixed up with residential developments but new
industrial establishments as mentioned were located outside the City limits and many
important industries were on the outskirts. The main industrial areas are in Ennore
and Manali on the north, Ambattur and Avadi on the west, along Anna Salai and its
extension on the southwest. Nearly 40 percent of the industrial work places were
located on the north and northwestern part of the Chennai Metropolitan Area and over
10 per cent along Anna Salai and its extensions.

1.30 Public and semi public uses were dispersed but those, which were established
earlier, were concentrated in the older parts of the City such as Egmore and on the
Marina. New public offices were located in Nungambakkam and on Anna Salai. Public
uses, except for higher educational institutions were few in the suburbs.

1.31 The radial type of development has created green wedges, the edges of which in
some cases penetrate into the City boundary itself. The main communication routes
were lined with industrial establishments and shopping but the development is diffused
and could not be termed "urban" except in uses. The real rural area was not far from
these corridors and urbanisation had scarcely touched those areas either in the
physical or social sense. Many of the small settlements in fact did not exhibit any sign of
being near a large metropolis. Urban development in CMA in 1973 is shown in the map
annexed.
Structure of the Metropolis in 2006
1.32 The Master Plan for CMA approved in 1976 proposed the structure of the
Metropolis taking into account various factors. The structure proposed was of radial
pattern with City as hub. The main elements of the strategy were2:
(a) Restriction of density and population growth in the city;
(b) Restriction of industrial and commercial developments within CMA;
(c) Encouragement of growth along the major transport corridors and development
of urban nodes at Manali, Minjur, Ambattur, Avadi, Alandur and Tambaram;
(d) Dispersal of certain activities from CBD; and
(e) Development of satellite towns, beyond CMA at Maraimalai Nagar, Gumidipoondi
and Thiruvallur.

2
Ref. Structure Plan for CMA, 1980.

8
1.33 The Master Plan included spatial plans for CMA with land use zoning and set the
urban form during the Plan period. TNHB has played a major role in development of
large scale neighbourhood schemes; Anna Nagar (about 5 Sq.km.), Ashok Nagar and
K.K. Nagar (about 7 Sq.km.), South Madras Neighbourhood scheme comprising Indra
Nagar, Sastri Nagar and Besant Nagar (about 4 Sq.km.), etc. had come up with
plots/flats meeting the requirements of all sections of the society from HIG to EWS.
Under MUDP-I (1977-92), MUDP-II (1983-87) and TNUDP (1988-95) Neighbourhoods at
Arumbakkam, Mogappair, Villivakkam, Velachery, Kodungaiyur, Ambattur, Avadi, and
Madhavaram etc. were developed within the City and its suburbs. These large-scale
neighbourhood developments of TNHB with full infrastructure acted as catalyst for
private developments for residential use around.

1.34 A number of medium and small-scale industrial developments came up in the

areas zoned for industrial developments at Madhavaram, Vyasarpadi, Kodungaiyur,
Ambattur, Noombal and adjoining areas Pammal and Perungudi. Industrial estates at
Villivakkam, Thirumazhisai and Industrial estate for women enterpreneurs were
developed at Morai near Avadi. Considering the demand, infrastructure availability,
potential for industrial developments, the lands along the Poonamallee bye-pass road
near Poonamallee Town in the west and Old Mamallapuram Road (from City limit to
Sholinganallur) in the south were comprehensively reclassified for industrial use where
a number of medium scale and small scale industries had come up.

1.35 Though Vallalar Nagar (George Town) and Anna Salai area have continued as
CBD, Mylapore, Thyagaraya Nagar, Nungambakkam, and Purasawalkam have
developed as Regional Commercial Centres and Adyar, Anna Nagar and Perambur have
developed as Regional Commercial Sub-Centres. Relocation of wholesale activities in
Vegetable, Fruit and Flower from CBD to Koyambedu and City bus stand from CBD to
Koyambedu have been carried out; Iron and Steel Market at Sathangadu was developed.
Truck terminal at Madhavaram was made operational.

1.36 Major higher educational institutions are located in the central part and
southern part of the City and they continued to expand within its premises. After 1980,
a number of private engineering and medical institutions have come up dotting the
Metropolis.

1.37 In the last three decades, the agricultural activity within this Metropolis had
become abysmally minimal for various reasons including non-availability of water for
irrigation purposes, labour cost, and cost of agricultural inputs. In the northern wedge
between GNT Road and T.P.P. Road, because ayacut rights of Puzhal and Redhills lakes

9
had been cancelled and local water sources are not adequate, the agricultural activity in
these areas is very minimal. Similar is the position in the northwestern wedge between
CTH Road and GNT Road, which lie in the catchment area of these lakes, which are the
main sources of water supply to the City. The Chembarambakkam lake, another large
lake in CMA, is being converted as another source for city water supply and very
minimal agriculture activity is being carried out in its ayacut area which lie in the
south-western wedge. In the southern wedge between Rajiv Gandhi Salai (Old
Mamallapuram Road) and GST Road only in few pockets to a limited extent the
agriculture activity in the south of Tambaram - Madipakkam Road continue.

1.38 Chennai has become one of the preferred destinations for IT / ITES companies.
Tamilnadu is the second largest software exporter in the country, and 90% of the export
is from Chennai alone. A large number of IT / ITES developments are located along the
Rajiv Gandhi Salai (OMR), the area popularly known as IT Corridor. TIDEL PARK, a self
contained IT Park developed with a total floor area of 2.5 million sq.ft. at Taramani
houses all the major players in IT Sector. In this corridor, from Taramani to
Semmancheri a number of I.T developments are coming up because of locational
advantages for the industry such as uninterrupted quality power supply, better
transport facilities, accessibility to airport, availability of potable water supply, pollution
free environment etc. These developments are spilling over in the areas in the west along
the 200ft. wide Pallavaram - Thoraipakkam Road, and also along Velachery – Tambaram
Road. In the large I.T Park (layout with all required infrastructures, developed by
government agency over an area of 868 acres) at Siruseri, a number of I.T.Parks are
being located and will be fully functional by 2007. Bio-tech Park at Taramani was
developed by TICEL, and a major bio-tech park came up at Sirucheri. These
employment-generating developments resulted in fast development of the areas in the
west of the corridor such as Medavakkam, Jalidampet, Perumbakkam, Vengai vasal,
Gowrivakkam, Rajakilpakkam etc. as residential areas.

1.39 Chennai is emerging as a major export hub in the South East Asia. International
car manufacturers such as Ford, Hyundai, and General Motor etc. have established
around Chennai their manufacturing bases to cater to domestic and international
markets. New testing and homologation centre for automobile sector with an investment
over Rs. 1000 cr. is being established in this region. Saint Gobin glass factory, Nokia
cell phone manufacturing industry at Sriperumbudur, and Mahindra Industrial Park
developed over 1700 acres, near Maraimalai Nagar new town are some of the major
developments around Chennai. All these developments made considerable impact on the
structure of this Metropolis. Urban development in CMA in 2006 is shown in the map
annexed.

10
 Chapter - II

DEVELOPMENT PLANNING IN CHENNAI METROPOLITAN AREA

Any new plan for the CMA should build on the information of the past. The
following are the major plans that had been prepared for Chennai.

(i) General Town Planning Scheme (1957) prepared by Madras Corporation

(ii) The Madras Interim Plan [1967] prepared by D.T.P., Govt. of Tamilnadu

(iii) Madras Metropolitan Plan 1971-91 (1971) prepared by multi- agency group
and published by RD&LA Dept., Govt. of Tamilnadu

(iv) Madras Urban Development Project (1974) prepared by MMDA (now CMDA)

(v) Master Plan for MMA (1975) prepared by MMDA (now CMDA)

(vi) Structure Plan for Chennai Metropolitan Area (1980) prepared by CMDA with
Alan Turner & Associates as consultants

General Town Planning Scheme (1957)

2.02 The General Town Planning Scheme was prepared by the Madras Corporation
and submitted to the then Madras State Government in 1957. The aim of the General
Town Planning scheme was to provide for the organised growth of the then Madras City
(129 Sq.km.). The Scheme was then remitted to the Directorate of Town Planning,
Madras for technical scrutiny. The DTP after careful scrutiny of the scheme had
recommended that more detailed and extensive studies in depth would have to be
carried out before the scheme could be finalised. Then it was decided to prepare a
comprehensive development plan for Madras Metropolitan Area and as a first step to
prepare Madras Interim Plan (1967).

Madras Interim Plan (1967)

2.03 The Directorate of Town Planning had prepared the Madras Interim Plan in
1967. In the Plan, the problems of the City were viewed and appraised in the urban
context of the urban area being the first of its kind; the Plan devoted itself purely to
physical aspects of development and recommended that the fiscal plan should be
separately worked out. It was also envisaged that the Master Plan would be in two
stages viz. the preparation of an Interim General Plan in the first instance and
Comprehensive Development Plan in the second.

21
Madras Metropolitan Plan 1971-91 (1971)

2.04 To explore avenues for securing financial assistance for the city development
from the national and international institutions, it was found then that the plan
prepared earlier were inadequate in regard to long range prospective and also the scale
of financial effort needed to direct the future development in orderly manner. Then the
Government decided to prepare a report which would not only indicate the dimensions
of the problems ahead, but also the necessary efforts - physical and financial - needed
to make Madras a living city.

2.05 The proposals made in the Madras Metropolitan Plan 1971-1991 mainly
contained the following:

(1) Strategy for physical growth of urban areas

(2) Programmes for land acquisition for urban expansion, provision of
infrastructure for transport, water supply, sewerage and drainage, slum
clearance, provision of facilities for education, health, recreation and refuse
collection

(3) Action to bring revenue base in the area in line with the levels of
expenditure and

(4) Recommendation on institutional set up required to implement the Plan.

2.06 The Madras Metropolitan Plan achieved its aim of looking to the longer term
future and costing of various programmes of developments. It also clearly illustrated
the magnitude of the tasks faced in managing the development of the Metropolitan Area.

Madras Urban Development Project (1974)

2.07 MMDA (now CMDA) was set up as an adhoc body in 1973 and became statutory
in 1975 (under the Tamil Nadu Town and Country Planning Act, 1971 which
superceded the then existed Madras State Town Planning Act, 1920).

2.08 The Madras Urban Development Project report was prepared by MMDA updating
the earlier data and presenting a more viable case for exploring additional resources for
investments from various financial institutions including World Bank. The report
identifyied the overall problems and the needs of the metropolitan area

2.09 It highlighted the then present deficiencies and future requirements in some of
the critical sectors and suggested an investment programme for 1974-79. It also
stressed the need for land use control.

22
2.10 The Madras Urban Development Project report represented a further shift towards
concentrating on the positive aspects of managing the development of the MMA and it
was concerned primarily with presenting a package of realistic projects that could be
implemented within a period of 5 years. The Madras Urban Development Project
became the basis for appraisal of projects under the World Bank assisted Madras Urban
Development Project-I (1977-82) executed at a cost of Rs.56 Crores, MUDP-II (1983-88)
executed at a cost of Rs.73.9 Crores and TNUDP-I Chennai Metropolitan Area
component executed at a cost of about Rs.450 Crores.

Master Plan For MMA (1975)

2.11 As per the Tamil Nadu Town and Country Planning Act, 1971 one of the
statutory functions of CMDA is to prepare Master Plan for the Metropolitan Area.
Drawing heavily on the Madras Urban Development Project report, the Master Plan was
prepared also updating the land use surveys conducted in 1964. Land use and
Development Control Regulations had become part of the Master Plan. On the resource
aspects, it echoed the recommendations of the Madras Metropolitan Plan, 1971.

2.12 The first Master Plan for CMA laid down policies and programmes for overall
development of CMA taking a long-term view of the requirements. As stated in its
preamble, in particular, dealt with the following aspects:

(1) The present trends of the population growth and the future population in
the Metropolitan Area and approximate distribution of population in various
parts of this Area

(2) The economic level and activities in the Metropolitan Area and policies for
future economic growth as well as future location of economic activities

(3) The (then) present physical structure of the Area and policies for its
future physical development

(4) The (then) present traffic and transportation and circulation pattern and
policies and programmes for efficient functioning of these sectors

(5) The manner in which land and buildings in the area should be used and
allocation or reservation of land for residential, commercial, industrial,
institutional, recreational, agricultural and other uses taking into consideration
the future needs of the population that will live in the Area

(6) The requirements in respect of urban infrastructure viz. water supply

and drainage, housing, education, medical facilities and recreation and the
policies for their future development

23
 (7) Policies and programmes for sectoral development as well as detailed
development of areas for housing, shopping, industries, civic amenities,
educational and cultural and other related facilities

(8) Regulation of the use-zones, the location, height, size of buildings, size of
yards, and other open spaces to be left in and around the buildings, and also
regulation of land sub-division, architectural and advertisement control and
preservation of trees, historical and scenic areas and

(9) The areas proposed for acquisition for purposes of urban development.

.
2.13 Salient features/main recommendations made in the first Master Plan are:

(1) The proposed population for 1991 and 2001 for Chennai City (128 Sq.m.
then) was 3.60 million and 4.0 million respectively and for CMA was 5.80 million
and 7.10 million respectively.
(2) Considering the economic characteristics of the metropolitan area (then),
the Plan listed the following points relating to economic policy:

(a) The State income and income of the Metropolitan Area are low. It
is apparent that the incomes cannot sustain, without outside
assistance; massive expenditure on infrastructure in urban areas
which in themselves are necessary to promote development.
Development projects would need to be oriented towards raising levels
of income both at the State level and the Metropolitan level.
(b) The State ranks third (then) in the country in the level of
industrialisation but it is far behind Maharashtra and West Bengal.
Only large-scale industrialisation can raise income levels since much
effort has already been made to increase agricultural incomes and
further efforts in this sector are not likely to yield higher results due to
constraints like non-availability of cultivable waste lands and
inadequate water for irrigation.
(c) Madras is predominantly an administrative and commercial
centre. Its industries are of the service and light type with medium
range employment and this character needs to be strengthened. The
industrial policy for the area should therefore be oriented towards small
scale and service oriented industries to satisfy, employment needs of
the resident population rather than location of large-scale industries
which breed a host of ancillary industries. Such large-scale industrial
activity could be more usefully located in the hinter land of Madras

24
 Metropolitan Area. Further utilisation of the capacities of existing
industrial units should also be ensured without correspondingly
increasing employment in order to raise industrial incomes.
(d) In view of the availability of a modern and major port, export
oriented industries with a "high value added" character will need to be
considered.

(e) Tertiary sector employment would need to be raised but all

employment increase should be within the framework of the State
employment policy in order to regulate migration.

(3) The only way to regulate economic activity, optimise the use of existing
(then) infrastructure facilities and plan their expansion to meet future needs in
an area is to regulate land use and building activity therein.

(4) The strategy of developments of radial corridors linked to satellite towns

was found most suitable (then). The form suggested for future development of
MMA envisaged creation of six major urban nodes at Manali, Minjur, Ambattur,
Avadi, Alandur and Tambaram along 3 corridors apart from limited development
along GNT Road, Poonamallee Road and Lattice Bridge Road.

(5) Each major node was designed for a population of 200 to 300 thousands
and would be predominantly and self-contained unit providing for a substantial
percentage of land for work places, schooling, shopping and other day to day
needs.

(6) The nodes would be connected with rapid rail system and expressways to
the city on the one hand and to the satellite towns on the other (Satellite towns
proposed (then) were at Gummidipoondi, Thiruvallur and Maraimalai Nagar).

(7) The nodes amongst themselves would be connected by both rail and road
systems to facilitate intra-urban movement.

(8) The population within City in 1971 was 2.47 million and the city is
bound to grow in population at (then) present rates for at least next 5 years
(4.28% for the City and 6.3% for the Madras Urban Agglomeration). The main
reason for such assumptions are:

(a) The urban nodes will take time to develop and absorb the future
urban population;

25
 (b) The areas, currently being developed as residential
neighbourhoods within the City would themselves contribute to
increase the City's population substantially, and

(c) There are still some vacant and undeveloped lands within the
City, particularly on the fringes where development potentialities exist
and

(d) The rate of development within City will however taper off once the
development of urban nodes gains momentum and the level of
population within the City would then get stabilised.

(9) Based on the Traffic and Transportation Plan for MMA, 1974 (prepared
by Madras Area Traffic Study Unit of D T & C P.), a modal split of 80:20 was
estimated for the year 1991 between the public mass transit modes and private
personal transport (against 51:49 existed then bulk of private mode being by
cycles and walk). The important projects identified in the Master Plan (then) for
implementation were:
Railways:
(a) Construction of a mass rapid transit system along the north-south
eastern corridor between Manali and Thiruvanmiyur;
(b) Introduction of electrified suburban train system on Madras-
Thiruvallur and Madras-Minjur lines;
(c) Construction of a combined railway terminal; and
(d) Construction of a circular railway.

Roads:
(e) Widening of the arterial roads to carry six lanes of traffic with separate
cycle tracks and footpaths:

(i) Anna Salai

(ii) Poonamallee Road including a fly-over opposite Central Station
(iii) Walltax Road and G.N.T. Road
(iv) Arcot Road
(v) Edward Elliots Road and its extension up to Poonamallee High
Road.
(vi) Flowers Road and its extension up to G.N.T. Road
(vii) Adams Road and its extension upto Poonamallee High Road and
Sydenhams Road up to its junction with G.N.T. Road
(viii) North Beach Road and its extension to Ennore

(f) Replacement of the 26 level crossings over railways with grade separators

26
 (g) Construction of a new western expressway connecting Anna Nagar with
Avadi

(h) Construction of the missing links of the inner ring road within the City
and construction of intermediate and outer ring roads
Others:
(i) Construction of three terminals for long distance buses and truck
terminals on the radial corridors at their junction with the outer ring road.

(10) The standard of water supply adopted for the estimates of Corporation of
Madras and Tamil Nadu Water Supply and Drainage Board for the requirements
of water for MMA was 227 lpcd. Recognising the severe limitation of the (then)
present sources of water supply, it was suggested that number of studies
covering all the aspects of water supply system would have to be carried out
before a comprehensive programme for water supply system was put through.
Similarly before investing on sewerage a full scale investigation was necessary.
The success of development of urban nodes for dispersal of population in the
MMA so as to restrict the population within (then) present limits to manageable
proportions depends upon the speed with which water supply and drainage
scheme had to be implemented in those areas.

(11) About 33.5% of City population [7.37 lakhs] lived in 1202 slums in the
Chennai city in 1971. Considering (then) current and future requirements, a
massive housing programme would have to be initiated and put through; in 10
years 12,000 hectares of land to be acquired (2500 Hectares each in Manali,
Avadi, Ambattur and Tambaram, 1500 Hectares in M.M. Nagar, 750 Hectares
each in Gummidipoondi and Thiruvallur and developed for housing. Most of the
new housing by the public agencies except that intended to rehabilitate slum
dwellers on the same site would have to be necessarily provided in the urban
nodes as sufficient developable land within City is not available.

(12) Primary education was the responsibility of local bodies, but privately
run schools provide school facilities for a large segment of the population then.
Recognising the need for improving school facilities it is observed that policy for
the provision of future education facilities should aim at organising school
buildings and playgrounds in proper locations. Advance action was called for to
reserve adequate lands and locations convenient and safe for children.
Depending on the need for the community, it was felt necessary to plan future
locations for college and higher education institutions.

27
(13) Observing the over-crowding in wards and other spaces in the hospitals,
and ever-increasing demand for hospital facilities (adopting a standard of 500
beds for each hospital on the basis of 4 beds per 1000 population) it was
recommended that on an average one hospital will have to be commissioned
every year.

(14) Emphasising the need for providing adequate recreational facilities in the
shape of parks, play ground and open spaces to serve all levels of population in
urban areas, it was recommended as follows:

a) 80 hectares for one lakh population for metropolitan parks, and 400
hectares of land along each of the 3 major corridors, and 800 hectares
along the coast in the north and south are required for provision for
regional level recreational facilities.

b) Local level recreational facilities have to be provided at the rate of 0.8

hectares per 1000 population for parks and play spaces. The spatial
distribution of these facilities would largely depend on the availability of
suitable land, particularly in built-up areas and hence had to be taken up
at the level of Detailed Development Plans. The total requirement of open
space in MMA in 1991 was 9600 hectares (96 Sq.km.)

(15) Development in the Metropolitan area was taking place at the rapid rate
especially on the National Highways leading to the City and to a lesser extent on
the other roads. One of the major principles underlying the Plan was securing of
balanced development by decentralising the places of employment and
residential areas. The Plan had allocated land for industries, commerce,
housing, play fields and other types of major urban land uses in appropriate
locations and interrelated to each other so as to promote orderliness and smooth
functioning.

(16) Each land use zone had its special regulations designed to protect
residential and recreational areas from harmful invasions of commercial and
industrial uses and at the same time promoting business and industry by
diverting them to most suitable places. By regulating the spacing of buildings,
floor area ratio, set-backs, parking etc. the Plan aimed to ensure adequate light,
air, fire protection etc. and to prevent over-crowding in buildings and land and
thus facilitating the provision and continued adequacy of water, sewerage,
transportation and other facilities.

28
 (17) The proposed land use plan contains 10 land use zones. In each use zone,
certain uses would be permitted normally, other uses may be permitted on
appeal to the CMDA and all other uses not specified therein would be specifically
prohibited. Planning parameters had been prescribed differentially for 3
categories of areas viz. (i) Continuous Building Areas and George Town, (ii)
Madras City excluding GT and CBA, and (iii) rest of CMA.

(18) It was observed that the land use plan was in essence a translation into
physical form of planning policies and principles. The policies had taken into
account the realities of the (then) present situation and were designed more to
channelise future development on orderly lines rather than effect wholesale
change in (then) existed development.

(19) The proposed land use break-up for various uses as per the Master Plan
(1975) is given in table 2.01

Table No.2.01 Proposed Land use under First Master Plan for CMA

Chennai City Rest of CMA

Sl.No Land Use Extent in % to total Extent in % to total
hect. extent hect. extent
1 Residential 8,081.98 48.57 32,255.78 30.98
2 Commercial 973.28 5.85 895.42 0.86
3 Industrial 1,107.51 6.66 6,361.62 6.11
4 Institutional 2,746.43 16.51 4,935.20 4.74

Open space & 3,254.11 19.55 7,767.21 7.46

5
Recreational
6 Agriculture - - 50,924.14 48.91
7 Non-Urban 476.11 2.86 978.71 0.94
Total 16,639.42 100.00 1,04,118.08 100.00
Source: Draft Second Master Plan 2011 (prepared in 1995)

Structure Plan for CMA (1980)

2.14 The structure plan was prepared in CMDA in association with M/s Alan Turner
and Associates in 1980 with the assistance of Overseas Development Agency of U.K.
Earlier planning in Chennai Metropolitan Area were reviewed and the following main
recommendations were made in the plan:

29
Suggested Strategy

1) The Master Plan strategy which aimed to restrict the size of the City is in
need of considerable amendment owing to much higher population growth than
previously predicted and the distribution of population and new development, it
is recommended that an alternative strategy should be adopted which combines
limited intervention with an acceptance of the pressures for growth.

2) Policies for growth should embrace a realistic, acceptance of growth

trends and should not attempt to intervene in an impracticable manner.
Programmes, which are capable of implementation in the short term, should be
devised within the framework of longer-term strategy.

3) In developing the programmes of the various sectors in pursuit of a

chosen strategy, it is essential to adopt realistically achievable targets. In this
respect, financially self-supporting projects involving maximum cost-recovery
should be developed wherever possible. Cross subsidies will help to create viable
projects for the lowest income groups.

4) Particular attention should be given to monitoring migration into and out

of Madras - not only in terms of numbers, but also in terms of understanding
the reasons for migration and the difficulties encountered in being absorbed into
city life.

5) Further study should be made of the structure of the population -

particularly of changes in the structure - with a view to determining future
demand for services and facilities with greater accuracy.

6) Policies aimed at reducing population growth in the MMA over the long
term should be pursued rigorously. They should take two forms:

a) Family Planning Programmes

b) Programmes of regional development aimed at reducing the perceived
relative attractiveness of metropolitan city life as opposed to rural or
small town life.

7) Priority areas should be designated for which Action Plans should be

prepared. These should contain social, economic and physical components
prepared in greater depth than the current Detailed Development Plans, which
are restricted largely to land use planning. Special action planning terms should
be set up within MMDA to prepare Action Plans and co-ordinate them with the
programmes of other agencies.

30
8) The efficient use of scarce resources, particularly of water supplies
should be considered to be paramount in determining the pattern of future
urban growth.

9) The location of new squatter settlements will need very careful

monitoring owing to their influence on the pattern of urbanization, particularly
with regard to the provision of new infrastructure.

10) In view of progress at Marai Malai Nagar and Manali, MMDA should carry
out a review of their present role in the emergent growth strategy for MMA.

11) In addition to the urban nodes, which form a part of the current Master
Plan, other local centres should be encouraged to develop in order to spread
employment and service facilities throughout the urban area. A policy of
multiple centres should help to provide more balance in transport facilities.

12) Industries with water borne polluting effluent should not be allowed to
develop south of Madras, where owing to the predominantly south/north drift
they could pose a threat to the Marina Beach.

Land

13) Development should be prohibited in some areas where there are natural
constraints (such as flood plains of the foreshore area) and restricted in others.
Development policies should seek to discourage development in these areas and
to encourage development in defined areas, which will tend to be on the
periphery of the City. Detailed geologic maps are needed to determine more
accurately the location of constraints.

Areas under considerable pressure for urban development (the 'urban fringe')
should receive an adequate share of resources, since it is here that many
subsequent urban problems are likely to have their origin.

14) A policy of "green wedges" should be adopted to protect agricultural areas

between development corridors. These areas would also provide space for
recreation.

15) In certain priority areas, MMDA should adopt the role of principal
developer in the assembly and disposal of land to meet the various development
needs.

31
16) An open space policy should be formulated which would define areas for
both productive uses and recreation and would set standards and guidelines for
their use and maintenance.

17) Urban residents should be encouraged to grow their own fruit and
vegetables, wherever they have sufficient space. This will help to achieve the
best use of private open space.

18) In order to monitor the physical growth of the City, aerial photographs
should be taken every five years; the results should be compared with data on
population distribution from the Census. In this way the forecast trends in
growth can be confirmed or modified.

Rural Development

19) Detailed Studies should be carried out of the rural/urban interface in

order to formulate integrated policies. These would help to define in greater
detail, which areas should remain rural and which should be developed for
urban purposes. Integration will help to minimize waste of scarce land and
water resources.

20) A concerted programme of afforestation should be formulated for MMA,

in conjunction with the provision of open space and reclamation of derelict land;
generally this would be on poor land unsuitable for agriculture.

Financial Resources

21) MMDA should establish a Programme Budgeting Division in order to

develop a five-year rolling programme of capital investments, relevant to the
selected strategy and to monitor and evaluate results through a series of
performance indicators.

22) MMDA should initiate a detailed sectoral analysis with the ultimate aim
of linking all the agencies investment programmes in pursuit of a common
development strategy consistent with their own objectives

23) MMDA and other public agencies should aim to capture the increment in
land value caused by public land development for the benefit of the community
as a whole. This will ease the burden of providing relief for the poorest sections
of society.

24) Every opportunity should be found to enable the private sector to play a
full part in the development process.

32
Employment

25) Within the framework of national policy a regional strategy should be

formulated, which would help MMA through direct investment, in setting up
large public enterprises and the extension of financial incentives. The strategy
would seek to promote agriculture, fishing and industries catering for the export
market.

26) Complementary income generation programmes should be developed in

parallel with all sites and services and slum upgrading projects. These should
include, the promotion of small business, and informal activities and the
provision of short vocational training courses.

27) A series of action programmes for the stimulation of the small business
sector should be developed in collaboration with the relevant agencies.

28) A large number of agencies and public corporations are engaged in

economic development. In several cases functions overlap and it is recommended
that management studies be carried out with a view towards rationalization and
amalgamation.

29) Additional investment in electricity generation and distribution should be

given priority in the immediate future. Electric power is in short supply and the
numerous power cuts are impeding industrial production and growth.

30) Major industrial development should be directed towards the existing

industrial areas and zones, largely in the peripheral areas, with good
communications and a nearby resident labour force.

31) Retail, service and small office activities should be encouraged to succeed
the wholesale merchants relocated from George Town. A policy of upgrading
infrastructure and buildings should be followed.

Shelter

32) TNHB should put much more emphasis on low cost housing especially
sites and services programmes rather than the current schemes, which favour
middle and higher income groups.

33) To encourage greater private sector participation a number of measures

must be taken including a review of the Urban Land Ceiling Act, the use of
licenses to construct housing on government land, better access to credit
facilities and the provision of more housing for workers by major employers.

33
Transport

34) The various significant transport proposals should be kept under review
to determine their viability, timing and role in shaping the overall development
strategy. Such proposals include - the inner circular railways, and the
intermediate and outer ring roads.

35) Land use planning should attempt to ensure a balance between resident
population and facilities over any 3 km, radius, particularly in terms of housing
and jobs for the lower income groups.

36) The First Phase of the MRTS (Madras beach to Luz) has reached a point
in its processing where it must be regarded as a committed project, it is essential
to maximize the advantages to be gained from the investment by planning
appropriate developments at the stations along the line. MMDA should carry out
a special study in collaboration with MTP(R).

37) A network of arterial roads, which can be developed as the main channels
for vehicular movement, needs to be identified. The districts bounded by the
arterials each need to be examined to ensure that internal roads will not become
mini-arterials.

38) A long-term strategy for roads should aim for better use of existing roads
and improvements of conditions for all highway users. The various highway
users should be better segregated than at present - particularly local and longer
distance travel. The environment for activities along the roads should be
improved.

39) Special routes in some areas should be designated for trucks and other
streets should be closed to trucks over a certain weight.

40) A parking policy should be developed with restrictions enforced in the

more congested areas. Off-street facilities should be provided for certain new
developments provided that rigorous enforcement of street parking exists in the
area.

41) Apart from the trunk routes along those corridors not served by rail, bus
routes should be designed to give a more local service, providing a feeder service
to the corridor trains or buses. In addition cross-town routes will be necessary.
The attitude of experimentation with new routes, together with continuing
market research into route requirements, should be encouraged.

34
 42) A detailed study should be made of the potential for constructing
effective bus/rail interchange stations in the first instance on the Tambaram line
at Saidapet, Nungambakkam and Chetput.

43) Cyclists deserve special consideration in the Structure Plan. Further

detailed study of cycling habits appears to be justified as does construction, if at
first on an experimental basis, of some lengths of exclusive cycle-way. It has
been suggested that the banks of the Cooum River or the Buckingham Canal
might be a suitable location for such an experiment.

44) The improvement of sidewalk facilities for pedestrians is probably the

single most important improvement needed to make the best use of road space.
Maintenance and improvement programmes should aim to provide continuous
smoothly paved sidewalks on all roads. Where possible, routes independent of
vehicle routes should be developed.

45) MMDA should formulate integrated policies of street management

(including traffic management and highway maintenance) and co-ordinate the
activities of the local bodies, the police, the highway authorities, and public
transport authorities and works departments. This is essential, in order to make
more efficient use of the existing street network.

Education and Health

46) Educational policies should be directed more towards the needs of the
lowest income groups, with emphasis on primary education and vocational
training.

47) MMDA should co-ordinate the programmes of operating agencies so as to

increase the number of hospital bed-spaces; upgrade existing family and child
welfare centres; construct new maternity and child welfare Homes; extend the
programmes for medicare centres and pre-school care.

Water Management, Water Supply, Drainage and Sewerage

48) It is imperative to identify new sources of water in the short-term, if lack

of water is not to pose a serious impediment to growth and development. This is
important both in urbanizing areas and in areas identified for long-term
agricultural use.

49) An integrated scheme should be prepared for the reuse of wastewater,

together with a comprehensive scheme for utilizing existing water resources.

35
 this would reduce the need for imported water from distant sources. Reuse
would be related to higher value market garden crops and would enable
nutrients to be returned to the soil.

50) The aquifer below the coastal sands south of Madras should be protected
from reduction of recharge by urban development.

51) A study should be made to investigate alternative methods of sewage

treatment, particularly simple, cheap solutions for use in sites and services or
slum upgrading projects.

Detailed Development Plans:

2.15 Detailed development plans are the plan prepared under section 27 of the TN
T&CP Act and are more detailed than the Master Plan. It is prepared generally for
smaller areas out of about 3 sq.km. The list of approved Detailed Development plans is
given in the Table no. 2.02

Table No: 2.02 List of Approved Detailed Development Plans

Sl.No Name of the D.D.P Sl.No Name of the D.D.P

1 Vivekanandapuram Area 29 Todhunder Nagar Area

2 Gangadeswarar Koil Area 30 Nammalwarpet Area
3 Chetpet 31 Thiru-Vi-Ka Nagar Area
4 Chepauk Area 32 Binny Mill Area
5 Guindy Area 33 Ashok Nagar Area
6 Gandhi Nagar Area 34 Perambur North Area
7 Kottur Area 35 Arunachaleswarar Koil Area
8 Periamet Area 36 Theyagaraya College Area
9 Jeeva Nagar Area 37 Rangarajapuram Area
10 Azad Nagar Area 38 Pulianthope Area
11 Krishnampet Area 39 Egmore Station
12 Zam Bazaar Area 40 Perumalpet Area
13 Radhakrishnan Nagar Area 41 Nappier Park Area
14 Kamaraj Nagar Area 42 Govt. Estate Area
15 Avvai Nagar Area 43 Thiruvottiyur TP Scheme No. 8
Area
16 Thiruvottiyur T.P Scheme No.2 Area 44 Thiruvottiyur T.P Scheme No.1
Area
17 Nandanam Area 45 Thiruverkadu Area
18 Urur Area 46 Nakkeerar Nagar Area
19 Killiyur Area 47 Kalaivanar Nagar Area
20 Nungambakkam Area 48 Kanadasan Nagar Area
21 Guindy Park Area 49 Rajaji Nagar Area

36
 22 Mylapore-Santhome Area 50 Anna Salai Area
23 Karaneeswarapuram Area 51 Vallalar Nagar Area West
24 Thiruvatteeswaranpet Area 52 Vallalar Nagar Area South
25 C.I.T.Colony Area 53 Vallalar Nagar Area Central
26 Amir Mahal Area 54 Vallalar Nagar Area East
27 Marina Area 55 Poonamallee High Road TP
Scheme Area
28 Azhagiri Nagar Area 56 Saidapet Part II Area

2.16 It is proposed to cover the whole City area for Detailed Development Plans in the
next 5 years and also review the earlier Detailed Development Plans.

37
 Chapter III
DEMOGRAPHY
History of the world during the last century has shown that the process of
urbanisation and economic growth progress are mutually reinforcing. Cities are the loci
and motors of economic and social change. According to United Nations Projections,
the World's urban population will grow from 2.86 billion in 2000 to 4.98 billion by 2030
and the World's annual urban growth rate is projected as 1.8 per cent in contrast to the
rural growth rate of 0.1 per cent. About 60 per cent of the World's population will live in
cities1 by 2030.

Table No.3.01: World Population Size and Growth, Urban and Rural
Mid-year population size Population growth rate
(million) (percent)
1950 1975 2000 2030 1950-75 1975-00 2000-30
Urban
World Total 751 1543 2862 4981 2.9 2.4 1.8
High-income countries 359 562 697 825 1.8 0.9 0.6

Middle and low income countries 392 981 2165 4156 3.7 3.2 2.2

Rural
World Total 1769 2523 3195 3289 1.4 0.9 0.1
High-income countries 219 187 184 139 -0.6 -0.07 -0.9

Middle and low income countries 1550 2336 3011 3151 1.6 1 0.2

Note: High-income countries have gross national income per capita of US$9266 or more based on
World Bank estimates.

Source: National Research Council, 2003, P.85.

World Population Size & Growth

9000
Population (in Million)

8000
7000
URBAN
6000
5000
4000 RURAL

3000
2000 TOTAL
1000
0
1950 1975 2000 2030
Year

The state of the World’s cities 2004-05 Globalisation and Urban Culture, published
1

by Earth scan in 2004

45
Urbanisation in India
3.02 India, the second largest populous country in the World has one of the longest
urban traditions. By the year 2000 BC itself India had an extensive network of towns.
Even before the British traders made contact with India (by AD 1600), there was broad
regional distribution of towns. These towns were not just of administration, but also of
trade and marketing, cultural activities and religious pilgrimage, defence and
fortification. New cities - Madras, Calcutta and Bombay were founded by 17th Century.
The early British settlements became the means of transforming urban system in India.
During the 19th century, the Cities were to be for industrial activities and also became
hub of the transport network.

3.03 In a formerly rural economy country like India, because of the need to decrease
the number of persons dependent on agriculture and to improve productivity in rural
areas, urbanisation is viewed as a prerequisite of growth. The urban population in India
has grown from 25.7 million in 1901 to 286.1 million in 2001. After Independence in
1947, the rate of growth of urban population increased from 2.64 percent in 1951 to
3.88 percent in 1981 and thereafter declined to 2.77 in 2001; but the share of urban
population to the total population of the country constantly increased from 10.9 percent
in 1901 to 15.92 percent in 1951, and thereafter to 27.81 per cent in 2001.

Table No.3.02: Urbanisation in India 1951-2001

1951 1961 1971 1981 1991 2001

Urban
Population (in million) 57.50 78.90 109.10 159.70 217.60 286.10
Annual, Rate of Growth
2.64 3.21 3.29 3.88 3.14 2.77
(Percent)
% of urban total
15.92 17.96 19.90 23.30 25.71 27.81
population
Rural
Population (in million) 303.60 360.30 439.10 525.50 628.70 742.60
Annual, Rate of Growth 1.02 1.73 2.00 1.81 1.81 1.68
% of rural to total
84.08 82.04 80.01 76.70 74.29 72.19
population
Total
Population (in million) 361.10 439.20 548.20 685.20 846.30 1028.70
Annual, Rate of Growth 1.26 1.98 2.24 2.26 2.13 1.97
Source: Census of India

46
 Urbanisation in India 1951-2001

Population (in Million) 1200

1000

800 Urban
600 Rural
Total
400

200

0
1951 1961 1971 1981 1991 2001
Year

Urbanisation in Tamilnadu
3.04 Tamilnadu has emerged as the third largest economy in India. Cities exist and
grow because of economies of urban agglomeration associated with industrial and trade
activities. In the recent past, liberalisation, rapidly growing IT sector, an educated,
hardworking and disciplined work force etc, accelerating economic development also
contributed to the growth of urban areas in Tamilnadu. The extent of the State is
130,058 sq.km. of which the urban area accounts for 12,525 sq.km. Tamilnadu is the
most urbanised state in India. It is one of the few states in India with hierarchy of
urban areas dispersed fairly uniformly through-out the State. Its urban population has
grown from 12.46 million in 1971 to 27.48 million in 2001. Its percentage share of
urban population to total population stood always much above the national average.

Table No.3.03: Urbanisation in Tamilnadu (1971-2001)

1971 1981 1991 2001
Urban
Population (in million) 12.46 15.95 19.08 27.48
Annual, Rate of Growth (percent) 3.32 2.50 1.91 3.72
% to total 30.26 32.95 34.15 44.04
Rural
Population (in million) 28.73 32.46 36.78 34.92
Annual, Rate of Growth (percent) 1.53 1.23 1.26 -0.52
% to total 69.74 67.05 65.85 55.94
Total
Population (in million) 41.19 48.41 55.86 62.40
Annual, Rate of Growth (percent) 2.03 1.63 1.44 1.11
Area in Sq.Km. 130,069 130,050 130,050 130,050
Source: Census of India

47
 Urbanisation in Tamil Nadu

70
Population ( In 60
Million) 50
40 Urban
30 Rural
20 Total
10
0
1971 1981 1991 2001
Year

Growth of population in Chennai city and CMA

3.05 Chennai (earlier called as Madras) was established in 1639, as one of the East
India Company's earliest trading Ports and later became the centre of the company's
control over Southern India. By 1700, Madras had become a thriving city with about 3
lakhs inhabitants; most of them lived in the Black Town in the north of the British Fort
St. George. By the end of the eighteenth century, according to Dupuis (1968), the
north of the city had become profoundly different from the south. The north was
densely populated, with Black Town, the heart of the city. To the south were the open
spaces and scattered settlements of the Europeans. By the time of the first census in
1871, the city had reached over 4 lakh. The first railway line between Madras and Arcot
was opened in 1856 and the Madras Port was improved in 1890, which had attracted
industrial developments to the north of the black zones renamed as George Town in
1905². The growth of Chennai City continued in the twentieth century and it has grown
to the fourth largest Metro City in India.

3.06 An area about 67 Sq.km. containing 16 hamlets was constituted as the City of
Madras in 1798 and subsequently enlarged from time to time. Its enlargement and
growth of population since 1901 is given in table No. 3.04.

²
Urbanisation in India by Robert W. Bradnock, 1984.

48
Table No.3.04: Growth of Population in Chennai City, 1901-2001

1901 1911 1921 1931 1941 1951 1961 1971 1981 1991 2001

City population
5.41 5.56 5.78 7.13 8.65 14.27 17.49 24.69 32.85 38.43 43.44
in lakhs

Area in sq.km. 68.17 68.17 68.17 68.17 77.21 128.83 128.83 128.83 176 176 176

Annual Rate of
growth of
-- 0.27 0.39 2.12 0.69 -0.11 2.06 3.51 -0.27 1.58 1.23
population * (in
percent)

Population
density per 80 82 85 105 112 111 136 192 187 218 247
Hect.

*Note: Arrived for a unit area for the purpose of comparison since the city extent varied over time.
The figures given are for the decade ended with that year.
Source: Census of India
3.07 The city Corporation area recorded a higher growth of more than 2% per annum
during the decades 1951-61 and 1961-71. The reasons for this rapid growth rate can
be attributed to industrial developments and increase in economic activities and
employment opportunities in the City and its suburbs attracting large migrant
population. The negative growth arrived for a unit area during 1971-81 is due to the
annexation of lesser dense (then) Panchayat areas around, to the City viz. Velacheri,
Taramani, Kanagam, Thiruvanmiyur, Kodambakkam, Saligramam, Koyambedu,
Senjery, Thirumangalam, Virugambakkam, Nesapakkam, Kolathur, Villivakkam,
Konnur, Erukkanchery, Jambuli, Kodungaiyur, and Selaivoyal in 1978, comprising
about 47 Sq.km.

Growth of Population in Chennai City

43.44
38.43
32.84

45
26.42

40
Population (in

35
17.49

30
14.27
lakhs)

25
8.65
7.13

20
5.56

5.78
5.41

15
10
5
0
1901

1911

1921

1931

1941

1951

1961

1971

1981

1991

2001

Year

49
3.08 Chennai City Corporation area consists of 155 divisions within 10 zones (Zone
No. I to X) presently. The number of these divisions and its extent varied over time.
Hence, for the purpose of comparison, the demographic details have been arrived for the
years 1971, 1981 and 1991 keeping the 155 Corporation division boundaries in 2001 as
the basis. Spatial distribution of population growth in the City is given in the table
no.3.05.

Table No. 3.05: Chennai City - Population Growth in Corporation Zones, 1971-
2001
Annual rate of Density
Area Population in Lakhs
Zone Corporation growth in percent per
in
Nos. Zone Hectare
Sq.km.
1971 1981 1991 2001 71-81 81-91 91-01 in 2001

I. Tondiarpet 17.30 2.01 2.69 3.72 4.10 2.95 3.28 1.00 243

II Basin Bridge 11.52 3.59 3.52 3.27 3.76 -0.21 -0.74 1.40 335

III Pulianthope 13.51 3.34 4.13 4.31 4.60 2.13 0.44 0.64 349

IV Ayanavaram 19.76 2.22 3.58 4.12 4.97 4.89 1.42 1.89 258

V Kilpauk 26.38 2.18 3.45 4.94 5.42 4.68 3.66 0.93 211

VI Ice-House 10.15 3.27 3.49 3.20 3.42 0.63 -0.84 0.65 346

VII Nungambakkam 12.90 2.91 3.09 3.20 3.48 0.61 0.35 0.83 277

VIII Kodambakkam 13.00 2.48 3.33 4.39 4.66 2.96 2.81 0.61 368

IX Saidapet 23.56 1.89 2.61 3.33 4.15 3.25 2.48 2.23 180

X Mylapore 27.92 2.50 2.97 3.95 4.88 1.70 2.89 2.13 180

City Total 176.00 26.42 32.85 38.43 43.44 2.20 1.58 1.23 247
Source Census of India
3.09 Population growth in different zones within City Corporation area is found to be
not uniform and its rate varied from 0.61% to 2.23%; Saidapet and Mylapore zones have
recorded growth rate exceeding 2% during 1991 - 2001.

Area in Sq.Km.

176 CHENNAI CITY

MUNICIPALITY
240
TOWN PANCHAYATS

617
PANCHAYAT UNIONS

156

3.10 Chennai Metropolitan Area comprising City of Chennai and contiguous area
around was notified in 1974. It extends over 1189 sq.km. and includes Chennai City
Corporation area, 16 Municipalities, 20 Town Panchayats and 214 villages comprised in
10 Panchayat Unions.

50
Table No. 3.06: CMA - Population Growth in Municipalities - 1971-2001

Area in Sq.km.
Annual Rate of

Density per
Hect.2001
Population in thousands
Sl. No.

growth in percent
Municipality

1971 1981 1991 2001 71-81 81-91 91-01 Avg.

1 Kathivakkam 4.75 16.14 22.10 27.17 32.59 3.19 2.09 1.84 2.37 69

2 Thiruvottiyur 21.35 82.85 134.01 168.64 212.28 4.93 2.32 2.33 3.19 99

3 Madhavaram 17.41 21.05 29.46 49.26 76.09 3.41 5.28 4.45 4.38 44

4 Ambattur 37.77 45.59 115.90 215.42 310.97 9.78 6.39 3.74 6.64 82

5 Avadi 61.57 77.41 124.70 183.22 229.40 4.88 3.92 2.27 3.69 38

6 Poonamallee 6.55 18.72 23.67 28.83 42.60 2.37 1.99 3.98 2.78 65

7 Thiruverkadu 18.63 13.08 17.23 27.84 32.20 2.79 4.92 1.47 3.06 17

8 Maduravoyal 4.78 6.46 7.45 14.88 43.61 1.44 7.17 11.35 6.65 91

9 Valasarawakkam 2.97 2.41 7.58 21.95 30.98 12.12 11.22 3.50 8.95 104

10 Alandur 8.08 65.04 97.45 125.24 146.29 4.13 2.54 1.57 2.74 181

Ullagaram-
11 3.64 2.38 8.58 16.13 30.42 13.69 6.52 6.55 8.92 84
Puzhithivakkam

12 Anakaputhur 2.98 10.88 15.30 24.35 31.92 3.46 4.76 2.75 3.66 107

13 Pammal 5.19 9.05 27.82 36.51 50.00 11.89 2.75 3.20 5.95 96

14 Pallavaram 16.10 51.37 83.90 111.87 144.62 5.03 2.92 2.60 3.52 90

15 Tambaram 20.72 58.81 86.92 113.29 137.93 3.99 2.69 1.99 2.89 66

16 Manali 7.49 3.34 11.96 19.09 28.60 13.61 4.79 4.12 7.51 38

Total 239.99 484.58 814.02 1183.68 1580.5 5.32 3.82 2.93 4.02 66
Source; Arrived based on Census figures

3.11 The high growth rate of more than 5% was found in Ambattur, Maduravoyal,
Valasaravakkam, Ullagaram-Puzhithivakkam, Manali and Pammal
Municipalities. Kathivakkam, Poonamallee, Alandur and Tambaram
Municipalities recorded low growth rates and the rest fall under moderate growth
rate category. Maduravoyal Municipality recorded the highest growth rate of
11.35% in the last decade 1991-2001.

51
Table No.3.07: CMA - Population Growth in Town Panchayats - 1971-2001

Population (in

Density per
Hect.2001
Annual Rate of growth
Sl. Area in thousands)
Town Panchayat
No. Sq.Km.
1971 1981 1991 2001 71-81 81-91 91-01 Avge.

1 Minjur 8.63 7.24 13.62 19.49 23.74 6.52 3.64 2.00 4.05 28

2 Chinnasekkadu 1.67 2.21 2.68 8.42 9.74 1.95 12.13 1.46 5.18 58

3 Puzhal 6.74 6.94 9.26 15.87 20.64 2.93 5.53 2.66 3.71 31

4 Naravarikuppam 20.76 9.96 14.67 17.41 18.33 3.95 1.72 0.52 2.06 9

5 Thirunindravur 14.56 6.94 9.13 16.31 29.33 2.78 7.78 4.27 4.94 20

6 Porur 3.72 3.54 8.63 19.51 28.92 9.33 8.49 4.02 7.28 78

7 Thirumazhisai 7.25 9.56 11.01 14.54 16.29 1.42 2.82 1.14 1.79 22

8 Mangadu 5.63 10.98 11.23 16.06 19.42 0.22 3.64 1.92 1.93 35

9 Nandambakkam 2.61 4.72 7.68 10.56 9.34 4.98 3.24 -1.22 2.33 36

10 Meenambakkam 3.03 2.51 3.09 3.80 3.61 2.13 2.09 -0.52 1.23 12

11 Kundrathur 12.16 14.45 16.42 22.79 25.07 1.29 3.33 0.93 1.85 21

12 Thiruneermalai 5.87 6.31 9.95 17.94 19.23 4.66 6.07 0.70 3.81 33

13 Perungalathur 7.04 3.71 6.29 11.24 19.59 5.40 5.98 5.72 5.70 28

14 Peerkankaranai 1.76 3.58 5.28 10.74 17.51 3.96 7.37 5.01 5.45 99

15 Chitlapakkam 2.90 5.32 11.72 15.90 25.31 8.22 3.10 4.76 5.36 88

16 Sembakkam 6.35 2.60 6.10 13.50 21.50 8.86 8.32 4.75 7.31 34

17 Madambakkam 7.92 2.32 3.49 8.21 17.00 4.14 8.94 7.55 6.88 22

18 Perungudi 4.64 1.74 4.28 9.71 23.58 9.40 8.54 9.28 9.08 51

19 Pallikkaranai 17.43 2.32 3.93 7.82 22.07 5.40 7.13 10.93 7.82 13

20 Sholinganallur 15.35 4.23 5.75 8.53 15.56 3.12 4.02 6.20 4.45 10

Total 156.02 111.18 164.19 271.35 385.72 4.40 5.13 3.62 4.38 25
Source; Arrived based on Census figures

3.12 From the above, it may be seen that Chinnasekkadu, Porur, Perungalathur,
Peerkkankaranai, Chithalapakkam, Sembakkam, Madambakkam, Perungudi and
Pallikkaranai Town Panchayats had high growth rates exceeding 5% and Minjur,
Puzhal, Thirunindravur, Thiruneermalai and Sholinganallur had recorded moderate
growth rates in population; the rest have low growth rates of below 3%.

52
Table No. 3.08: CMA - Population Growth in Panchayat Unions - 1971-2001
Population Annual Rate of growth in % Density
Panchayat Area in
S.No. per
Union Sq.Km 1971 1981 1991 2001 71-81 81-91 91-01 Ave. Hect.2001

Minjur
1 40.02 11015 13900 17032 23368 2.35 2.05 3.21 2.54 6
(4 Villages)

Sholavaram
2 131.58 44069 59286 82773 97068 3.01 3.39 1.61 2.67 7
(41 Villages)

Puzhal
3 46.87 23739 30493 41661 51081 2.54 3.17 2.06 2.59 11
(28 Villages)

Villivakkam (25
4 84.53 37712 46787 91488 143070 2.18 6.94 4.57 4.56 17
Villages)

Thiruvallur
5 11.39 4409 5505 7789 8719 2.24 3.53 1.13 2.30 8
(1 village)

Poonamallee
6 75.44 56439 60435 66742 71767 0.69 1.00 0.74 0.81 10
(42 villages)

Kundrathur
7 80.36 44050 50552 68435 105610 1.39 3.08 4.46 2.97 13
(30 villages)

Sriperumbudur
8 20.16 1647 757 0 80 -7.48 -100 -- -- 4
(4 villages)

St.Thomas
9 Mount 98.39 34773 56118 122435 199235 4.90 8.11 4.99 6.00 20
(33 Villages)

Kattankulathur
10 28.26 9490 14905 21891 30695 4.62 3.92 3.44 3.99 11
(6 Villages)

Total 617.00 267303 338738 520246 730792 2.67 5.18 4.37 12

Source: Arrived based on Census figures

Population Growth in Villages in Panchayat Unions

3.13 Attanthangal, Nallur, Sembilivakkam, Vijayavallur in Sholavaram Panchayat
Union, Surapattu and Puttagaram in Puzhal Panchayat Union, Keelakondaiyur,
Nolambur, Vanagaram, Ayapakkam, Nerkundram and Ramapuram in Villivakkam
Panchayat Union, Nemilicheri Nochimedu in Poonamallee Panchayat Union,
Chinnapanicheri, Kulathavancheri, Srinivasapuram, Ayyappanthangal, Thelliar Agaram,
Mugalivakkam, Manapakkam, Gerugambakkam, Tharapakkam, Kavanur and
Nandambakkam in Kundrathur Panchayat Union, Neelankarai, Injambakkam, Okkiam
Thuraipakkam, Kovilambakkam, Mudichur, Vengaivasal, Maduraipakkam, Mullaicheri,
Arsankalani and Uthandi in St.Thomas Mount Panchayat Union and Mannivakkam in
Kattankulathur Panchayat Union have recorded high growth rate during in 1991-2001
exceeding 5%. The villages in St. Thomas Mount Panchayat Union recorded the highest
annual growth rate of 6% during 1991 - 2001.

53
3.14 The overall growth of population in CMA from 1971 to 2001 is given in the table
below:

Table No. 3.09: Growth of Population in CMA, 1971 - 2001

Annual Rate of

Density per

in 2001
Population (in lakhs) growth

Area in
Sq.km.

Hect.
Sl.
(in percent)
No.
71- 81- 91-
1971 1981 1991 2001
81 91 01
1. Chennai City 26.42 32.85 38.43 43.44 2.20 1.58 1.23 176 247

2. Municipalities 4.84 8.14 11.84 15.81 5.24 3.80 2.91 240 66

3. Town
1.11 1.64 2.71 3.86 4.43 4.94 3.62 156 25
Panchayats
4. Panchayat
2.67 3.38 5.20 7.31 2.40 4.38 3.58 617 12
Unions
5. CMA Total 35.04 46.01 58.18 70.41 2.76 2.37 1.93 1189 59
Source; Arrived based on Census figures

Growth of Population in CMA 1971-2001

45
40
Population (in lakhs)

35 Chennai
30 City

25 Municipalit
y
20
Town
15 Panchayats
10
Panchayat
5 Unions

01965 1970 1975 1980 1985 1990 1995 2000 2005

Year

3.15. The rate of growth in the local bodies within CMA is given in the Sheet No 2.5 &
2.6 from which it may be seen that the proximity to the main city and major urban
centres, rail transport availability, ground water availability and residentially developed
land availability are the major reasons for faster growth of certain areas within the
CMA.

Migration

3.16 The cosmopolitan nature of Chennai was a reflection of its attractions to migrant
groups from all over India. Migrants came not only predominantly from the
surrounding Tamil and Telugu speaking areas but also from southern and northern
India. These migrant groups from other states have made their distinctive mark on the
patterns of residential and social organisations within this Chennai Metropolis.

54
3.17 Chennai is a city of migrants like any other metropolitan city in India. According
to 2001 Census, migrants to Chennai City from other parts of Tamil Nadu State
constitute 74.5 % and the table no. 3.10 shows a downward trend in the migration to
the City from 37.24% in 1961 to 21.57% in 2001. Migrants from other parts of India
constitute 23.8% and the remaining 1.71 % of the migrants is from other countries.

Table No. 3.10: Migration to Chennai City, 1961-01 (in Lakhs)

Total migrants to the city from
Other parts of
Population

classi-fiable
Other parts % of Total
India Other

migrants
Total

of Tamil Migrants to

Un-
Year

Total
(Excluding Countries the total
nadu
Tamilnadu) population
No. % No. % No. %
1961 17.29 4.47 69.45 1.71 26.6 0.25 3.90 -- 6.44 37.24

1971 24.69 5.51 70.61 2.00 25.63 0.29 3.76 -- 7.80 31.59

1981 32.84 7.19 71.28 2.55 25.31 0.34 3.41 -- 10.08 30.70

1991 38.43 6.44 70.51 2.42 26.47 0.28 3.01 0.04 9.18 23.90

2001 43.44 6.98 74.49 2.23 23.80 0.16 1.71 9.37 21.57

Source: Census of India, 1961, 1971 & 1981, 1991 Social and Cultural Table

MIGRATION TO CHENNAI CITY 1961- 2001

800000

700000

600000
MIGRATION IN LAKHS

500000

400000

300000

200000

100000

0
1961 1971 1981 1991 2001
YEAR

OTHER PARTS OF TN OTHER PARTS IN INDIA OTHER COUNTRIES

55
3.18 According to 1991 Census migrants from the nearby districts of Chengalpattu
District (now bifurcated as Kancheepuram and Thiruvallur Districts), North Arcot
District (now renamed as Vellore District) and South Arcot District (now bifurcated as
Villupuram and Thiruvannamalai Districts) alone constitute 33% and Thirunelveli and
Thanjavur Districts constitute another 21% of total migrant population to Chennai City.
From the table no. 3.11 it may also be seen that the proportion of migration from other
districts have almost tripled.

Table No. 3.11: Migration to Chennai city from the Districts of Tamilnadu,
1961-91

No. Of Migrants to Chennai city Percentage to Total Migrants

District
1961-71 1971-81 1981 - 91 1961-71 1971-81 1981 - 91
Chengalpattu 151000 150000 81830 27.5 20.9 12.8
North Arcot 84000 108000 65550 15.3 15.0 10.3
South Arcot 55000 71000 63670 10.0 9.9 10.04
Thirunelveli 54000 79000 55530 9.8 11.0 8.75
Tanjavur 50000 85000 76760 9.1 11.8 12.1
Ramanathapuram 40000 61000 24390 7.3 8.5 3.84
Thiruchirapalli 31000 38000 39170 5.6 5.3 6.2
Madurai 31000 51000 47292 5.6 7.1 7.5
Other Districts 54000 80000 180230 9.8 10.5 28.4
Total 550000 719000 634422 100.0 100.0 100.0

Source: Structure Plan for MMA, and Census of India 1981and 1991 Tamilnadu Migration
Tables

Number of Migrants to Chennai City

200000
180000
160000
140000
120000
100000
80000
60000
40000
20000
0
1961-71 1971-81 1981 - 91
Year

Chengalpatu North Arcot South Arcot

Thirunelveli Tanjore Ramanathapuram
Thiruchirapalli Madurai Other Districts

56
3.19 Increase in immigration to the City and also to the CMA is evident from the table
Nos. 3.11 and 3.12.

3.20 Study conducted by the Time Research Foundation in 1991 (sponsored by

CMDA) showed that:
i) Migrants from other urban areas constitute 63.4% and only 36.3% are from
rural areas.
ii) Among migrants from urban areas, female migrants outnumber male migrants.
iii) Among rural migrants, male migrants out-number female migrants.
iv) Among total migrants there is near parity as between male and female migrants.
v) In respect of migrants from southern region of the state, the urban proportion
(75%) is higher and the rural proportion being only 25%
vi) Among migrants from other southern states of India, there are more female
migrants than male migrants (with migrants from Kerala being an exception) and
vii) The reason on 'family moved' shows the household movement and it constitutes
30%; for marriage reasons another 25% migrated.

Table No. 3.12: Migration into CMA 2001

Sl. Percentage
Place Males Female Total
No. to Total
1. Total Migrants 855103 753196 1608299

2. Elsewhere in the district of

138235 124844 263079 16.35
enumeration

3. Other Districts of the State 549214 471981 1021195 63.50

4. Outside the state 155431 145307 300738 18.70

5. Outside India 25360 22360 23287 1.45

Source: Census of India, Tamil nadu Migration Tables-2001

Migration into CMA 2001

Else where in the

1% District of
19% 16% Enumeration
Other Districts of
the State

Outside the State

Outside India

64%

57
 Table No. 3.13: Reasons for Migration into CMA - 2001

Migrants
Reason % to total
Males Females Total
Work & 300939 44761 345700 21.50
Employment
Business 20719 4553 25272 1.57
Education 20314 9157 29471 1.83
Marriage 10737 189828 200565 12.47
Moved after birth 38250 30617 68867 4.28
Moved with the 144611 175205 319816 19.89
Household
others 319533 299075 618608 38.46
Total 855103 753196 1608299 100
Source: Census of India 2001 Tamil nadu Migration Table

Reasons for Migration into CMA

Work and Employment

22% Business

38% Marriage
2%
Education

12% Moved after Birth

4% 2%
Moved with the Hoouse
20%
hold
Others

3.21 The origin of the migrant population to the CMA and the reasons for the
migration are given in the table Nos. 3.12 and 3.13.

3.22 An interesting and important fact found is the out migration from Chennai City
to its suburbs and other areas. The population of the Chennai City in 1991 was 38.43
lakhs which includes 9.18 lakhs migrant population and natural increase of 6.40 lakhs
(for 1981-91) population; the net population increase works out to only 5.59 lakhs
which shows that there was a net out migration of 10 lakhs (30.4% of 1981 population)
from City mostly to the rest of CMA (during 1981-1991). Similarly, an out migration of
10.19 lakhs (26.5% of the 1991 population) is noted during 1991-2001. Though there
were large scale building construction activities noted during the above periods, the out
migration of resident population from Chennai City proves that considerable conversion
of residential premises into non-residential mostly for office, shopping, hotels and other

58
commercial purposes took place; this trend will continue in this metropolis.

Birth rate, death rate and rate of Natural Increase

3.23 Birth rates, death rates and rates of natural increase for the Chennai City are
tabulated below:
(Per 1000 population)
Table No. 3.14: Chennai City - Birth, Death and Natural increase rates 1971-
1976
Year Crude Birth Rate Crude Death Rate Natural increase
rate
1971 38.6 12.3 26.3
1972 37.8 12.7 25.1
1973 36.4 12.4 24.0
1974 34.4 11.5 22.9
1975 34.3 13.1 21.2
1976 32.1 12.0 20.1
Source: Structure Plan for CMA, 1980

(Per 1000 population)

Table No. 3.15: Chennai City - Birth, Death and Natural increase rates 1991-
2003
Year Crude Birth Rate Crude Death Rate Natural increase rate
1991 25.89 9.67 16.22
1992 24.01 9.50 14.51
1993 23.82 9.14 14.68
1994 23.39 9.07 14.32
1995 23.75 8.49 15.26
1996 22.68 8.54 14.14
1997 22.50 8.20 14.30
1998 23.81 9.00 14.81
1999 25.68 8.87 16.81
2000 25.53 8.92 16.61
2001 24.50 8.42 16.08
2002 23.72 8.27 15.45
2003 22.62 8.01 14.61
Source: Corporation of Chennai

3.24 From the above two tables, it may be seen that the registered birth rate in
Chennai City in 1971 was 38.6 and it was varying from 38.6 to 32.1 during 1971-76. It
has now reduced to 22.62 in the year 2003. Similarly the death rate also reduced to a
considerable extent from 13.1 in 1975 to 8.01 in 2003. The rate of natural increase
declined from 26.3 in 1971 to 14.61 in 2003 as detailed in the tables above.

3.25 The factors which affect birth rate includes age structure of population, the
average age of marriage, and the incidence of family planning, among others. Increase

59
in longevity of life due to improved health facilities may also be a reason for reduction in
the death rates in Chennai.

3.26 Birth and death rates in 2001 in some of the local bodies within CMA and also
the average rates in the Kancheepuram and Thiruvallur districts wherein the rest of
CMA falls are given in the Table below which show that these rates vary from local body
to local body and that too a large extent.
(Per 1000 population)

Table No. 3.16: CMA - Birth, Death and Natural increase rates 2001

Natural increase
Local Body Birth Rate Death Rate
rate
Kathivakkam Municipality 24.5 8.42 16.08

Ambattur Municipality 6.52 2.90 3.62

Avadi Municipality 13.05 3.21 9.84

Thiruverkadu Municipality 1.77 6.02 4.25

Maduravoyal Municipality 2.32 2.91 0.59

Valasarawakkam Municipality 16.21 3.91 12.30

Alandur Municipality 18.06 5.59 12.46

Ullagaram-Puzhudhivakkam 4.96 3.15 1.81

Municipality

Anakaputhur Municipality 3.04 3.92 0.88

Pammal Municipality 5.86 4.70 1.16

Pallavaram Municipality 26.50 4.80 21.70

Tambaram Municipality 21.88 6.13 15.75

Districts

Thiruvallur 11.26 4.73 6.53

Kancheepuram 15.58 5.74 9.84

Source: Concerned Local Bodies and Statistical year Book 2001

Age Structure

3.27 Age structure of a population in a city / metropolis plays a major role in urban
planning. It gives an idea about dependent population, working population, jobs to be
created, the present and future requirements of educational, health and other facilities
and amenities etc. It depends on natality (birth rate), mortality (death rate) and also
migration. Age structure of population in CMA as per Census 1971 to 2001 is given in
the table below:

60
 Table No 3.17: Age Structure in CMA in %
Age Group 1961 1971 1981 1991 2001
0-4 13.20 12.51 11.03 8.68 7.31
5-9 12.39 11.74 10.35 9.56 7.97
10-14 10.64 10.97 11.37 10.51 8.95
15-19 8.66 9.97 10.61 10.22 9.55
20-24 10.73 11.05 10.68 11.14 10.47
25-29 10.21 9.29 9.61 10.20 10.33
30-34 7.98 7.15 7.46 8.06 8.46
35-39 6.69 6.99 6.66 7.48 8.04
40-44 5.49 5.14 5.36 5.68 6.19
45-49 4.15 4.33 4.70 4.98 5.50
50-54 3.65 3.51 3.70 3.92 4.37
55-59 2.10 2.46 2.73 2.90 3.10
60-64 2.06 2.30 2.40 2.64 2.83
65-69 1.10 1.15 1.37 1.51 1.96
>70 1.20 1.65 1.97 2.33 3.02
not stated 0.00 0 0.18 1.93
Total 100.00 100.21 100 100.00 100.00
M- Male, F- Female, T- Total
Source: CMDA /TRF Study data Hand book 1991
Census of India, Social and Cultural Tables 1961, 1971, 1981, 1991&2001

3.28 From the above, it may be seen that the proportion of primary school going
children percentage has reduced from 12.39% in 1961 to 7.97% in 2001 and the
proportion of Secondary school going age group has also reduced from 10.64 in 1961 to
8.95 in 2001. But the proportion of old age group has increased from 4.36 to 7.81% in
the said period.

Sex Composition
3.29 Sex ratio is denoted by number of females per 1000 males. In Chennai the ratio
has improved over the decades, though it is lower than the Tamil Nadu average.
However, it is much above the Indian National average of 900 in urban areas.

Table No. 3.18: Sex ratio in Chennai City, CMA, Tamil Nadu and India

Year Chennai CMA Tamil nadu India

City
Urban Total Urban Total
1961 901 909 963 992 N.A. N.A.
1971 904 907 951 978 N.A. N.A.
1981 934 927 956 977 878 933
1991 930 936 951 972 893 929
2001 957 956 981 987 900 932
Source: Census of India, 1961, 1971, 1981, 1991 Social and cultural Tables and 2001
census of Tamil nadu

61
Literacy

3.30 Literacy is defined as the ability to read and write in any single language. The
literacy levels in Chennai City and CMA were higher than the state average.

Table No. 3.19: Trends in Literacy levels in Chennai Metropolitan Area - 1961-
2001

Literacy rate (in percentage)

Units
1961 1971 1981 1991 2001

City 59.47 62.01 68.68 72.54 76.81

CMA 54.82 58.64 66.56 70.32 76.09

T.N. 36.39 45.40 54.40 62.70 73.50

Source: Census of India, 1961, 1971, 1981, 1991 Social and Cultural Tables and 2001
Census of Tamil Nadu)

Literacy Level in CMA

80 CITY
IN PERCENTAGE

60
CMA
40

20
T.N
0
1961 1971 1981 1991 2001
YEAR

Population Projection
3.31 Population projection for Chennai City and CMA had been made earlier on
various occasions; the details of the same are given in the Table below summarising the
earlier forecasts.

62
Table No.3.20: Summary of Population Estimates 1991-2011 Population in lakhs)

Sl. 1991 2001 2011 Method

Description
No. CMA City CMA City CMA City Adopted
1. Master Plan [1971]
-Projections 58 43 71 53 -- --
-Assigned as per the 58 36 71 40
strategy
2. Madras Urban Development 59 43 71 53 -- -- Exponential
Project (MUDP I) (World Bank, 57 43 69 51 Component
1974)
3. MMA Structure Plan 73 54 -- -- -- --
(MMDA, 1980)
4. NCU: 1988 74
- Registrar General
Census of India
- United Nations 82
5. MMA, Demography, 1981 60 43 81 59 - -- High
(MMDA undated) 60 43 77 55 Medium
6. Department of Statistics 61 43 78 54 98 --
(Government of Tamil Nadu)
7. MMDA Projections: 1989 60 41 79 51 104 58 Geometric
59 40 75 49 95 60
Actual as per Census 58.1 38.4 70.3 43.4 -- --
Source: Report on Madras 2011, Policy Imperatives-An Agenda for Action by TRF &
CMDA1991 (Volume III)

3.32 As part of the Second Master Plan preparation exercise the following population
estimate had been made in the 1995 draft Second Master Plan.

Table No. 3.21: Draft Second Master Plan Population Estimate for CMA 1992011
(Population in lakhs)
Year Chennai Metropolitan Area Chennai City
Low Medium High Low Medium High
1991 54.41 59.17 64.15 37.24 40.34 43.56
1996 58.94 66.76 75.26 39.69 44.69 50.08
2001 63.79 75.22 88.09 42.31 49.47 57.48
2006 69.00 84.64 102.84 45.07 54.72 65.84
2011 74.57 95.09 119.84 48.00 60.46 75.27

3.33. It was stated in the report that the population with medium growth rate could be
the more accurate population for the period up to 2011 and concluded that the (then)
estimated population were as follows:

63
 (Population in Lakhs)
Year CMA Chennai City
1996 66.76 44.69
2001 75.22 49.47
2006 84.64 54.71
2011 95.09 60.46

3.34 As the Tables above illustrate, the population projections are not to be
considered exact; rather they reflect the natural growth, migration trends and
assumption made at the time of the estimates, including vision then for development in
the city/CMA. Review of the population forecast made earlier shows that actually there
were reductions in natural increase and migration, when comparing the assumptions
made for the projections. However, it is seen that the population projected based on
land use assignment and first Master Plan strategy is very close to the actual and it
showed that the population increase was as anticipated / planned in the first Master
Plan.

3.35 Now, for projecting the population up to 2026, the following methods have been
adopted:
(i) Linear method
(ii) Geometric growth method
(iii) Exponential Curve method
(iv) Urban-Urban Growth Difference (UUGD) method
(v) Urban-Urban and Rural Growth Difference (UURGD) method

3.36 Methodology adopted, assumption made, estimate arrived are given in the
Annexure to this Chapter. For projection of the population, UUGD method is found
suitable for the City and UURGD method is found more appropriate for the CMA as a
whole, with the assumption of growth rate based on history and judgment and also the
future urbanisation and population policies. For forecast of population of individual
municipalities and other local bodies within CMA, the exponential curve method is
found suitable (when considering also the trends in growth over the past decades).

3.37 The population projection made for the CMA as a whole, Chennai City, 16
Municipalities, 20 Town Panchayats and for the villages in 10 Panchayat Unions in CMA
are given in the Tables below:

64
Table No. 3.22: Population Projections (Various methods) - Chennai City
Year Actual Projected Population
Population
Linear Geometric Exponential UUGD UURGD
1971 2642403
1981 3284622
1991 3843195
2001 4343645
2006 4706630 4718968 4722228 4627915 4724150
2011 5069614 5126721 5133807 4950145 5144832
2016 5432599 5569707 5581259 5238817 5565962
2021 5795584 6050970 6067710 5540456 6024451
2026 6158569 6573818 6596559 5855804 6524126

ChennaiI City Population Projection

7000

6500

6000

5500

5000
Population in 000

4500

4000 Actual Population

Geometric
3500 Exponential

Linear
3000
UUGD

UURGD
2500
1971 1976 1981 1986 1991 1996 2001 2006 2011 2016 2021 2026

Year

Table No. 3.23: Population Projections (Various methods) - CMA

Year Actual Projected Population
Population
Linear Geometric Exponential UUGD UURGD
1971 3505502
1981 4601566
1991 5818479
2001 7040582
2006 7860735 7927646 7875703 7815056 7896230
2011 8687731 8953451 8702252 8711726 8871228
2016 9514727 10162041 9528802 9710880 9966636
2021 10341723 11600796 10355352 10824396 11197753
2026 11168719 13334095 11181902 12065697 12582137

CMA-Population Projection

65
 12500

12500

11500

10500
Population in 000

9500

8500

7500

6500 Actual Population

Geometric
5500 Exponential

Linear
4500
UUGD

UURGD
3500
1971 1976 1981 1986 1991 1996 2001 2006 2011 2016 2021 2026

Year

Table No. 3.24: Projected Population for CMA and Chennai City(In Lakhs)

Sl. Actual Projection

Description
No. 2001 2006 2011 2016 2021 2026
1 CMA 70.41 78.96 88.71 99.66 111.97 125.82
2 Chennai City 43.44 46.28 49.50 52.39 55.40 58.56

Table No. 3.25: Population Projection for Municipalities within CMA (In Lakhs)
Annual rate
Actual

Sl. Projection
2001

of growth Density
Description
No. assumed in 2026
% 2006 2011 2016 2021 2026
1 Kathivakkam 0.33 2.0 0.36 0.40 0.43 0.49 0.54 113
2 Thiruvottiyur 2.12 2.5 2.41 2.73 3.09 3.50 3.97 186
3 Madhavaram 0.76 4.0 0.93 1.14 1.39 1.69 2.07 119
4 Ambattur 3.11 4.5 3.89 4.88 6.11 7.65 9.58 254
5 Avadi 2.30 3.0 2.67 3.10 3.60 4.18 4.86 79
6 Poonamallee 0.42 4.0 0.52 0.64 0.78 0.95 1.16 177
7 Thiruverkadu 0.32 3.0 0.37 0.43 0.51 0.59 0.68 37
8 Maduravoyal 0.43 3.5 0.52 0.62 0.74 0.88 1.05 219
9 Valasarawakkam 0.31 3.5 0.37 0.44 0.52 0.62 0.74 250
10 Alandur 1.46 1.5 1.57 1.70 1.83 1.97 2.13 263
Ullagaram-
11 Puzhudhivakkam 0.30 4.0 0.37 0.46 0.55 0.68 0.83 227

12 Anakaputhur 0.32 2.7 0.36 0.42 0.48 0.55 0.63 210

13 Pammal 0.50 3.0 0.58 0.67 0.78 0.91 1.05 204
14 Pallavaram 1.45 3.0 1.68 1.95 2.27 2.64 3.06 190
15 Tambaram 1.38 2.5 1.56 1.77 2.01 2.27 2.58 124
16 Manali 0.29 4.0 0.35 0.43 0.52 0.64 0.78 104
Total 15.81 3.98 18.52 21.75 25.60 30.20 35.69 149

66
Table No. 3.26: Population Projection to Town Panchayats in CMA (In Lakhs)

Annual Projection
Sl. Actual rate of
Density
Description growth
No. 2001 2026
assumed 2006 2011 2016 2021 2026
in %

1 Minjur 0.23 2.5 0.27 0.30 0.35 0.39 0.44 51

2 Chinnasekkadu 0.10 2.5 0.11 0.13 0.14 0.16 0.18 109

3 Puzhal 0.21 3.0 0.24 0.28 0.32 0.38 0.44 65

4 Naravarikuppam 0.18 2.0 0.20 0.22 0.25 0.27 0.30 15

5 Thirunindravur 0.29 5.0 0.38 0.48 0.62 0.80 1.02 70

6 Porur 0.29 4.0 0.35 0.43 0.53 0.64 .79 211

7 Thirumazhisai 0.16 2.0 0.18 0.20 0.22 0.24 0.27 37

8 Mangadu 0.19 3.0 0.23 0.26 0.30 0.35 0.41 73

9 Nandambakkam 0.09 2.0 0.10 0.11 0.13 0.14 0.15 59

10 Meenambakkam 0.04 2.0 0.04 0.04 0.05 0.05 0.06 20

11 Kundrathur 0.25 2.0 0.28 0.31 0.34 0.37 0.41 34

12 Thiruneermalai 0.19 2.0 0.21 0.23 0.26 0.29 0.32 54

13 Perungalathur. 0.20 6.0 0.26 0.36 0.48 0.65 0.88 125

14 Peerkankaranai 0.18 2.0 0.19 0.21 0.24 0.26 0.29 164

15 Chitlapakkam 0.25 2.5 0.29 0.33 0.37 0.42 0.47 163

16 Sembakkam 0.21 7.00 0.30 0.43 0.61 0.87 1.24 195

17 Madambakkam 0.17 8.0 0.25 0.38 0.56 0.84 1.26 159

18 Perungudi. 0.24 5.0 0.30 0.39 0.50 0.64 0.82 177

19 Pallikkaranai 0.22 6.0 0.30 0.40 0.54 0.73 0.99 73

20 Sholinganallur. 0.16 9.0 0.24 0.38 0.60 0.94 1.48 96

Total 3.86 4.73 5.89 7.41 9.45 12.22 78

67
Table No.3.27: Population Projection for Panchayat Unions within CMA (in Lakhs)

Annual
Projection
Actual rate of Density
Sl.
Description growth 2026
No. 2001 assumed
2006 2011 2016 2021 2026
in %
Minjur
1 0.23 1.8 0.28 0.33 0.38 0.45 0.54 13
(4 Villages)

Sholavaram (41
2 0.97 1.6 1.12 1.30 1.51 1.76 2.06 16
Villages)

Puzhal
3 0.51 1.4 0.60 0.75 0.95 1.23 1.60 34
(28 Villages)

Villivakkam (25
4 1.43 2.2 1.73 2.12 2.64 3.32 4.27 51
Villages)

Thiruvallur (1
5 0.09 3.5 0.10 0.12 0.15 0.18 0.21 18
village)

Poonamallee (42
6 0.72 1.3 0.73 0.82 0.93 1.06 1.21 16
villages)

Kundrathur (30
7 1.06 1.9 1.25 1.49 1.79 2.15 2.59 32
villages)

Sriperumbudur (4
8 -- -- 0 0 0 0 0 0
villages)

St.Thomas Mount
9 1.99 2.6 2.50 3.15 3.98 5.03 6.38 65
(33 Villages)

Kattankulathur (6
10 0.31 2.7 0.39 0.49 0.63 0.81 1.04 37
villages)

Total 7.31 3.45 8.70 10.59 12.96 15.99 19.88 32

Floating Population:
3.38 Arrival of passengers by the 92 inter city trains is estimated to be 1.125 lakhs per
day. Similarly arrival of passengers in inter city buses (2028 arrivals) is estimated to be
about 83,000 per day. These main arrivals of passengers to CMA accounts to 1.955
lakhs. In addition, there are people who commute every day for work, education,
business and others from the adjoining and nearby districts and return home in the
evening. These daily commuters estimated to be 20,000. Hence the people arriving in
CMA through trains, buses and air is estimated to be about 2.25 lakhs and an equal
number of persons may be departing from the metropolitan area. This floating
population should also be taken into account in planning for infrastructure
development in CMA appropriately.

68
 ANNEXURE - III A

1. The following methods were adopted for projection of population.

(1) Linear Method:

P(t+n) = Pt {l+(n x a)}

where Pt - is population at time 't';

P(t+n) - is population at time 't+n';

n - is no. of time periods;

a - is average change in the past time periods.

(2) Geometric Growth Method:

P(t+n) = Pt (l+r)n

where Pt - is population at time 't';

P(t+n) - is population at time 't+n';

n - is number of time period;

r - is average percentage of change in population over past time

period.

Note: Often the rate 'r' is not calculated, but estimated based on historical patterns, and judgment for the
future.

(3) Exponential Curve Method:

P(t+n) = Pt x e rt

where Pt - is population at time 't';

P(t+n) - is population at time 't+n';

n - is number of time period;

r - is average percentage of change in population over past

time period.

Note: Often the rate 'r' is not calculated, but estimated based on historical patterns, and judgment for the
future.

69
(4) Urban - Urban Growth Difference (UUGD) Method

U1 = T1 + dR x U
T

where U - Urban population at time 't';

U1 - Urban population at time 't+1';

T - Total population at time 't';

T1 - Total population at time 't+1';

d - u-r, where u - urban growth rate;

r - rural growth rate;

R - Rural population at time 't';

C1 = U1 + dU1 x C
U

Where C - City population (Chennai/CMA) at time 't';

C 1- City population (Chennai/CMA) at time (t+1);

U1 - Urban population (CMA/Tamil Nadu) at time (t+1);

U1 - Rest of urban population (i.e. U-C);

U - Urban population (CMA/Tamil Nadu) at time 't';

d - rc - ru where

rc - the rate of growth of city population;

ru - the rate of growth of urban population.

(5) Urban - Urban - Rural Growth Difference (UURGD) Method:

C1 = w1 (U1 + d1U1) + w2 (T1 + d2R) C

U T

Where U - Urban population at time 't';

U1 - Urban population at time 't+1';

U1 - Rest of urban population (i.e. U-C);

T - Total population at time 't';

T1 - Total population at time 't+1';

R - Rural population at time 't';

d1 - rc - ru;

70
 d2 - rc - rr;

w1, w2 - Weights of these population components;

C - City population at time‘t’;

C1 - City population at time‘t + 1’;

rc - rate of growth of city population;

ru - rate of growth of urban population;

rR - rate of growth of rural population.

Note: w1 + w2 = 1.0. The quantum of weight is determined based on urbanisation level.

At low levels of urbanisation contribution from rural areas will be more, and
vice versa. The weights adopted based on the U.N. method is as follows:

Level of Urbanisation w1 w2
in percent

25 0.2 0.8

30 0.3 0.7

50 0.4 0.6

60 0.6 0.4

75 0.8 0.2

Assumptions made

Tamil Nadu Population

2. The historical pattern of annual growth rate of Tamil Nadu population was as
detailed in Table A in Annexure III B. It varied from 0.85% to 3.72% in respect of
urban, -0.52% to 1.53% in respect of rural, and 0.34% to 2.03% in respect of total
population.

3. The annual rate of growth assumed for Tamil Nadu for population projection
as low, medium and high category of growth rate, is 2.0%, 2.5% and 3.0% for urban,
and 1.0%, 1.1% and 1.2% for the total population; the rural population growth rate has
been arrived out of the total and urban population growth rates assumed.

CMA/City Population:

4. The annual growth rates of population in 1971-81, 1981-91, and 1991-2001

were 2.76%, 2.37% and 1.93% respectively for CMA and 2.2%, 1.58% and 1.23%
respectively for the Chennai City. The average rate of annual growth arrived for these
three periods was 2.35% for CMA and 1.67% for City and the same was adopted for
linear, geometric and exponential growth methods of projection.

71
 5. Projection of population for individual Corporation Division was made based
on average annual growth rates. In respect of villages, Town Panchayats and
Municipalities, future growth rates were assumed based on the past and judging the
future trends. For UUGD and UURGD method, the assumption made based on the
historical pattern is given below:

Growth Rates assumed in %

Tamil
Year Growth TN Urban Rest of TN Chennai
rate Nadu population Urban City CMA
category population
(TN)

Low 1.00 2.00 2.50 1.00 2.00

2006 Medium 1.10 2.50 3.00 1.50 2.50

High 1.20 3.00 4.00 2.00 2.75

Low 1.00 2.00 2.50 1.00 2.00

2011 Medium 1.10 2.50 3.00 1.50 2.50

High 1.20 3.00 4.00 2.00 2.75

Low 1.00 2.00 2.50 1.00 2.00

2016 Medium 1.10 2.50 3.00 1.25 2.50

High 1.20 3.00 4.00 1.50 2.75

Low 1.00 2.00 2.50 1.00 2.00

2021 Medium 1.10 2.50 3.00 1.25 2.50

High 1.20 3.00 4.00 1.50 2.75

Low 1.00 2.00 2.50 1.00 2.00

2026 Medium 1.10 2.50 3.00 1.25 2.50

High 1.20 3.00 4.00 1.50 2.75

72
 ANNEXURE IIIB

POPULATION PROJECTION URBAN - URBAN GROWTH DIFFERENCE METHOD AND

URBAN RURAL GROWTH DIFFERENCE METHOD

Table No. A Population and Growth Rate - Tamil Nadu

Population Growth rate

Year
Urban Rural Total Urban Rural Total
1901 2724781 16527849 19252630
1911 3149137 17753479 20902616 1.46% 0.72% 0.83%
1921 3428079 18200439 21628518 0.85% 0.25% 0.34%
1931 4230382 19241717 23472099 2.13% 0.56% 0.82%
1941 5173682 21093825 26267507 2.03% 0.92% 1.13%
1951 7333525 22785522 30119047 3.55% 0.77% 1.38%
1961 8990528 24696425 33686953 2.06% 0.81% 1.13%
1971 12464834 28734334 41199168 3.32% 1.53% 2.03%
1981 15951875 32456202 48408077 2.50% 1.23% 1.63%
1991 19077592 36781354 55858946 1.81% 1.26% 1.44%
2001 27483998 34921681 62405679 3.72% -0.52% 1.11%

Table No. B Population Projection - Tamil Nadu 2006 – 2026 Exponential Method

Projected Population Annual Growth Rate assumed

Year
Urban Rural Total Urban Rural Total
Low 30374515 35230771 65605287 2.00% 0.18% 1.00%
2006 Medium 31143450 34790685 65934134 2.50% -0.08% 1.10%
High 31931850 34332781 66264631 3.00% -0.34% 1.20%
Low 33569031 35399911 68968942 2.00% 0.10% 1.00%
2011 Medium 35290152 34371939 69662091 2.50% -0.24% 1.10%
High 37099517 33262690 70362207 3.00% -0.63% 1.20%
Low 37099517 35405538 72505055 2.00% 0.00% 1.00%
2016 Medium 39988981 33611847 73600828 2.50% -0.45% 1.10%
High 43103489 31609673 74713162 3.00% -1.01% 1.20%
Low 41001307 35221161 76222468 2.00% -0.10% 1.00%
2021 Medium 45313452 32448812 77762264 2.50% -0.70% 1.10%
High 50079109 29254057 79333166 3.00% -1.54% 1.20%
Low 45313452 34817026 80130478 2.00% -0.23% 1.00%
2026 Medium 51346868 30812123 82158991 2.50% -1.03% 1.10%
High 58183624 26055231 84238855 3.00% -2.29% 1.20%

73
Table No. C Urban Population Projection - Tamil Nadu 2006 – 2026 Urban -Urban
Growth Difference (UUGD) Method

Growth Rate
(GR) Assumed Growth Rate Difference in % Projected
in % Tamil Nadu
Year
TN Urban GR D-TN Urban GR (-) Urban
TN TN Population
(-) TN Rural GR for
Urban Rural
TN Rural GR 5 years
Low 2.00 0.18 0.0182 0.0912 30295467
2006 Medium 2.50 -0.08 0.0258 0.1288 31018215
High 3.00 -0.34 0.0334 0.1670 31751609
Low 2.00 0.10 0.0190 0.0952 33484836
2011 Medium 2.50 -0.24 0.0274 0.1371 35157207
High 3.00 -0.63 0.0363 0.1816 36910278
Low 2.00 0.00 0.0200 0.0998 37010422
2016 Medium 2.50 -0.45 0.0295 0.1473 39850548
High 3.00 -1.01 0.0401 0.2007 42913798
Low 2.00 -0.10 0.0210 0.1052 40907826
2021 Medium 2.50 -0.70 0.0320 0.1601 45173577
High 3.00 -1.54 0.0454 0.2268 49905719
Low 2.00 -0.23 0.0223 0.1115 45216488
2026 Medium 2.50 -1.03 0.0353 0.1765 51212639
High 3.00 -2.29 0.0529 0.2645 58059683

Table No.D Population Projection – Chennai Metropolitan Area 2006 – 2026

Urban Urban Growth Difference (UUGD) Method
Growth Rate in
Projected Population
% D-(CMA GR
(-) Rest of
Year Rest of Urban TN Rest of TN
CMA Urban GR} X 5 TN Urban CMA
Urban
TN

2001 Actual 27483998 20450259 7040582

Low 2.00 2.50 -0.025 30295467 22673055 7622412
2006 Medium 2.50 3.00 -0.025 31018215 23210836 7807379
High 2.75 4.00 -0.063 31751609 23952801 7798808
Low 2.00 2.50 -0.025 33484836 25202586 8282250
2011 Medium 2.50 3.00 -0.025 35157207 26454087 8703120
High 2.75 4.00 -0.063 36910278 28212106 8698172
Low 2.00 2.50 -0.025 37010422 28011984 8998438
2016 Medium 2.50 3.00 -0.025 39850548 30149315 9701233
High 2.75 4.00 -0.063 42913798 33216377 9697421
Low 2.00 2.50 -0.025 40907826 31132068 9775758
2021 Medium 2.50 3.00 -0.025 45173577 34359993 10813584
High 2.75 4.00 -0.063 49905719 39097431 10808288
Low 2.00 2.50 -0.025 45216488 34597079 10619410
2026 Medium 2.50 3.00 -0.025 51212639 39159059 12053580
High 2.75 4.00 -0.063 58059683 46014676 12045007

74
 Table No.E Population Projection – Chennai City 2006 – 2026 Urban -Urban
Growth Difference (UUGD) Method
Growth Rate in D
Projected Population
% {Chennai
city GR
(-)
Year Rest of
Chennai Rest of Rest of TN
Urban TN Urban City
City Urban Urban
TN
TN GR}
X5
2001 Actual 27483998 23140353 4343645
Low 1.00 2.50 -0.075 30295467 25781777 4513690
2006 Medium 1.50 3.00 -0.075 31018215 26390300 4627915
High 2.00 4.00 -0.100 31751609 27099216 4652393
Low 1.00 2.50 -0.075 33484836 28784055 4700781
2011 Medium 1.50 3.00 -0.075 35157207 30207062 4950145
High 2.00 4.00 -0.100 36910278 31899083 5011195
Low 1.00 2.50 -0.075 37010422 32117765 4892657
2016 Medium 1.25 3.00 -0.088 39850548 34611731 5238817
High 1.50 4.00 -0.125 42913798 37628878 5284920
Low 1.00 2.50 -0.075 40907826 35818385 5089441
2021 Medium 1.25 3.00 -0.088 45173577 39633121 5540456
High 1.50 4.00 -0.125 49905719 44338989 5566730
Low 1.00 2.50 -0.075 45216488 39925215 5291273
2026 Medium 1.25 3.00 -0.088 51212639 45356835 5855804
High 1.50 4.00 -0.125 58059683 52501644 5858039

Table No: F Population Projection UURGD Method Weights Assigned

Urbanisation Urbanisation
W1 W2 W1 W2
Level Level
35 0.325 0.675 52 0.410 0.590
36 0.330 0.670 53 0.415 0.585
37 0.335 0.665 54 0.420 0.580
38 0.340 0.660 55 0.425 0.575
39 0.345 0.655 56 0.430 0.570
40 0.350 0.650 57 0.435 0.565
41 0.355 0.645 58 0.440 0.560
42 0.360 0.640 59 0.445 0.555
43 0.365 0.635 60 0.450 0.550
44 0.370 0.630 61 0.455 0.545
45 0.375 0.625 62 0.460 0.540
46 0.380 0.620 63 0.465 0.535
47 0.385 0.615 64 0.470 0.530
48 0.390 0.610 65 0.475 0.525
49 0.395 0.605 66 0.480 0.520
50 0.400 0.600 67 0.485 0.515
51 0.405 0.595 68 0.490 0.510
69 0.495 0.505

75
Table No G Population Projection Chennai Metropolitan Area, Urban- Urban Rural Growth
Difference Method - 2006-2026
D1 D2
Growth Rate in
CMA CMA Projected Population
%
GR GR
Year (-) (-)
Rural
Rest of TN TN Rest of
CMA TN TN Total TN Urban TN Rural CMA
Urban Rural Urban
% TN GR GR
2001
Actual 62405679 27483998 20450259 34921681 7040582
2006
Low 2.00 0.18 -0.025 0.0912 65605287 30295467 22591279 35309820 7704188
Medium 2.50 -0.08 -0.025 0.1288 65934134 31018215 23129715 34915920 7888500
High 2.75 -0.34 -0.063 0.1545 66264631 31751609 23781891 34513022 7969718
2011
Low 2.00 0.10 -0.025 0.0952 68968942 33484836 25038579 35484106 8446257
Medium 2.50 -0.24 -0.025 0.1371 69662091 35157207 26294682 34504884 8862525
High 2.75 -0.63 -0.063 0.1691 70362207 36910278 27855103 33451929 9055175
2016
Low 2.00 0.00 -0.025 0.0998 72505055 37010422 27752133 35494633 9258289
Medium 2.50 -0.45 -0.025 0.1473 73600828 39850548 29893713 33750280 9956835
High 2.75 -1.01 -0.063 0.1882 74713162 42913798 32623068 31799365 10290730
2021
Low 2.00 -0.10 -0.025 0.1052 76222468 40907826 30761041 35314643 10146785
Medium 2.50 -0.70 -0.025 0.1601 77762264 45173577 33986861 32588688 11186716
High 2.75 -1.54 -0.063 0.2143 79333166 49905719 38206418 29427447 11699301
2026
Low 2.00 -0.23 -0.025 0.1115 80130478 45216488 34097620 34913990 11118868
Medium 2.50 -1.03 -0.025 0.1765 82158991 51212639 38642934 30946352 12569705
High 2.75 -2.29 -0.063 0.2520 84238855 58059683 44750479 26179172 13309204

76
Table No H Population Projection Chennai City Urban - Urban Rural Growth Difference Method
2006-026
D1
D2
Growth Rate in Chenn
Chennai Projected Population
% ai City
City GR
GR
Year (-)
(-)
Chen Rural TN
Rest of TN Rest of Chennai
nai TN Rural TN Total TN Urban TN Rural
Urban Urban City
City GR
TN GR
2001

Actual 62405679 27483998 23140353 34921681 4343645

2006
Low 1.00 -0.18 -0.08 0.041 65605287 30295467 25685542 35309820 4609925
Medium 1.50 -0.08 -0.08 0.079 65934134 31018215 26294065 34915929 4724150
High 2.00 -0.34 -0.10 0.117 66264631 31751609 26945380 34513022 4806229
2011
Low 1.00 0.10 -0.08 0.045 68968942 33484836 28587362 35484106 4897474
Medium 1.50 -0.24 -0.08 0.087 69662091 35157207 30012375 34504884 5144832
High 2.00 -0.63 -0.10 0.132 70362207 36910278 31581463 33451929 5328815
2016
Low 1.00 0.00 -0.08 0.050 72505055 37010422 31806986 35494633 5203436
Medium 1.25 -0.45 -0.09 0.085 73600828 39850548 34284586 33750280 5565962
High 1.50 -1.01 -0.13 0.126 74713162 42913798 37089749 31799365 5824049
2021
Low 1.00 -0.10 -0.08 0.055 76222468 40907826 35377821 35314642 5530005
Medium 1.25 -0.70 -0.09 0.098 77762264 45173577 39149126 32588687 6024451
High 1.50 -1.54 -0.13 0.152 79333166 49905719 43536872 29427447 6368847
2026
Low 1.00 -0.23 -0.08 0.062 80130478 45216488 39338796 34913990 5877692
Medium 1.25 -1.03 -0.09 0.104 82158991 51212639 44688513 30946352 6524126
High 1.50 -2.29 -0.13 0.189 84238855 58059683 51092126 26179172 6967558

77
 Age Structure in CMA in %

14

12

10

0
0-4 5-9 10-14 15-19 20-24 25-29 30-34 35-39 40-44 45-49 50-54 55-59 60-64 65-69 >70

78
 Chapter IV

ECONOMY
•
The economic history of the World during the 20th century has dramatically
demonstrated that the process of urbanization and economic progress are mutually
reinforcing. Urbanization is closely associated with increasing levels of income and
improvements in social indicators
such as life expectancy, literacy, infant mortality and access to infrastructure
and social services. Data and many supporting studies conclude that cities, especially
bigger cites, mean higher productivity and higher per capita incomes. During 21
century, regardless of ideology, cities are loci and motors of economic and social change.
Studies have shown that urban-based economic activity account for more than 50
percent of GDP in all countries. Cities and towns are not only the loci of production,
but they are also loci of the most important impacts of globalization and hence the
places of change and expectation of the future. Undervalueing urban areas can
unwittingly place the economic and social future of countries at risk. Improved
understanding of the multiple interactors between globalization and city can therefore
contribute to identifying new strategies for protecting and maintaining urban
economies.

4.02 The transformation of the global economy during the last two decades is perhaps
the most important dimension of globalization because it has supported the diffusion of
global culture and provoked deep and broad adjustments within countries and cities
what began as trade in goods and services is now accompanied by the flow of capital
and exchange of currencies in world financial markets. Information technology has
allowed the birth of global interest rates and the increasing movement of capital to new
opportunities for immediate and short-term financial benefits. Concern about ‘footloose
industries’ have given way to cyber markets for finance and investment. At city level,
the rapid entry of new, mostly foreign investors, and new capital led to changes in the
composition of economic activity, particularly favouring financial services and those
industries able to benefit from connectivity. *

4.03 The need for integrated economic and physical planning has been highlighted by
many economists as well as urban planners. As Nigel Harris observes:
"The city is a framework for the concentration and organisation of power and
economic activity for the aggregation and disaggregation of resources. The city's
prime advantage is precisely its concentration of activities and skills. Concentration
today supports the technical advance which ensures mastery of the economy of the

•
The State of the World’s Cities 2004

85
 future. To sustain the city's advantages requires much more rapid change within
than outside the city. Activities cluster and disperse, are merged and subdivided;
some are eliminated, all within a changing modern economy. The future of the
urban area likewise is shifted with speed. Buildings rise and are demolished, new
streets and railways are forced through.

City planning however often seems to freeze the city's form, to trap it in a physical
mode that makes change more difficult. To the planner, the city is too often not an
instrument of economic change and growth but an architectural form or a public
good for a particular class of consumer or a status symbol of the national
government. Where resources are very scarce, the opportunity cost of planning in
isolation from the central priorities of economic development is high. (Nigel Harris,
1978)"

4.04 Modern metropolitan planning involves integration of economic, social,

environmental, infrastructure and management aspects. Employment and income
generation policies must play a key role in urban planning since the main cause of
urban poverty is severe limitations of income to the urban poor.

Tamil Nadu over view

4.05 Tamil Nadu emerged as the third largest economy in India with State Domestic
Product of Rs.1530 billion in 2002-2003.

4.06 The table No 4.01 shows the growth of the Tamil Nadu State income in various
sectors from 1993 to 2003.

Table No. 4.01: Net State Domestic Product (NSDP) in TN by industry of origin

Sl. Per capita

Year Primary Secondary Tertiary Total Income (Rs.
No. in lakhs)
1 1993-94 1355029 1660933 2148360 5164322 8955
2 1994-95 1512212 2019035 2596334 6127561 10503
3 1995-96 1472400 2367212 3132304 6971916 11818
4 1996-97 1668087 2507392 3736627 7912106 13270
5 1997-98 2001844 2680994 4586147 9268985 15388
6 1998-99 2256692 2972778 5349845 10579315 17394
7 1999-2000 2065946 3317462 5890654 11274062 18367
8 2000-2001 2231340 3670174 6708443 12609957 20367
9 2001-2002 2212614 3744409 7299696 13256719 21239
10 2002-2003 1980870 3870118 7827099 13678087 21738
Source: Statistical Hand Book of Tamil Nadu, 2003

86
 Net State Domestic Product by Industry of Orgin

16000

14000

12000

Primary
10000
Thousands
NSDP

Secondary
8000 Tertiary
Total
6000

4000

2000

0
1993- 1994- 1995- 1996- 1997- 1998- 1999- 2000- 2001- 2002-
94 95 96 97 98 99 2000 2001 2002 2003
Year

4.07 The Table No. 4.02 depicts the percentage change in the growth of Gross
Domestic Product in Tamil Nadu.

Table No: 4.02. Growth in Gross State Domestic Product (1993-94)

Prices - A Trend Analysis
Year Primary Sector Secondary Sector Tertiary Sector GSDP
1994-95 11.25 15.66 10.82 12.56
1995-96 (-) 12.56 8.83 8.50 3.45
1996-97 (-) 0.84 1.99 10.29 4.96
1997-98 8.51 2.26 11.90 7.82
1998-99 9.04 1.61 6.19 5.21
1999-2000 (-) 4.77 10.00 7.51 5.81
2000-01(RE) 4.56 5.88 9.45 7.35
2001-02(QE) (-) 2.04 (-) 0.19 6.36 2.68
2002-03(AE) (-) 12.28 0.16 5.13 0.55
AAGR 0.10 5.13 8.46 5.60
Note: R.E – Revised Estimates, Q.E. – Quick estimates, A.E. – Advanced Estimates:
Source: Department of Economics and Statistics, Chennai-6

4.08 At the National level, the Gross Domestic Product grew by 6 percent via-a-vis 5.6
percent in Tamil Nadu. In per capita terms, it increased by 3.97 percent at the National
level whereas it was at 4.29 percent in Tamil Nadu.

87
Table No.4.03: Per capita Income of State and India at current prices
Tamil Nadu India
Sl.No. Year
Rs. Rs.
1 1993-1994 8955 7690
2 1994-1995 10503 8088
3 1995-1996 11818 8499
4 1996-1997 13270 9036
5 1997-1998 15388 9288
6 1998-1999 17394 9733
7 1999-2000 18367 10306
8 2000-2001 20367 10754
9 2001-2002 21239 10774
10 2002-2003 21738 10964
Source: Statistical Hand Book of Tamil Nadu 2003

4.09 The percapita income of Tamil Nadu State has risen from Rs.8, 955 in 1993-94
to Rs.21, 738 in 2002-2003.

Per captia Income of Tamil Nadu and India at current Prices

25000

Tamil Nadu
20000
Percaptia Income in Rs.

15000
India

10000

5000

0
1993-94 1994-95 1995-96 1996-97 1997-98 1998-99 1999-00 2000-01 2001-02 2002-03

year

Structural Transformation:
4.10 The economic structure of Tamil Nadu has metamorphosised from Primary sector
in 1960s to tertiarised activities in 2000s. The percentage share of primary sector has
declined from 43.5 percent in 1961 to 16 percent in 2002.

4.11 As regards the secondary sector, though it has increased from 20 percent in
1960 to 35 percent in 1996, it has declined subsequently. The percentage share of
secondary sector in 2002-03 is only 29, which is mainly because there is a receding
trend in the manufacturing sector.

88
Table No: 4.04: State Economy - Structural changes (in percentage)

Year Primary Sector Secondary Sector Tertiary Sector Total

1960-61 43.51 20.27 36.22 100

1970-71 34.79 26.88 38.33 100

1980-81 25.92 33.49 40.59 100

1990-91 23.42 33.10 43.48 100

1995-96 21.90 34.84 43.27 100

2000-01 19.04 30.49 50.47 100

2002-03 15.97 29.71 54.32 100

4.12 There is considerable increase in the growth of tertiary sector whose share is 54
percent in 2002 and the main reasons attributed to such a rapid growth is the
contribution by the Information Technology, Information Technology Enabling Services
and Business Process Outsourcing.

4.13 The industrial base of Tamil Nadu is diversified in the manufacturing sectors of
automobile, textiles, leather and chemicals. Tamil Nadu is one of the leading States,
which attracts more investment in IT. In terms of Foreign Direct Investment (1991-
2003) Tamil Nadu stood third in the Nation. The new Industrial Policy of Tamil Nadu
2003 emphasize on optimal use of resources, upgradation of managerial skills and
administration, technical improvements and modernization in the filed of
manufacturing sector and infrastructure.

4.14 The industrial production in Tamil Nadu, which was passing through a tough
phase in the past, has shown a moderate increase in 2002-2003, which is 2.4 percent
as against 1.4 percent in 2001-2002. Textile products other than mills’ registered a
growth of 31.9 percent followed by ‘other manufacturing’ (26.7percent), ‘non-metallic
mineral products’ (18.0percent) and ‘paper and paper products’ (12.4percent). The
other groups which registered positive growth are ‘machinery and equipments’
(8.9percent), ‘wool, silk and synthetic fibre textiles’ (7.7percent) ‘metal products and
parts’ (4.3percent) and ‘transport equipment and parts’ (4.3percent). In terms of use-
based classification except the Basic Goods industries, the other industries i.e. capital
goods, intermediate goods and consumer goods have shown moderate growth. The
consumer durable goods have recorded the highest growth rate of 16.5percent.

89
Information Technology Industries:
4.15 The Information Technology (IT) Industry in India is among the fast growing
segments of the Indian Industry, compounded with an annual growth rate exceeding 50
percent. Tamil Nadu’s contribution to IT industry is significant. The key elements which
have made Tamil Nadu an important place in this area are availability of skilled and
educated man power, comparatively higher standard of Educational Institutions, sound
infrastructure and lower costs of operation.

4.16 As per the Economic Appraisal Report 2002-2003, the Tamil Nadu State is the
second largest software exporter in the country next to Karnataka. The number of
software companies which was 10 in 1993-94 and exported software to the tune of only
Rs.2.4 crores expanded to 934 software units and exported software to the tune of
Rs.6315.51 crores in 2002-03 accounting for 17 percent share in all India. It is noted
that the global recession did not hinder the software export from Tamil Nadu.

Table No: 4.05: Growth of Software/Hardware Industry in Tamil Nadu

Software Industry Hardware Industry

Year No. of Value of exports No. of Value of exports
units (Rs. in Crores) units (Rs. in Crores)
1993-94 10 2.400 - -
1999-00 601 1914.00 8 399.82
2000-01 766 3116.00 12 575.65
2001-02 865 5223.00 10 482.43
2002-03 934 6315.51 11 698.25
Source: Software Technology Parks of India, Chennai and SPC Note

Information Technology Enabled Services

4.17 Focusing the immense employment opportunities in Information Technology
Enabling Service, Government of Tamil Nadu has taken several steps to leverage the
strength of the State to make Tamil Nadu as the prime destination for Information
Technology Enabled Services.

Agencies that promote industries in Tamil Nadu

Tamil Nadu Industries Development corporation (TIDCO):
4.18 Tamil Nadu Industries Development Corporation (TIDCO) established in 1985
played a vital role in infrastructure development for industrial growth in Tamil Nadu,
including CMA. TIDCO has promoted 75 projects in Tamil Nadu with the employment
potential of 1.38 lakh persons. Recently the Government of India has given in principle
approval for setting up of Special Economic Zone (SEZ) at Ennore; it is proposed to be
implemented by the Ennore SEZ Company formed for this purpose.

90
Small Industries Development Corporation (SIDCO)
4.19 Small Industries Development Corporation (SIDCO) established in 1970 has
developed 74 industrial estates in Tamil Nadu. In CMA, it has developed industrial
estates at Ambattur, Guindy, Thirumudivakkam, Thirumazhisai, Thirumullaivoyal, etc.
It has constructed 4244 sheds in Tamil Nadu with an employment potential of 41,450.

State Industries Promotion Corporation of Tamil Nadu (SIPCOT) Limited:

4.20 State Industries Promotion Corporation of Tamil Nadu (SIPCOT) limited, a fully
owned premier institution, established in the year 1972, has been a catalyst in
development of small, medium and large scale industries in Tamil Nadu. The main
function of SIPCOT is to establish, develop, maintain and manage industrial complexes,
parks and growth centers in Tamil Nadu.

4.21 SIPCOT has created industrial complexes and parks in various strategically
located places in Tamil Nadu. SIPCOT has developed the Information Technology Park
at Siruseri (3 km south of CMA) extending over an area of 868 acres with all attendant
facilities.

Electronic Corporation of Tamil Nadu (ELCOT):

4.22 The Electronic Corporation of Tamil Nadu (ELCOT) is a pioneer in implementing
IT related projects in the State. It is the nodal agency for the Government of Tamil Nadu
in implementing IT policy and programmes. As on 2002-03, it had promoted 39 projects
at the cost of Rs.426 crores in the joint, associate and escort sectors covering a wide
range of electronic products.

Distribution of Enterprises and Establishment in CMA:

4.23 Considering the fact that the economy is moving towards liberalization, the need
to highlight and monitor its impact has become essential, the Department of Economics
and Statistics, Govt. of Tamil Nadu has conducted the Economic Census, in 1998 fourth
in the series and published the report in 2000 (when it was conducted, the
Kancheepuram District was not bifurcated and hence the Thiruvallur District did not
come into existence). The data contained therein are with reference to the following
definitions:

(a) Enterprise - is an undertaking engaged in production and or distribution of

goods and or services not for the sole purpose of own consumption.
(b) Own Account Enterprises - are enterprises owned and operated with the
help of household reasons only.
(c) Establishments – are enterprises operating with at least one hired worker
on a regular basis.

91
Table No.4.06: Distribution of Enterprises, Establishments and Employment in Chennai and Kancheepuram Districts
Chennai District Kancheepuram District Tamil Nadu
Rural Urban Total Rural Urban Total Rural Urban Total
1 Distribution of Enterprises
OAE 0 38682 38682 31270 26622 57892 918631 506292 1424923
Establishment 0 109321 109321 20101 25722 45823 489475 599726 1089201
Total 0 148003 148003 51371 52344 41742 1408106 1106018 2514124
2 No. of Persons working
OAE 0 49090 49090 42577 39428 82005 1470096 764967 2235063
Establishment 0 566747 566747 115941 118769 234710 2113270 2842692 4955962
Total 0 615837 615837 158518 158197 316715 3583366 3607659 7191025
3 Employment per enterprise
OAE - 1.3 1.3 1.4 1.5 1.4 1.6 1.5 1.6
Establishment - 5.2 5.2 5.8 4.6 5.1 4.3 4.7 4.6
Total - 4.2 4.2 3.1 3.0 3.1 2.7 3.3 2.9
4 No. of Agriculture
OAE 0 476 476 9788 2101 11889 224374 26814 251188
Establishment 0 603 603 2099 533 2632 40345 11377 51722
Total 0 1079 1079 11887 2634 14521 264719 38191 302910
5 Employment in Agriculture
OAE 0 608 608 14348 2662 17010 339897 39996 379893
Establishment 0 2175 2175 8379 2141 10520 135275 41824 177099
Total 0 2783 2783 22727 4803 27537 475172 81820 556992
6 Non-Agriculture
OAE 0 38206 38206 21482 24521 46003 694257 479478 1173735
Establishment 0 108718 108718 18002 25185 43191 44913 588349 1037479
Total 0 146824 145824 39484 49710 89194 739170 1067827 2211214
7 No. of hired workers in non-agriculture
Establishment 0 459753 459753 96466 92731 189197 1654318 2203040 3857358
OAE - Own Account Enterprises

92
4.24 Agriculture enterprise and establishments in Chennai and Kancheepuram
Districts account for minimum and contribute about 5.15 percent to Tamil Nadu. The
non-Agriculture enterprise for these two districts works out to 10.58percent of the
State. The employment per enterprise is also high when comparing the State average.
Number of hired workers in the CMA districts works out to 16.8percent of the State.

4.25 Indian economy is going through structural changes. The share of value added
by the primary sector is consistently declining whereas the share of non-primary sector
has been increasing Tamil Nadu and CMA are not exceptions to the trend.

Table No.4.07: Non-Agriculture Establishments by size, class of employment

Kancheepuram
Sl. Employment Chennai District District Tamil Nadu
No. Size
No. Percent No. Percent No. Percent
1. 1–5 86284 79.37 37132 85.97 871654 84.02
2. 1–9 12684 11.67 2949 6.83 92149 8.88
3. 10 – 14 4560 4.19 1238 2.87 37029 3.57
4. 15 – 19 1767 1.63 598 1.38 13346 1.29
5. 20 – 24 1069 0.98 285 0.66 7662 0.74
6. 25 – 49 1652 1.52 552 1.28 10078 0.97
7. 50 – 99 588 0.54 276 0.64 3763 0.36
8. 100 – 199 72 0.07 79 0.18 1025 0.10
9. 200 – 499 25 0.02 62 0.14 539 0.05
10. 500 and above 12 0.01 20 0.05 234 0.02
Total 108713 100.00 43191 100.00 1037479 100.00
Source: Economics Census of Tamil Nadu, 1998

4.26 From the above, it is seen that the non-agriculture establishments in1998 with
50 and above workers was only 0.64 percent in Chennai and 1.01percent in
Kancheepuram Districts against 0.53 percent for the State. The number of non-
agriculture establishments in Chennai and Kancheepuram Districts work out to 10.67
percent of the State figures.

Industries in CMA.
4.27 Major industries in CMA are automobile and transport equipment manufacture
and their ancillary industries, railway coach building, petro chemicals and fertilizers,
automotive tyres, bicycles, electrical and other machinery, and leather products. Some
of the large units are located at Ennore, Thiruvottiyur, Manali, Sembiam, Padi,
Ambattur, and Porur and along GST Road apart from the Integral Coach Factory at
Perambur, and Heavy Vehicles Factory at Avadi. Many small and medium scale

93
industries are located at Vyasarpadi, Ambattur, Villivakkam, Guindy and Thirumazhisai
and industrial estates at Madhavaram, Kodungaiyur, Poonamallee, Noombal,
Perungudi, Seevaram and Sholinganallur. Simpson, Addison and TVS industries are
located in the heart of the City along Anna Salai. MEPZ spreading over an area of 261
acres is functioning at Tambaram. Leather tanneries and leather based industries are
located at Pammal and Madhavaram. Thermal Power Plants are located at Basin Bridge
and Ennore. Many of the smaller units are scattered in various parts of the Chennai
City and the rest of CMA. Industrial estate for leather goods is being developed at
Thirumudivakkam.

4.28 Large-Scale automobile engineering, glass and ceramic industries are located
within 50 Km. from CMA at Marai Malai Nagar, Irungattukottai, Sriperumbudhur,
Thiruvallur and Gummudipoondi; to mention a few are Mahindra Ford factory -
manufacturing cars at Marai Malai Nagar, Hyundai Car factory and Saint Gobin Glass
factory at Sriperumbudur, Spartek Ceramic tile manufacturing industry and Hindustan
Earth Movers and HM Mitsubishi at Thiruvallur. Mahindra Industrial Park developed
over an area of 1300 acres located along GST Road (near Chengalpattu) is about 42 Km.
from CMA.

4.29 Tamil Nadu accounts for about 21percent passenger cars, 33percent commercial
vehicles and 35percent automobile components produced in India. Chennai, the
‘Detroit of India’ is emerging as a major export hub for cars in South East Asia. In July
2005, the Government of India has decided to establish a new testing and homologation
centre near Chennai. It is expected to bring about large savings in the foreign exchange
spent on testing exportable vehicles at overseas facilities and also attract foreign
exchange inflows by providing a competitive platform for manufacturer abroad to test
their vehicles here.

4.30 Tamil Nadu accounts for 70percent of leather tanning companies in India and
38percent of leather footwear and components; most of the footwear industries are
located within CMA. A cluster of chemical industries is located at and around Manali in
CMA. The following table No.4.08 lists the type of factories in CMA.

94
Table No.4.08: Number of factories in Chennai, Thiruvallur and
Kancheepuram Districts 2002-2003
Districts

Percentage to
Tamil Nadu
Tiruvallur
Sl. No.

Kanchee-

State
Chennai

puram
Description of Industries

Total
1 Food Products and Beverages 85 130 113 328 4166 7.87
2 Tobacco Products 19 3 5 27 237 11.39
3 Textiles 42 44 73 159 6565 2.42
4 Wearing apparel; Dressing and Dyeing 1067 383 258 1708 2105 81.14
5 Tanning & Dressing of Leather
products 181 100 279 560 1486 37.69
6 Wood and Products of wood and cork,
except furniture; Straw and Plating 11 14 16 41 331 12.39
Materials
7 Paper and Paper Products 53 92 56 201 707 28.43
8 Publishing, Printing and Reproduction
273 31 14 318 927 34.30
of Recorded Media
9 Coke, Refined petroleum products
9 18 10 37 67 55.22
and Nuclear Fuel
10 Chemicals and chemical products 133 182 162 477 2441 19.54
11 Rubber and Plastic Products 121 164 115 400 976 40.98
12 Non-Metallic mineral products 22 132 185 339 1119 30.29
13 Basic Metals 79 238 79 396 921 43.00
14 Fabricated metal products, except 233 278 156 667 1263 52.81
Machinery and equipments
15 Machinery and Equipments 170 284 150 604 1536 39.32
16 Office, accounting and computing
6 6 11 23 29 79.31
machinery
17 Electrical Machinery and apparatus 96 95 74 265 497 53.32
18 Radio, Television & Communication
63 18 69 150 215 69.77
Equipment and apparatus
19 Medical Precision & Optical
27 22 27 76 108 70.37
instruments watches and Clocks
20 Motor vehicles, trailers and semi-
96 199 134 429 585 73.33
trailers
21 Other Transport Equipments 61 67 41 169 293 57.68
22 Furniture 35 16 45 96 279 34.41
23 Sale, Maintenance & Repair of Motor
vehicles and Motor cycles, retail sale 168 36 40 244 881 27.70
of automotive fuel
24 Retail trade except of motor vehicles
and motor cycles; repair of personal 25 7 3 35 61 57.38
and household goods
25 Supporting & Auxiliary transport
6 0 2 8 16 50.00
activities; Activities of travel agencies
26 Computer and Relates activities 1 0 0 1 2 50.00
27 Recreational cultural and sporting
7 0 2 9 9 100.00
activities
28 Other service activities 10 5 0 15 15 100.00
Source: Annual survey of Industries Frame 2002-2003. Director of Economics and Statistics

95
4.31 The above table indicates that 70percent of the industries in the sectors of
dressing and dyeing, office, accounting and computing machinery, medical precision
and optical instruments, watches and clocks, motor vehicles, trailers and semi trailer
Industries in the State is located in Chennai, Thiruvallur and Kancheepuram Districts.

Small Scale Industries

4.32 Special emphasis is always given to the development of Small Industrial Sector
considering the strength of inherent merits it has on low capital investment, short
gestation period, high employment generating potential, capability to induce industrial
base etc.

4.33 In the Small-scale industrial sector, there were 56,913 units in Chennai Districts
and 37,531 in Kancheepuram and 17,843 in Thiruvallur District as on 31-03-2007,
which works out to about 21.16 percent of the units in the State (5,30,552 Units); it was
23percent of the units in the State (1,10,783 units) in 1989. Small-scale industrial
sector is high in metals, rubber and plastic products, metal products, electrical
machinery, transport equipments, leather and fur products and non-metallic mineral
products in Chennai, Kancheepuram and Thiruvallur Districts.

Information Technology:

4.34 Chennai is perhaps the only city in India to have all the top 10 IT Indian multi
national companies and the 3 IT majors viz. Infosys, Tata Consultancy Services Ltd and
Wipro which have acquired lands in and around Chennai to meet their expansion plans.
The Tidal Park I and the IT Park at Siruseri have already been developed in Chennai and
its environs. The Tidel Park I is fully functional. The private IT developers have been
enthused to build enough IT space and the Government is certain of creating 2.5 million
sq.ft of IT space in private as well as in public sectors in the coming years to meet the
growing requirements of national and international clients. The first phase of
Knowledge Industrial Township is being planned by a Special Purpose Vehicle viz.
ELCOT Infrastructure Ltd. in Sholinganallur along the IT Corridor.

4.35 Further, to meet the increasing demand for such parks in the State, steps are
being initiated to establish TIDEL Park II with a floor space of 1.5 million sq.ft. in
Chennai city. It may be noted that a joint sector IT Park in an area of 1700 acres is
being developed with participation of TIDCO, IL&FS and Mahindra near Chengalpattu.

Sales Tax
4.36 Sales tax is the most important head of the tax revenue to the Government.
From the table it could be seen that Chennai Metropolitan Area accounts for three-

96
fourth of the total sales tax collection in the State. The share has increased from
69percent in 1994-95 to 76 percent in 2003-04.

Table No. 4.09: Sales Tax collection in Chennai Metropolitan Area and Tamil
Nadu (1990 - 2004 year-wise)
Sales Tax collected (Rs. in Crores)
Share of CMA as
Year Chennai Metropolitan
Tamil Nadu percentage of State
Area (CMA)
1994-1995 2886.56 4164.84 69.31
1995-1996 3458.41 5023.37 68.35
1996-1997 4125.50 5751.19 71.73
1997-1998 4462.62 6062.68 73.61
1998-1999 4881.30 6582.60 74.15
1999-2000 5509.94 7380.66 74.65
2000-2001 6575.54 8647.97 76.04
2001-2002 6776.86 8895.75 76.18
2002-2003 7758.86 10191.60 76.13
2003-2004 8897.10 11734.30 75.82
Source: Commissioner for Commercial Taxes

Trade and Commerce:

4.37 The working of economy and the generators of economic momentum are
reflected by the volume and value of trade and commerce transacted in the area.
Chennai city is the commercial centre of great importance in the southern part of India,
having a major seaport and international airport. The direct relevance to economy is the
movement of trade and commerce between Chennai and the rest of the world. Increase
in port traffic and airport cargo handling and also increase in the sales tax collections
and banking transactions indicate the increase in total volume of trade in CMA.

Chennai Port:

4.38 Chennai Port is the largest among all the ports of Tamil Nadu, and is one of the
most important ports of India. It is well equipped in terms of shipping facilities (23
berths including 4 exclusive berths for containers), marine services and other associated
facilities like warehouses and storages. There are 12 warehouses and the total area of
the warehouses is 71,653 sq.m. owned by Chennai Port. Further, 61,222 sq.m. area for
warehouse/storage was allotted to private parties. The Port has full-fledged container
terminals with road and rail connections which offer all the advantages that
containerization could provide such as packaging, landing, pilferage prevention and
speedy transportation of cargo. The Port measures a water-spread area of 170 hectares
and a land extent of 238 hectares. Table Nos. 3.11 & 3.12 indicate the export and
import details of principal commodities at Chennai Port respectively. The principal items
of imports are petroleum, oil, lubricants, fertilizers, food grains and fibres. The main

97
items of export are ores (mainly iron ores) granite stones, quartz, Barytes, hides and
skins, chemical and cotton goods. The growth of the Chennai Port in terms of cargo
handled value of imports and exports are respectively given in Table no. 4.10. Chennai
Port handles 60percent of the total cargo handled by the State. The total number of
containers handled during 2003 - 2004 was 5, 39,265 showing an increase of 67percent
in the last 5 years. The passenger traffic shows an increase of 22percent in the last five
years.

Table No.4.10: Export of Principal Commodities - Chennai Port (Tonnes)

Petroleum Containerised
Food Cargo Other
& oil Iron Ore Other Ores Total
Year Grains Cargo
lubricants

1999-
2000 1.342.508 6,258,614 299.268 1,958,537 1,146,363 11005290
2000-
2001 957,245 7,048,678 535,769 2,880,038 1,063,959 12485689
2001-
2002 914,555 7,481,950 613,840 2,757,349 1,258,712 13026406
2002-
2003 952,608 7,944,621 443,017 3,536,476 1,204,723 14081445
2003-
2004 1,310,489 7,519,527 619,246 19,499 4,106,304 2,832,750 16407815
GRAND
TOTAL 5,477,405 36,253,390 2,511,140 19,499 15,238,704 7,506,507 67006645
Note: Other Cargo includes chemicals, Granite stones etc. excludes transshipment
Cargo

Source: Port Trust, Chennai, 600 001

Export Of Principal Commodities_Chennai Port

9,000

8,000

7,000
in thousands Tonnes

6,000
1999-2000
5,000
2000-2001
4,000 2001-2002
3,000 2002-2003

2,000 2003-2004

1,000

0
Petrolium Oil Iron Ore Other Ore Containerised Other Cargo
Lubricants Cargo

98
Table No. 4.11: Import of Principal Commodities - Chennai Port (Tonnes)

Petroleum, Contain
Fertilizers Fertilizers Food Coal & Other
Year Oil, erized Total
(Finished) (Raw) Grains Coke Cargo
Lubricants Cargo
1999-
8,829,356 729,094 479,435 135,878 12,522,036 2,017,669 1,724,263 26437731
2000

2000-
7,938,115 459,578 466,210 0 14,990,972 3,109,181 1,770,370 28734426
2001

2001-
7,559,293 459,246 351,657 0 9,655,623 3,099,695 1,963,546 23089060
2002

2002-
7,993,042 420,178 287,647 0 5,818,291 3,682,829 1,403,674 19605661
2003

2003-
7,890,436 411,972 326,061 0 5,630,922 4,521,936 1,520,908 20302235
2004

Source: Port Trust, Chennai

Import of Principal Commodities - Chennai Port (tonnes)

35,000,000
Petroleum, Oil,
Lubricants
30,000,000 Fertilizers
(Finished)
25,000,000 Fertilizers (Raw)

Food Grains
20,000,000
Coal & Coke
15,000,000
Containerized
Cargo
10,000,000 Other Cargo

Total
5,000,000

0
1999-2000 2000-2001 2001-2002 2002-2003 2003-2004

Table No. 4.12: Value of Foreign Imports and Exports - Chennai Port Trust
(Rs.in Crores)

1999-2000 2000-2001 2001-2002 2002-2003 2003-2004

Imports 19277.72 22969.75 22791.28 23903.74 31145.51

Exports 12945.26 15001.17 15194.39 18747.71 24110.03

Source: Port Trust, Chennai-600 001

99
 Total Export and Import-Chennai Port

45000

40000

35000
in thousand tonnes

30000
Total Import
25000
Total Export
20000

15000

10000

5000

0
1999-2000 2000-2001 2001-2002 2002-2003 2003-2004
Year

Ennore Port

4.39 The Port of Ennore was conceived as a result of Government of India (GOI) policy
of locating thermal plants at the coast in order to avail the least cost option of
transportation of coal through coastal shipping. The Port was inaugurated on 1st
Feb.2001 and the commercial operations commenced on 22nd June 2001. Currently
Ennore Port is operating with two coal berths catering to thermal coal requirements of
North Chennai Thermal Power Station (NCTPS), Mettur and Ennore Thermal Plants of
TNEB. The Port is expanding in a major way by developing Liquid Cargo, LNG,
additional coal, iron ore, car and container terminals with additional 10 berths. By
2011, Ennore Port will have capacity to handle 70 million tonnes of cargo including 1.5
million containers and 2 lakhs cars. Development of a port specific SEZ near the port is
being planned by TIDCO for enhancing the economic opportunities of the port as well as
the region.

Chennai Airport

4.40 The Chennai Airport is one of the major National and International Airports in
India. It handled about 20.54 lakh international passengers and 25.01 Lakhs domestic
passengers and cargo of about 1.19 lakh tonnes (international) and 0.35 lakh tonnes
(domestic) in 2003-2004, and has a significant share in total passengers as well as
cargo handled in the four major airports. The international passengers handled by
Chennai Air-port have increased 4-fold from 1991 to 2004 whereas the domestic
passengers have increased 2-fold in the same years.

100
 Table No.4.13: Import and Export receipt at Chennai Airport

Import/Export
Year 1997- 98 1998-99 1999-00 2000-01 2001-02 2002-03 2003-04

Import Receipts 17766 19780 28721 31739 38305 43570 51120

Export Receipts 44138 38928 46702 50577 55866 63264 68443

Source: Airports Authority of India

Import and Export Receipts at Chennai Airport

80000

70000

60000 Import
Receipts
50000
Expo rt
40000 Receipt

30000

20000

10000

0
1997-98 1998-99 1999-00 2000-01 2001-02 2002-03 2003-04
Year

4.41 Textile constituting major part of the export receipt i.e. 38.3percent, followed by
leather constituting 25.84percent. Electronic goods constitutes major part of the import
receipt i.e. 23.05percent followed by personal effects constituting 21.44percent.

4.42 Sixteen international carriers operate from Chennai. Chennai can expect to attract
more international carriers after the expansion programme. Government of India has
given its consent to expand and modernize the Chennai Airport to handle future air
traffic and make it a world-class major airport. Government of Tamil Nadu will make
available 1457 acres of land to Air-port Authority of India adjoining the existing airport
in the north. The expansion and modernization of Airport will have major impact of
the economy of the CMA/the State.

Banking
4.43 The dominant position of Chennai in the State economy is reflected by the
trends in banking sector. The banking infrastructure in Tamil Nadu was extensive and
the banking network in Chennai, Kancheepuram District and Thiruvallur District is
found to be quite strong. The performance in banking could be examined by the

101
indicators like number of branch offices, size of deposits and advances and credit
deposit ratio. Bank credit deposit ratio denotes the level of investments in the City being
an indicator frequently used by economists. Bank deposit per capita indicates the
finance level and disposable income of the population. Table No.4.15 indicates the
position of banking in Chennai, Kancheepuram and Thiruvallur Districts. Around
16.5 Percent of the total number of bank branches in Tamil Nadu is found to be
concentrated in Chennai City. Deposits and advances account for 42 and 48 percent
respectively of the State figures. The capacity of Chennai City in credit absorption
appears to be very good and it keeps on rising. Further foreign banks also entered in the
fray and their operation also gradually expanding. Apart from Banks, large Non-
Banking Finance companies also provide financial services in CMA.

4.44 The Table No. 4.14 indicates that there are 780 banks in Chennai City alone
(apart from the private financial institutions).

Table No.4.14: Banking Sector in Chennai, Kancheepuram & Thiruvallur

Districts

Bank Deposits Advances Credit Deposit Ratio

Districts
(nos.) (Rs. in lakhs) (Rs.in Lakhs) (in percentage)

Chennai 780 35654.02 43010.75 120.63

(16.43) (41.29) (57.66)
Kancheepuram 158 2896.09 956.88 33.04
(3.33) (3.35) (1.26)
Thiruvallur 140 2192.53 849.155 38.73
(2.95) (2.54) (1.14)
Tamil Nadu 4746 86343.39 74587.43 86.38

Note: The figures in parenthesis are percentages to State level

Source: Reserve Bank of India

Employment

4.45 As per Census 2001, the total no. of workers in Tamil Nadu is 278 lakhs and the
rate of increase in the employment in the last decade is 1.4percent against the
population growth of 1.1percent per annum.

4.46 The comprehensive profile of employment in CMA has been made on the basis of
secondary sources including Census data. The participation rate i.e. proportion of main
workers to the population of CMA was 30.74percent in 1991 and 30.96percent in 2001.
The corresponding figures for Chennai City was 30.50percent in 1991 and 31.79percent
in 2001. The number of marginal workers both in the Chennai City and in CMA is
negligible. The table No. 4.15 gives the main workers classified by industrial category for
Chennai City and CMA.

102
Table No: 4.15: Occupational structure CMA _ 1991 and 2001

1991 2001

Chennai CMA Chennai CMA

City City

Total Workers 1173062 1675512 Total Workers 1488364 2519278

Main Workers 1171739 1669213 Main Workers 1380757 2284457

Main Cultivators 883 19778 Main Cultivators 15149 33170

Main Agriculture 199 70085 Main Agriculture 5849 33390

Labourers

Fishing & Forest 9982 15422 Main House Hold 25836 43394

Mining 1245 3484 Main Others 1333923 2174503

Manufacturing 7683 20271 Marginal workers 107607 234821

House Hold

Manufacturing & 275916 423253 Marginal 2026 5728

others Cultivators

Main Construction 74856 104913 Marginal 1233 22681

Agricultural

Main Trade 300928 372672 Marginal House 5156 10511

Hold

Main Transport 125853 166648 Marginal Others 99192 195901

Main Others 374194 472687 Non Workers 2855281 4859201

Marginal Workers 1323 6299

Non Workers 2668334 3753958

Source: Census of India

4.47 The workers in primary activity constitute 6.52 percent in CMA and 1.05 percent
in City 1991. In 2001, it was 2.91 percent and 1.52 percent respectively in CMA and
Chennai City. The percentage of workers in household industry of manufacturing
sector more or less remains same in Chennai City and CMA. The percentage of workers
in other services has shown a higher increase both in the City and CMA.

4.48 The workers in primary activity are dwindling and it is negligible compared to total,
both in Chennai City and in CMA. The occupational structure of Chennai City and CMA
reveals that major share of the work force is engaged in tertiary sector.

103
Non-workers
4.49 The percentage of non- workers was 65.73 percent in City and 69.14 percent in
CMA during 2001. Among males, 45.88 percent are non-workers and the corresponding
figure for females was 86.48 percent in Chennai City. However, in CMA, 48.83percent
and 90.63percent are non-workers, among males and females respectively. The
percentage of female non-workers is high in both City and CMA.

Employment in organised sector.

4.50 The following are the distribution of employment in public and private organised
sector in Chennai city and Kancheepuram districts.

Table No. 4.16: Employment of organized sector in Chennai,

Kancheepuram (including Thiruvallur District)

Kancheepuram & Thiruvallur

Year Chennai Dist.
Districts
Public Private Total Public Private Total
2000-01 281287 102358 383645 100491 124626 225117

2001-02 316553 94674 411227 108013 136234 244247

2002-03 314743 64914 379657 109678 132298 241976

2003-04 322961 69280 392241 100163 112341 212504

2004-05 323221 68785 392006 81032 118461 199493

Source: Commissionerate of Employment & Training, Chennai - 600 032

4.51 In Chennai District, over these years from 2000, employment in the organized
public sector was increasing whereas in private sector it was decreasing with little
variance in the total employment figures in this organized sector.

4.52 Chennai and Kancheepuram together contribute about 26percent of employment

in organized sector to the State total in 2002-03. Of the total public sector employment,
the employment opportunity in Chennai and Kancheepuram Districts are 20percent and
7percent respectively in 2002-03. The percentage of the same in private sector in
Chennai and Kancheepuram Districts are 7.8 and 15.9

4.53 Informal sector generally denotes the activities and services, which are readily
associated with low wages and low level of skills.
The informal sector comprises broadly in the following groups:

- Self-employed traders, hawkers and family based workers

- Employees and workers in predominantly low wage paying sectors like
rickshaw-pulling, repair of bicycles, personal services, etc.

104
 - Employees and workers in comparatively better wage paying occupation such
as construction, manufacturing and repair activities.

4.54 When comparing the Census data of 2001 total employees and available figures
in Table No. 4.16 on organized sector employment, the employees in informal sector
would be in the order of 10.8 lakhs in Chennai City.

Employment Projection:

4.55 Table No.3.17 (chapter III) gives the information about the age structure in CMA
from 1961 to 2001.

Table No: 4.17: CMA-Age Structure -2001 & 2011

Age Group 2001 2011

Male Female
0-4 7.92 7.91 6.37
5-9 8.33 8.43 7.21
10-14 9.23 9.17 8.66
15-19 9.72 9.64 9.89
20-24 10.32 10.83 10.52
25-29 10.00 10.95 10.47
30-34 8.69 8.30 8.67
35-39 8.12 8.20 8.51
40-44 6.54 5.89 6.45
45-49 5.79 5.34 5.96
50-54 4.58 4.11 4.61
55-59 3.12 3.06 3.45
60-64 2.73 2.80 3.10
65-69 1.77 1.95 2.29
>70 1.29 1.40 3.84
Not stated 1.87 2.00 0.00

4.56 It is assumed that age structure proportion will stabilise in the ratio projected for
2011.The age group between 15-60 is taken as the eligible age group for employment. It
is found that this age group has increased from 59.66 percent in 1961 to 66.02 percent
in 2001 and it is assumed that this age group will stabilize at 69.15 percent as projected
for 2011 upto 2026.The ratio as found in the last 3 decades is taken as 48% and 52%
for male and female for CMA population.

4.57 The percentage of workers as per 2001 Census works out to 54.6 % out of the
male population and 18.26 % out of the female population. It is assumed that in future
years by 2011, 87.5 % of male and 30% of the female eligible working population will be

105
willing to work and for them jobs would have to be created. Similarly this % for male
and female is assumed as 90% and 33% for 2016, 92.5%and 36% for 2021 and 95%
and 40% for the year 2026, considering the improvements in the education level,
aptitude and willingness to work etc in future years. Based on the above criteria,
projection for demand for jobs upto 2026 has been made and tabulated in
table No. 4.18.

Table No: 4.18: Employment Projection CMA_2026 (in lakhs)

2011 2016 2021 2026

Population 88.71 99.66 111.98 125.82

Eligible Workers 15-60 61.34 68.92 77.43 87.01

(69.15%)

Eligible Male Workers (52%) 31.90 35.84 40.26 45.24

Eligible Female Workers (48%) 29.44 33.08 37.17 41.76

Male Willing to Work 27.91 32.25 37.25 42.98

Female Willing to Work 8.37 10.64 13.41 17.19

Total 36.28 42.89 50.65 60.17

Additional Jobs to be created 10.09 16.70 24.47 33.99

Male Willing to Work 87.5 % 90 % 92.5 % 95 %

%(assumed)

Female Willing to Work 30 % 33 % 36 % 40 %

%(assumed)

106
 Chapter V

TRAFFIC AND TRANSPORTATION

The rapid growth of population in the Chennai Metropolitan Area (CMA) has been
causing a strain on the existing urban services and infrastructure, for want of expansion
and better management. The transport sector is vital and needs carefully planned
expansion to meet the demands of the increasing population.

5.02. The need to take an integrated long term view of transport needs of CMA and to plan
road development, public transport services and suburban rail transport, as a part of the
urban planning process, have been well recognised.

5.03. A résumé of the changing travel characteristics of the metropolis and the growth of
sea and air traffic which have a bearing on the quality of the road and transport
infrastructure are indicated in the Annexure I.

5.04. Many studies have been done in the past for development of transportation in CMA.
These include Madras Area Transport Study (MATS - 1968), Integrated Transport Plan
(1977), Madras Route Rationalisation Study (1986), Traffic and Transportation Study for
MMA (Kirloskar 1986), Comprehensive Traffic and Transportation Study (CTTS 1992-95)
and other studies done through consultants for specific transportation projects. Based on
the recommendations of these studies several major projects such as formation of
Jawaharlal Nehru Salai (IRR) , addition of buses, improvements to Metropolitan Transport
Corporation (MTC) infrastructure, Mass Rapid Transit system (MRTS) etc have been
implemented. But these efforts have not kept pace with the increase in travel demand. A
list of major efforts taken is indicated in the Annexure II.

5.05 Major recommendations of some of the recent studies which qualify for
implementation on their merits are summarised below. These studies also assisted in the
development of a matrix comparing the system characteristics of various alternative transit
technologies which is embodied in Annexure III.

CTTS for CMA, RITES Ltd., PTCS & KCL September 1995 & Updating the CTTS
(1992-95), RITES Ltd., April 2004

5.06. The comprehensive Traffic and Transportation Study (CTTS) for CMA undertaken
through a consortium of consultants, M/s. RITES and M/s. KCL, commenced in May 91
was completed in 1995. The expatriate consultant, W.S. Atkins Planning and Management
Consultants Limited, U.K. provided technical assistance for the study. The cost of the

107
study, which was Rs.9.75 m, was shared partly by the GoI and partly under Technical
Assistance component of TNUDP I. The schemes from the study report have been included
in the Chennai Metropolitan Development Plan (CMDP).

5.07. The Study provided the core inputs for predicting the future travel demand for the
CMA. The travel demands in 2004, 2006, 2011, 2016, 2021 & 2026 have been projected on
the basis of increase in per capita trips (from 1.32 in 2004 to 1.6 by 2016 and 1.65 by
2026). Table no. 5.01 gives 3 scenarios based on different modal splits between the road
and rail system. The 3 scenarios have been worked out gradually increasing the share of
the public transport between the public and private transport modes and also increasing
the share of the rail transport between the bus and rail modes. Scenario 2 has been
selected based on the following assumptions.

i) The modal split between public and private transport will change from 43:57 to
35:65 (2004), 55:45 (2011) and 60:40 (2016), 65:35 (2021) and 70:30 (2026) in
line with the trend in share of public transport increasing with City size.

ii) The sub-modal split between bus and rail will have to change from 91:9 to 85:15
(2004), 75:25 (2011), 70.30 (2016), 65:35 (2021) and 60:40 (2026) if the road
transport system is not to break down in the context of increased commuter
trips.

Table No. 5.01: Projected daily trips by public transport

1991 2004 2006 2011 2016 2021 2026
1. Population in
58.07 75.61 78.96 88.71 99.62 111.98 125.82
lakh
2. Daily per
1.29 1.32 1.34 1.5 1.6 1.6 1.65
capita Trips
3. Total Daily
Person Trips in 74.91 99.81 105.81 133.07 159.39 179.17 207.60
lakh

Scenario 1 Modal
Private 57 64.57 60.00 50 45 40 35
Split %
Public 43 35.43 40.00 50 55 60 65

Total Daily
Person Trips by
32.21 35.36 42.32 66.53 87.67 107.50 134.94
Public Transport
in lakh
By Rail % 9.25 14.54 16.00 20 25 30 25
By Road % 90.75 85.46 84.00 80 75 70 75
Daily Trips in
lakhs
By Rail 2.98 5.14 6.77 13.31 21.92 32.25 33.74
By Road 29.23 30.22 35.55 53.23 65.75 75.25 101.21

108
 Scenario 2 Modal
Private 57 64.57 55.00 45 40 35 30
Split %
Public 43 35.43 45.00 55 60 65 70

Total Daily
Person Trips by
32.21 35.36 47.61 73.19 95.64 116.46 145.32
Public Transport
in lakh
By Rail % 9.25 14.54 16.00 25 30 35 40
By Road % 90.75 85.46 84.00 75 70 65 60
Daily Trips in
By Rail 2.98 5.14 7.62 18.30 28.69 40.76 58.13
lakh
By Road 29.23 30.22 39.99 54.89 66.94 75.70 87.19

Scenario 3 Modal Private

57 64.57 50.00 40 35 30 25
Split %
Public 43 35.43 50.00 60 65 70 75

Total Daily
person Trips by
32.21 35.36 52.90 79.84 103.60 125.42 155.70
Public Transport
in lakh
By Rail % 9.25 14.54 20.00 30 35 40 45
By Road % 90.75 85.46 80.00 70 65 60 55
Daily Trips in
By Rail 2.98 5.14 10.58 23.95 36.26 50.17 70.07
lakhs
By Road 29.23 30.22 42.32 55.89 67.34 75.25 85.64
Source : CTTS(MMDA, RITES, KCL & PTCS, 1992-95) & Short term study to updateCTTS (1992-
95)(CMDA, RITES & PTCS, 2004)

Fig.No. 5.01 Growth of Travel Demand in CMA

25
20.76
20 17.92
Trips ( in million)

15.94
15 13.31
9.98 10.58 Trips in million
10 7.49
6.45
5 2.65
0
0
1970 1984 1991 2004 2006 2011 2016 2021 2026
Year

109
5.08. It will be seen from the Table no.5.01 that the number of trips carried by bus
transport in 2004 would become nearly 2.8 times in the year 2026. Similarly the volume of
passengers to be carried by rail transport will be nearly 11 times the present volume.

(in lakhs)
Table No. 5.02: Mass Transport Trips 2004 & 2026
Mass Transport Trips (in lakhs) 2004 2026
Total Mass Transport Trips 35.36 145.09
Increase in 22 years - 109.73
Total road (bus trips) 30.22 87.05
Increase in 22 years - 56.83
Total rail trips 5.14 58.04
Increase in 22 years - 52.90
Source: Short term study to update CTTS (1992-95)(CMDA, RITES & PTCS, 2004)

Mass Transport Trips 2004 & 2026

160
120
Trips (00,000)

87.05
Road
80 58.04
Rail
30.22
40
5.14
0
2004 2026
Year

Detailed Project Report, DMRC & RITES, October 2007

5.09. Following a detailed feasibility study at a cost of Rs.5.4 m undertaken through Delhi
Metro Rail Corporation (DMRC) GoTN have retained DMRC for preparing detailed project
report at a cost of Rs.33 m for development of metro rail for Chennai for implementation
during 2007- 2012. The gist of the DPR is as below:

Corridor-1: NH-45 (Airport) – Guindy – Sardar Patel Road – Kotturpuram High Road –
Cenotah Road – Anna Salai – Gemini – Spencers – Tarapore Towers – Along Cooum River
upto Rippon building – Central Station – Broadway (Prakasam Road) – Old Jail Road –
Tiruvottiyur High Road (upto Tiruvottiyur).

Corridor – 2: Along Poonamallee High Road (Corporation limits) – EVR Periyar Salai – Rajaji
Road (North Beach Road) covering Koyambedu – Anna Nagar Arch – Aminjikarai – Kilpauk
Medical College – Egmore – Central-Fort-Beach.

110
 Description Underground Elevated Total
Length No. of Length No. of Length No. of
(km) Stations (km) Stations (km) Stations
Corridor 1 14.250 11 8.805 7 23.055 18
Corridor 2 - - 23.449 19 23.449 19
Corridor 1 & 2 14.250 11 32.254 26 46.504 37

Cost including taxes

Options Corridors @ 2007 price
Rs. in m
Corridor 1 (Underground from Washermanpet 56890
Option I to Saidapet and remaining length up to
(Recommended) Chennai Airport elevated)
Corridor 2 (elevated) 33430
Corridor 1 (underground) 74080
Option II
Corridor 2 (elevated) 79780

Detailed Project Report on Hybrid Mono Rail System for Chennai, Metrail India
Private Ltd., November 2004

5.10. A detailed project report undertaken by a consortium of Metrail India (p) Ltd. has
established the feasibility for development of hybrid monorail system for Chennai for a
length of 25 km comprising parts of Periyar EVR salai and Anna salai at a cost Rs.9470 m.
It recommended implementation of the project over a period of 27 months. Since the same
corridors are being considered subsequently for development of metro rail, the project has
not so far been implemented.

Infrastructure Development Plan for Ennore Area, CMDA, May 1999

5.11. At the instance of GTN, CMDA prepared an infrastructure development plan for
Ennore area. The inputs for the Plan were collected from the agencies concerned and
industries through a Core Group chaired by the Chief Planner. The cost of implementing
the Plan was estimated at Rs.51620 m. The draft plan was presented before the High Level
Official Committee for Major Infrastructure Projects in Tamil Nadu chaired by Chief
Secretary to GoTN in Mar.1999. The schemes under the Plan have since been included in
the Infrastructure Investment Plan for the CMA (now termed as CMDP) and the on-going
TNUDP III.

111
MRTS Ph.III (Velachery to St.Thomas Mount), RITES Ltd., May ,2000

5.12. CMDA retained the services of M/s. RITES in February '97 for carrying out a short-
term study for establishing the feasibility of the alignment proposed for MRTS from
Velachery to Villivakkam for a distance of about 25 km. The cost of the Study was Rs.0.75
m. The consultancy report was approved by the Authority in Mar.2001. As a follow-up, the
first stage of the MRTS Phase III (now termed as extension of MRTS phase II) envisaging the
elevated MRTS on single pillars along the median of the IRR, projectised at a cost of
Rs.4160 m, has since been approved by GoI in Feb.2007 for joint implementation with
GoTN. The project has since been commissioned by MTP®.

Densification of MRTS Corridor Development, L&T-Ramboll, October 2001

5.13. The feasibility study on densification of MRTS corridor development undertaken in

2001-03 indicated that the daily transit ridership on the MRTS corridor could be increased
to 3.86 lakh trips in 2006, 6.62 lakh trips in 2011 and 11.86 lakh trips in 2021 by allowing
a modest density of 400 persons / ha and other minimal intervention. Based on the
recommendations necessary changes in the development regulations and land use planning
have since been incorporated.

Infrastructure Investment Plan for CMA, CMDA, February 2003

5.14. The investment plan termed Chennai Metropolitan Development Plan (CMDP) to be
implemented in the short term (one year), medium term (3years) and long term (5-10 years)
comprised urban transportation schemes to be implemented in the short- term at a cost of
Rs.6726.3 m, the medium-term at a cost of Rs.34600.2 m and in the long-term at a cost of
Rs.61135.6 m. Works on CMDP commenced in 2003- 2004 with budgetary support by
GoTN. In tandem with investments by GoTN, a shelf of short and medium-term traffic and
transportation subprojects culled out from CMDP (and validated through a quick study to
update CTTS (1992-95))has since been included in the on-going TNUDP III at a cost of USD
150 m.

Study on Parking Requirements for CMA, Wilbur Smith Associates Pvt. Ltd., Nov.
2003

5.15. CMDA has undertaken a two-stage parking study for the CMA. The first stage study
has principally focused on the problems of parking across the CMA and drawn up a
comprehensive parking policy for the CMA as a whole. The upshot of the study is outlined
as follows:

112
(a) Based on field surveys covering 360 critical stretches, the total peak
parking demand in the city is in the order of 13,000 PCE against a
supply of 5100 PCE. For example the supply in T. Nagar is 794 PCE
against a demand of 2151 PCE and the supply in Parrys is 704 PCE
against a demand of 4426 PCE. The haphazard parking has led to loss
in the road capacity that ranges between15% to 60%.

(b) While the field studies on on-street parking covered 27 critical areas, it
covered 15 areas outside City. The field studies also covered parking
provided at major industrial areas, various educational institutions,
religious places, recreational centres, hospitals, bus terminals and rail
terminals.

(c) After taking stock of the entire parking problems and issues in the
CMA, the study recommended a parking policy for Chennai on the
basis of best practices followed both inside and outside the country.
The thrust of the recommended parking policy is as follows:

(i) Short-stay parking is preferably located in proximity to

trip destinations and protected from long-stay parkers;

(ii) Institutions (e.g. education institutions), industrial

establishments, commercial complexes, cinema theatres,
kalyana mandapams, entertainment halls, hotels and
restaurants should provide adequate off-street parking
facilities for employees, visitors etc;

(iii) Commuter parking should be provided at the railway

stations and at the MTC bus terminals by the respective
authorities to facilitate the commuters to adopt the park
and ride concept;

(iv) Multi level parking (ramp type and mechanical parking)

facilities should be planned and developed at suitable
locations;

(v) Considering the existing road network and the growth

trend in the private vehicle population, it is necessary to
bring down the demand on parking spaces, both on-
street and off-street;

(vi) Since transportation is a function of land-use, allocation

of spaces for various land-uses within the CMA could be
done with a view on reducing the use of private
motorised vehicles such as high dense developments,
exclusive commercial neighbourhoods;

(vii) Parking pricing should be judiciously devised to manage

parking problem on the demand side. Till the proposed
Unified Metropolitan Transport Authority (UMTA), is
formed the agencies / departments which are currently
looking after parking related issues should be facilitated
to perform their expected roles effectively and in a co-
ordinated manner;

113
 An effective institutional structure is necessary to implement the various
provisions of the parking policy discussed above.

(d) A critical element of the parking policy is to evolve off-street parking

standards for various activities, which would become ultimately part
of the Development Regulation of the Master Plan for the CMA. With
an objective of promoting transit ridership, a special set of parking
standards for the influence area of rail corridors have been suggested
where lesser parking standards has been mooted. Separate set of
standards has thus been evolved for (i) the areas falling within
Corporation limits, Municipalities and IT corridor, (ii) panchayat
areas and (iii) transit corridors.

(e) These have since been incorporated in the Development

Regulation.The study has also drawn up short-term strategies and
solutions for managing the parking problems in the CMA.
Recognising the urgency to increase the supply of parking space
particularly at critical traffic generating locations, a 6- month long
consultancy study has been commissioned in June 2005 through
M/s. MEKON to prepare detailed project reports for development of
multi-level parking complexes on public-private partnership at 6
locations at a total cost of Rs. 2.1 m. Based on the DPRs, schemes at
a cost of Rs.929.8 m have since been included in the the Master Plan
II.

Feasibility Study for Development of the Outer Ring Road in CMA, TNRDC / SOWIL,
May 2007

5.16. The consultancy study undertaken by CMDA (through TNRDC and SOWiL) at a cost
of Rs.6.71 m established the feasibility of implementing the 62.3 km long ORR project as
a multi-modal corridor with area development on the western side to a depth of 50 m. The
approximate cost of constructing the road with 2-lane divided carriageway with service
road and footpath on either side in the first phase is estimated at Rs.9000 m. Based on
the Study, action is being pursued for implementing the project with external assistance
from JBIC through a SPV.

5.17. For the purposes of reestablishing or validating the need for most or all the major
capital-intensive schemes enlisted for implementation in the medium or long term (which
have been contained in the volume I of the Master Plan II), it is desirable that appropriate
studies are taken up in course of implementation of the Master Plan II. The list of such
studies, though not exhaustive shall include the following:

Comprehensive Transportation Study for Chennai (CTS): The 18-month long study
at a cost of Rs.16.2 m has just commenced with World Bank assistance. The broad
terms of the study are indicated in the Annexure IV.
Detailed Engineering Survey for construction of ORR: Once a SPV is floated by the
TNRIDC, it would undertake the study through the consultants.

114
Detailed feasibility study for the 3rd corridor for the proposed metro rail.
Preparing a comprehensive road plan for the Outer-CMA as a whole with a grid of
say 2 km x 2 km.
Detailed feasibility study for the proposed elevated highways along City waterways.
Detailed feasibility study for the elevated highways proposed along other corridors.
Detailed feasibility study for the freight corridors proposed along selected corridors.
Detailed feasibility study for the new out-station truck terminals proposed at the
intersections of ORR with NHs and SHs.
Detailed feasibility study for new rail lines in and around CMA.
Detailed feasibility study for the primary and secondary road network immediately
outside CMA but within the region.
Study establishing the feasibility of the waterways in CMA as inland transport
corridors.
Study establishing the feasibility of the operation of hovercraft along the seacoast.
Detailed feasibility study establishing the suitability of alternative transit systems
customized to the specific corridors.
Rationalization of bus routes in the context of the corridor(s) of the proposed metro
rail.
Detailed project report for all the corridors identified for full-fledged / partial BRT.
Detailed project report for the next package of multi-level parking (with or without
Government owned land).
Planning a network of pedestrian-ways / malls / parkways.
Planning a network of cycle-ways.
Detailed study to review the adequacy of parking standards.

115
 Annexure I
Travel characteristics of CMA

1. The modal preferences of the commuters in the CMA are best characterised
in that in a group of 100, 26 travel by bus, 2 by train, 33 by walk, 13 by cycle, 19 by
two wheeler, 4 by car and 3 by other modes (vide Table -1).

Table 1: Daily average person trip distribution by mode in CMA

(Trips in million)
No. & percent of total trips by mode
Sl. Mode 1970 1984 1992 2004 2005
No.
No. % No. % No. % No. % No. %
1 Bus 1.10 41.5 3.074 45.5 2.84 37.9 2.89 29.0 2.47 25.8
2 Train 0.30 11.5 0.610 9.0 0.31 4.1 0.50 5.0 0.24 2.5
3 Car/Taxi 0.08 3.2 0.103 1.5 0.11 1.5 0.40 4.0 0.36 3.8
4 Fast TW 0.04 1.7 0.219 3.2 0.52 7.0 1.80 18.0 1.83 19.1
5 Auto - - 0.024 0.4 0.16 2.2 0.20 2.0 0.29 3.0
rickshaw
6 Bicycle 0.57 21.3 0.720 10.7 1.06 14.2 1.30 13.0 1.23 12.8
7 Cycle 0.00 0.1 0.105 1.6 0.24 3.5 0.10 1.0 0.03 0.3
rickshaw
& others
8 Walk 0.55 20.7 1.895 28.1 2.21 29.5 2.79 28.0 3.14 32.7
TOTAL 2.65 100.0 6.750 100.0 7.45 100.0 9.98 100.0 9.59 100.0
Source: MATS (1968-69), Short-term Traffic Improvement Programme Report (MMDA
& KCL, 1984) & CTTS (MMDA, RITES, KCL & PTCS, 1992-95), & Short term study to
updateCTTS (1992-95)(CMDA, RITES & PTCS, 2004), HHI Survey of the DPR for the
Chennai Metro Rail Project, DMRC, 2005

2. The growth of sea and air traffic is briefly described as below:

Seaport terminals

3. The Chennai Port Trust (CPT) located in the CBD handled 33.69 million
tonnes in 2002-2003. While the imports increased from 1.8 million to 19.61 million
tonnes for the period 1951-52 to 2002-2003 registering a growth of 989%, the exports
increased from 0.3 million to 14.1 million for the same period registering a growth of
4600%. Of the total import and export the foreign traffic handled accounts for 93% and
the coastal traffic 7% for the year 2002-2003. While mineral oils and other POL
account for 41% of the imports, iron-ore accounts for 56% of the exports (2002-2003).
The imports are predominantly from south-east Asian countries accounting for 41%
and the exports are made predominantly to Japan accounting for 14% (vide Table - 2).

116
 Table 2: Growth of Cargo Traffic in Chennai Port
Year Import Export Transshipment Total (tonnes)
1951-52 1,775,134 279,157 -- 2,054,291
1956-57 1,895,703 607,851 -- 2,503,554
1961-62 2,268,853 1,198,290 -- 3,467,143
1969-70 3,535,771 2,904,372 192,277 6,632,420
1974-75 4,760,511 3,155,479 -- 7,915,990
1980-81 6,412,177 3,962,562 72,736 10,44,475
1985-86 9,303,071 7,040,719 1,802,902 18,146,692
1990-91 14,124,933 8,642,713 1,749,944 24,517,590
1991-92 14,182,056 9,100,779 1,763,348 25,046,183

1992-93 15,680,715 8,439,962 1,209,354 25,330,031

1997-98 23,352,921 10,825,638 1,352,450 35,531,009
2002-03 19,605,661 14,081,445 -- 33,687,106
Source: Annual Report, Chennai Port Trust, 2004

Volume of Goods Handled by Chennai Port

40000000
Volume in tonnes

35000000
30000000
25000000
Import
20000000 Export
15000000
10000000 Transhipment
5000000
0
1985-86 1990-91 1991-92 1992-93 1997-98 2002-03

Year

4. CPT handled container traffic to the tune of 424,665 TEUs in 2002-2003,

which is 23.3% more than that handled in the previous year. Some of the salient
performance of the CPT includes exporting 8,432 cars in 2002-2003, which is 103%
more than that handled in the previous year. The Railways handled 12.3 tonnes of
cargo traffic through 5,24,320 wagons from the Port. A total of 1692 merchant vessels
and 387 Government vessels entered the Port during the year (vide Table -3).

117
 Table 3 : No. of vessels entered during 2002 - 2003
S.No. Classification No. of ships
1 Foreign 1,111
2 Coastal 581
3 Government 387
Total 2,079
Source: Annual Report, Chennai Port Trust, 2004

5. The Ennore Port Limited (EPL), developed as a satellite port to CPT, is the
12th major port in India and the first corporate port in India. Designed to develop 22
berths to handle a variety of bulk,liquid and container cargo,EPL has 3.775km channel
(250m wide and 16m deep) to capable of handling 65,000-77,000 DWT vessels. The EPL
commenced commercial operations on 22.6.2001. It presently handles around 10m
tonnes of thermal coal per annum.

Airport terminals

6. Chennai has a national air terminal viz. Kamarajar Domestic Terminal and
an international terminal viz. Anna International Terminal located at Meenambakkam.
Totally 20 international flights per day are operated from Chennai. While the growth of
international traffic is 5%, that of the national air traffic is 7%. The AAI imports 44,000
to 51,000 tonnes of cargo per year and exports 63,000 to 68,000 tonnes per year.
While the growth of international passenger movement is 17.8% for the period 1997-98
to 2003-2004, the growth of passenger traffic within the country is 42.5%. Similarly the
growth of international cargo movement is 93% for the same period and that within
the country is 167% (vide Table -4).

Table 4: Growth of air traffic in Chennai

Year International Domestic Total
Aircraft movements (Nos.) 1997-98 10862 20231 31093
1998-99 11169 19813 30982
1999-00 11080 23531 34611
2000-01 12063 25293 37356
2001-02 12398 25673 38071
2002-03 14490 29863 44353
2003-04 14515 36749 51264
2004-05 18111 43122 61233
2005-06 21155 47900 69055
2006-07 23567 76162 99729
Passenger movements (Nos.) 1997-98 1744037 1755854 3499891
1998-99 1736021 1788005 3524026
1999-00 1702534 1945587 3648121
2000-01 1837954 2235011 4072965
2001-02 1741458 2042784 3784242

118
 2002-03 1947937 2213409 4161346
2003-04 2054043 2501778 4555821
2004-05 2400670 3233256 5633926
2005-06 2606638 4173345 6779983
2006-07 2895930 6078196 8974126
Cargo movements (Tonnes) 1997-98 61902 12925 74827
1998-99 57646 14304 71950
1999-00 75423 24185 98608
2000-01 82316 23930 106246
2001-02 94171 24941 119112
2002-03 106834 29825 136659
2003-04 119563 34560 154123
Source: Airport Authority of India, 2004 & Sep. 2007

Volume of Passengers Handled by Chennai Airport

7000000

6000000
Passengers (in nos.)

5000000

4000000 International
3000000 Domestic

2000000

1000000

0
1997-98 1998-99 1999-00 2000-01 2001-02 2002-03 2003-04 2004-05 2005-06 2006-07

Year

Volume of Cargo Handled by Chennai Airport

160000
Volume of cargo( in tonnes)

120000
International
80000
Domestic

40000

0
1997-98 1998-99 1999-00 2000-01 2001-02 2002-03 2003-04
Year

119
 Annexure II

List of major efforts taken

1. Various measures taken to improve and strengthen the transport supply in CMA in
the past include:

a) Procurement of about 305 buses under Madras Urban Development Project

MUDP-I, 915 buses under MUDP-II and 1600 buses under Tamil Nadu Urban
Development Project (TNUDP) through PTC and DATC (now merged into MTC)
was made at a cost of about Rs.63 m, Rs.221 m and Rs.927.50 m respectively.

b) In addition, 3 bus depots and 8 terminals were constructed during MUDP-I and
10 bus depots/terminals under TNUDP.

c) The following rail projects were implemented by Southern Railway.

i) Quadrupling Chennai-Arakkonam B.G. Line (upto Pattabiram);

ii) Gauge conversion of Chennai Beach - Tambaram - Chengelpattu
lines including optimisation of the line (by replacing road/rail level
crossings by overpasses or underpasses) (under implementation);
iii) Development of Mass Rapid Transit System (MRTS) from Chennai
Beach up to Thirumylai for a length of 8.5 km in the I Phase at a
cost of Rs.2690 m commissioned in 1997; and
iv) Commissioning of II phase of MRTS from Thirumylai to Velachery
(11.165 km) at cost of Rs.7690m on 19, Nov. 2007

2. Critical bottlenecks in the road network have been improved under MUDP I (Rs.15.20
cr), MUDP II (Rs.63 m) and TNUDP (Rs.839 m) through Department of Highways (DoH)
and Chennai Corporation (CoC). These included forming an inner ring road for a length
of 17.5 km initially and dualling its carriageway subsequently. The balance of it
comprising the northern segment for a length of 12.5 km has been formed and the
southern segment for a length of 6 km. is being formed. The First phase of Chennai
Bypass connecting NH 45 and NH 4 for a length of 19 Km at a cost of Rs.900 m has
already been completed and commissioned in November 2002. Development of Chennai
Mofussil Bus Terminal (CMBT) at Koyambedu has been completed at a cost of Rs.1030
m and commissioned in Nov. 2002. Chennai City Contract Carriage Bus Terminal
(CCCBT) has also been constructed and commissioned. Improvements to radial roads
in and around CMA have been carried out for a total length of 250 km at a cost of 2120
m.

3. The major road and rail investments proposed for the future comprise the following:

a) Extension of MRTS Phase II from Velachery to St.Thomas Mount

for a length of 5 Km at a cost of Rs.4160 m;
b) Development of II phase of Chennai Bypass from NH4 to NH5 for a
distance of 13 km. at a cost of Rs.4450 m;
c) Construction of 4 No. grade-separators, 3 on IRR and 1 on NH-45
opp. airport at a cost of Rs. 2100 m;
d) Gauge Conversion of Chennai Beach-Tambaram rail line at a cost
of Rs.2350 m;
e) Development of an Outer Ring Road for a distance of 62 Km at a
cost of Rs.9000 m;

120
 f) Developing the 2nd BG coaching terminal at Egmore;
g) Development of 3rd rail line from Beach to Athipattu;
h) Development of 4th rail line from Beach to Athipattu;
i) Quadrupling the rail line between Pattabiram and Thiruvallur;
j) Development of 3rd rail line from Thiruvallur to Arakkonam;

4. Drawing a cue from the document viz. Action plan for IT corridor, 2003 prepared by
CMDA, GoTN have commenced implementation of a high quality 6-lane arterial road
from Chennai to Mammallapuram for a length of 47 km at a cost of Rs.1217.4 m
through IT Expressway Ltd., a special purpose vehicle floated through TNRDC to serve
the IT and ITES industries located primarily in the southern outer-CMA.

5. Recognising the fact that the capacity of the urban road network can be appreciably
increased by removing the major bottlenecks in the network particularly along such
strategic roads such as IRR, it has been proposed to construct well-designed grade
separators at all the critical intersections of radial roads with IRR. In the first phase
NHAI on its own is developing 3 grade separators at Kathipara, Padi and Koyembedu
intersections and one opposite airport on GST Road at a total cost of Rs.2100 crores.
These are expected to be completed with a period of 18 to 24 months. The GoTN are
proposing to develop the grade-separators at Thirumangalam and Vadapalani
intersections of IRR in the second phase.

Non-transport developments

6. The Government in the Transport Department have already taken various initiatives
for introducing innovative technologies for motorised vehicles. The Govt. have recently
directed for induction of 5000 LPG operated autos in the City. There are also 14 no.
ALDS (automatic LPG Dispensing System) in the City. Already electric operated cars
manufactured by a company (Reva) are on the roads of Chennai. The strategy to
improve the air quality in the metropolis will be principally governed by such conscious
measures as to tilt the modal share in favour of public transport modes and the
initiatives being taken both by GoI and GoTN to phase out lead in petrol and sulphur
dioxide in diesel, making it mandatory on the part of vehicle manufacturers to conform
to Bharat II, to introduce pollution-free fuels such as CNG/LPG for vehicle operation.
7. Several non-transport measures were also implemented over the last decade to
reduce traffic congestion. These include decentralisation of the CBD, viz., shifting of
the whole-sale market to koyambedu, the Iron and Steel Market to Sathangadu,
construction of truck terminal at Madhavaram which have relieved the arterials and
other City roads considerably from the lorry and bus traffic.

Institutional arrangement

8. The traffic and transportation schemes are presently implemented by several

departments and agencies. While long-term planning and coordination is carried out by
CMDA, individual schemes are executed by Railways, DoH, CoC, MTC; The traffic
enforcement is carried out by Chennai Traffic Police (CTP). There are a number of
committees to coordinate the implementation of transport schemes in the CMA. They
are:

i) High Level Coordination Committee for MRTS (Chaired by Vice-

Chairman, CMDA) for coordinating implementation of MRTS
Phase-I&II
ii) Chennai Road Safety Council (Chaired by Commissioner of
Police) for traffic enforcement

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 iii) Coordination Committee (Chaired by Superintending Engineer,
Chennai Corporation)
iv) Indian Transport Road Development Association (Chaired by
Rane Power Steering Ltd.).
v) Besides these agencies, there are agencies, which are
concerned with licencing of vehicles and policy making such as
Regional Transport Office etc.

In the absence of financial and administrative powers vested with these committees, the
coordination effected by these committees is limited.

9. Under the UNDP-UNCHS supported Sustainable Chennai Project, through the

deliberations of the action committee and working groups certain actions for sub-
strategies such as
(i) optimising the utility of existing transport infrastructure;
(ii) enhancing the modal share of rail and bus and
(iii) improving the air quality
were discussed and implemented.

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 Annexure III

Comparison of various urban transit options

Hybrid Elevated
Sl.No. Characteristics Sky Bus Metro MRTS
Monorail Bus Way

1 Gauge Standard Standard Standard Broad Standard

(m) (1.435) (1.435) (1.435) (1.676) (1.435)
(for LRT
later)
2 Speed (KMPH) 37 36 – 150 40 36 30
3 Headway (Seconds) 120 30 180 180 15 -32
4 Passenger / unit or 320 (3 car 300 (2 car 2200 (6 2844 (9 100 (SB)
coach unit) unit) car unit) car unit) 180 (VB)
5 Capacity (PPHPD) 4500 – 18,000 – 45,000 – 60,000 –
30,000
32000 72,000 50,000 90,000
6 Radius of curvature
20 50 300 250 150
(m)
7 Gradient 1 in 6 1 in 25 1 in 50 1 in 70 1 in 25
8 Distance between
0.80 – 1.00 0.70 – 1.35 1.00 1.20 1.10
stations (Km)
9 Station size in m 135 x 30 /
(length x width) 50 x 17 18.5 x 3.0 300 x 30 60 x 6.5
180 x 30
10 Single column - size 0.80 m x
1.0 m or
1.0 m dia 1.45 m dia 1.2 m dia 1.5 m dia
1.55 m x
2.0 m
11 Power Battery Electric Electric Electric Diesel
12 Construction cost/ 36.78
53
Km (Rs. in crore) 37 – 39 34 70 23.7 (1995
(excluding land cost) price)
13 O & M Cost 0.02
Rs. in crore / Km 0.30 6.97 1.20 - (maintena
nce only)

14 Fare Rs. / Passenger

0.95 0.50 1.00 0.53 0.45
/ Km.
PPHPD – Passengers per hour per direction ; KMPH – Kilometer per Hour ;
SB – Standard Bus ; VB – Vestibule Bus; LRT – Light Rail Transit ; dia –diameter
Source : As given by the corresponding system promoters

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 Annexure IV

The broad terms of reference of the Comprehensive Transportation Study

SCOPE OF WORK: PRINCIPAL AREAS OF ACTIVITY

The consultant work is to divide roughly into six areas of activity, which are as
follows:
i) Collection / updating of household, land use, and travel demand data
ii) Development and operation of an urban transport model
iii) Formulation of transport strategy;
iv) Identification of a phased program of transport investments and
management proposals;
v) Organising a communication campaign with a view to move the
stakeholders, public and govt. agencies to accept and implement the
preferred programme of transport investment and management; and
vi) Training for and knowledge transfer to CMA and other agencies

Activity 1. Collect and Update Household, Land use and Transport Data

The data to be updated and collected are those required for the purpose of
metropolitan transport strategic planning. These would include both historical and
spatial data. Spatial data are needed for the calibration of the UTP model. A traffic
zonal system shall be determined in collaboration with CMDA for the purpose of spatial
data collection, traffic forecasts and sub area analysis. Considering the vast area under
CMDA, the population and its distribution over the area, the sample size for the survey
should be determined based on the size and spread of the geographical sections. A
sample size of 2% for household survey for the entire region shall be adopted.

As no recent data on employment exists in Chennai, the consultant should

present a methodology to address this lack of the data for the model, in the inception
report.

The following tasks shall be conducted under this activity.

• Baseline Data Collection

• Design, Supervision and Implementation of Household Travel Origin-Destination
• Survey including a stated preference survey
• Screenline Traffic Counts
• Suburban Commuter Rail Passenger Survey
• Bus Passenger Survey
• Roadside Motor Vehicle O-D Survey (including Goods Vehicles)
• Survey of large traffic generators (e.g. bus stations)
• Estimating Speed Flow Functions
• Taxi and autorickshaw surveys (IPT Surveys)
• Speed and delay surveys
• Workplace surveys
• Goods focal point survey
• Parking survey (Limited data collection to update the comprehensive parking
study carried out in 2002-03)
• NMT survey
• Survey Data Processing and Analysis

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Activity 2. Development and Operation of an urban Transport Planning Model

The consultant shall recommend a model package that would be suitable for
CMA planning needs. The purpose of the travel demand model is to provide good
policy-related and future travel forecasts, and therefore, should be simple. The
conventional approach of developing the 4-stage model at aggregate level (except the
modal choice at disaggregate level) should be followed.

The model should integrate household activities, land use patterns, traffic flow,
and regional demographics. The core of the proposed model system is a household
activity simulator that determines the locations and travel patterns of household
members daily activities by trip purpose. The model should estimate travel behavior
with regard to longer term choices of residential and employment location, and land use
and adaptive behavior in response to transportation system changes, including fare and
pricing policy.

It should be noted that given the high volume of passengers that travel in the
suburban train network, the model should pay particular attention to mode split
between bus and rail as well as private car and rail and conducting sensitivity analysis
of demand with regard to rail fare. Attention should be paid to the issue of how travel
time (walk and wait time), comfort, and mobility or access to transport is treated in the
model and how improving these parameters could affect mode split in favour of the
urban rail network. Similarly attention should be paid to these issues for travel on the
bus network, as well as the impact of traffic congestion on bus speeds.

The consultant should recommend appropriate software package(s) suitable for

the development of the requisite model in the Inception Report. The consultant shall
undertake an overview of various models such as TransCAD, SATURN, CUBE, etc. with
their merits and demerits and recommend a model package that would be suitable for
CMA planning needs. The final decision on the selection of software package (s) will be
made by CMDA within 10 days of presentation of options along with merits and
demerits. The software package (s) should in particular be capable of:

• Modeling mode split, including walk, public transport modes

(autorickshaws, taxi, bus and rail) and private transport (motorcycle and
car), good's vehicles
• Assigning trips to urban rail and bus networks taking into account the
condition in trains, variations in bus speeds and frequency due to
changes in overall traffic volume, and fares
• Reflecting the impact of new land use developments and / or control
policies, including truck terminals, truck parking lots, interstate bus
terminal etc.
• Responding to traffic demand management measures such as parking
fees, road user charges and congestion pricing as well as the staggering
of working hours, flexi hours and multiple shift work.

Task 2.1 Transport Network Coding

Consultants shall compile a transport network inventory with sufficient details

with a view to ensuring traffic assignments to network at link level. The consultants
shall compile attribute data for the network (link and node characteristics). The
consultant shall prepare input files including network coding based on the inventory
collected as a part of Task 1.1 to code the network. In addition, the consultant shall
also develop traffic origin and destination matrix by mode and time (day / peak / off

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peak). The consultant shall review current speed volume function and assess the
adequacy of this function for the purpose of planning and update speed / volume if
necessary specially the speed / volume for the new road facilities (flyovers, bypass etc.).

The consultants in consultation with the client shall identify the committed
schemes, proposed schemes and accordingly prepare do-nothing, do-minimum, do-
something networks to assess the impact.

Task 2.2 Model Calibration

The model should reflect the travel behavior of different income and social
groups in a disaggregate fashion and should be sufficiently sensitive to test policy
measures and physical improvements to the transportation network and services. The
model should be calibrated for travel costs, speed and other factors.

Traffic assignment should be done on both peak and off-peak hour. The model
result should be sufficiently detailed for the identification of project benefits among
different income groups and users by different modes. The consultants, upon
calibration, must demonstrate to the client how reliable the model is in replicating the
current modal splits and traffic flows at screen lines and cordons. As the model is to be
used for evaluating micro-investments including inter alia major landuse changes
(commercial development exceeding 10000 sq.m. of built up area), grade separators at
junctions, widening of carriageways on a corridor basis, providing bus lanes,
introduction of ATC system etc. cost of more than Rs.100 million (US$ 2 million), the
consultants should show how reliable the calibrated model is for more detailed flows
than at screens / cordons.

The consultant should produce a working paper presenting the main data and
assumptions used by the model.

The consultant should present the process that would be put in place to ensure
good quality control of the data that are entered in the model and satisfactory
performance of the model. Calibration and validation of the model is a well identified
step in the process of the study. The consultant should therefore produce a specific
report on the same that should be formally accepted by CMDA before the consultant
progresses further in the step.

Task 2.3 Establish Economic Evaluation Procedures

Consultants should establish the framework for economic evaluation that would
be used in the formulation of a long-term transport strategy and the identification of a
phased investment program. The framework should allow the economic feasibility to be
expressed in terms of expected Net Present Value (NPV) and Internal Rate of Return
(IRR). Special attention should be given to the following major areas:

• Identify major items of economic benefits;

• Establish appropriate vehicle operating costs (VOC) and value of travel time
(VTT); and
• Develop appropriate economic evaluation procedures to make full use of
UTP model outputs including link traffic volumes and speeds by vehicle
type for existing and planned networks

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Activity 3. Update the Long-Term Transport Strategy for CMA

Task 3.1 Review of 1992-95 CTTS

The consultant should review the 1992-95 CTTS strategy, assess its relevance
to the current and future transport needs of CMA, identify major changes in
socioeconomic conditions, land use, and transport since 1995 and suggest strategic
areas that need to be considered, improved and strengthened.

Task 3.2 Review of Institutional Arrangement of Transport

The purpose of this task is to clarify current arrangements for formulating,

monitoring and implementing transport policy and for identifying, appraising,
authorising, sanctioning, financing and implementing transport schemes and
operational policies. The study is required to identify the role and responsibilities of the
various bodies both within and outside CMA, concerned with transport policy,
financing, investment and regulation of operations. This task is intended essentially as
a review of earlier work. The main issues to be addressed by the consultant shall
include the following:

• the current lack of a clear institutional structure with regard to

urban transport planning, management and investment coordination;
• institutional and policy barriers to positive change in the delivery of
transport services to the people and businesses;
• the number of staff qualified in transport planning and management;
• the relative roles of public and private passenger transport operations,
and the means of regulating them;
• the relative roles of central, state and municipal governments
in transport planning, investment and management

The study should advise on the needs and possible scope of (i) institutional and policy
reform; and (ii) post-study professional development and training in transport planning
and management.

Task 3.3 Review of Transport Financing

The study should pay careful regard to the financial resources available for
transport investments, maintenance and operations, both in total and by agency, on the
basis of an assessment of the level of funding available annually during the past 5
years, current changes in the fiscal framework and economic trends. The outcomes of
this work should be estimates, on the basis of a number of assumptions and scenarios,
of resources likely to be available for transport investments, maintenance and
operations during the coming years, with distinction between tied resources (such as
commuter rail surcharges) and untied resources. Potential sources of private sector
finance identified in earlier studies should also be reviewed and updated. Likely
candidates for private sector financing / PPP based on feasibility of levying tolls or user
fees should be identified.

Task 3.4 Traffic Demand Analysis and Forecast

The consultant shall review the CMA master plan for 2006-2026 and may
consider alternate land use scenarios (maximum 3) for future development in

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consultation with CMDA. CMDA will provide forecasts of population for the years 2019
and 2026. The consultants shall forecast travel demand by mode using the calibrated
UTP model for the years 2009, 2014 and 2019 on the existing transport network plus
all committed transport investments, under the assumed alternative income,
population, and land use growth scenarios. These exercises will give indications on the
likely traffic problems in the future years, thus providing a basis for strategy
formulation.

Task 3.5 Definite Alternative Long-Term Transport Strategies

The long-term transport development and management strategy should be a

combination of policies (e.g. demand management, user charges etc.) and physical
improvements. In collaboration with CMDA, the consultant should define the specific
objectives, principles, and criteria required to guide the formulation of the long-term
strategy.

Having regard to various policy options and transport strategies and systems,
alternative feasible scenarios for horizon years should be developed in consultation with
CMDA. It is likely that the scope to manage transport demand by control of land use
development will be limited but that the implications of transport developments on land
use developments will be great. It is likely, for example, that restricted space in the
CBD, combined with demand management measures and improvement of rail and road
links in the CMA, will lead to faster development of less developed areas in peri-urban
areas. The study should seek to identify the scale of such development pressures.

The UTP model linking land use pattern, travel demand and modal split, should
be used to test the impact of major modifications of strategy and will be used mainly for
the 20-25 year horizon. All options for improving transportation in CMA should be
considered and compared. Alternative transport strategies and their evaluation should
focus on agreed land use strategy and show whether any significant easing of future
transport problems could follow from revision of the land use strategy. The consultant
shall recommend an integrated land use transport model. CMDA would confirm the
form of land use strategy to be assumed by the consultants for the development of a
long-term transport strategy when it is presented to the Steering Committee.

Task 3.6 Evaluation of Alternative Strategies and Selection of Preferred

Strategy

A comprehensive evaluation system should be developed in consultation with

CMDA, taking into account all relevant factors such as capital and operational costs
and environmental, social and political factors, services to the poor and vulnerable. The
evaluation should be comprehensive, on the basis of four major criteria: (i) economically
viable; (ii) socially acceptable; (iii) environmentally sustainable; and (iv) financially
feasible. At the strategic planning level, a preliminary assessment of economic and
financial feasibility and social and environmental impacts should be made for each
proposed alternative strategy. In defining the alternative strategies, the consultant
should pay special attention to the services to poor and the vulnerable.

The comprehensive evaluation should result in the recommendation of a

preferred long term transport strategy. The consultant in collaboration with CMDA and
other transport agencies should explain the basis for its recommendations.

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Task 3.7 Prepare a Draft Transport Strategy Document

The outline strategy should amount to a directional plan indicating the main
imperatives of transport policy during the foreseeable future, having regard to need,
desirability (with regard to factors such as land use development and environmental
and social impacts), affordability and uncertainty. This strategy should take account of
economic growth, current initiatives of CMDA, the need to conserve and enhance the
urban environment, land use plans and likely land use development patterns.

The strategy document should cover the following patterns:

i) Current Situation. Clarification in broad but objective

terms of the current situation and trends: the quantity of
personal movement by commuter rail, bus, car,
autorickshaws, NMT, two-wheelers, taxis, water transport
and on foot; the amount of goods vehicle movement;
Intercity traffic, long distance Bus / Railway passenger
movement; origin-destination patterns; current problems.
ii) Traffic Growth. Clarification of current growth rates,
potential growth rates (with reference to experience
elsewhere), potential problems.
iii) Current Constraints. Clarification of current constraints
with regard to government policies on vehicle licensing,
vehicle and fuel prices and trends, land use policies and
the resources available for transport investment and the
scope of cost recovery through direct user charges such as
tolls
iv) Long Term Trends and Prospects. Review of
implications for transport (supply and demand) of
economic growth and land use developments; and of the
implications for transport planning of uncertainty.
v) Transport Investment Options. Review of the main
means of providing additional transport capacity with
regard to their effectiveness, magnitude of orders of cost
(including both capital and recurrent costs), economic and
financial viability, etc. including;
vi) Demand Management. The need for and means of
achieving the management of the potentially high growth
in the use of motor vehicles (including motorcycles).
vii) Environmental Measures. Review the need for measures
to ameliorate adverse environmental impacts, either
existing or resulting from proposed projects or increased
development.
viii) Land Use Strategy. Review of the scope and limitations
of reducing / controlling traffic demands through land use
policy and of the scope for using transport policy to
influence land use development.
ix) Institutional Arrangement. A diagnostic assessment of
the current institutional arrangements for administering
and planning transport activities in CMA, including policy
formulation, regulation of transport operations, financing,
and investments, and recommendations for improving the
arrangement.
x) Conclusions and Recommendations on Transport
Strategy.

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 Broad conclusions and priorities for development of
commuter rail, bus transit, highway construction, goods
transport and interregional bus / rail transport, water
transport, ferry services, traffic management and demand
management in short, medium, and long terms;
observations on land use strategy.

Activity 4. Identify a Medium-Term Investment Program

The product required for this Activity is a rolling program of investments and
management proposals sufficient and appropriate for the period to 2019. The emphasis
of the work will depend upon the conclusions reached on the transport strategy. The
Medium-Term Investment Program shall comprise the following parts:

i) Commuter Rail Development Programme. Identification of a staged

programme of commuter rail development including consideration of the
Metro-rail Study and its cost implications, etc.
ii) Highway Network Development Programme. Identification of staged
programme of highway investments, having regard to traffic demands,
economic benefits, system effects, etc.
iii) Bus System Development Programme. Identification of proposals for
investment in buses and civil works (depots, workshops, terminals,
segregated bus lanes, exclusive busways, etc.) and operational
management, taking account of bus transport policy recommendations
outlined in the transport strategy.
iv) Traffic Management. On the basis of the initial batch of traffic
management effort funded under the TNUDP III, identification of low-cost
physical and regulatory measures to improve the efficiency and safety of
traffic circulation. Particular attention should be given to the
management of NMT, pedestrians, bus priority measures, etc.

Task 4.1 Identification and Costing of Investment Options

The identification of a phased programme of transport investments proposals

shall first involve a sifting of options and pre-feasibility studies. The consultant shall
take into consideration of the candidate projects already proposed by the transport
agencies in CMA. For each investment project, the consultant shall define a base
option and two or more alternative options. For each option, the consultant shall
propose preliminary alignment, conceptual design option, technology choice, and timing
of construction and start of operations. The consultant should also provide preliminary
(or pre-feasibility study level) estimates of the associated capital and operating costs,
traffic, revenues if applicable, and operating characteristics.

Task 4.2 Evaluation of Options

The consultant shall evaluate these options using the comprehensive criteria
specified in para 3.6 but at a more detailed level. The evaluation should consist of two
parts. The first, which may be partially quantitative and largely qualitative, shall
consist of categories such as operational feasibility, integration with existing systems
and physical environment, ease of response to changing conditions, land use effects,
travel generation potential, environmental quality, requirement for involuntary
resettlement, and other. The second part shall consist of simplified economic and

130
financial evaluation, based on capital and operating costs and revenues, passenger
costs and financial costs of each option.

Evaluation of investment options shall be based upon the network assignment of

traffic demand matrices derived from the results of the transport surveys.

Task 4.3 Prioritise the Investment Projects and Formulate an Investment Programme
for Year 2019

On the basis of comprehensive evaluation of the above options, the consultant

shall prioritise the identified investment projects and formulate a Medium-Term
Investment Program. The program should focus on identification of capital investments
to be made in the 10-year period 2009-2019. The schemes thus identified would be
prepared and largely implemented during TNUDP III phase II or as a separate package.
The medium-term programme shall include background assumptions, rail, road, road
based PT, mass transit system proposals and water transport investment proposals.
When proposing the program, the consultants should assess the impact / implication of
various scenarios / strategies / fiscal policies on transport network.

The background assumptions shall include a summary of the transport strategy

emerging from the outline long-term study, the form of land use distribution assumed
to apply in the medium term, assumptions about institutional changes or developments
and assumptions about investment levels. Unless good reason emerges to the contrary,
one land use disposition should be defined for the medium term.

Activity 5 Communication Campaign

The objective of the communication campaign is to
a) to collect suggestions from the stakeholders (public and govt.
agencies);
b) to disseminate the results of the study; and
c) to help in determining priorities among the various options that
can be envisaged.

Activity 6 Skill and Knowledge Transfer

The study should advise on the needs and possible scope of professional
development and training in transport planning and management.

The new CTS model should be installed in CMDA and CMDA, CC, MTC, DHRW
& S.Rly. personnel should be provided necessary training in its use. A two week
workshop shall be conducted for senior officers on the usage of model.

The consultant shall train core staff ( 7) on model update and calibration so that
they could use the model proficiently as a planning tool with only minimal assistance
from the consultant on the need basis after the study is completed.
With the objective of making the training more productive, two persons from
CMDA would work along the consultants’ team. One would work full time on the
model. The other would be involved in more strategic aspects. The consultant should
define their functions and the results expected from both these trainees in the Inception
Report.
The consultant should work with the Transportation Engineering Division, IIT,
Chennai. The objective is that the institution would be able to provide support and
advisory services to CMDA after the study is completed. While the consultant shares
the data with the institution, the institution would provide advice to the consultant in
the building of the model and interpretation of the outputs of the model. As the

131
services/support of the institution is made available free of cost, it would be the
responsibility of the consultant to ensure that the support of the institution is fully
utilised. The above institution would review and validate the data collected by the
consultant within 2 weeks of submission.

All data, in the form of both raw data and structured database, should be fully
transferred to CMDA. The data collected at various stages of the study should be
organised and integrated in a database and provided to both CMDA and the institution
mentioned above. The consultant should also provide the final set of data used by the
model that are consistent with the results in the final report to CMDA. Partial payment
of the consultancy fee would be subject to compliance with this requirement.

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 Chapter - VI

SHELTER

Shelter is a basic need. When the need for shelter is not satisfied, it becomes
almost impossible for an individual to think of satisfying his/her family aspirations and
intellectual needs. Primary responsibility of any city is to provide its residents with a
decent and habitable shelter. A standard housing does not mean merely land and
building, but includes basic service like water supply, sanitation and access roads.

6.02 Demand for housing is a universal phenomenon, which exists in all

societies, but it varies from “no shelter” to “better shelter”; consequently it is related to
economic level of households. An assessment of housing need, demand and supply
becomes necessary to work out a meaningful shelter strategy.

6.03 “Housing Need” is an expression of housing requirements, and it is

computed based on (i) available housing stock in the base year, (ii) no. of households at
the base year, (iii) rate of demolition of dilapidated/deteriorating structures for
reconstruction, and (iv) rate of clearance/conversion of ‘Katcha’/slum structures for
better housing.

6.04 ‘Housing demand’ is related to market with reference to purchasing power,

affordability, willingness to raise funds and it may be assessed based on the following
major factors viz. (i) the economy of doing a house (temporal choices), (ii) affordability,
(iii) willingness to pay (including for construction, maintenance, resource mobilization),
(iv) availability and accessibility of housing finance, and (v) availability of residential
plot/flats at affordable prices.

6.05 Normally, ‘housing demand’ is less than ‘housing need’ in a developing

economy like ours, and these converge when society’s economic level is rich, distributed
with less disparity and stable. Hence a housing policy at metropolitan level has to take
into account the factors concerned with the housing needs and demand.

Housing Scenario in CMA

6.06 The decadal growth of households and housing units is given in the Table
No. 6.01. (It shows that the housing requirement gap is not significant for the period
1971-91 and there is significant gap in the year 2001).

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 Table No. 6.01: No. of Households and Housing Units in City and CMA

(in Lakhs) Growth rate in %

1971 1981 1991 2001 1971 1981 1991 2001

Households
4.44 6.29 7.96 9.62 -- 41.7 26.55 20.85
in the City
Households
6.89 9.04 11.82 16.19 31.2 30.95 36.97
in the CMA
Housing Units
4.80 6.37 7.98 9.57 -- 32.7 25.22 20.55
in the City
Housing Units
6.63 9.15 12.34 15.83 -- 38.00 34.90 29.50
in the CMA
Source: Census of India
6.07 The Table No.6.02 shows that the average rate of growth in housing units
is declining when comparing the rate of growth of households.

Table No. 6.02: Rate of Change in Population, Households and Housing Units,
1971-2001- CMA

Annual rate of Annual rate of growth Annual rate of growth

growth in population in Households in Housing units
1971-1981 2.76 3.12 3.27
1981-1991 2.36 3.07 3.03
1991-2001 1.93 3.69 2.63

6.08 The structural characteristics of housing stock in 2001 in Chennai City in

respect of predominant materials used for wall is given in Table No.6.03 which shows
that 92 percent of the houses are with ‘pucca’ walls constructed with bricks, stones,
concrete and other materials.

Table No. 6.03: Chennai City Distribution of Houses by Predominant Material

of Wall, 2001
Sl.No. Type of Wall Number of Houses % to Total
1. Grass, Thatch, Bamboo wood, Mud 333959 3.55

2. Plastic, Polythene 1671 0.18

3. Mud, Unburnt brick 29438 3.02

4. Wood 1208 0.17

5. GI Metal, Asbestos sheets 9061 0.95

6. Brick 622304 65.03

7. Stone 49363 5.16

8. Concrete 208516 21.78

9. Others 1556 0.16

Source: Census of India

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 6.09 In Chennai City 75% of the houses are with roof made up of brick, stone,
concrete and other materials of pucca nature, about 15% are with semi-pucca roofing
materials such as tiles, slate, G.I. metal sheets and asbestos cement sheets, and about
10% are with ‘Katcha’ materials such as thatched, bamboo etc.

Table No. 6.04: Distribution of Houses by Predominant Nature of Roof –

Chennai City

Sl.No. Type Number of Houses % total

1. Grass Thatch, Bamboo, Wood, Mud, etc. 90,735 9.48
2. Plastic and Polythene 2,966 0.31

3. Tiles 71,403 7.46

4. Slate 1,662 0.17

5 GI metal, Asbestos sheets 65392 6.83

6 Brick 18908 1.98

7 Stone 5246 0.55

8 Concrete 696997 72.83

9 Any Other Material 3767 0.39

Source: Census of India

6.10 Even though the proportion of the housing units with ‘Katcha’ roofing
materials accounts for only about 10%, in absolute numbers it is large i.e., 93,701 and
these are vulnerable to fire accidents, particularly in summer months and every such
occurrences of fire accidents burn down the whole area of such thatched roofed slums
which is common in Chennai city, some times resulting in casualties. The proportion of
dilapidated / deteriorating housing units accounts for only about 0.5% of the total
households.

Table No. 6.05: Distribution of Houses by Predominant Nature of Floor –

Chennai City

Sl.No. Type Number of Houses % total

1. Mud 32729 3.42

2. Wood Bamboo 1003 0.10

3. Brick 4782 0.50

4. Stone 5712 0.60

5. Cement 611892 63.93

6. Mosaic & Floor tiles 296953 31.03

7. Any other material 4005 0.42

Souce: Census of India

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 6.11 According to Census, 2001, about 71% of households live in less than three
roomed housing units; proportion of households which live in one roomed, two roomed,
three roomed houses etc. is given in the Table No.6.06

Table No.6.06: Distribution of Households by Number of Dwelling Rooms –

Chennai City, 2001
Number of Rooms Households % Total
No. of Exclusive Rooms 205020 02.47

One Room 318325 38.45

Two Rooms 251659 30.40

Three Rooms 144149 17.41

Four Rooms 57555 06.95

Five Rooms 17938 02.16

Six Rooms and above 17665 02.13

Source: Census of India

6.12 The study on “Shelter Strategy” conducted by the School of Architecture and
Planning (Anna University) for PMG, Govt. of Tamil nadu (1995) revealed the following:
(i) The total households in CMA during 1991 were 12.17 lakh consisting of 9
lakh in the non-slum category and 3.17 in the slum category.
(ii) The total number of houses in CMA during 1991 was 12.72 lakh consisting
of 9 lakh units in the non-slum and 2.72 lakh units in the slum categories
respectively.
(iii) Among the non-slum households 18% belong to EWS, 30% belong to LIG,
22% belong to MIG and 30% belong to HIG.
(iv) Among the slum households 86% belong to EWS, 13% belong to LIG and 1%
belongs to MIG and HIG.
(v) 44% of the houses are with one bedroom, 35% with multipurpose room, 17%
with two-bed room, and 4% with 3 and more bedrooms.
(vi) 3.47 lakh housing units were delivered in CMA during the decade 1981-91,
out of which a little more than half i.e. 1.81 lakh units (52%) were plots, 1.07
lakh units (31%) were houses and only 0.59 lakh units (17%) were flats.
(vii) Out of the total housing units delivered by TNHB, 51% are meant for EWS,
24% are for LIG, 12% are for MIG and 13% are for HIG.
(viii) TNSCB has taken up more than fourteen different schemes out of which ten
schemes are meant for physical improvement of slums and four schemes are
meant for financial assistance to the slum households for improving their
shelter units.
(ix) TNSCB has delivered as much as about 12,000 tenements, about 700
houses and about 5000 serviced plots. Nearly 1.88 lakh households were
benefited under different environmental improvement schemes.

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 (x) The annual delivery rate of all the housing units put together was 16,000
during 1981 which increased to 41000 units during 1991, an increase 1.5
times. The annual delivery rate of plots alone was 10,000 units during 1981,
which increased to 18,000 units during 1991, an increase of 80%. The
annual delivery of houses has registered a 150% increase from about 7000
units during 1981 to about 18,000 units during 1991. The annual delivery
rate of flats increased from 1,000 units during 1983 to about 6,000 units
during 1991, a fivefold increase.
(xi) Most of the plots delivered under MUDP I, II and TNUDP were meant for EWS
and LIG.
(xii) In the case of MUDP I, II & TNUDP, the above facilities were provided with
better quality as the cost per family sanctioned was more. Further under
these World Bank aided schemes, patta for the site under enjoyment was
also issued to the beneficiary in addition to making available the loan for
improvement/construction house.

6.13 Study on “Effective Demand for Housing in Tamil Nadu” was conducted in
1995 by the Consultants M/s. STEM for PMG, Govt. of Tamil Nadu. Covering a sample
size of 2,255 households in respect of Chennai Urban Agglomeration. The following
were the outcome of the study.

(i) Social Profile of Households

Madras Urban Agglomeration is spread over Madras and part of the Chengalpattu-
MGR District. Total estimated households are 1.14 million covering 5.4 million
population. Nearly 92 % of SC & ST households are from lower income groups i.e., EWS
and LIG. The percentage of male population is more than (52 %) female population
(48% per cent) in MUA. More than 8% are above 59 years of age group. Two out of
every three households have been staying at the same place for more than 20 years.
Nearly 45% of the households have migrated to MUA. While more than 75% of migrant
households moved in from other towns, thus urban-urban migration is a major flow.
About 10% of migrant households are from other states and 51% from the same district.
Majority of migrants from other states fall in the higher income groups. About 30% of
households migrated only for employment purpose, followed by movement of household
or spouse.
(ii) Economic Profile of Households

About 38% of the households have an income less than Rs.1101 per month,
while 9% draw less than Rs.501 per month. 3% of the households have an income of
less than Rs.250 per month. EWS and LIG groups account for 72% of the households.
The city, thus, has more of poor people houses, on the ground than of rich people

137
houses, as a skyline. In the case of EWS, the expenditure is more than their monthly
income. Major source of income is wages, salary and pension for 90% of households,
other investments account only 7%. Of the earning head of households 14% are above
59 years of age and 6% are females as head of households. Only 29% of the members
are earners. And only 28% of the households have assets. About 76% of a household's
expenditure go for the major and main item of food and essential.

(iii) Physical Profile of Buildings

Nearly 77% of the buildings are accessible through tar roads, and only 14% are
approachable through mud roads. 36% of EWS buildings and 31% of LIG buildings
roofs and walls are of temporary materials namely thatch/grass. 35% of EWS buildings
are dilapidated. 18% of the buildings comprise flats and 41% are independent
buildings. 8% of the buildings are put to residential and commercial uses. 53% of the
buildings are within 20 years of age. 14% are between 20 to 40 years of age. Nearly 7%
of buildings are of more than 3 floors. On an average 2.81 households occupy each
building. Average house cost is thrice the annual income of a household.

(iv) Amenities
On an average only 12% of the households have no power supply, however in the
case of EWS category nearly one in four households have no electric connection.
Municipal water supply, own well or bore well, public tap or hand pump together cover
around 89% of the households. 71% of the households have private bathing facilities.
70% of the households have private toilet facility. 65% of households have facilities to
dispose sewage into municipal connections and 33% have septic tank or soak pit and
remaining percent have open drain and dry latrines. Availability of amenities increases
with the rise in income and EWS has far less amenities than others.

(v) Tenure Status and Mode of Property Acquisition

About 46% of the buildings are rented houses and 54% are own houses. Nearly
95% of tenant households do not have any property. Of the owned households, 23% are
ancestral property and 22% are purchased from private party. 32% of the households
have made full payment for purchased property and only 7% have paid partial payment.
Percentage of houses owned increases with rise in income.

(vi) Perceptions on Major Problems in Housing

Arranging own funds and obtaining a loan were found to be time consuming and
difficult, more than 25% of households found it very difficult. Preparation of plans and
getting them approved were difficult for more than 30% and very difficult for 18% of the

138
households. Getting water, sewerage and electricity connections were not a problem for
nearly 40% of the households. Getting skilled workmen was not a problem in urban
areas like Madras.

(vii) Housing Needs and Demand

Housing needs were computed for 3 scenarios. Housing needs vary from 10% to
23% of total housing stock. In the EWS category, it varies from 19% to 40% units. The
housing demand is computed for 5 scenarios. It varies from 1.61% to 22%. The
effective housing demand should be based on mixed socio-economic variables. EWS
households who desire a house, but cannot afford it, do not come under housing
demand and need to be addressed separately.

Slums
6.14 The Government of India Slum Areas (Improvement and Clearance) Act of
1954 defines a slum as "any predominantly residential area where the dwellings by
reason of dilapidation, overcrowding, faulty arrangement, lack of ventilation, light or
sanitary facilities or any combination of these factors are detrimental to safety, health or
morals. In 1971, the Tamil Nadu Slum Clearance Board, drafting officials from Survey,
Statistical, Revenue and Town Planning Departments then, conducted Socio-Economic
survey of Madras Slums. For the purpose of the survey, a slum was taken to mean
“hutting areas with huts erected in a haphazard manner without proper access, without
protected water supply and drainage arrangements and so congested as to allow a little
free flow of air to get in”. Some of the observations found made in the report are
extracted below:
“Slums generally present the most unhygienic, ugliest, nauseating scene.
During rainy season, the whole area gets flooded, the pathways become swampy and
the entire colony become as fertile breeding place for mosquitoes, exposing the slum
dwellers living in the area to all sorts of diseases. During summer, the thatched huts
are prone to fire accidents. Thus, the slum dwellers’ life is the most miserable one,
devoid of all basic amenities.

6.15 To ease the difficulties of the slum dwellers, attempts were made earlier to
clear the slums in Madras City. In North Madras, the Corporation of Madras and in
South Madras the City Improvement Trust and subsequently, the Tamil Nadu Housing
Board were looking after the slum clearance work. They, apart from constructing flats
for the low and middle income groups, allotted open developed plots, measuring 20’ x
40’ in certain areas to slum families. However, further allotments required vast areas of
land, and the scheme was given up owing to scarcity of land within the City.

139
 6.16 The Government of Tamil Nadu hold the view that slums are not acts of
God, but of human folly and that they can be banished by wise planning and resolute
action.

6.17 The Tamil Nadu Government realized that the feeble, halting, incomplete
and disconcerted measures of the past have to give place to a comprehensive, integrated
and concerted policy to be put through on an emergency footing. It also realized that
unless programmes of slum clearance and settlements of slum dwellers are drawn on a
more realistic basis, relating them to economic opportunities and provision of social
services and social welfare services, the results may well turn out to be frustrating. It
also recognized the fact that the slum dwellers are an essential element in city life, and
that they are as necessary as any other section of the population for the life of the city.”

6.18 The TNSCB was formed in 1970 and the Tamil Nadu Slum (Improvement
and Clearance) Act, was enacted in 1971. The following are the objectives of the Board:
(1) To clear all the slums in Madras city within a targeted period,
(2) To prevent further growth of slums in Madras city,
(3) To give protection to the slum dwellers from eviction and to re-house them in
modern tenements and
(4) To provide basic amenities such as drinking water supply, electricity, storm
water drainage etc. to certain slum areas until they are finally cleared.

6.19 The Socio-economic Survey 1971 has brought out the characteristics of
slums. Main findings are
(1) Causes of slums in Chennai:
(i) Poverty - Frequent failure of monsoons led to mass influx of agricultural
labourers from the adjoining districts to the City. After coming to the City
they pick up any manual job (unmindful of the hardships) such as head load
carriers, rickshaw-pullers, cart-pullers, domestic servants, petty vendors,
carpenters, masons and other manual works. The income they derive from
their jobs was very low which was hardly sufficient for a balanced diet, so
they were unable to pay for rents for securing decent dwellings and hence
squatted on open spaces available near their work spots.
(ii) Physical conditions - The low-lying areas and waterfronts served as fertile
grounds for the growth of slums.
(2) Out of the City extent (then) of 128.83 sq.km. slums covered about 6 percent of
the total area. They were situated in government lands, City Corporation lands,
and Housing Board lands, lands of religious institutions and private land as
detailed in Table No.6.07.

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 Table No.6.07: Ownership of Lands Occupied by Slums, 1971

Percentage of slum families

Sl.No. Ownership of land
to the total slum families
1. Private 31.96
2. Corporation 08.11
3. Government (State) 35.69
4. Housing Board / Slum Clearance Board 13.09
5. Port Trust 0.03
6. Hindu Religious Endowment / Wakf Board /
09.01
other missions
7. Others 02.12

6.20 In order to provide a comprehensive data base on the number, location and
type of slums and their population for overall planning and implementation of specific
programmes, CMDA had drawn the services of the consultants M/s. Economist Group,
Chennai to conduct the survey of slums in the CMA; it was conducted between April
and December, 1986. In this survey, the number of shelter within slums were collected
in respect of the slums which were not covered (then) under MUDP I & MUDP II and
slum clearance schemes of TNSCB.

Table No.6.08: Survey of Slums in MMA - Slum Population in the Study Region –
Covered under MUDP/Clearance, 1986

Corporation MUDP I MUDP II Clearance All

Zone
Divisions S F S F S F S F
I Extended
8 3 5276 39 7319 6 2925 48 15520
Areas
III South
69 19 3192 70 14060 72 24169 161 41421
Madras
IV North
73 51 14102 121 25978 40 17576 212 57656
Madras
Madras
150 73 22570 230 47357 118 44670 421 114597
City
II Towns in
10 Towns 3 1709 10 3408 - - 13 5117
MUA
MUA - 76 24279* 240 50765 118 44670 434 119714
Source: Survey of slums in MMA, 1986
S – Slums F – Families Socio-economic part of it was concerned estimation were
made based on sample survey.
For the purpose of that study, CMA had been divided into four as follows:
Zone-I - Extended areas of the City covering 10 towns in 8 Corporation Divisions
Zone-II - Peripheral areas comprising 10 towns in the MUA
Zone-III - Madras City : South having 69 Corporation Divisions
Zone-IV - Madras City : North with 73 Corporation Divisions

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 6.21 Statistics on the growth of slum households and slum population is given
in Table below.

Table No.6.09: Growth of Slums in Chennai City

Sl.No. Year No. of slums No. of the households Slum Population

1. 1956 306 57,436 2,87,180
2. 1961 548 97,851 4,12,168
3. 1971 1202 1,63,802 7,37,531
4. 1986 996* 1,27,181 6,50,859
5. 2001 1431(CMA) 1,78,000 8,20,000

Pavement Dwellers:
6.22 According to Survey of Pavement-dweller in Chennai City conducted by the
consultant SPARC for CMDA in 1989-90, the number of households who were living on
pavements was 9491 at 405 clusters at an average of about 23 households at a place;
their population was 40,763 (20,811 Male and 19,950 Female) with 40.2% children
population. Unlike other old cities in India namely Delhi, Mumbai, Kolkotta the number
of pavement dwellers in Chennai is relatively few.

Delivery of Housing
6.23 The delivery agencies in CMA can be broadly classified as public, co-
operative and private sector. Under the public sector, the agencies operating mainly are
TNHB and TNSCB; the agencies which provided housing to its employees are TNPHC,
Railways, P&T and CPWD, Port Trust, etc.

Tamil Nadu Housing Board

6.24 Tamil Nadu Housing Board was established as a statutory body in 1961
under the Tamil Nadu State Housing Board Act, 1961.

6.25 TNHB has been delivering the housing under their different programmes
viz. regular programme, MUDP & TNUDP. TNHB was delivering serviced plots and
constructed houses and flats under these programmes. TNHB had developed large
neighbourhoods with all amenities and facilities within CMA at Arignar Anna Nagar,
K.K. Nagar, Ashok Nagar, Bharathi Nagar, South Madras Neighbourhood Scheme
(comprising Indira Nagar, Besant Nagar and Sashtri Nagar), Thiruvanmiyur, Tambaram
etc. TNHB has also developed Sites and Services Schemes under MUDP-I, MUDP-II and
TNUDP at Arumbakkam, Villivakkam, Kodungaiyur, Mogappair (East), Mogappair
(West), Maduravoyal, Manali, Madhavaram, Ambattur, Avadi and Velachery. The details
of the housing delivered under MUDP & TNUDP is given in the Table No.6.10.

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 Table No. 6.10: Details of Sites and Services Projects under MUDP & TNUDP

Project Scheme Year of Extent (hect.) No. of Units

Commencement
MUDP I Arumbakkam 1977 34.20 2,334

Villivakkam 1979 71.55 3,751

Kodungaiyur 1979 84.87 6,094

190.62 12,179

MUDP II Mogappair East 1981 74.13 5,062

Mogappair West 1983 73.00 5,555

Maduravoyal 1983 26.70 2,048

Manali I 1986 40.00 2,947

Manali II 1987 38.00 2,625

251.83 18,264

TNDUP Ambattur 1988 141.60 10,806

Avadi 1988 50.90 4,012

Velachery 1988 20.90 1,789

Madhavaram 1988 63.90 4,884

Madhavaram 1988 60.00 5,000

337.30 21.441

TNPHC

6.26 Tamil Nadu Police Housing Corporation was established in 1981 to

effectively implement schemes for providing adequate housing facilities for the police
personnel. It has delivered 4,702 housing units from 1992 to 2002; there are 1,509
housing units under construction by it at various parts of CMA and their proposals in
the anvil include construction of 1,378 housing units.

6.27 The Shelter Strategy Study conducted by School of Planning and

Architecture, in 1991 revealed that the public agencies had delivered total housing units
of 10,555 Nos. from 1981 to 1991 [CPWD (1,854 Nos.), P&T (1,572 Nos.), Railways
(2,400 Nos.) Port Trust (500 Nos.), TNPHC (104 Nos.), THADCO (1,125 Nos., and others
(3,000 Nos.)].

Co-operative Housing Societies

6.28 In Tamil Nadu, 1,253 Co-operative Societies comprising 196 Taluk Co-
operative Housing Societies and 1,057 urban Co-operative Housing Societies, and a
State Level Apex institution viz. “The Tamil Nadu Co-operative Housing Federation Ltd”

143
 are functioning to cater to the housing needs of its members. The schemes
implemented through co-operative housing societies are:
1. Rural Housing Scheme for Economically Weaker Sections
2. Special Housing Scheme for Economically Weaker Sections in Urban areas
3. LIG, MIG Schemes in Rural areas
4. Urban Housing Schemes
5. Valmiki Ambedkar Awas Yojana (VAMBAY) Scheme
6. Repairs and Renewal of existing houses
Though the number of households benefited in the State from these societies
upto the end of 2004 was 11.36 lakhs, their role in delivery of housing in CMA is
minimal. According to the School of Planning and Architecture’s Shelter Strategy
Study, the number of plots delivered by the Co-operative Societies from 1981 to 1991
was only 2,489 in CMA.

Private Sector
6.29 It can be broadly divided into two. The first one being the private
individuals or owner private who construct the house by himself/herself initially with a
smaller floor area and adding incrementally when necessity arises and his fund position
improves. The second one being the organized private agencies or real estate
developers/promoters who acquire land, develop plots, construct houses/flats and sell.
The School of Planning and Architecture’s Shelter Strategy Study (1995), the total
number of housing units delivered by the private sector during the year 1981-91 was
2.73 lakhs; out of which 53% was plots, 37% was houses and only 10% was flats
(Details are given in Table No.6.11).

Table No.6.11: Annual Delivery of Plots, Houses and Flats by Private Sector in CMA During
1981-82 to 1990-91
Approved Unapproved Total
Year
Plots Houses Flats Total Plots Houses Total Plots Houses Flats Total
1981- 82 1528 4181 -- 5709 8257 2355 10612 9785 6536 -- 16321
1982-83 2019 4676 -- 6695 8987 2300 11287 11006 6976 -- 17982
1983-84 2602 4523 918 8043 8948 2483 11431 11550 7006 918 19474
1984-85 4667 5076 1067 10810 9721 3003 12724 14388 8079 1067 23534
1985-86 3799 5270 2333 11402 10562 2941 13503 14361 8211 2333 24905
1986-87 2755 4883 2681 10319 11008 3120 14128 13763 8003 2681 24447
1987-88 7652 6673 2726 17051 9112 3411 12523 16764 10084 2726 29574
1988-89 6838 7963 6368 21169 8860 3204 12064 15698 11167 6368 33233
1989-90 10447 12806 6874 30127 8487 3653 12140 18934 16459 6874 42267
1990-91 8817 13728 5896 28441 8905 3916 12822 17725 17642 5896 41263
Total 51124 69779 28863 149766 92850 30384 123234 1438974 100163 28863 273000

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 6.30 The flatted housing units delivered by the real estate developers /
promoters serve only the needs of the MIG and HIG households. LIG housing needs are
met by the owner private developments.

6.31 Details on the number of Planning Permissions issued by the

Municipalities, Town Panchayats and Panchayat Unions for residential buildings are
given in Table No.6.12.

Table No.6.12: Planning Permission for Residential Buildings Issued by

Municipality, Town Panchayats & Panchayat Unions
No. of Planning Permission issued for Residential
Sl. buildings
Agency
No.
2000-01 2001-02 2002-03 2003-04 2004-05
1. Municipalities 5544 6541 8000 8557 8579

2. Town Panchayat 2749 3689 4544 5719 5421

3. Panchayat Unions 2629 2921 3160 4154 6319

Total 10922 13151 15704 18430 20325

6.32 Planning Permissions (Nos.) issued by Chennai Corporation and CMDA for
residential buildings are given in the Table No.6.13.

Table No.6.13: Planning Permission issued for Residential Buildings by Chennai

Corporation and Chennai Metropolitan Development Authority
No. of Planning Permissions issued for Residential
Sl. buildings
Agency
No.
2000 2001 2002 2003 2004
1. Chennai Corporation 4882 4624 4735 6215 5700

2. CMDA 678 762 688 1032 1323

6.33 Planning Permissions of ordinary residential buildings up to 4 dwelling

units and up to G+1 floors are issued by the local bodies concerned and only for the
flatted residential developments, group developments and multistoreyed (high rise)
developments, Planning Permissions are ordered in CMDA. Assuming the average
number of dwellings covered in the Planning Permissions issued by Chennai
Corporation as 2, Municipalities as 1.75, Town Panchayats as 1.5 and by Panchayat
Union areas as 1.25, and average number of residential Planning Permission issued per
annum as 5,500, 8,000, 5,500 and 5,000 respectively, it is estimated that the annual
supply of approved housing units will be about 40,000 units permitted by the local
bodies. In addition, CMDA issues Planning Permission for annually for about 8,000
housing units. Assuming that the delivery of unauthorisedly constructed small housing
units as about 25% of the total supply, then the total delivery of housing units by

145
private will be about 60,000 units per annum if the present trend continues; it excludes
the housing plots delivered by public.

6.34 Details on the number of layouts approved by CMDA, residential plots

generated etc. are given in the Table No. 6.14. Private delivers annually about 6,000
residential plots in approved plots. In addition, in the past, the private delivered an
equal number of plots in unapproved layouts. Hence the supply of housing plots in the
CMA is estimated to be about 12,000 plots per annum by the private.

Table No. 6.14: Layout Approvals in CMDA 1991-2004

No. of Approved No. of Residential Shop Public School

Year
Layouts plots sites Purpose sites sites
1991 200 14601 132 429 2
1992 176 9640 120 397 --
1993 160 8063 78 516 9
1994 144 6799 93 360 2
1995 103 4823 110 237 16
1996 63 2648 47 91 --
1997 66 1601 33 39 12
1998 59 1840 49 65 13
1999 79 4894 30 98 --
2000 102 4205 36 157 --
2001 82 4575 63 229 3
2002 84 3769 29 80 --
2003 142 7801 90 121 4
2004 143 6200 84 401 20

6.35 Since 1989 CMDA, ensures that at least 10% of plots excluding roads are
provided as EWS plots when according approval in cases of layouts exceeding one hect.
By this way at least 10 % of the plotted out area in the layout is generated as EWS plots
which can accommodate about one third of the population, which can be
accommodated in the layout area.

Projection of Housing Demand

6.36 The housing need for CMA was projected taking into consideration the
growth of households, vacancy rate, and demolition rate of old buildings and
replacement rate. The housing demand is estimated based on the growth of house-
holds, vacancy rate, replacement rate and affordability. The following Table gives the
details of projected housing need and demand for 2026.

146
Table No: 6.15 Projection of Housing Need and Demand
Housing Need
2001 2006 2011 2016 2021 2026
Population 7040582 7896230 8871228 9966636 11197763 12582137
House holds 1619000 1754718 1971384 2214808 2488392 2796030
Number of Houses 1583014
Shortage w.r to 2001 35986 171704 388370 631794 905378 1213016
Vacancy Rate @.5% 7915 8774 9857 11074 12442 13980
>60 Years old building 2.3 1.5 1.5 1.5 0.75 0.75
Demolition Rate 37237 26321 29571 33222 18663 20970
Replacement Rate 18619 13160 14785 16611 9331 10485
Total Housing Need 81138 206798 427798 676090 936483 1247967
EWS (30%) 24341 62039 128339 202827 280945 374390
LIG (35%) 28398 72379 149729 236632 327769 436788
MIG (20%) 162287 41360 85560 135218 187297 249593
HIG (15%) 12171 31020 64170 101414 140472 187195
Housing Demand
Shortage 35986 171704 388370 631794 905378 1213016
Vacancy 7915 8774 9857 11074 12442 13980
Replacement of Old Buildings 18619 13160 14785 16611 9331 10485
Total Housing Demand 62520 193638 413012 659479 927151 1237482
EWS (30%) 10796 58091 123904 197844 278145 371245
LIG (35%) 21882 67773 144554 230818 324503 433119
MIG (20%) 12504 38728 82602 131896 185430 247496
HIG (15%) 9378 29046 61952 98922 139073 185622

6.37 TNSCB estimates indicate that the slum families in undeveloped slums
work out to 1.10 lakhs; out of which 75,498 families are living in objectionable slums.
TNSCB has also estimated that there are about 34,752 families in unobjectionable areas
and further there are 6,150 families who live in slum conditions in the encroached parts
of the tenement areas which have been reserved as parks, public purpose sites etc.

Slums on unsuitable Locations

6.38 The slums situated on river margins, road margins, seashore and places
required for public purposes are categorized as objectionable slums. The areas
occupied by them are to be retrieved and handed over to the land owning department to
implement programmes like road widening, desilting, strengthening of bunds etc..
Hence the benefits of the various onsite programmes implemented by TNSCB could not
be extended to the slums located in objectionable areas. The location of slums is given
in Table No. 6.16.

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 Table No.6.16: Location of Slums in Chennai City, 2000
Sl. No. Description No. of slum families
1 River Margin 30,922
2 Feeder Canals 5,288

3 Road Margin 22,769

4 Seashore 16,519
Total 75,498
Source: TNSCB

Slum areas on River Margin

6.39 There are three major watercourses in the Chennai City and the banks of
which are encroached. The slum families are living there without any basic amenities
and subjected to annual flooding, besides polluting the watercourses. The details of the
slums located on river margins are as follows:

Sl.No. Name of the River No. of Slum families

1 Cooum River 8,432

2 Buckingham Canal 15,733

3 Adyar River 6,757

Total 30,922

Slums along Feeder Canals

6.40 The feeder Channels like Mambalam - Nandanam Canal, Otteri Nullah,
Captain Cotton Canal etc. are encroached on either side preventing the free flow of
water and causes stagnation of water during rainy season in the nearby residential
areas. It is identified that 5,288 families are living on the margins of these channels.

Slums on Road Margins

6.41 Besides, the slum families are also squatting on road margins affecting free
flow of traffic. It is identified that 22,769 slum families are squatting on the road
margins and places required for public purposes.

Seashore

6.42 The Chennai District Collector has identified that 16,519 slum families living
on seashore have been affected by Tsunami disaster. Of these 2,200 families have
already been rehabilitated at Semmancheri. The remaining families are to be resettled in
tenements.

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Slums on Unobjectionable Locations

6.43 Besides, TNSCB has identified that 34,752 families are living in slum situated on
unobjectionable locations as per its survey. These families are living in deplorable conditions
and require to be developed through provision of housing and infrastructure. These slums are
dense often subjected to fire accidents, flood etc. Based on previous experience, the TNSCB
is planning new strategies for solving the problems of slums.

6.44 TNSCB has been unable to clear all slums and provide houses to the
EWS. So far the TNSCB has only been able to construct 72,000 houses or tenements
(over a period of 35 years), which works out to around 2,000 houses per annum. At this
rate it will be difficult to cover all the remaining 1.1 lakh households in Chennai who
continue to live in raw slums.

6.45 Given the enormity of the problem it is increasingly becoming difficult for
TNSCB to use these traditional modes/strategies (strategy A) of development,
reconstruction and resettlement. These traditional strategies of house being built by the
government and its agencies may have to be abandoned due to several reasons,
including the following:
• Lack of availability of funds and high cost
• Poor recoveries given the economic strata for which the houses are built
• Lack of availability of lands
• Escalation in the cost of lands
• Lack of in-house implementing capacity, specially in respect of newer,
faster building technologies
• Lack of manpower and organizational wherewithal to take up huge works
• Delayed execution due to Governmental procedures having to be
necessarily followed and
• Indifferent quality of construction

6.46 Keeping this in view there is a need to go in for other strategies (Strategy B)
which can supplement the existing efforts even if they do not replace them. Some of
these strategies are based on leveraging the high costs of lands that are often
government owned.

6.47 The strategies followed for different categories of slums ( raw slums,
developed slums, dilapidated tenements are as outlined .

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(i)Strategy A:
6.48 The traditional strategies can be used here like reconstruction,
redevelopment using funds and lands provided by the Government. This can be used in
the case of raw slums/developed slums/tenements. In the recent past several new
schemes have come up which offer a glimmer of hope since they have the mandate of a
slum-free Chennai by 2013 and which offer low cost or zero cost funds. Under these
schemes it is proposed to construct house in the next two to five years all of which are
for the EWS:
• ETRP and Rajiv Gandhi package (tsunami housing): 13,000 dwelling
units (these are both reconstruction/redevelopment and resettlement
schemes and are coming up in several places in Chennai including
Marina,Thiruvottiyur,Tonidarpet, Okkiyumthorapakkam and
Semmencheri)
• JNNURM:10,000 dwelling units (these are resettlement schemes for slum
dwellers)
• XII Finance Commission: 5,000 houses (basically in the resettlement
mode at several places including Perumbakkam and Semmencheri)

(ii) Strategy B
6.49 TNSCB land (both tenement land and unobjectionable poromboke land)
as well as raw slum land can be redeveloped through the BOT route by allowing private
developers to reconstruct the existing dilapidated tenements /slum houses on a part of
the land and using the rest of the space for commercial exploitation.

Night Shelter

6.50 TNSCB has estimated that annually the people who enter Chennai
without provisioning for stay would be around 20,000. A part of them would be finding
rental accommodation in LIG areas while some would encroach on public lands. To
address their immediate housing needs night shelters need to be constructed.

It is also important that unauthorised encroachments on public lands to be

prevented by ensuring that the Government departments protect their lands.

Fishermen Housing
6.51 Chennai is a coastal metropolis and there are 84 fishermen villages along
the coast of which 43 are in Chennai City, 30 are in the northern part of City up to
Minjur and 11 in the south up to Uthandi. There are 12 landing sites in Chennai (14
and 38 in the northern and southern parts). Housing for fishermen becomes important

150
particularly because the housing has to be close to their working area namely the sea
and the restrictions placed by CRZ for several types of development. According to a
recent count there are 36,162 fishermen households with an average household size of
3.81. They live in 31,688 pucca as well as kutcha structures of which 16,482 are in
Chennai, 8,439 in northern part of CMA and 6,767 in the southern part of CMA. The
growth of population among fishermen has increased by 5%between 2000 and 2005 and
thus this trend is likely to continue. At present fishermen housing is dealt by TNSCB
and Fisheries Department. Any housing or redevelopment projects for fishermen in the
coastal areas should take into account the traditional rights and way of life.

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 Chapter - VII

INFRASTRUCTURE

Water Supply
Introduction

One of the major problems faced in CMA is the inability of the administration to
keep pace with the increasing need for utility services particularly water supply and
sewerage. This problem is not unique to Chennai alone and almost all the rapidly
growing cities in India share the same.

7.02 In Chennai City, Chennai Municipal Corporation was responsible for

construction, operation and maintenance of water supply system till August 1978. It
was transferred to the (then newly formed) CMWSSB with all assets and liabilities. The
major supply sources viz. Poondi reservoir, Cholavaram lake and Redhills lake are
under the control of the State PWD (Irrigation); further the PWD (Ground Water Cell) is
responsible for the investigation of ground water resources within CMA to augment
supplies.

7.03 In the cases of large-scale neighbourhood developments made by TNHB such as

Anna Nagar, K.K. Nagar, J.J. Nagar, Ashok Nagar, South Madras Neighbourhood
schemes etc., water supply facilities within the area had been provided by TNHB
(usually with ground water sources or extending the city water supply) and after
installation, maintenance had been transferred to CMWSSB. The same is the case in
cases of large-scale TNSCB developments also.

7.04 In the rest of the CMA, construction and water supply schemes were
undertaken mostly by TWAD Board at the cost of the local body concerned and after
completion, transferred to the local body for future operation and maintenance.
CMWSSB is now planning to cover these areas with water supply and sewerage services.

City System
7.05 Chennai City water supply is drawn from the Red hills lake located about six
km. from City in the northwest along the GNT Road. This lake mainly receives its
supply from the Kosasthalaiyar River across which a dam was constructed to create
reservoir at Poondi. The anicut constructed in its downstream at Tamaraipakkam
diverts the flow through the upper supply channel to Cholavaram Lake; from there it
flows to Redhills Lake. A separate lined channel from Poondi reservoir connects the
upper supply channel which prevents any possible loss of transmission through dry
beds of the river. The flow into these sources is seasonal.

157
7.06 A number of small lakes are also connected in the northwest of CMA to the
Redhills Lake and the run-off in the catchment areas of these lakes are fed to the
Redhills Lake.

7.07 Water tapped from the Redhills Lake is filtered enroute, conveyed through
closed conduits to Kilpauk Water Works, treated therein and distributed to various
parts of the City.

7.08 Nucleus of the protected surface water supply system now in existence in
Chennai City was formed in 1872 while major inputs including filtration and pumping
commenced in 1914. The scheme as it exists today consists of the surface storages at
Poondi, Cholavaram and Redhills lakes with a total capacity of 183 million cubic metres
fed by the Kosatalaiyar river. The maximum water levels of Redhills and Cholavaram
lakes were raised in 1972 and the irrigation rights under the lakes had also been
acquired by the Government. The lakes are mostly fed by North East monsoon, which is
active only for a few months in a year between October and December.

7.09 A statistical analysis of the combined storage of the lakes for a period of thirty
years has indicated that the safe potential from the lakes at 95% probability is only
142 mld. As the lakes are shallow, evaporation losses are as high as 43% at present.

Ground Water System

7.10 The ground water sources are ground water from well fields, coastal aquifer;
brackish water based Reverse Osmosis Plants, Neyveli Aquifer etc.

7.11 During 1960s & 70s three aquifers at Minjur, Panjetty and Tamaraipakkam
located in the north and northwest of the City and the aquifers along the coastal belt
from Thiruvanmiyur to Kovalam were identified and tapped. The area North East of the
City was taken up for extensive hydro- geological study as part of a UNDP aided project
to assess the potential for development of a ground water source. Studies have
identified a 'buried channel', which should have been the course of Palar river
thousands of years back. In this course, a well field was identified extending to a
stretch of about 50 km. length and 5 km. average width hydro geologically suitable for
extraction of ground water. The following well fields have been developed.

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 Table No.7.01 Details of Well Fields
Average yield
Year of Yield MLD
Well Fields No. of wells from Dept. wells
Commission during design
in 2005
Tamaraipakkam 1969 2 out of 30 50 1.60
Panjetty 1969 1 out of 13 41 0.08
Minjur 1969 5 out of 9 34 3.10
Poondi 1987 4 out of 12 27 1.20
Flood Plains 1987 0 out of 5 14 0
Kannigaiper 1987 0 out of 5 14 0.01
Total 12 out of 74 180 5.99
Source: CMWSSB
7.12 Above table clearly brings out the depletion of ground water source during the last
30 years in that area due to increase in demand resulting in overdrawal of ground
water. In addition, due to severe scarcity, CMWSSB has hired private agricultural wells
from 2000 to augment water supplies. The average yield from such sources during 2005
is to the tune of 77 MLD.
Details of hiring of Private Agricultural Wells
Sl.No. Year Average Yield in MLD
1 2001 37
2 2002 45
3 2003 55
4 2004 70
5 2005 77
7.13 In the recent past the agriculture activity in the ayacut areas of
Chembarambakkam tank has been reduced drastically because of conversion of lands
for urban uses and for reasons of uneconomical production costs. Now the
Chembarambakkam tank (located about 12 km. from the City in the west) is also used
as one of the main sources of water supply to the City. Veeranam tank (located about
230 km. from the City in the south) has been identified as an additional source of water
supply to Chennai.

Table No.7.02 Characteristics of Existing Surface Reservoirs

Maximum Maximum Full Area
Drawl of Mean Catchment
Water usable surface
Reservoir elevation Depth Area
Elevation volume (million
(Metre) (Metre) (Sq.km.)
(Metre) (million) sq.ft.)
Poondi 42.67 34.14 91.44 376.74 8.53 1983
Cholavaram 19.66 14.22 24.93 55.76 5.44 28.49
Redhills 15.30 8.59 87.02 195.15 6.71 60.00
Chembarambakkam 26.03 18.72 103.15 711.18 7.31 357.00
Veeranam 14.48 12.34 37.61 2.14 422.40
Total 306.54 2850.89

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Ground Water Regulation
7.14 To regulate and control the extraction, use or transport of ground water and to
conserve ground water, the Chennai Metropolitan Area Ground Water (Regulation) Act,
1987 was enacted. The preamble of the Act is extracted below:

"There is often acute scarcity of water due to consecutive failure of monsoon

rains; the available water in the Poondi, Cholavaram and Red Hills reservoirs,
which are the main sources of supply of water to the Chennai City, is inadequate
to meet the requirements for drinking and other domestic purposes of the people
in the Chennai City;

The United Nations Mission, which investigated the possibility of supplementing

water supply to Chennai, has recognized that a better economic answer might lie
in the development of groundwater potential and had identified the Minjur,
Duranallur-Korteliyar basin, the Poondi, Korteliyar Flood Plains and
Kannigaipper aquifers and also Poonamallee-Porur aquifer in Cooum-Adayar
basin as having groundwater for extraction;

The United Nations Development Programme which conducted pre-investment

studies on improving water supply and sewerage systems of chennai concurred
with the estimation of the Geological Survey of India that groundwater can be
extracted from the twenty kilometre stretch of the coastal zone between South
Madras and Kovalam;

The Madras Metropolitan Water Supply and Sewerage Board has reported that
all other possibilities of augmenting water supply to the Chennai City have been
exhausted and that it is necessary to regulate and control the extraction and use
of ground water in any form and to conserve the same in the City of Chennai and
the district of Chengalpattu and to regulate and control the transport of
groundwater;

Based on the United Nations Development Programme studies, a scheme for

artificial re-charge of the Arni-Korteliyar basin with excess flood water flowing
into the sea is to be taken up by interlinking Arni and Korteliyar at two or more
feasible points and also by constructing sufficient number of check dams at the
appropriate places in the Korteliyar river course;
Such re-charge will enable optimum utilisation of ground water and formation of
a hydraulic barrier against seawater intrusion;

The Government have, after careful examination of all aspects, decided that it is
necessary in the public interest to regulate and control the extraction and use of

160
 groundwater in any form and to conserve the groundwater in the City of Chennai
and certain revenue villages in the district of Chengalpattu and to regulate and
control the transport of groundwater." The Government of Tamil Nadu has
enacted the Act viz. Madras Metropolitan Area Ground Water (Regulation) Act
1987.

7.15 The Act is being enforced by the CMWSSB in the Chennai City and the District
Collector in the rest of CMA, and it provides for grant of permit to sink wells in the
scheduled areas, registration of existing wells and use of ground water in the area,
license for extraction, use or transport of ground water etc.

7.16 The entire area within the Chennai City has potential for restricted drawal
through shallow open wells, and tube wells, and these types of wells are predominant in
the premises within the City. Though unprotected, it helps to supplement the limited
quantity of protected water available from the public system. Assuming a conservative
figure of drawal of 50 lpcd of ground water, for the population of Chennai about 45
million in 2005, estimated drawal will be in the order of 225 MLD. Details on TDS level
in ground water in Chennai are given in the Annexure VI-A. The level of TDS of sample
wells varied from 500 ppm to 2500 ppm.

7.17 Estimated safe yield and average yield at various sources for water supply to
Chennai in the year 2004 is given below:

Table No.7.03 Safe Yield from different sources 2004

Sl.No. Source Average yield in MLD Safe yield in MLD

1. Surface Water including 17.89 500

I stage Krishna
2. New Veeranam Project
a) Veeranam Lake 148.42 180
b) Neyveli Aquifer 50.56 65
3. Well fields 85.23 100
4. Distance Source 63.16 100
5. Porur Wells 2.96 3
6. Southern Coastal Aquifer 2.12 4
Total 370.34 952
Source: CMWSSB

7.18 The sources of water supply to Chennai in the year 2004 is given in the Table
below. The areas served by it are the Chennai City, adjoining urban areas (10 sq.km.)
and industries at Manali.

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 Table No.7.04 Sources of Supply of Water to Chennai, 2004
Source (in ML) for the whole year 2004
Veeranam Lake 14,842
Redhills Lake 4,155
Rain water 1,691
Chembarambakkam 133
Erattai Eri 207
Well fields 31,195
Southern Coastal Aquifer 776
R.O. Plants 182
TWAD Source 275
Porur Wells 210
Neyveli Aquifer 5,966
Distance Source 21,357
Total 80,988
Source: CMWSSB

7.19 When there was acute scarcity of water in 2004 to the City due to monsoon
failure and it could not be supplied through pipe, CMWSSB had ably managed the crisis
by supplying through tanker lorries and the water supply through tankers were 9,930
nos./day (average) from January, 2004 to June, 2004 and 9,003 nos./day (average)
from July to December, 2004.

Supply Levels

7.20 The average water supply in Chennai city is 90 lpcd. In slums within the City the
level of water supply is 25 lpcd. The current water supply from all the sources is of the
order of 550 MLD. However, during the summer season, in times of reduced storage, the
supply levels would be as low as 300 MLD. In addition, CMWSSB also provides bulk
water to the surrounding municipalities to supplement the other sources.

Treatment Capacities

7.21 The availability of treatment capacities

at 750 MLD is much more than the current
supply levels. The treatment capacity
appears to be high as the current supply is
lower than the anticipated levels and would
suffice the current requirement if a full
supply is envisaged. The location and
capacities of treatment plants is presented
in Table No.7.05.
View of Redhills Reservoir

162
 Table No. 7.05: Treatment Capacities
Sl. No Location Capacity-MLD
1. Kilpauk 270
2 Red hills 300
3 Veeranam 180
Total 750
Source: CMWSSB

7.22 In addition, a 530 MLD capacity treatment plant at Chembarakkam is currently

under construction taking the total capacity to 1280 MLD. This is constructed in
anticipation of full realization of Krishna Water to the City, which would augment the
existing supply levels.

Distribution System and Storage Capacity

7.23 The distribution network in Chennai City covers a length of 2,582 Km and is
divided into 159 Divisions. About 98% of the population of the City is covered through
piped supply and the balance is through water tankers. The water is distributed
through 27 main and subsidiary water distribution stations comprising Over Head
Tanks and Under Ground Tanks. The combined storage capacities are of the order of
322 ML. The per capita supply in Chennai Corporation area, as of July 2006, is 105
lpcd. The Chennai City water supply distribution network has been divided into 16
Zones with independent water supply distribution stations and distribution network
with feeder mains. In 12 Water Distribution Stations and 11 distribution network
zones, improvement works have been completed and the supply level is almost
equitable. For balance 4 Water Distribution Stations and 5 zonal distribution networks,
improvement works have been proposed under JNNURM funding, since the earlier
attempt to include in the World Bank assisted projects had not been finalised. On
completion of the improvement works in the balance 4 Water Distribution Stations and
5 distribution network systems, the supply level will be almost equitable.

7.24 The ULBs manage their own storage capacity, the present supply levels are low
and would need augmentation in the future.

Master Plan for Water Supply- Distribution System

7.25 A master plan for the management of the water supply and sewerage for the City,
which was prepared in the year 1978, was revised in the year 1991 in order to receive
and utilize the water for City supply under Telugu Ganga Project from Andhra Pradesh
and later updated in 1997. The master plan contemplated the construction of additional
water treatment plant, water distribution stations, laying of additional transmission
mains and strengthening of the existing distribution system. The master plan envisages

163
re-organizing the existing distribution system network to the 16 zones and adequate
infrastructure to ensure equitable distribution of water supply. The implementation of
the master plan has been taken up in stages for water supply management in Chennai
city to utilise the Krishna water received from Andhra Pradesh.

7.26 The size of the pipes constituting the distribution system ranges from 100 mm to
1500 mm in diameter with a total length of about 2,582 km. The existing system largely
consists of C.I. pipes. In some specific areas PVC mains exist. Of the total length, 85%
is estimated to be of diameter 200 mm and less. Also, about 50% of the smaller sized
distribution pipelines are estimated to be of age 50 years or more. Ageing of pipeline,
incrustation due to intermittent supply and other factors have contributed to the
reduction in the capacity of the distribution system resulting in low pressure in the
distribution system. More than 50% of the total system is estimated to have zero
residual head. Chennai City has been expanding at a fast rate and because of this, it is
found difficult to meet the demand, especially at the tail end areas. The 300 MLD
capacity Water Treatment Plant was constructed at Red hills with World Bank
assistance under the first Chennai Water Supply Project and 3 Nos. of transmission
mains were also laid to facilitate the treated water to different water distribution
stations located in the City.
Coverage in Slums

7.27 About 3.5 lakhs population of Chennai in slums comprising of 58,631 households
are covered through piped supply, tankers and public fountains. CMWSSB supplies
water through 8,916 public fountains and 3,542 mini tanks to augment the piped water
supply. About 2/3rd of these facilities cater to low income and slum population. Ground
water for supplementation purposes is also drawn through 7,726 India Mark II pumps.

Second Chennai Project

7.28 The Second Chennai Water Supply Project was taken up by CMWSSB during
February 1996 with the World Bank Assistance at a cost of Rs.778.79 crores and most
of the works contemplated under this project has been completed. Some of the major
works such as construction of Water Distribution stations (7 nos.), Laying of Clear
Water Transmission mains (36 km.), and Strengthening of Water Distribution system in
11 zones (660 km.) out of 16 zones were taken up, including leak detection rectification
works covering about 70% of Chennai City Area. Benefits attained due to the
implementation of the above project are:

(a) Piped water supply availability has been increased resulting in reduction in
defective streets with improved service level and pressure in the mains.

164
 (b) Reduction in the radius of the water distribution station resulted in increased
piped water supply availability with reduced quantity of supply.
(c) The level of unaccounted for water has been reduced resulting in additional water
availability to the Chennai citizens.

7.29 Due to the construction of additional water treatment plant of 300 MLD
capacity at Red Hills in 1996, the work of refurbishment of the existing Kilpauk Water
Treatment Plan of capacity 270 MLD was taken up at a cost of Rs.24.57 crores and all
the works were completed.

Chennai City Water Supply Augmentation Project-I

7.30 Chennai Water Supply Augmentation Project-I (to add 180 MLD water to
Chennai City water requirement) was taken up by CMWSSB in 2004 at a cost of Rs.720
crores. It is to draw 190 MLD of raw water from Veeranam Lake near Sethiathope,
situated in Cuddalore District at about 230 km. from Chennai City, pump the raw water
to about 20 km. through the pipeline to Vadakuthu for treatment, pump the treated
water from Vadakuthu for a distance of about 8 km. to the Break Pressure Tank at
Kadampuliyur ridge point and then convey the water from this ridge point by gravity for
about 200 km. to the Water Distribution Station at Porur in Chennai and distribute to
the public through the distribution network system.

Chennai City Water Supply Augmentation Project-II

7.31 The Government on 27.2.2004 has accorded the revised administrative approval
for the Chennai Water Supply Augmentation Project-II (CWSAP-II) at an estimated cost
of Rs.124.00 crore. The objective of this project is to augment water supply to the City
by intercepting the rainwater runoff into the sea by the construction / rehabilitation of
check-dams across Cooum, Adyar and Palar rivers. The water thus collected from the
Vayalur check-dam and the available water in Kolavoy lake will be treated in the
proposed Water Treatment Plant at Mangalam and will be transmitted to the City. The
aim of the project is to tap 20 MLD of water from different sources.

7.32 The following are the components of work to be implemented under

the CWSAP-II:

(1) Construction of check-dam at Vayalur across Palar river.

(2) Infrastructure for drawal of 20 MLD from Checkdam at Palar (drawal and
conveyance).
(3) Treatment Plant at Vayalur and laying pumping main upto Pallipattu with an
intermediate pumping at Tiruporur.
(4) Construction of check-dams across Manapakkam, Nandampakkam,
Anakaputhur and Cowl Bazaar.

165
 (5) Improvements to two Check-dams across Cooum at Paruthipattu and
Kannapalayam.
This project is scheduled to be completed by end of 2007.

Telugu Ganga Project

7.33 Under this project 12 TMC of water from Krishna River will be received and
stored in Poondi, Redhills, Cholavaram and Chembarambakkam lakes.

Construction of 530 MLD capacities Water Treatment Plant at Chembarambakkam

7.34 In order to treat additional water to be drawn under the Telugu Ganga Project
additional treatment plant with capacity of 530 MLD is constructed at
Chembarambakkam with an estimated cost of Rs134.90 crores with assistance from the
French Government and a transmission main at a cost of Rs.90.00 Crores.

Desalination Plant
7.35 Keeping in view, the chronic problem of water scarcity in Chennai and adjoining
areas due to frequent failure of the monsoons, Government decided to set up a
desalination plant for supply of potable water to the residents of Chennai and adjoining
areas. Accordingly CMWSS Board has proposed to construct a 100/200 MLD Sea
Water Desalination Plant at Minjur on Design-Build-Own, Operate and Transfer
(DBOOT) basis. The required land of 120 acres has also been identified near Minjur.
The project is scheduled to be completed in 18 months time and is expected to be
commissioned by 2007.

Third Chennai Project

7.36 CMWSSB has proposed to take up further systematic improvement projects in

water supply, both for Chennai City and adjacent Urbanised Local Bodies as "Third
Chennai Project" with World Bank assistance at a cost of Rs.750 crores. In order to
improve the sources, works are proposed for deepening and desilting of Ambattur tank,
Korattur tank and Madhavaram tank and for rehabilitation of Porur tank besides
formation of check-dams. It is also proposed to install water meters to all the
consumers to achieve sustainable revenue. The following are some of the major works
envisaged under the proposed Third Chennai Project.

(a) Strengthening of water Distribution system in the left out 5 zones:

Under Second Chennai Project, out of 16 zones, works on strengthening of water

distribution system was taken up and completed in only 11 zones. Due to the benefits
achieved under Second Chennai Project, it is now proposed to take up the strengthening
of the distribution system in the remaining 5 zones also viz. Anna Poonga, Kilpauk,

166
Triplicane, Southern Head works and KK Nagar. The total length of pipelines to be laid
is about 305 km. at a total cost of Rs.150 Crores.

(b) Infrastructure facility to draw additional ground water from A.K. Basin:

Under the Second Chennai Project, the consultancy study to reassess the
ground water potential in Araniar Kortalayar Basins is under way and will be carried
over into the Third Chennai Project after ascertaining the sustainable yield.

Rest of CMA

7.37 Potable water supply system exists almost in all the municipalities with CMA.
Alandur, Pallavaram, Tambaram, Anakaputhur and Pammal Municipalities have water
from Palar River as source, and other municipalities have CMWSSB bulk supply or the
ground water as source. Water supply in Panchayat areas are concerned, it is by local
wells and public taps.

Water Demand

7.38 The rate of consumption of water in some Indian cities is given below:

Table No.7.06 Water Consumption in Indian Cities

Town Consumption litres per capita
per day
Bangalore 140
Mumbai 260
Delhi 270
Chennai City 107*
Pune 220
Source: CMWSSB
* 2006-2007

7.39 It was estimated in the Madras Water Supply and Sanitation Project report
(1987) that the requirement of water will be 165 lpcd based on need based assessment.
Future requirements of water at the rate of 150 lpcd for the City and 100 lpcd for the
rest of CMA have been estimated and the estimates are given in the table below:

167
Table No.7.07 Estimates of water requirements
Year
I. Chennai City
2011 2016 2021 2026
1. Population in lakhs 49.95 52.39 55.4 58.56

2. Water requirement in MLD for the resident

population
(a) @ 150 lpcd 749 786 831 878
(b) @ 120 lpcd 599 629 665 703
(c) @ 100 lpcd 500 524 554 586
3. Water requirement in MLD for the other
than residential use such as office,
commercial, industrial premises and other
places of employment, education, etc.
(a) @ 30% of 2(a) above 225 236 249 264
(b) @ 25% of 2 (b) above 150 157 166 176
(c) @ 20% of 2(c) above 100 105 111 117
4. Industrial use
(a) @ 10% of the 2(a) above 75 79 83 88
(b) @ 10% of the 2(b) above 60 63 66 70
(c) @ 10% of the 2(c) above 50 52 55 59
5. Total requirement
@150 lpcd 1049 1100 1163 1230
@120 lpcd 809 849 897 949

@100 lpcd 649 681 720 761

II. Municipalities in CMA

1. Population in lakhs 21.75 25.60 30.20 35.69

2. Water requirement in MLD for the resident

population
(a) @ 125 lpcd 272 320 378 446
(b) @ 100 lpcd 218 256 302 357
(c) @ 75 lpcd 163 192 227 268
3. Water requirement in MLD for the other
than residential use such as office,
commercial, industrial premises and other
places of employment, education, etc.
(a) @ 30% of 2(a) above 82 96 113 134
(b) @ 25% of 2 (b) above 54 64 76 89
(c) @ 20% of 2(c) above 33 38 45 54
4. Industrial use
(a) @ 10% of the 2(a) above 27 32 38 45
(b) @ 10% of the 2(b) above 22 26 30 36
(c) @ 10% of the 2(c) above 16 19 23 27
5. Total requirement
@125 lpcd 381 448 529 625
@100 lpcd 294 346 408 482
@75 lpcd 212 250 294 348

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III. Town Panchayats

1. Population in lakhs 5.89 7.41 9.45 12.21

2. Water requirement in MLD for the resident

population
(a) @ 100 lpcd 59 74 95 122
(b) @ 80 lpcd 47 59 76 98
(c) @ 60 lpcd 35 44 57 73
3. Water requirement in MLD for the other
than residential use such as office,
commercial, industrial premises and other
places of employment, education, etc.
(a) @ 30% of 2(a) above 18 22 28 37
(b) @ 25% of 2 (b) above 12 15 19 24
(c) @ 20% of 2(c) above 7 9 11 15
4. Industrial use
(a) @ 10% of the 2(a) above 6 7 9 12
(b) @ 10% of the 2(b) above 5 6 8 10
(c) @ 10% of the 2(c) above 4 4 6 7
5. Total requirement

@100 lpcd 82 104 132 171

@80lpcd 64 80 102 132
@60 lpcd 46 58 74 95
IV. Village Panchayats
1. Population in lakhs 10.59 12.96 15.99 19.88

2. Water requirement in MLD for the resident

population
(a) @ 80 lpcd 85 104 128 159
(b) @ 70 lpcd 74 91 112 139
(c) @ 60 lpcd 64 78 96 119
3. Water requirement in MLD for the other
than residential use such as office,
commercial, industrial premises and other
places of employment, education, etc.
(a) @ 30% of 2(a) above 25 31 38 48
(b) @ 25% of 2(b) above 19 23 28 35
(c) @ 20% of 2(c) above 13 16 19 24
4. Industrial use
(a) @ 10% of the 2(a) above 8 10 13 16
(b) @ 10% of the 2(b) above 7 9 11 14
(c) @ 10% of the 2(c) above 6 8 10 12
5. Total requirement
@80 lpcd 119 145 179 223
@70lpcd 100 122 151 188
@60 lpcd 83 101 125 155

169
 Table No.7.08 Estimate of Water Requirement (CMA)
Chennai Metropolitan Area Year
2011 2016 2021 2026
1. Population in lakhs 88 100 112 126
2. Water Requirement in MLD for the
resident population
a) Scenario I 1165 1284 1431 1606
b) Scenario II 938 1035 1154 1296
c) Scenario III 762 838 933 1046
Water Requirement in MLD for the others
3.
from residential use such as office,
commercial, industrial premises and
other places of employment, education
etc.
Scenario I 349 385 429 482
Scenario II 235 259 289 324
Scenario III 152 168 187 295
4. Industrial Use
Scenario I 116 128 143 161
Scenario II 94 103 115 130
Scenario III 76 84 93 105
5. Total Requirement
Scenario I 1631 1797 2003 2248
Scenario II 1267 1397 1558 1750
Scenario III 990 1090 1213 1360

7.40 The sources presently available and also to be tapped in immediate future by
CMWSSB are given in table No. 7.09.
Table No. 7.09 Assessment Of Abstractable Reliable Quantity of Water from
Various Sources
Sl. Name of Source Safe Yield Remarks
No. in MLD
1 Poondi - Cholavaram - Red Hills 227 Based on the assessment
Lake System during 1997 revision of
2 Groundwater aquifer from Northern 68 Master Plan for water
Well Field supply.

3 Other sources like Southern Coastal 5

Aquifer, Rettai Eri, Porur, etc.
4 Receipt of Krishna Water from 837 10% loss from entry point to
Telugu Ganga Project (when full Poondi Lake has been
agreed quantity of 930 MLD (12 considered.
TMC) supplied)
5 Veeranam Lake (CWSAP-I) 180
6 Desalination Plant 200 a) 100 MLD in 2008
b) 100 MLD in 2009
7 Local sources including Palar River 32 Based on the assessment
in the CMA area other than City during 1997 revision of
limits. Master Plan for water
supply.
8 Abstractable quantity of local 240
groundwater in the city for the use

170
 of other than drinking and cooking
purposes.
9 Waste water reuse
a) Already in use 45
b) Expected in future (SIPCOT 120 From 2009
use)
Total 1954

7.41 The source as indicated above will meet the demand up to the year 2011. There
is a gap of nearly 300 MLD to meet the CMA demand for the year 2026. This gap will be
met by water conservation measures, promoting recycling and by identifying additional
sources. The Redhills source has to be protected from possible contamination due to
development in the catchment area by not allowing reclassification of land uses or
expansion / addition in other zones.

Rain Water Harvesting

7.42 The importance for conservation of water and rainwater harvesting was
understood and due consideration and thrust were given from early 90's itself in
Chennai. While issuing Planning Permission for construction of major developments
such as flats, residential developments, office, shopping and other commercial
complexes, the condition to provide rain water-harvesting structures within the
premises was imposed and ensured to be provided before issue of Completion
Certificates. Provision of rainwater structures in all types of developments, irrespective
of size or use was made mandatory by amending DCR and Building Byelaws in the year
2001, not only for the buildings proposed to be constructed but also for all the existing
buildings. After implementation of this scheme widely in CMA, a significant increase in
the ground water levels and also quality of ground water was noted.

7.43 In 2001, it was also made mandatory that all centrally air-conditioned buildings
shall have their own wastewater reclamation plant and shall use reclaimed wastewater
for cooling purposes.

Sewerage

7.44 Chennai City Sewerage System was designed in 1910 for an estimated 1961
population of 6.6 lakhs at the rate of 114 lpcd, as a separate system. The system then
allowed for admission of storm water from house courtyards and roofs through gullies.
The city was divided as north, west and south (independent) drainage areas and sewage
from each area was collected by relay pumping and conveyed to the pumping stations at
Napier Park, Purasawalkam and Royapuram, and finally discharged into the sea at
Kasimedu out-fall. Kodungaiyur sewage farm was developed in 1956 and a portion (27

171
mld) of the sewage collected at Purasawalkam pumping station was discharged through
force mains to Kodungaiyur farm.

7.45 A comprehensive improvements to the city sewerage system was designed in

1958 for an estimated 1976 population of 25.5 lakhs and 1991 population of 27.2 lakhs
at a sewage flow rate of 110 lpcd in 1976 and 180 lpcd in 1991; the City was also
divided into five zones with proposals for five independent disposal works. It was
planned to isolate the system of collection, transmission and disposal of sewage in each
zone in order to obviate the difficulties of the relay system.
Coverage
In the present Chennai City Corporation area of 176 sq.km., the sewerage
system now covers 99% of the city area. There are 5,15,560 sewer connections as on
date to serve the population of Chennai City through a network of 2,663 kms of sewer
and 180 sewage pumping stations.

Capacity of the Sewage Treatment Plan

7.46 The sewage generated from Chennai City is treated in 9 Sewage Treatment
Plants as detailed below:-

Treatment
Sl.No. Location of the Plants No. of Units
Capacity in MLD

1. Kodungaiyur 3 Nos. 270

2. Koyembedu 2 Nos. 94
3. Nesapakkam 2 Nos. 63
4. Perungudi 1 No. 54
5. Villivakkam 1 No. 5
Total 9 Nos. 486

7.47 Apart from those zonal systems, other small systems developed by the TNHB in
their neighbourhood scheme areas are also functioning and these are connected to the
nearest mains of the zone in which they lie.

7.48 As the capacity of sewers was limited, during rainy days they became surcharged
due to ingress of storm water. Any surplus of sewage in excess of pumping stations
capacity was drained into the nearby natural water courses of the city viz. Cooum river,
Adyar river, Buckingham canal and Otteri Nalla.

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Chennai City River Conservation Project

7.49 Based on their master plan, CMWSSB had conceived a comprehensive project
for sewerage system improvements under the umbrella Chennai City River Conservation
Project (CCRCP). In order to cope up with the increased sewage flow resulting from
water supply augmentation schemes under implementation, and to prevent the overflow
of sewage into the City waterways, the Chennai City River Conservation Project has
been taken up at a cost of Rs.720.15 Crores with Government of India grant of
Rs.491.52 Crores and the remaining Rs.228.63 Crores borne by CMWSSB. The Project
includes investments for providing additional sewage interceptor pipe lines, replacing
sewer mains which are worn out, and enlarging the capacities of pumping stations and
force mains to cope with the flow in the year 2021. The entire Project contemplated
under NRCD share consists of 16 Packages. Packages 1 to 12 consist of interceptor and
diversion of works, improvements to pumping station and pumping mains. Package 13
to 16 consists of construction of Sewage Treatment Plants. The works of interceptors,
pumping mains, gravity mains, pumping stations and construction of 4 Sewage
Treatment Plant units at Perungudi (54 mld capacity), Koyambedu (60 mld capacity),
Nesapakkam (40 mld capacity) and Kodungaiyur (110 mld) capacity have been
completed.

JBIC Project
7.50 CMWSS Board took up implementation of Chennai Sewage Renovation and
Functional Improvement Project under JBIC funds. The following 2 components were
taken up for implementation:
(a) Effluent Conveyance System - envisages pumping of secondary treated sewage
from Koyambedu and conveying it to Kodungaiyur through a 900mm dia DI pipe
line to be laid over distance of 16.4 km. to Kodungaiyur where TT/RP Plant was
proposed for sewage renovation and supply the permeate to industries at Manali.
(b) Permeate Conveyance System - The Permeate from the Sewage Renovation
Plant (Tertiary Treatment/Reverse Osmosis) would be conveyed to the 12
industries at Manali for their use for various purposes such as cooling, process,
boiler teed and others. Subsequently, due to non-availability of demand for
recycled water the project was closed in the year 2003.

Rest of CMA

7.51 For the purpose of planning Sewage System, the Metro Water has divided the
CMA into four categories as Chennai City, adjoining urbanised areas classified as
Adjacent Urban Areas (AUA), Distant Urbanised Areas (DUA) and Rural Areas. The AUA
contiguous to Chennai City covers an area of 165 s q.km. with the 6 Municipalities (viz.
(i) Alandur, (ii) Ambattur (iii) Avadi, (iv) Thiruvottiyur and (v) Madhavaram and (vi)

173
Manali two Municipal Townships (viz. (i) Kathivakkam and (ii) Thiruverkadu) 11 Town
Panchayats (viz. (i) Chinnasekkadu, (ii) Maduravoyal, (iii) Nandambakkam, (iv)
Pallikkaranai, (v) Perungudi, (vi) Porur, (vii) Puzhuthivakkam, (viii) Valasaravakkam, (ix)
Kottivakkam, (x) Nerkundram and (xi) Ramapuram) and the Cantonment area.

7.52 The Distant Urbanised Areas (DUA) comprises 6 Municipalities (viz. (i)
Pallavaram, (ii) Tambaram, (iii) Anakaputhur, (iv) Pammal, (v) Thiruverkadu, and (vi)
Poonamallee) and five Town Panchayats (viz. (i) Minjur, (ii) Naravarikuppam, (iii)
Chitlapakkam, (iv) Kundrathur, and (v) Mangadu).

7.53 Some local bodies like Alandur, Valasaravakkam and Thiruvottiyur have
implemented the sewerage system in their municipal areas; others are in the process of
providing a full-fledged sewerage system and by engaging consultants they have
prepared detailed project reports. While formulating the sewerage proposals for the
AUAs/DUAs by the consultants, the approval of the CMWSSB is sought for disposal of
the sewage to the nearest STPs of Metro sewerage system since the local bodies could
not locate the site for construction of STPs in their area to treat the sewage. Due to
various reasons including scarcity of source of water, the STPs of Metro system could
not realize the projected quantum of sewage immediately. It was found advantageous to
dispose the sewage from the AUAs to the nearest STPs of Metrowater, where further
capacity augmentation can be taken up in subsequent years.

7.54 The local bodies like Alandur, and Valasaravakkam have implemented the
sewerage system in their areas with the contributions by the consumers and loan from
the financial institutions.

7.55 Government in March 2005 has directed that Chennai Metropolitan water
Supply and Sewerage Board shall be the Nodal Agency for execution, and maintenance
of underground sewerage schemes in AUAs and DUAs in the Chennai Metropolitan
Area. The Government have directed as follows:
(a) CMWSSB is required to develop proposals for execution of a comprehensive
sewerage system for the entire Metropolitan Area in addition to existing sewerage
system to Chennai by CMWSSB.
(b) CMWSSB may to the extent possible use the existing and the planned capacity
in its sewerage treatment plants to treat the additional sewage load from AUAs
and DUAs; and wherever necessary, additional treatment capacity has to be
created.
(c) Funds for the project will be mobilised by the concerned local bodies, which will
provide the same to CMWSSB.

174
 (d) CMWSSB will execute the entire scheme including the internal sewering within
local bodies and house service connection within these areas. The sewer system
will also be maintained by CMWSSB for which the local bodies will be required to
pay the fees, which shall be negotiated from local bodies with clear agreement.
(e) An important aspect of the proposed scheme will be the issue of public
contribution and tariffs, since it will be difficult to have the different amounts
prescribed by AUAs and DUAs with a common sewage management network and
it will be desirable to have common tariff structure. The local bodies will collect
sewerage charges and taxes internally. CMWSSB should include this aspect in
the study proposed to be conducted.
(f) If and when the AUAs and DUAs are brought under the umbrella of a greater
Chennai Corporation, the CMWSSB would collect charges directly from the
consumers.
(g) Although CMWSSB should aim for the utilisation of existing and enhanced
capacity in the 4 STPs, restricting the treatment facility to the existing STPs
alone may involve considerable additional expenses on construction and
maintenance since some local bodies like Avadi, Poonamallee and Tambaram are
located at a distance of more than 15-24 km. Hence, it may be desirable to have
one or two additional treatment plants of a similar capacity for these DUAs. This
aspect can also be taken up in the preparation of Master Plan.
(h) Keeping in view the high costs, CMWSSB should consider a proper phasing for
execution of the scheme.
(i) CMWSSB should quickly organise detailed study of coverage indicated above,
principles of revenue generation and management of the facilities proposed.

7.56 The comprehensive sewerage system is in existence in (i) Alandur, (ii)

Valasaravakkam, (iii) Thiruvottiyur (50% covered) and (iv) Ambattur (partially covered
adjoining City limits). The local bodies have formulated proposals and got detailed
project reports prepared by the consultants for provision of sewerage system, are (i)
Pallavaram, (ii) Tambaram, (iii) Madhavaram, (iv) Kathivakkam, (v) Porur, (vi) Ullagaram
Puzhudhivakkam, (vii) Avadi, (viii) Maduravoyal and (ix) Thiruvotriyur (Rehabilitation
and Extension). For Pallavaram the work has been entrusted to CMWSSB and the works
are expected to be completed by August 2007.

7.57 The local bodies which are not covered presently with the provision of sewerage
system in their area, are (i) Ayanambakkam, (ii) Chinnasekkadu, (iii) Manali, (iv)
Nandambakkam, (v) Pallikaranai, (vi) Perungudi, (vii) Kottivakkam, (viii) Nerkundram,
(ix) Ramapuram, and (x) St. Thomas Mount Cantonment in the AUA, and (xi) Minjur,
(xii) Naravarikuppam, (xiii) Chitlapakkam, (xiv) Anakaputhur, (xv) Pammal, (xvi)
Thiruverkadu, (xvii) Kunrathur, (xviii) Poonamallee and (xix) Mangadu in the DUA.

175
7.58 CMWSSB has taken action to conduct studies with the following main objectives:
(i) to prepare Plans and programmes to link the existing/ongoing sewerage system of the
local bodies,
(ii) integrating the system with CMWSSB sewerage system, and
(ii) to provide feasibility studies for providing sewerage system to unsewered local
bodies.

7.59 The study will cover provision of sewerage system with treatment and disposal
arrangements, including examination of reuse options with reference to the demand for
such water, nearness to Sewage Treatment Plants etc. for the Adjacent Urbanised Areas
and Distant Urbanised Areas in Chennai Metropolitan Area. Four local bodies are
presently served by underground sewerage system and nine local bodies are in the
process of providing underground services for which consultants were engaged for
preparation of DPRs. The study will cover all these existing and proposed UG system
to be integrated. The Phase-I study will cover the evaluation of the DPRs of sewerage
system prepared by the consultants for the local bodies like: (i) Pallavaram, (ii)
Tambaram, (iii) Madhavaram, (iv) Kathivakkam, (v) Porur, (vi) Ullagaram
Phuzhudhivakkam, (vii) Avadi, (viii) Maduravoyal, (ix) Thiruvottiyur. The evaluation will
cover the population projection in compliance with the CMDA projections, design
criteria, treatment option of sewage, whether in a locally identified site or integrating
with the available surplus capacity of the STPs of CMWSSB. The cost of conveyance of
sewage to the STP of CMWSSB will be compared with the cost of treatment in a locally
identified site. The possibility of reuse of treated wastewater to meet the demand by
commercial establishments/factories and feasibility of recovering the costs of such
treatment will be examined.

7.60 The Phase-II study will cover preparation of feasibility proposals for providing
sewerage system to the remaining AUAs and DUAs viz. 19 local bodies and examining
the quantum of sewage generation, updating the population estimates, finalising the
design criteria in compliance with the system already provided in the other local bodies,
preparation of outline scheme, preliminary cost estimates with alternative proposals,
economic feasibility based on the alternate cost proposals for phasing of the investment
and financial and administrative arrangement for implementation, operation and
maintenance of the system. The study will also address the options on the issue of
treating the sewage generation in a locally identified site or to integrate with the STP of
CMWSSB and recommend the best available option.

176
7.61 The observation made in the Tenth Five Year Plan report is extracted below:

"It is infeasible to provide underground sewerage or septic tank latrines in the

cities and for all residents. In the first place, highly urbanised, industrialised and
densely populated urban centres may be provided with sewerage, with priority being
given to installing sewage treatment plants to prevent pollution of water sources. For
the majority of the urban centres, low cost sanitation is the appropriate technology.

Low cost sanitation is not a programme solely for the urban poor or slum
population. It has to be propagated as the appropriate solution wherever the costly
option of underground drainage is not feasible. In this sense, there is a need to offer
more options to households that desires sanitation facilities which, while being based
on the "twin-pit-pour-flush" model, is in keeping their needs and capacity to invest.
Low cost sanitation is best propagated as a part and parcel of the maintenance of
environmental health."

"Technologies for treatment of sewage are another area of concern. The

conventional technologies require electricity, which has to be paid for. On the other
hand, low cost technologies like ponds require large area of land that is not readily
available in big towns and cities. There is a need to adopt intermediate technologies, of
which there is a choice. Further research and development need to be done in this
area."

7.62 As regards rest of CMA, while issuing Planning Permission for constructions of
buildings, for sewage disposal from households septic tanks are insisted. In cases of
larger developments such as special buildings (flats) and group housing upto 75
dwellings in a site septic tank with upflow filters are insisted with a condition that the
upflow water shall be used for gardening purposes within the development site. For
very large developments exceeding 75 dwelling units and multi-storeyed buildings, in-
situ sewage treatment plants (STP) are required to be provided and the treated water
shall be used within the developed site for gardening purposes. This method of
sanitation is followed for maintenance of environmental health in the rest of CMA areas
where sewerage is not available.

Proposal along I.T. Corridor

7.63 Tamil Nadu Government have declared the area along the Rajiv Gandhi Salai
(OMR) as I.T. Corridor. CWSSB has made a study for provision of water supply and
sewerage system in the I.T. Corridor and assessed the initial demand for water supply
as 15 MLD and the projected future demand as 50 MLD.

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7.64 The water supply for the I.T., I.T.E.S. industries and other urban developments
in the IT Corridor is proposed to be made in two phases. The First Phase includes
tapping 20 MLD of water from Palar river at Vayalur by constructing a collector well at
Vayalur and treating the same in a water treatment plant to be constructed nearby with
a capacity of 20 MLD. An under-ground tank for storing the treated water with a
capacity of 5 million litres, and to pump the water up to Pallipattu with an intermediate
pumping at Thiruporur making supplies along the IT Corridor. Water will be supplied
to the bulk consumers along the IT corridor and balance water will be conveyed to
Pallipattu head works for City water supply. Tentative cost of the project is Rs.46.00
crores.

7.65 In Phase-II, when additional demands come up, it is proposed to construct a

desalination plant of 50 MLD capacity at Kelambakkam where 58.75 hectares of land
belonging to Salt Corporation has been identified.

Providing Underground Sewerage System

7.66 The sewerage system is proposed to be provided at an estimated cost of Rs.26

crores along IT Corridor. CMWSSB has estimated that sewage generated for the present
is 27.12 MLD. The urbanised areas in Okkiam Thoraipakkam, Ekattur, Kazhipathur,
Padur, Kelambakkam, Thiruporur, Navalur, Semmenchery, Sholinganallur and
Karapakkam are proposed to be provided with a separate collection, conveyance, and
treatment and disposal system. From Kottivakkam and Perungudi pumping stations
the sewage is to be conveyed to the existing Perungudi STP. It is proposed to provide
this sewerage system to the present water supply level and expand the treatment plant
capacity in modular form when the supply level increases. The collection and
conveyance system will also be expanded as and when supply level increases.

7.67 It is proposed to construct 22 nos. of sewerage pumping stations and 5 nos. of

STPs for localised treatment and conveyance of treated effluent. The IT, ITES and
educational institutions in the corridor will be encouraged to recycle and reuse waste
water generated in their complexes for toilets washing and gardening etc.

178
 Annexure VII A
Water Level & Water Quality in TDS in Chennai City and Chennai Metropolitan
Area
City
Sl.No. Name of Village Water level Range (m) TDS Range (in ppm)
1 Tondiarpet 4.00-6.00 750-1050

2 Royapuram 4.50-6.50 800-2100

3 Perambur 5.00-12.00 700-1100

4 Villivakkam 4.50-10.50 600-830

5 Anna Nagar 7.00-10.00 500-750

6 T. Nagar 6.60-10.50 800-1200

7 Guindy 4.00-8.50 500-700

8 Velachery 3.00-9.00 900-2500

9 Saidapet 5.00-13.00 600-800

10 Adyar 4.00-9.00 800-1700

11 Kolathur 1.00-7.50 600-1200

12 Kotturpuram 1.50-8.00 1000-2800

13 Kodambakkam 5.00-11.50 500-1700

14 Triplicane 4.00-10.00 800-1600

15 Thiruvanmiyur 4.50-10.00 800-2800

16 Kilpauk 2.50-8.00 600-1200

17 Sembium 4.60-8.50 500-1500

18 Egmore 2.50-6.00 450-600

19 Taramani 1.50-10.00 1200-2800

Ponneri Taluk
20 Manali 2.00-5.00 400-2000

21 Vichur 3.00-5.50 500-1800

22 Athipattu 3.00-6.50 600-1700

23 Athur 3.50-10.00 500-900

24 Nayar 4.25-9.50 450-1100

25 Seekanjeri 2.50-4.50 300-600

26 Nandhiyambakkam 2.00-4.00 400-1000

27 Minjur 2.50-6.50 700-1500

28 Sholavaram 1.50-7.00 400-1400

29 Ennore 3.00-6.00 500-1700

30 Alamadi 3.50-6.00 400-900

179
Ambattur Taluk
31 Pondeswaram 3.00-10.00 400-850

32 Naravarikuppam 2.00-9.00 500-950

33 Athipattu 3.00-8.00 800-1900

34 Padi 2.50-7.50 500-1050

35 Korattur 3.00-9.00 700-1800

36 Mogappair 4.30-8.00 300-695

37 Madavaram 2.00-7.00 200-900

38 Puzhal 1.00-6.50 350-1300

39 Thiruvottiyur 4.25-6.25 600-1100

40 Maduravoyal 4.00-12.00 600-1200

Mathur 2.00-7.00 200-900

Thiruvallur Taluk
42 Pakkam 3.50-9.00 400-110

Poonamallee Taluk
43 Avadi 2.00-11.00 400-800

44 Thirunindravur 1.50-11.50 300-700

45 Thiruverkadu 1.50-10.50 350-800

46 Pattabiram 2.50-9.00 400-1100

47 Ramavaram 1.50-10.00 300-800

48 Chembarambakkam 0.50-10.00 200-500

Sriperumbudur Taluk
49 Chettipedu 2.00-9.00 300-750

50 Nandambakkam 2.00-10.00 450-1050

51 Meppur 2.50-9.50 400-900

52 Mangadu 3.00-10.00 400-900

53 Kundrathur 2.50-7.50 300-900

Tambaram Taluk
54 Nanganallur 3.00-8.00 800-1400

55 Thiruneermalai 3.00-8.00 450-1050

56 Pallikaranai 1.50-7.00 700-1600

57 Tambaram 1.50-8.00 300-800

58 Sholinganallur 2.00-7.50 250-650

59 Shithalapakkam 3.00-6.50 400-900

60 Pallavaram 3.50-7.75 450-650

61 Chrompet 3.00-7.00 500-900

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62 Meenambakkam 3.00-8.00 800-1400

63 Perungudi 2.50-9.50 1100-2500

64 Nanmangalam 2.00-8.00 300-900

65 Kovilambakkam 1.50-7.00 250-800

66 Chitlapakkam 2.50-8.00 400-900

67 Pammal 2.00-7.50 350-800

68 Nandambakkam 2.50-7.00 300-750

69 Madambakkam 2.00-6.50 250-650

Chengalpattu Taluk
70 Vandalur 2.50-7.50 400-900

71 Mannivakkam 2.00-8.00 350-800

181
 Chapter-VIII

SOCIAL FACILITIES
Education

Tamil Nadu’s human development achievement has been largely a result of its
strong educational heritage. Even in the early years, when the State was Madras
Presidency, education was actively pursued and promoted. 1Government enquiry into
the state of education in Madras Presidency, initiated by Sir Thomas Monro in 1822,
showed that there was one school per thousand population and that the number of boys
taught was one fourth of the total school age population. It also showed that the
instructions impart in these indigenous institutions was of little practical value and
hence a board was appointed to organize a system of public instruction. In 1826, 14
Collectorate and 81 taluk schools with a central school at Madras were opened. In
1836, this scheme was pronounced a failure and the schools were abolished as
inefficient. In 1840, a University Board was constituted by Lord Ellenborough’s
Government to organize to establish a Central School and a few provincial schools. In
1841, the central school was converted into a high school: in 1853, a college department
was added to it and later it developed into the presidency college. In 1854, the court of
Directors issued its memorable dispatch regarding education. Thereupon the
Department of Education, with Directorate of Public Instruction and its inspecting staff
was organized; the so-called Madras University was remodeled and designated the
Presidency College; Zillah or district schools were opened; and the grant-in-aid scheme
was introduced. While in 1853 there were 460 educational institutions with 14,900
pupils, by 1904 this number had risen to 26,771 with 7, 84,000 pupils1.

8.02 The report of the Elementary Education survey of the Madras Presidency, 1925,
points out that there were three agencies managing elementary schools in the province
viz. (i) private bodies, (ii) local boards and municipal councils, and (iii) government.
Though early initiatives made some headway in education, major breakthrough came
with the Madras Elementary Education Act, 1920. Under this Act, local bodies were
given the responsibility for elementary education and were also given powers to levy
special cess to raise funds for education.

1
Source: Madras Gazetteer (M.Francis)

183
8.03 Tamil Nadu has been a pioneer in the introduction of various schemes to enhance
enrolment of children in elementary education. The most important of these schemes is
the massive programme viz. Noon Meal Scheme, introduced by the Government in 1982
with the main objective of not only to ensure nutritional support, but also to act as an
incentive to achieve universal enrolment and retention in primary schools; about 6.4
million children in the age group of 5 to 14 are covered under this scheme. Provision of
free text books and free uniforms by the Government for children in the Government
and Government aided schools are aimed at reduction of economic cost of sending a
child to school by the parents; these measures have improved attendance and reduced
drop out rates.

8.04 In the literacy rate, the Tamil Nadu has attained third position behind Kerala and
Maharashtra both in terms of overall and female literacy, as per 2001 Census. Literacy
in Tamil Nadu has gone up from 62.7% in 1991 to 73.47% in 2001 (against all India
average of 65.38%). Tamil Nadu state Government is committed to the task of providing
universal primary (elementary) education for all children upto 14 years.

8.05 Every habitation with a population of 300 and above should have a primary
school within a distance of 1 km. is the policy of Tamil Nadu Government and it has
been achieved. The levels of basic infrastructure, educational infrastructure and pupil-
teacher ratio in primary schools in Tamil Nadu are ranked within first three among the
major states in our country. A major legislative effort for universalisation of education
has been to introduction of Tamil Nadu Compulsory Education Act, 1994. 85% percent
of the habitations in Tamil Nadu have been provided with secondary school facilities
within a distance of 5 km and in secondary education also the State is ranked high
among the States in our country.

8.06 In the tertiary education during the last decade, Tamil Nadu witnessed a rapid
growth in the number of institutions in higher education ranging from industrial
training institute (ITI) and polytechnics to arts and science colleges and engineering
colleges.

8.07 The Government of Tamil Nadu have ensured 100% schooling access not only at
primary level, but also at the middle school level. This has been achieved by opening
1,112 new primary schools during 2001-2004 and by upgrading 2106 primary schools
as middle schools during 2001-2005. By these actions of bringing these facilities nearer
to the residence of school going children it has helped in bringing down the school trip
and ratio in primary schools from 16% in 2001-02 to 8% in 2003-04. In 2005-06,
Government have upgraded 90 middle schools into high schools and 60 high schools

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into higher secondary schools. Government have proposed to improve infrastructure in
549 high schools & higher secondary schools in the State at a cost of Rs.232 crores. A
special Literacy programme for women is also implemented to bring down the literacy
gap between males & females to achieve a key millennium development goal. The
Government are also implementing the technical education quality improvement
programme with assistance from the World Bank in 8 engineering colleges and 3
polytechnics with an initial outlay of Rs.63 crores.

I.T. initiative in Education

8.08 Tamil Nadu has been at the foremost in IT and is one of the States to announce a
far-reaching, industrial friendly IT Policy. Recognising that the computer education at
the school level is essential to enable children coming out of school to be computer
literates, and that acquiring basic knowledge in computers would be useful to them
either in gaining employment or in pursuing higher studies, it was introduced in school
level itself.

8.09 Recognising that the industrial development of the State depends on skilled
manpower, the Government set up a vast network of ITIs in the State. There are 53
Government Industrial Training Institutes (ITI), and 590 private ITIs in the State. There
are 422 arts and science colleges (67 Government, 161 Govt. aided and 194 Self
financing) in the State and the number has almost doubled when comparing the 1991
figure of 224.There are 202 polytechnics and 236 engineering colleges in the State.

8.10 The State spends almost 20% of its revenue expenditure for education. In the
Tamil Nadu Human Development Report, it is found stated that though Tamil Nadu’s
expenditure is not very high, it has managed to sustain its performance due to existing
levels of infrastructure as well as strong presence of the private sector, especially in
higher education.

Chennai Metropolitan Area

8.11 In Chennai, being the State capital, the educational facilities available are of high
and specialized when comparing the rest of the State. CMA comprises of Chennai City
(176sq.km.) and parts of urban rural areas in Kancheepuram District (to an extent of
376. sq.km.) and Thiruvallur District (637.sq.km.). Some of the relevant statistics
relating to literacy, educational infrastructure are given in the Table No 8.01.

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 Table No.8.01: Literacy & Educational Infrastructure in the Districts Covered in
CMA
Chennai Kancheepur Thiruvallur
Sl.No. Description
City am District District
1 Life expectancy at birth (yrs) M-77.14% N.A N.A
(2005) F-77.56%
2 Literacy rate (2001) 76.81 67.84 67.73
Male 81.10 74.73 74.98
Female 72.35 60.78 60.26
3 Sex ratio (2001) 95.10 96.10 97.10
4 Gross enrolment rate (2005)
(a) Primary 93.97 93.88 96.17
(b) Upper Primary 94.58 97.91 93.81
Total 93.85 95.29 95.25
5 Gross Dropout rate (2005)
(a)Primary 6.75 3.61 7.43
(b) Upper Primary 6.02 7.04 8.02
6 Pupil-teacher ratio (2005)
(a) Primary 47 42 42
(b) Upper Primary 39 56 55
7 Enrolment of girls in primary
schools as % of enrolment of
boys (2005)
(a) Primary 97.14 96.49 97.00
(b) Upper Primary 98.60 92.66 94.51
Source : General Education Statistics of Tamil Nadu, Directorate of School Education

8.12 Planning for educational facilities in a Metropolis like Chennai should take into
account regional bearings as it cater, not only the requirements within it but also the
surrounding districts, and surrounding States in respect of specialized / higher
education.

8.13 In CMA, most of the middle schools include primary classes, high schools include
middle and primary classes and the higher secondary schools include primary, middle
and high school classes. It is provided both by private and public (State and Central
Governments, local bodies). A primary school for about 5000 population (370 school
going children of that group), a high school for 7000 population (732 school going
children of that age group) and a higher secondary school for10,000 population (210
school going children of that age group) is available as per 2001 Census.

8.14 The existing educational institutions, category-wise, in Chennai City and rest of
CMA is given in the table No. 8.02:

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 Table No.8.02 Educational Institutions in CMA
Sl.No. Chennai City Rest of CMA

Private

Private
Govt./

Govt./

Grand
Category of institutions

aided

aided
Govt.

Govt.
Total

Total

Total
1 Schools
(a) Primary 164 315 479 233 144 377 856
(b) Middle 125 127 252 65 56 121 373
(c) High School 55 171 226 37 139 176 402
(d) Higher Secondary 60 366 426 32 204 236 662
2 Colleges
(a) Arts and Science 22 11 33 7 9 16 49
(b) Training Colleges 5 1 6 - - - -
(c) Physical Education 1 1 - - -
(d) Others including 25 13 38 - - - -
Research Institutions
3 Technical Education
(a) I.T.I’s 3 87 90 2 26 28 118
(b) Polytechnics 11 2 13 2 18 20 33
(c) Engineering colleges 4 2 6 1 37 38 44
4 Medical Education
(a) Medical Education 3 - 3 0 1 1 4
(b) Dental Colleges 1 0 1 0 6 6 7
(c) Siddha 1 0 1 0 1 1 2
(d) Homeo - - - - 2 2 2
(e) Unani 1 - 1 - - - 1
(f) Ayurveda - 1 1 - 1 1 2
(g) Pharmacy 1 2 3 - 4 4 7
(h) Nursing 1 - 1 0 5 5 6
5 Veterinary College 1 - 1 - - - 1
6 Law College 1 - 1 - - - 1
Source: Census of India

8.15 The table No 3.17 [in chapter-III] shows the age group details over the years 1971
to 2001. Because of the family planning and population control measures taken in our
country, from 1971 there is large variation in age structure including the school going
children age group. It is estimated that in the future years the school going age group
would stabilize at 7.5 % for primary school going age group, 5.19% for middle school
going age group, 3.71% for high school going age group and 3.96% for the higher
secondary going age group. Based on these estimates, the future demand for schools
has been worked out and tabulated in table no 8.03:

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 Table No: 8.03 CMA_ Age Structure for School Going Population-2026

Age Group % Assumed @2011 2001 2011 2016 2021 2026

0-5 7.82 549811 692665 778078 874051 981952
6-10 7.50 527593 664675 746636 838732 942273
11-13 5.19 365266 460172 516915 580675 652359
14-15 3.71 260857 328634 369158 414693 465886
16-17 3.96 278203 350488 393706 442269 496866

8.16 For the future population of 2011, 2016, 2021, 2026, the number of primary, high
and higher secondary schools to be opened or existing schools to be strengthened to
accommodate the growth of school going children is given in the table no 8.04:

Table No: 8.04 Number of Schools Required_2026

Average
2001 No. of Average No of
Strength 2011 2016 2021 2026
Schools Students_2001
assumed
Primary 1427 370 500 1329 1493 1677 1885
Upper Primary 775 471 500 920 1034 1161 1305
High School 998 261 400 822 923 1037 1165
HSC School 662 210 400 438 492 553 621

8.17 Collegiate, technical and other professional higher educational institutions in CMA
are concerned, it serves not only the CMA region, but also the state level apart from the
national level for certain specialized fields. However periodical reviews of change in
demand for this category of educational institutions should be made at least once in 10
years and necessary infrastructures have to be provided. Human resource development
for the present and future demands and also Research and Development for economic
development depend on investment and improvement on this higher education sector.

Health
8.18 Planning for health becomes an integral part of metropolitan planning and
health status of population is an important indicator of human resource development.
Investments in health sector have direct relationship with longevity and improvements
in physical and mental development of people. Tamil Nadu’s health indicators place it
near the top among the States of India. Policy of the Government is to provide a healthy
and disease free life to the people of Tamil Nadu. Director of Medical & Rural Health
Services (DMRH) is in charge of planning and implementation of programmes of Medical
Services through a network of 29 district headquarters hospitals, 155 taluk

188
headquarters hospitals, 80 non-taluk hospitals, 12 dispensaries, 11 mobile health care
units, 7 women & children hospitals, 2 T.B. hospitals, 2 T.B. clinics and 7 leprosy
hospitals. This Directorate provides the health services in the districts except in
Chennai City.

8.19 The Dept. of Public Health and Preventive Medicine (DPHPM) is providing
primary health care services. Through a network of 1,415 primary health centers (PHC)
and 8,682 Health Sub-Centres (HSCs) spread over the State. These PHC’s and HSCs
provide preventive, promotive, curative and rehabilitative healthcare services and are
equipped with basic facilities. Maternal and child healthcare services are most
important of the services provided by this Department. School Health Programme
provides for comprehensive health care services to the students in Government &
Government-aided schools up to higher secondary level; all Thursdays are observed as
`school health days’ and all Saturdays are observed as `referral days’. Control of
communicable diseases, hygiene and health, Malaria control, Fileria control, Japanese
& Encephalitis control, National Leprosy Eradication Programme, Dental Health,
Integrated Diseases surveillance, Congenital disorders & birth defect registry, Rural
Diabetics survey and Mobile Health Service Programme are implemented by this
Department. The State has set the norms of 1 PHC for 30,000 population, 1
Community health Centre for 1 lakh population and 1 HSC for 5,000 population.

8.20 Indian Systems of Medicine (Siddha, Ayurveda, Unani, Homeopathy and

Yogaand Naturopathy) regained its importance and the Government has attached
special importance to the growth and development of Siddha system, which is a part of
Tamil culture. Government has proposed to provide one ISM practitioner in each PHC
in a phased manner, recognizing that ISM is modern system of medicine can play
complementary roles. Directorate of Indian Medicine and Homeopathy deals with
teaching as well as providing health care system of Indian Medicine. The National
Institute of Siddha established at Tambaram developed at a cost of Rs.47 Crores is a
joint venture of GOI and GTN and it has been established and with the objective of
imparting post graduate education in Siddha system and to provide medical care
through Sidha system of Medicine.

8.21 The Tamil Nadu Health Systems Project (TNHSP), a 5-year project implemented
since Jan. 2005, with total outlay of Rs.597 crores. It aims to improve the effectiveness
of the health care system, both public and private in the State through increased access
to and utilization of health services (particularly by poor and disadvantaged)
development of effective interventions to address key health challenges including non-

189
communicable diseases, improved oversight and management of the health care system
(both public & private), and increase effectiveness of public sector hospital services.

8.22 In this State there are 11 medical colleges in Government sector, and 2 medical
colleges and 9 dental colleges in private sector. There are 42 teaching hospitals in the
State under the control of Director of Medical Education.

8.23 Chennai has established itself as the health Capital of the country and is fast
becoming the health destination of choice for people all over the world with its excellent
facility, competent specialist and good nursing care.

8.24 In Chennai there are 3 major Government Hospitals. The details of no. of bed in
the major hospitals are given in Table No.8.05

Table No: 8.05 Number of Beds in Government Hospitals in Chennai

Sl.No. Name of the Institution No. of beds
1 Government General Hospital 2029
2 Government Stanley Hospital 1231
3 Kilpauk Medical Care Hospital 512
4 Government Royapettah Hospital 212
5 I.O.C. & H.I. for Women & Children 752
6 I.C.H. & H.I. for Children Hospital 537
7 R.I.O. & Government Opthal hospital 478
8 Institute of Mental health 1800
9 Govt. Kasturiba Gandhi Hospital 695
10 Govt. RSRM Hospital 510
11 G.H.T.M. Tambaram 776
12 Government T.B. Hospital (Otteri) 222
13 Institute of Thoracic Medicine 100
14 Government Peripheral Hospital (AA Nagar) 100
15 Government Peripheral Hospital (KK Nagar) 100
16 Government Peripheral Hospital (Periyar Nagar) 100
17 Government Peripheral Hospital (Tondiarpet) 100
18 Artificial Limb center 60
19 Government Hospital, Saidapet 33
20 Communicable Diseases Hospital 550
21 ESI Hospital (Ayanavarum) 616
22 ESI Hospital (KK Nagar) 400
23 ESI Hospital (Kilpauk) n.a
24 Government TB Sanatorium n.a
25 Arignar Anna Government Hospital for Indian Medicine 229
26 Varma Hospital 29
27 Railway hospital 151
28 Port Trust hospital 200
Total 12522
Source: Corporation of Chennai
8.25 The following table gives the list of major private hospitals with bed strength
exceeding 50 numbers in Chennai City.

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Table No: 8.06 Number of Beds in Private Hospitals in Chennai City

S.No Name of the Hospital No. of Beds

1 A.G. Hospital 55
2 Apollo First Med Hospital 80
3 Apollo Hospital 201
4 Apollo Hospital (Greams Road) 600
5 Apollo Hospital (Tondiarpet) 60
6 Apollo Specialty Hospital 200
7 Aysha Hospitals 60
8 Balaji Hospital 75
9 Billroth Hospital 600
10 C.S.I. Rainy Multi Specialty Hospital 250
11 Cancer Institute 156
12 Chennai Kalliappa Hospital 65
13 Childs Trust Hospital 200
14 City Tower Hospital 70
15 Deepam Hospital (P) Ltd. 100
16 Devaki Hospital 100
17 Dr. Agarwal Eye Hospital 112
18 Durgabai Deshmuk Hospital 175
19 Esware Prasad Tottathrya Orthopedic Clinic 111
20 Frontier Lifeline Pvt.Ltd. 120
21 Hande Hospital 50
22 Hindu Mission Hospital 160
23 Kalyani General Hospital 200
24 Kumaran Hospital 100
25 M.V.Diabetics Research Centre 50
26 Madras Medical Mission 218
27 Malar Hospital 160
28 Medical Research Foundation 101
29 MIOT Hospital 296
30 Philips Hospital 75
31 Santhosh Hospital 60
32 Saveetha University 100
33 Sooriya Hospital 110
34 Sri Ramachandra Medical Centre 1650
35 St. Isabel Hospital 250
36 St. Joseph Hospital 50
37 Sundaram Medical Foundation 100
38 Sundaram Medical Foundation 161

191
 39 The Guest Hospital 50
40 Vijaya Hospital 610
41 Vijaya Medical Educational Trust 250
42 Voluntary Health Services 220
Total 8411

8.26 Government agencies involved in provision of health infrastructure are

Directorate of Medical Education, Directorate of Public health and Preventive Medicine,
Directorate of Medical and Rural Health Services, Directorate of Family Welfare,
Directorate of Drugs Control, Commissionarate of Indian Medicine and Homeopathy,
Tamil Nadu State Health Transport Dept.

8.27 A large number of private hospitals deliver health care in CMA, Apollo Hospitals,
Sri Ramachandra Medical College Hospital, Malar Hospital, Vijaya Hospital, Devaki
hospital, CSI Rainy Hospital, CSI Kalyani Hospital etc. are the major hospitals.
According to the approved Government list, there are 130 private hospitals function in
the City area itself. Table no 8.07 shows the number of Government & private hospitals
zone-wise & bed number wise.

Table No: 8.07 Number of Beds in Hospitals in Chennai City _Corporation

Zone Wise

No. of Govt. Hospitals No. of approved private hospitals

Zone 0-50 51 – 101- 201- > 0-50 51- 101- 201- > 500
beds 100 200 500 500 beds 100 200 500 beds
beds beds beds beds beds beds beds
I 5 1 - - - 35 - - - -
II 1 - - 1 - 23 1 1 - 1
III 6 - - - - 26 - - - -
IV 4 1 - - 2 12 13 - - -
V 2 2 - 1 2 41 12 4 - -
VI 2 1 - - - 15 - - 1 -
VII 7 1 - - 2 31 - 1 2 -
VIII 2 - - - - 25 1 3 1 1
IX 1 - - - 10 - - 1 -
X - - 1 - - 29 2 - - 1
Source; Corporation of Chennai

8.28 In Chennai City area, the Corporation of Chennai runs health posts. Zone-wise
distribution of health posts is given in the Table No. 8.08:

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 Table No: 8.08 Number of Hospitals and Dispensaries Run by Chennai's
Corporation in Chennai City

Sl.No. Corporation zones Number of Hospitals Number of Dispensary

1 Zone-I 10 6
2 Zone-II 9 10
3 Zone-III 13 12
4 Zone-IV 11 6
5 Zone-V 9 4
6 Zone-VI 8 13
7 Zone-VII 8 8
8 Zone-VIII 11 6
9 Zone-IX 8 4
10 Zone-X 6 7
Source: Corporation of Chennai

In the rest of CMA, there are 10 primary health centers functioning at Minjur,
Naravarikuppam, Avadi, Medavakkam, Porur, Poonamallee, Manali New Town,
Madhavaram, Pozhichalur and Pudur.

8.29 The statement recommended in the Urban Development Plans Formulation and
Implementation (UDPFI) Health care facilities is given in the Table No 8.09:

Table No: 8.09 Urban Development Plans Formulation and Implementation

Standards on Health Facilities

Sl.No. Name of the Institution No. of

beds

1 G.H. with 500 beds 500 1 per 2.5 lakh population

2 Intermediate hospitals (category A) 200 1 per 1 lakh population
3 Intermediate hospitals (Category B) 80 1 per 1 lakh population
4 Polyclinics with some 1 per 1 lakh population
observation beds
5 Nursing Home, Child Welfare & 25 1 per 0.45 to 1 lakh population
Maternity Centre
6 Dispensary 1 per 0.15 lakh population
Source: Urban Development Plan Formulation and Implementation Guidelines

8.30 The no. of beds available in Chennai City and Kancheepuram & Thiruvallur
District which pending lie in CMA are given in Table No 8.10:

193
Table No: 8.10 Total Number of Beds in Chennai, Kancheepuram and
Thiruvallur Districts

Population per
Sl.No. District Population Total beds
bed available

1 Chennai 4343645 10999 383

2 Kancheepuram 2869920 2735 1049
3 Thiruvallur 2738866 594 4611
Source: Statistical Hand Book of Tamil Nadu - 2003

8.31 From the Census figures, it appears that the total number of beds given relates
only to Government hospitals and not private. Specialty and the bed availability in
private hospitals may be about 100% more than the Government ones.

8.32 Considering the longevity in life, improved health conditions predicated, it is

assumed that the number of beds required in future may be at the rate of one in 500
population. The number of beds required for the projected population, for the year
2006, 2011, 2016, 2021, and 2026 are 15,800, 17,700, 19,900, 22,400 and 25,100
respectively.

8.33 The existing facilities particularly the specialized & higher order ones are
concerned, it serves not only the CMA population, but also the rest of Tamil Nadu and
the adjoining states population; as regards private sector, it attracts patients from all
over India and also some of the foreign countries. It would be difficult to assess the
adequacy of these facilities. Because of accessibility of good infrastructure including
specialist manpower, technology, private sector investments in health sector high in
recent times, the trend is expected to continue. On the government part, with
assistance from World Bank, health infrastructure is being improved. A detailed study
on the health infrastructure in CMA, delivery to poor, accessibility spatially, future
requirements, contribution by private sector, future requirements, modernization
requirements in govt. sector etc. have to be made which may be a basis for formulation
of Master Plan for Health infrastructure in CMA. The position may be reviewed every 10
years and suitable measures taken on health infrastructure investments.

Recreation
8.34 Recreation becomes an essential part of life in any civilized society. It is an
activity people pursue for relaxation, personal enjoyment usually during their leisure
time to break from their routine busy work. In an urban environment, such recreation
facilities have to provide a variety of opportunities accessible, affordable and attractive
to all groups of population.

194
8.35 Recreation is a broad function being organised and unorganized, indoors and
outdoors, daily and intermittent, local and distant. Sometime even sidewalks could be a
more important recreational facility than others in a residential area. Television viewing
has become a major daily recreational facility within houses apart from music, hobbies
& crafts. Indoor recreation activity pursued by people include the ones provided by
cinemas, drama halls, music sabhas (halls), clubs, indoor stadium, exhibition and fairs;
outdoor recreation facilities includes parks, playgrounds, beaches, zoos etc.

8.36 In order to provide for the preservation and regulation of parks, playfields and
open spaces in the State of Tamil Nadu, the 'Tamil Nadu Parks, Playfields and Open
Spaces (Preservation and Regulation) Act, 1960' was enacted. Parks, playfields & open
spaces are periodically notified under the Act by the local bodies concerned. These
spaces shall be maintained for the purposes notified in a clean and proper condition.

8.37 Chennai is endowed with the second longest straight sandy breach in the world,
called Marina. Elliots Beach, another major beach in Chennai attracts large number of
people. Thiruvanmiyur Beach, Kottivakkam Beach, Neelankarai Beach and small
beaches at Thiruvottiyur are also being used by people in those areas. These beaches
are used by the people throughout the year and the Marina & Elliots Beaches attract
thousands of people every day.

8.38 In Chennai City, there are about 195 parks with extent varying from 150 sq.m. to
3.5 hectares and totaling to more than 60 hectares. Playgrounds maintained by the
Chennai Municipal Corporation is concerned, it is more than 200 nos., with a total
extent exceeding 50 hectares. In the rest of CMA, unlike the City, the parks & playfields
are a very few.

8.39 In new layout developments, a proportion of the site (10% of site extent excluding
roads in layouts exceeding 3000 m2) is earmarked and handed over to the local body
concerned for maintenance as parks / playgrounds. By this, in the rest of CMA, over
these years from 1975, about 300 hectares of parks / playgrounds have been reserved
by the developers and taken over by the local bodies. Apart from the layout
developments, in cases of residential / commercial developments and multistoreyed
developments, where the extent of the site exceeds 3000 sq.m. reservation of parks /
playgrounds are made & handed over to local bodies for maintenance. These provisions
in D.C.R. generate considerable extent of land required for open spaces and
recreational activities for public use.

195
8.40 CMA also boasts a number of Theme Parks developed commercially in and around
CMA, which attracts not only the local population but also tourists.

8.41 Planning for public open spaces has become an important part of metropolitan
planning, as a result of the intense demand for outdoor recreation and also the growing
need for conservation. Parks are sometimes heavily used, at times breaking down the
plant cover, making to disappear its natural character that made them attractive.

8.42 In provision of recreational spaces, one may have to be concerned with the quality
of human experience in that space, the release from the intense stimuli of close urban
living, the free choice of activity, the chance to become actively engaged to exhibit
mastery, opportunity to learn about the non-human world, the ability to meet new
people etc. These mostly psychological gains are not achieved by mere conservation of
pre-existing state of nature. Ecological balance of the site so that it can renew by itself
in spite of the new pressures, which will be put on it.

8.43 Open spaces should be developed not only to provide psychological openness but
also for ecological self-renewal. In managing these spaces, carrying capacity to renew
itself naturally (for the ground cover to hold, the trees to succeed themselves. or the
water to purify itself) should also be taken into account of.

8.44 CMA is dotted with a number of lakes (with minimum water spread in non-
monsoon seasons), which may be developed as recreational spaces in a planned way
taking into account its environmental aspects also. It will not only help in conserving
these water bodies but also preventing encroachments and pollution.

8.45 Sports are an essential requirement for the development of an individual's

personality and it teaches one of the values of teamwork and gives the individual the
determination to strive, to seek, to find and not to yield. Recognising the importance of
sports, the Government of Tamil Nadu have created the Department of Youth Welfare
and Sports development in the year 2000. Earlier, Sports was with the Department of
School Education and no department was catering to the matters pertaining to the non-
student youth community. The main aims of the Department of Youth Welfare &
Student Development are

(i) to establish infrastructure facilities in district headquarters, schools and

colleges for development of sports & games

196
 (ii) to establish sports-cum-recreation centers in all village panchayat and urban
areas to provide facilities for indoor games, small area games and physical
exercise to the public
(iii) to identify talented sports persons, to train them and to render suitable
financial assistance to enable them to participate successfully in national
and international competitions
(iv) to promote among the student as well as non-student youth community a
spirit of adventure and love of physical activity
(v) to implement the various schemes of GOI & GoTN aimed at the promotion of
sports & youth welfare
(vi) to conduct various sports youth festivals and exhibitions
(vii) A Sports Development Fund was created by GoTN and the fund is used for
achieving aims of the department.

8.46 In Chennai City the following facilities are available:

(i) Jawaharlal Nehru Stadium, Periamet, with Football field (grass), Athletic
Track (400 m eight lane synthetic track), 3 Volleyball Courts, floodlighting
and electronic scoreboards, etc.
(ii) Multipurpose Indoor Stadium, Periamet, with facilities for Volleyball,
Basketball, Table Tennis, Badminton, Boxing, Wrestling, Weightlifting, etc.
(iii) Hockey Stadium, Egmore with Astroturf Hockey filed.
(iv) Aquatic Complex with one Racing Pool (50 m x 25 m), one Diving Pool
(18 m x 25 m) and one Warm up Pool (20 m x 25 m).
(v) Tennis Stadium at Nungambakkam with 7 courts.
(vi) Nehru Park Sports Complex with Football field, 400 m Athletic Track, 2
Basketball courts, 2 Kabaddi Courts, 2 Tennis Courts, 2 Volleyball Courts
and one Squash Court.
(vii) Shenoy Nagar Swimming Pool with 33 m x 21 m swimming pool, 1
Volleyball Court and 1 Shuttle Court.
(viii) Anna Swimming Pool at Marina

8.47 Special coaching camp for sports developments is conducted by other department
with GoTN assistance. Sports Development Authority of India has established sports
training centers at Jawaharlal Nehru Stadium (for hockey and foot balls for boys) and
Nehru Park Sports (for hockey and volley ball for girls). The Department is preparing
a perspective plan for development of sports upto the year 2020. A number of national
and international sports competition are conducted in Chennai. The Government of
Tamil Nadu strive to improve / provide all necessary infrastructure to make it a prefered
destination for international sports events.

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 Chapter IX
SOLID WASTE MANAGEMENT

Solid Waste Management is an obligatory function of municipal corporations,

municipalities and other local bodies in India. Due to increase in population,
urbanization, change in life style and consumption pattern the problem of solid waste
management in urban areas is increasing. Chennai is not an exception to it.

9.02 Chennai Corporation is the responsible agency for solid waste management in
the City Corporation area. Chennai Corporation area is divided into 10 zones and each
zone is further sub-divided into about 15 Divisions totaling to 155 Divisions.
Conservancy responsibility has been delegated to Zonal officials in City Corporation.
According to Census 2001, the population of the City was 43.43 lakhs and the average
per capita solid waste generated within the City is estimated to be about 585 grams. It
has been estimated that 3000 tonnes of solid waste is generated in these 10 zones in
the City area daily and in addition Chennai Corporation also handles about 500 tonnes
of debris.

9.03 Recognising the importance of solid waste management and its increasing
problems in this Metropolis, CMDA had in consultation with the agencies concerned in
this matter conducted a study called " Municipal Solid Waste Management Study for
Madras Metropolitan Area" with the World Bank assistance during the year 1996
through the consultants M/s Environmental Resources Management, U.K. It was a
detailed study covering all aspects of solid waste management (existing situation and
also the future requirements). The Study has shown that the solid wastes generated
from households, commercial establishments, etc. are at the ratio given in the
Table No 9.01.

Table No.9.01 Solid Waste Generated in Chennai City

S.No Waste generation % to
total
1 Residence 68
2 Commercial 14
3 Restaurants / Hotels/ Kalyanamandapams / Schools and others 11
5 Markets 4
6 Hospitals and Clinics (collected separately) 3
Total 100
Source: M/S ERM, UK 1996

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From the above, it may be seen that the largest generator of solid waste is the
household.
9.04. As part of the Study, sample of waste was analysed for composition and
characteristics and its results are given in Table No 9.02.

Table No. 9.02: Composition of Waste

Sl. Composition % to total by weight
No
1 Paper 8.38%
2 Rags 3.11%
3 Organic Matter 51.34%
4 Plastics 7.48%
5 Metals 0.19%
6 Rubber & leather 0.19%
7 Inert 26.01%
8 Glass 0.29%
9 Coconut 2.48%
10 Wood 0.50%
11 Bones 0.01%
Source: NEERI, 2006

9.05 Chemical analysis of Chennai City solid waste samples have shown that it
contain as given in Table No. 9.03.

Table No.9.03: Chemical Analysis of Solid Waste

Sl. Items % Value
No
1 Moisture content 47.00%
2 Ph Value 6.20% to 8.10%
3 Volatile matter at 5500C 42.62%
4 Carbon 24.72%
5 Nitrogen content 0.88%
6 Phosphorous as P2O3 0.44%
7 Potassium as K2O 0.89%
8 C / N Ratio 29.25
9 Calorific Value in Kj/kg 2594
Source: NEERI, 2006

9.06 From the above it is seen that Chennai municipal solid waste contains higher
moisture content, small percentage of recyclable materials and more of compostable
(organic matter) and inert materials. These characteristics show the low potential for
applying refuse derived fuel and waste to energy (i.e. incineration) processing option
due to the low combustibles, high moisture and high inert contents of the wastes.
However, they indicate high potential for composting of solid wastes.

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9.07 NGO's in cooperation with Municipal Corporation are assisting communities to
collect solid waste through community based arrangement in some areas of the City.
Collection by NGO's from individual houses / establishments using tricycles are
deposited in dustbins which are cleared by Chennai Corporation. Municipal
Corporation provides street sweepings and scientific collections throughout the City.
Municipal Corporation has handed over the solid waste collection and transfer to
disposal sites in respect of the zones VI, VIII & X to a private organisation and it
handles about 1000 tonnes per day.

9.08 Solid waste from the Chennai Corporation area is taken to the transfer stations
and from there it is finally disposed off at two designated disposal sites viz.
Kodungaiyur located at northern part of City and Perungudi an adjoining village in the
south. Both the sites are located in low lying areas and are adjacent to the Metro Water
Sewage Treatment Works. The extent of the Kodungaiyur landfill site is 182 hectares
and the Perungudi land site is 142 hectares. About 45% of the total solid waste
generated is disposed at Kodungaiyur site and the remaining at Perungudi site. Within
the Chennai Corporation there is a well established repair and maintenance system for
solid waste management for mechanical vehicles.

9.09 Central Pollution Control Board has estimated that the per capita solid waste
generated in small, medium and large cities, towns in India to be 0.1 Kg to 0.2 to 0.4
Kg and 0.5 Kg per capita per day respectively. In the ERM Study conducted in 1996 it
was estimated that the per capita waste requiring disposal in respect of Chennai City
was 0.585 Kg per capita per day. It has also arrived at the figures of waste generation
rate in respect of municipalities as 0.585 Kg, town pancahayts as 0.439 Kg and
panchayat Unions as 0.293 Kg per capita per day within the CMA. Applying these
arrived norms, the estimation of solid waste (excluding debris) generated in Chennai
City, Municipality and other local bodies within CMA in 2026 would be as follows:

Chennai City 3400 Tonnes

Municipalities 2050 Tonnes

Town Panchayats 550 Tonnes
Panchayat Unions 540 Tonnes
Total for CMA 6590 Tonnes

9.10 In Chennai Metropolitan area small, medium and large enterprises (Secondary
raw material) are involved in the recycling industry. They get the supplies from dealers
who specialize in waste papers, glass, plastic, metals and other reusable material and
are in turn supported by vast network of dealers and small traders. Rag pickers,

200
including those at the landfill site, transfer stations and street level, together with
itinerant buyers who collect, separate materials from door to door, provide dealers with
regular supply of waste. It has been estimated that they recover about 400 tonnes per
day of these material.

Rest of Chennai Metropolitan Area

9.11 All solid waste management functions are the responsibility of the executive
authorities of the local bodies namely municipalities, town panchayats, and village
panchayats.

9.12 In respect of municipalities, most of them do not have any transfer stations and
they directly dispose off the waste collected in the land filled sites available within the
local bodies. In most of the village panchayat areas the system of solid waste collection
and disposal is very limited.

9.13The consultants after conducting a detailed study in 1996 had given the
recommendations after considering what sort of waste management system would be
appropriate in CMA in another 15 to 20 years, and the various steps that need to be
taken to get out from the existing situation to the more ideal situation proposed, based
on experience elsewhere and modifying the same as necessary taking into consideration
the climatic, locational, cultural differences and situation appropriate to Chennai.
Action programme for implementation given by the consultants is given in the
Annexure VIII A.

9.14 The consultants observed that the greatest and the most cost-effective
improvements in providing a waste management service to the people are likely to come
from improvements in the current framework for providing these services rather than
from the introduction of new or different technologies. Improvements to existing
arrangements, more clearly defined responsibilities, better management and improved
training are therefore seen as paramount to the success of the plan recommended by
them.

9.15 The study had recommended a new CMA-wide disposal organization should be
set up to develop and manage sanitary land fill and transfer/haulage facilities
throughout the area and that organization referred to under the working term “Metro
Waste” which need to be developed from the existing solid waste management expertise
available with Chennai Municipal Corporation whose capabilities in waste disposal
should be strengthened. ‘Metro Waste’ should be structured in a manner, which

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distinguishes the ‘client’ function (raising finances and controlling operational
performance) from the ‘contractor’ function (carrying out the services on a day-to-day
basis). The benefit of structuring Metro Waste in such a manner will allow greater
control over the environmental, operational and financial performance of services. It
also recommended the phased introduction of private sector in provision of solid waste
management services. Whilst public sector must always remain ‘responsible’ to the
public for the performance of solid waste management services, the private sector can
be used to efficiently carry out a large proportion of the day-to-day duties. The
involvement of community organisations (CO’s) in primary collection services is
considered to be essential to the sustained success of the strategy.

9.16 Chennai Corporation has taken action to modernize 7 transfer stations and
machinery and also to improve basic infrastructure facilities at the landfill sites. It has
also taken action to execute the project of making manure from solid waste on Design-
Build-Operate- and-Transfer basis. It has employed the consultants M/s National
Productivity for preparation of detailed report on modernisation of the Perungudi and
Kodungaiyur Solid Waste Disposal sites and they have submitted their report, which is
under consideration of the Corporation of Chennai. As a small scale measure at ward
level in 115 places, facilities have been created for making manure from community
wastes and the Corporation uses the manure for the parks.

9.17 In respect of the municipalities within CMA availability of land for management
presently and requirement of land as per the estimates of the local bodies by 2005 are
given in the Table No. 9.04.

Table No.9.04: Land Requirement For Land Fill / Compost Sites

Requirement Existing
Name of the Expenditure
Sl. No. of land (in land (in
Municipality (Rs. in crores)
acres) acres)

1 Alandur 20.46 15.00 37.47

2 Pallavapuram 20.16 - 37.47

3 Tambaram 19.27 4.25 117.46

4 Pammal 6.86 1.00 15.00

5 Anakaputhur 4.44 - 10.00

Ullagaram
6 4.26 - 8.00
Puzhithivakkam

7 Ambattur 42.35 7.60 20.00

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 8 Avadi 22.00 7.20 12.50

9 Kathivakkam 4.56 - -

10 Madhavaram 15.00 3.66 -

11 Thiruvottiyur 29.65 12.00 -

12 Thiruverkadu 4.30 - -

13 Poonamalle 5.95 - -

14 Maduravoil 6.18 - -

15 Valasaravakkam 5.77 - -

16 Manali 5.30 5.00 -

9.18 All the municipal areas have identified disposal sites for scientific disposal of solid
waste. A common land of extent 50 Acres has been purchased for Alandur, Pallavaram
and Tambaram Municipalities at a cost of Rs.113.28 crore at Venkatamangalam village
for developing the same as a modernized compost yard bringing the segregated wastes
for the purpose. In addition, Tambaram Municipality has identified an extent of about
55 Acres at Nallur village in Sriperumbudur Taluk and 25 Acres in Punchai-
Pothivakkam village, Chengalpattu Taluk. In respect of Ambattur Municipality 30 acres
of land at Vengal village has been identified. For Kathivakkam Municipality, a site of an
extent 5.5 Acre has been identified at Manali Village. Thiruvottiyur and Kathivakkam
Municipalities are presently using the common disposal site of an extent 12 Acres at
Sathangadu and Thiruvottiyur Municipality has taken action to alienate about 10 Acres
from the sewage treatment plant site. Madhavaram Municipality has identified a site of
an extent 4.70 Acres at Vadaperumbakkam and 4.93 Acres at Manali and taken action
to acquire the same. Pammal Municipality has obtained 2.00 Acres of land for this
purpose. Thiruverkadu Municipality has taken action to get 10.20 Acres of poromboke
land at Koladi Village for this purpose. Valasarawakkam Municipality has also taken
action to acquire lands.

9.19 In respect of the panchayat areas are concerned, only in thickly built-up areas,
collection is carried out and disposal made in compost yards that are located in close
proximity. In these less dense areas the solid waste collection and disposal is very
limited, meeting its present requirements.

Hazardous Waste:

9.20 Hazardous waste residue of production process may cause significant damage to
environment and human health and / or environment unless handled, stored,

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transported, treated and disposed of scientifically using environmentally sound
technologies. The improper and careless handling of hazardous waste has all too often
created problems for human health and environment. Effective management and
handling of hazardous waste is of paramount importance for protection of human
health and environment.

9.21 Prior to notification of the rules in 1989, most of the industries had stored the
wastes in their premises or had disposed the same on land within the premises. These
wastes were disposed especially by small-scale units in low-lying areas and on
roadsides along with the municipal solid wastes as no infrastructure were available.
However, after notification of the Hazardous Waste (Management & Handling) Rules
1989, the TNPCB took efforts to identify the generators and made them store wastes
within their own premises in designated areas. Efforts were taken to provide individual
secured landfill facilities within the industrial premises or the Chromium bearing
sludge and Arsenic bearing sludge.

9.22 Sites for establishing the common treatment storage and disposal facility (TSDF)
for the hazardous waste have been identified, detailed EIA have been carried out and
the Government has notified the sites. However, there is public opposition for
establishment of common hazardous waste TSDF facility due to the apprehension that
the nearby land and groundwater will be polluted. Therefore, the Board could not
establish TSDFs during the X plan period for scientifically disposing the hazardous
wastes despite the best efforts. A TSDF has been notified in the Gummidipoondi
Industrial Estate construction of which is in progress.

Bio-Medical Waste:

9.23 Bio-medical wastes are hazardous because of its potential for infection and also
for its ingredients including antibiotics, cytotoxic drugs, corrosive chemicals and
radioactive substances. The TNPCB has estimated that in-patient hospital services in
Chennai generate about 1 to 2 kg of solid wastes per person per day, and Chennai city
has 528 hospitals with a bed strength of about 22,180 and the bio-medical waste
generate per day is about 12,000 k.g. TNPCB has authorized two sites for location of
common treatment and disposal of bio-medical wastes, which are functioning at
Thenmelpakkam village, Chengalpattu Taluk, Kancheepuram District and
Chennakuppam, Sriperumbudur Taluk, Kancheepuram District to serve Chennai,
Thiruvallur and Kancheepuram Districts and adjoining Villupuram and Cuddalore
Districts.

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E-Waste:

9.24 The rapid proliferation of computers and consumer electronics such as mobile
phones, refrigerators, washing machines, radios, tape recorders, microwave oven,
calculators, display devices, telecommunication devices and toys have resulted in a
global mountain of hi-tech trash (E-Waste) due to its obsolescence in nature. E-waste
consists of lead, mercury, arsenic, cadmium, PVC, Brominated Flame Retardants
(NFRS) and dozens of other toxic and potentially hazardous compounds. The fruits of
our hi-tech revolution are pure poison if not properly managed at the end of their
productive life. A personal computer system weighing about 25 kg is estimated to
contain about 1.5 kg of lead. The primary source of computer waste in Tamilnadu is
from software companies, Government and public companies, PC retailers and
manufacturers, secondary market of old PCs dumped from developed countries and
domestic uses. There are about 89 large-scale software companies located in Chennai,
Thiruvallur and Kancheepuram Districts. Approximately 38,000 computers and laptops
are generated as E-waste every year. Other computer peripherals and printers, fax
machines, air conditioner, UPS, network accessories to the quantum of 3000 are also
generated every year.

9.25 Seven E-waste recycling industries have been authorized by TNPCB within the
CMA. They conduct restricted operations of dismantling of computer hardware, manual
segregation of scrap after breaking the scrap by using mechanical equipments like jaw
crushers and cutters. The scraps are segregated into plastic components, glass, ferrous
material and non-ferrous material. The printed circuit boards available in computer are
segregated and exported to reprocessing facilities at Belgium, Singapore, Hong Kong,
China & Taiwan for metal recovery. Metals recovered are usually copper and gold.
Informal recyclers are located at Labbai Street, Periamet at Chennai. Scrap workers are
working in the residential buildings. They are segregating the E-waste manually in a
crude method by using small tools or with blower arrangement. IC wastes, Printed
Wiring Board (PWB) are burnt in outskirts of Chennai to get Aluminium from the burn-
out.

Construction Debris :
9.26 In Chennai City about 500 tonnes of construction debris are generated per day.
Chennai Corporation has identified few sites within the City wherein the private
developers dump this debris. The developers, who require these debris for landfill are
collecting them and utilizing the same. Presently, this kind of solid waste does not pose
much problem except unauthorized dumping along certain roads. A system of collection
and recycling/ disposal of this construction debris should be worked out by the local
bodies concerned and implemented.

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Bio- Methanation Plant :

9.27 In Koyembedu Wholesale Market

Complex (KWMC) perishable wastes of
about 100 tonnes per day are generated.
With the assistance of Government of
India, Ministry of Non Conventional
Energy Sources (67%) and from CMDA’s
share (33%) the project to generate
electricity from vegetable waste (30 tonne]
has been planned and implemented at
KWMC at a total cost of Rs.5.07 Crores.
Electricity generated in this project will be
about 230 kW per day. The compost
generated will be 10 tonnes per day.

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 Annexure IX A

Municipal Solid Waste Management Master Plan for Chennai - Technical Action Programme

Description Local Body 1996-2000 2001-2005 2005-20011

Collection

Coverage MC Area 90% 100% 100%

Municipalities 50% 70% 100%

Town Panchayats 10% 30% 70%

Waste Storage & Municipal Public scheme for owner Complete introduction of new
Primary collection Corporation Area container-based collection system collection system
operated by MC & NGO’s in Zone
VI

Implement preferred collection Maintain communal

system in all zones at the rate of 2 containers in some areas as
zones per year appropriate

Communal container for low Maintain public awareness

income, apartment blocks, campaign as new collection
commercial and institutional system is introduced
premises.

Implement bulk collection points Evaluate the potential for

where appropriate using “wheelie bins” in
appropriate areas

Develop and implement an

appropriate local public awareness
campaign for the pilot scheme
proposed for Zone VI

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 Expand the public awareness
campaign to cover each zone
where the proposed new collection
system is being implemented
Municipalities Pilot scheme for new collection Extend coverage of new
system following and on similar collection system
basis to that in MC
Town Panchayats Initiate new collection system Extend coverage of
collection system
Street Sweeping MC Area Carry out pilot project trials of new Complete introduction of Evaluate potential for
street sweeping system trolley system into all Zones street sweeping using
mechanical equipment
Introduce trolley system with 60t Continue re-evaluation of
containers (x2) into 2 Zones per street sweeping tasks and
year performance norms
Introduce simple task force in each
Zone to clear debris and
accumulations
Introduce central heavy duty task
force under direction of
Commissioner to work on
programmed clearance and
emergency response
Re-evaluate street sweeping tasks
and performance norms waste
collection scheme is introduced
into each Zone
Municipalities Introduce trolley system for
manual street cleaning into 2
municipalities per year

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 Town Panchayats Evaluate and if
appropriate introduce
trolley system into Town
Panchayats
Secondary Collection MC Area Phase out bullock carts Complete phasing in of Evaluation and pilot
standardised collection scheme to test the
vehicles potential of "wheelie bin"
type storage and enclosed
compactor vehicles
Phase out 9.5 tonne tippers for Complete phasing out of non-
collection, use for transporting standard vehicles
waste from Transfer Stations

Phase in standardised collection

vehicles:
*3 tonne tippers (general)
*1.5 tonne tippers (narrow streets)
*0.75 tonne 3 wheeler (narrow
streets)
Municipalities Phase out bullock carts by year 5 Complete phasing in of
standard collection vehicles

Phase in standardised collection Evaluate the potential for

vehicles as per MC contracting out the collection
and transport of wastes from
collection points to the
treatment or disposal points
Phase out 9.5 tonne tippers for
collection, use for transporting
waste from Transfer Stations

209
 Town Panchayats Phase out bullock carts by Complete phasing in of
year 10 standard collection
vehicles

Phase in standardised range Evaluate the potential for

of collection vehicles contracting out the
collection and transport of
wastes from collection
points to the treatment or
disposal points

Transfer System
Transfer stations MC Area Rehabilitate / develop transfer Evaluate the potential for
stations one per Zone apart from rationalising the number
Zone I, at a rate of 2 per year, all of transfer stations and
to be completed by year 5 developing some of them
to enable waste to be
containerised and
conveyed by higher
payload vehicle
If specialised enclosed
compactor collection
vehicles are considered for
introduction, some
transfer stations should be
closed and collection
vehicles diverted either to
other transfer stations or
directly to disposal

210
 Municipalities Develop Transfer Stations in the
Alandur, Thiruvottiyur, Ambattur,
Avadi, Pallavaram and Tambaram
Municipalities
Develop transfer points for the
transport of waste for disposal in
Madhavaram and Kathivakkam
Municipality
Town Panchayat Develop transfer points in
Town Panchayats to be
completed by year 10
Bulk Transport System MC Area Continue to use existing 9.5 tonne Evaluate potential for
tippers for transport from transfer container type vehicles in
stations to treatment or landfill, parallel with evaluation of
replace as necessary enclosed compaction
vehicles and rationalising
transfer stations
Municipalities 9.5 tonne tippers for haulage of
waste from transfer stations
purchased by new waste body

Purchase Roll-on-off vehicles for

the transport of containers from
the new transfer points

Town Panchayats Purchase Roll-on-off vehicles

in line with development of
transfer points

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Treatment and Disposal
Existing landfills Upgrade existing land fills at Continue with phased Continue with phased
Perungudi and Kodungaiyur to development and restoration development and
controlled landfill status and to of existing sites restoration of existing
accept the co-disposal of sites, upgrading of
Municipal Solid Waste with Engineered Landfill status
appropriate industrial and hospital
wastes, to include, improved
operational practices, improved
site drainage and leachate control,
improved access roads, relocation
of weigh bridge at Kodungaiyur,
development of screening bunds
around sites, restoration and
landscaping of completed areas
Purchase new landfill dozer for Develop site extensions on
each site basis of engineered landfill
designs

Set up small site laboratories for

testing and monitoring

Carry out detailed environmental

assessment of site extension
project
New landfill Purchase land necessary for Carry out competitive Continue with phased
access to the proposed landfill tendering exercise for development and
selection of Design, Build and restoration of new site
Operate Contractor

Carry out detailed investigation Develop new landfill site Monitor BOO contractor
and environment assessment at…… to start operating in performance
year 7

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 Develop Design, Build and Operate Monitor BOO operator
contract specifications performance

Composting Evaluate the potential of Based on the results of the

composting selected high organics pilot composting scheme,
waste, including involvement of develop full scale composting
the private sector facility/ies
Develop pilot scheme for
composting
Vehicle Maintenance
Front line maintenance MC Area Retained by Zonal operational Evaluate potential for
depots under direction of new contracting out front line
zonal Assistant Engineers (Mech) maintenance to the private
sector

Municipalities Retain private sector contracting Contracted out Contracted out

out
Town Panchayats Retain limited private sector Contracted out Contracted out
contracting out
Workshops MC Area (B&D) Extend workshops into disused Sustain maintenance Evaluate equipment
cattle shed areas equipment levels to meet requirements for new
requirements of the vehicle collection vehicle types if
fleet these are adopted
Rehabilitate and re-equip
workshops to undertake major
repairs
Municipalities/Town Contracted out Contracted out Contracted out
Panchayats

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 Chapter X

MACRO DRAINAGE SYSTEM IN CMA

Introduction:

CMA lies along the east coast of Southern India and is traversed by three major
rivers namely Kosasthalaiyar River, Cooum River and Adyar River. The climate of the
region is dominated by the monsoons, which are caused by thermal contrast between
land and sea. Monsoon climates are characterised by clearly marked seasons with
specific types of wind and weather. The South West monsoon dominates weather
patterns in Tamilnadu from July –September and is characterised by periods of sultry
wet weather. Rain shadow effects limit rainfall in the east coast in Tamilnadu and it is
light or intermittent during this season. This period is followed by North-East Monsoon,
which brings cool cloudy weather, relatively free of rain over most of the monsoon-
dominated land (India). The exception is South-East-India including Tamilnadu where
about 78% of the annual rainfall occurs at this time. The start of the heavy rains
usually falls in October lasting up to December. Most of the rainfall is associated with
clear synoptic systems of depressions and cyclones with night time rainfall most
common. In CMA between October and December most of the rainfall occurs and it is
rare between January and April.

10.02 River Nagari which has a large catchment area in the Chittoor District (Andhra
Pradesh) region and the Nandi River, which has catchment area in the Vellore District,
join near Kanakamma Chattiram and enter Poondi Reservoir. Kosasthalaiyar River,
which has its origin near Kaveripakkam and has catchment area in North Arcot District,
has a branch near Kesavaram Anicut and flows to the city as Cooum River and the main
Kosasthalaiyar river flows to Poondi reservoir. Poondi Regulator was constructed in
1943. From Poondi reservoir, Kosasthalaiyar River flows through the Thiruvallur
District, enters CMA, and joins the Sea at Ennore.

10.03 Cooum River from the Kesavaram Anicut flows through the Kancheepuram
District enters CMA and finally reaches Sea near Fort St.George.

10.04 Adyar River having its catchment area in the Kancheepuram District and
originating from the Pillapakkam Tank Group and Kavanur Tank Group flows through
the CMA enters the city and reaches Sea near Adyar area of the city.

10.05 Sholavaram Tank, Red Hills Tank and Chembarambakkam Tank are the major
tanks in the CMA. Sholavaram Tank is the secondary storage tank receiving water from
the Poondi Reservoir via Poondi Feeder Canal to supply Red Hills Tank. Red Hills Tank

214
is the main source of water supply to the Chennai City and during storm events water is
released to Red Hills Surplus Channel, which enters the Kosasthalaiyar River and
discharges into the sea. Its maximum storage capacity is 3285 Mft3 (93 Mm3).

10.06 Chembarambakkam Tank has recently been developed as one of the sources for
water supply to Chennai City and has maximum storage capacity of 103Mft3.

10.07 Kesavaram Anicut and regulator which is located in the uppermost catchment
of the Poondi reservoir controls the discharge from upper catchment entering Poondi
reservoir and during storm events the regulator gates can be opened to discharge into
Cooum when Poondi reservoir is full.

10.08 Korattur Anicut and regulator control the discharge in the Cooum and direct
the flow to the Chembarambakkam reservoir. When there is flow in the Cooum river and
the Chembarambakkam Lake is not at full capacity, then the regulator gates are opened
to supply water to the reservoir through the link channel.

10.09 Tamarapakkam Anicut located across Kosasthalaiyar River in the downstream

of Poondi reservoir controls excess discharge in the Kosasthalaiyar. If Sholavaram is
not at its full capacity, then the gates are opened to divert the excess water along the
supply channel to Sholavaram. Vallur Anicut is a small check dam constructed near
Minjur across the Kosasthalaiyar River to control water levels and feed irrigation
channels in the area.

10.10 Like any region in southern India with agricultural lands, CMA also has a
network of lakes, canals and channels within its boundary. There are about 320 tanks
/lakes that are earlier used as water source for irrigation and now serve as flood
accommodators. Apart from these lakes there are a large number of ponds in CMA.

10.11 Buckingham Canal is a man-made canal, which was constructed during the
year 1806. It originates at the place called Bedhakanjam in Andhra Pradesh and runs
along the area very close to the east coast, enters CMA at Athipattu village, passes
through the Chennai City and leaves CMA at Semmencheri village, and it finally
connects to Ongur River at Yedayanthittu Kaliveli near Cheyyar. Its total length is 418
km and in CMA its length is 40km. It runs in the north south direction and connects all
the major three rivers in CMA. It was dug for the purpose of navigation and transport of
goods and also to accommodate flood. But within CMA for various reasons it now
serves as flood accommodator only.

10.12 Otteri Nullah is a channel to accommodate flood, which originates from a place
called Otteri near Padi, flows through the city at Anna Nagar, Kilpauk, Purasawalkam,
and Perambur and joins Buckingham Canal near Basin Bridge.

215
10.13 Virugambakkam-Arumbakkam Drain originates near Oragadam passes through
Virugambakkam-Arumbakkam area of the city and joins into Cooum River.

10.14 Mambalam Drain is also a flood accommodator, which originates from Mambalam
area passes through T.Nagar, Nandanam and joins Adyar River.

10.15 Captain Cotton Canal originates from the Vyasarpadi area of the city and joins
Buckingham Canal near Tondiarpet.

10.16 Velachery Drain is a flood accommodator originates from Velachery tank and
joins Pallikkaranai Swamp.

10.17 The agencies responsible for management of storm water drainage in CMA are
presented in Table No.10.01.
Table No. 10.01: Agencies responsible for Management of Storm Water
Agency Responsibility
Chennai Metropolitan Development Project packaging and management,
Authority (CMDA) monitoring and co-ordination
Public Works Department (PWD) Plan, design and implementation of macro
drainage works
Chennai Municipal Corporation (CMC) Plan, design and implementation of micro
drainage works
Tamil Nadu Slum Clearance Board Formulation and implementation of
TNSCB rehabilitation and resettlement package
Source: Government Records

Waterways in CMA

10.18 The length of the major waterways passing through the City and their total length
in CMA is given in Table No. 10.02 and are presented in sheet No.10.05.

Table No.10.02: Length of Major Waterways in CMA (Length in Km)

Waterway City CMA
River Cooum 18.0 40.0
River Adyar 15.0 24.0
North Buckingham Canal 7.1 17.1
Central Buckingham Canal 7.2 7.2
South Buckingham Canal 4.2 16.1
Otteri Nullah 10.2 10.2
Captain Cotton Canal 2.9 4.0
Kosasthalaiyar - 16.0
Mambalam Drain 9.4 9.4
Kodungaiyur Drain 6.9 6.9
Virugambakkam-Arumbakkam Drain 6.9 6.9
Total Length 23.2 157.8
Source: CMDA

In this background this chapter furnishes a gist of various studies made and
completed and on going programs to alleviate flooding in the CMA.

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Floodings in the past:

10.19 Chennai City and its environs are very flat with contours ranging from 2m to
10m above MSL, with very few isolated hillocks in the south west near St.Thomas
Mount, Pallavaram and Tambaram. Cooum and Adyar Rivers play a major role during
floods. River Cooum collects surplus from about 75 tanks in its catchment within CMA
and Adyar River collects surplus from about 450 tanks in its catchment, apart from
overflows from the large Chembarambakkam Tank. The flood discharge of Adyar River
is almost 3 times that of the Cooum River.
Mean Annual Rainfall in CMA is about 120 cm. The mean rainy days are about
52 days.

10.20 The siting of the Madras in the 17th Century near the confluence of the river
Cooum with the sea had influenced its expansion in the bed and the ayacut lands of
tanks in its upstream.

10.21 Mylapore tank bed and nearby tanks viz. Nungambakkam, Kodambakkam,
Taramani, Vyasarpadi, etc were converted into settlement areas to meet the housing
and other requirements of the expanding city. To make the problem more complicated
Govt. in order to provide work to people during the famine in 19th century had
constructed the ‘B’ Canal along the coast. This was mainly to provide waterway for
navigation and it had brought about major interference with the drainage courses of the
City as all the drainage courses which were otherwise falling directly into the sea, got
intercepted by this canal and rendered segments of the drainage courses beyond the
Buckingham canal obsolete and obliterated by the urban development. The impact of
the problem was not felt very much earlier, as the habitations were thin and the
development pace was slow.

10.22 The last century records have shown that there were several catastrophic
flooding in Chennai in 1943, 1976, 1985, 2002 and 2005 caused by heavy rain
associated with cyclonic activity. These events of catastrophic flooding were found to be
attributable to failure of the major rivers and other drainage systems. Flooding of less
catastrophic nature occurs regularly in low-lying areas of the city and its suburbs
because of inadequacy or inoperativeness of the local drainage infrastructure.

10.23 The floods in 1943 were historic and damaged Cooum river very badly. Based on
the Er.A.R.Venkatachary’s report the Govt. had improved the Cooum river and provided
a sand pump at the river mouth for removal of sand bar.

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Er. Sivalingam Committee

10.24 In 1976, there was catastrophic flooding in Chennai and this time it was the
turn of the Adyar river. Er.P.Sivalingam Committee had given it’s recommendations for
prevention of further damages from floods and recommended schemes worth about
Rs.12 Crores to be implemented then under priority and schemes worth Rs.10 Crores in
the long run (at the 1970’s rates).

10.25 CMDA invited Mr.J.H.Kop, a drainage expert from World Bank who had studied
the flood problems and given recommendations in his report. He was endorsing the
remedies suggested in the above said previous reports and recommended to CMDA to
establish a Task Force (Nucleus Cell) to study the schemes of the various departments
and to draw up a programme giving the value of the component works and giving
priorities between them so that benefits could be realised within a short time.

Nucleus Cell in the CMDA :

10.26 The Govt. of Tamilnadu had ordered for constitution of Nucleus Cell in CMDA in
1979. The Nucleus Cell had submitted its report in 1980. Following are the main
recommendations of the cell:

(i) Considering the urban development already occurred, the surplus course of
the Vyasarpadi area known as Captain Cotton Canal could be improved to
carry only 2,660 cusecs with difficulty due to lack of space and drain into
North Buckingham Canal.

(ii) Some of the surplus from the higher tanks in the area should be diverted
into Cooum (i.e. Ambattur tank surplus into Cooum River via Mogappair
tank; Korattur tank diverted into Madhavaram tank; Madhavaram tank
diverted northwards into Redhills surplus course).

(iii) After the above diversions, Captain Cotton Canal designed for 2,660 cusecs
would be sufficient to take care of the flood quantity of 2,360 cusecs in all
seasons and proved to be permanent advantage for the Vyasarpadi area.

(iv) To remove the difficulty of discharge of floods a second arm across the
Manali-Tondiarpet Road through a causeway has to be constructed for the
Captain Cotton Canal to discharge 1,500 cusecs into the ‘B'canal. Even then,
the ‘B’ Canal could not be in a position to accommodate the flood and
discharge into the sea and hence to realize the benefits of the improvements
to Captain Cotton Canal a short cut canal to the sea in Thiruvottiyur area
has to be constructed.

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(v) To prevent flooding of the Manali area and in Kosasthalaiyar river the
Kosasasthalaiyar riverbanks have to be strengthened by borrowing the
shoals inside the river as far as possible.

(vi) Otteri nullah has its southern watershed starting from Cooum river itself and
have all spills from the river enters into the nullah. The main cause for the
floods in the nullah was the absence of banks for Cooum river. If this is
taken care of, the discharge from nullah could be confined and disposed off
after effecting improvements to the nullah.

(vii) In respect of the Cooum river flow, strengthening of the banks at certain
stretches had to be made apart from repairing and strengthening of the
Bangaru Channel. Thirumangalam causeway, Naduvakkarai causeway and
Chetpet causeway, which were all obstructing the flow, should be removed.
The old arch bridges, which were causing afflexes of more than 0.37m, had
to be replaced in the first phase by a single span bridge (Aminjikarai bridge,
Andrews bridge, Law’s bridge and Wellington bridge) in the first phase and
College road bridge, C-in-C Road bridge in the second phase.

(viii) It was essential to think measures to divert a portion of Cooum flood

discharges into neighbouring Kosasthalaiyar basin (Poondi reservoir) as
already formulated by Er.A.R.Venkatachary's in 1943. Flood waters from
Eagattur area to be taken in the Northwesterly direction reaching
Thirupachur Odai and then to the Poondi reservoir by constructing a
diversion channel.

(ix) Cooum River collects surplus from 75 tanks under Cooum Tank Group. All
these tanks drain ultimately to Cooum tank from which the surplus reaches
Cooum River just above Satharai Causeway. Tanks can be made to absorb
and mitigate flood by judicious regulation. Flood outflow from large tanks
could also be brought and drain in such a manner they not only absorb the
flood but also anticipate them and deplete the tank in advance such that the
outflow is kept at moderate level over a long period. Flood absorption
capacity of the tanks may be improved by lowering the full tank level or by
converting the surplus weir into a ‘calingulah’.

(x) North Buckingham Canal had been improved and linked between Ennore
South lock and Cooum in fall for a distance of 10 miles in 1973-74. In
Thiruvottiyur region, it collects the drainages from Sathangadu tanks and
Kodungaiyur tank. In Tondiarpet region, it collects drainages from

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 Vyasarpadi group of tanks. In Vyasarpadi area it is a flood bank of Otteri
nullah. The entire city gets inflow through the ‘B’ Canal and it is a main
drain of the city during monsoon. The floodwater in the canal flows
southward into a Cooum river and northwards in Kosasthalaiyar river as
much as the gradient permits. The stretch of the canal needs to be desilted
and the floodgates of the Ennore South lock and Adyar north lock had to be
got repaired.

(xi) The vent-ways were very small at Central Station Bridge and all bridges
north of Tondiarpet and hence it took nearly 5 to 6 days for the accumulated
flood in this region for the canal to drain. From the lagoon area a additional
canal on the west of North Buckingham Canal had to be dug and also a short
cut canal taking off from the 5/0 mileage from the eastern bank of the North
Buckingham Canal and joining the sea near Thiruvottiyur had to be dug.

(xii) Earlier the Virugambakkam drain was flowing over a distance of 6.5 kms.
and falling into Nungambakkam tank from which with a surplus entered into
Cooum and Adyar rivers. Now, the entire course completely lost because of
the urban development that had occurred in the 2 km stretch and the
balance 4.5 kms. stretch was available. The course of the Koyambedu drain
was also obliterated. The entire surplus was flowing towards north enter into
narrow Arumbakkam drain and reaches Cooum river. In 1976, the
submersion went up to the rooftop of some of the buildings and breached the
causeway across Nelson Manikkam Road. Koyambedu surplus can be
diverted northward into the Cooum directly for not only reducing the
discharge into the Virugambakkam drain but also improving the chances of
damage of the Koyambedu area, which requires the assured means of quick
drainage. The Virugambakkam-Arumbakkam drain has to be improved.

(xiii) Surplus from Valasarawakkam to be intercepted by a drain proposed to be

excavated from Arcot Road such that the surplus reach Ramapuram tank,
from there it drains to Adyar river. Missing links in the drainage system to
drain floodwaters from KK Nagar, Ashok Nagar and Jaffarkhanpet area have
to be formed by acquiring lands to discharge floodwater to Adyar River.

(xiv) Two new tanks just above the Chembarambakkam tank had to be
constructed to capture 1570 Mft3 of flood.

(xv) Adyar river has two arms. The northern arm comes from Chembarambakkam
basin, joins with the southern arm coming from Guduvancheri, and joins at
Tiruneermalai. In 1976, floods in the Adyar river were the worst ever

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 experience. For containing the flood and reducing the submersion to the
minimum extent, flood banks have to be put up all along the banks of the
river. Two causeways at Kathipara and Jaffarkhanpet had to be replaced by
all weather bridge as a long-term measure.

(xvi) Masonry weir built long ago at a distance of 300m below the Maraimalai
Adigal Bridge obstructing the normal flow and causing a pond for dhobis to
wash clothes had to be removed.

(xvii) Mambalam drain is flowing at the heel of the erstwhile Mylapore tank.
Kodambakkam High Road and the Mount road between Gemini and
Nandanam were the tank bunds of the Mylapore tank. The drain starts from
Prakasa Road flows in the T.Nagar and CIT Colony area crosses the Mount
road and reaches Adyar near Teacher’s college. Improvements to these drains
had to be carried out.

(xviii) Pumps must be permanently installed in the Kotturpuram area to drain

floodwater since Adyar HFL is higher than the area.

(xix) Veeranam pipe crossing, which had been laid above the riverbed and below
the MFL, was a potential source of scour in the Adyar river and it had to be
dismantled and re-laid below the riverbed.

(xx) Kapalithottam, a slum, situated on the north of Greenways Road was a low-
lying area originally connected the Adyar Backwaters. This area needs to be
drained only by means of underground drainage system.

(xxi) It was possible to transfer 10,000-15,000 Cusecs from Adyar River into
Covelong Valley by digging diversion channel either from a pond near
Perungalathur or from a reach above Tambaram.

(xxii) Though South Buckingham Canal by itself experience high flood levels
during monsoon, rain from local precipitation, it is not a flood carrier. The
areas south of Adyar basin inside Madras City drain into the South
Buckingham Canal and hence the problems in these areas were grouped
under this basin. The flood from the developed area of Nangnallur,
Velachery and Tiruvanmiyur normally travel southwards and get into the
Pallikkaranai Lagoon, which gets drained by the river Covelong.

(xxiii) FTL of the Velachery Tank to be lowered by 1.2m and a new surplus course
had to be provided.

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 (xxiv) Adambakkam drainage scheme had to be implemented reforming the old
drains leading to the Adambakkam Tanks and cutting new drains to form the
missing links to avoid flooding in the residential area of Nangnallur,
Adambakkam, etc.

(xxv) In the Madras city, there were only major drains (Macro level) and hence the
city had necessarily got to have internal drains connecting various parts of
the City with the macro drains. Regarding the internal drains the city can be
divided into the following reaches:
a) Coastal belt draining into sea directly
b) North Madras belt draining mainly into North Buckingham Canal for
drainage relief
c) Hinterland between Cooum and Adyar river draining into Cooum and
Adyar rivers
d) Southern area draining mainly into South Buckingham Canal

(xxvi) The Macro Drains and internal drains are mutually complementary and both
are important. The master plan evolved by the Madras Corporation for
internal drainage system has to be implemented fully.

MMFR / SWD Master Plan Study

10.27 Subsequently CMDA had engaged the services of the consultant M/s Mott
MacDonald International, UK, to conduct the study titled 'Madras Metro Flood
Relief/Storm Water Drainage Master Plan Study ' in 1992-93. The main objective of the
study was to bring together the previous studies carried to assess the problem of
flooding in Chennai and to identify using modern hydrological and hydraulic modeling
techniques/measures to alleviate flooding in the North of the City.

10.28 The study area comprised two parts, (1) 90 sq.km strip north of the river Cooum
and (2) 30 sq.km area south of the City named as Pallikkaranai. Both the Macro
Drainage Systems (Rivers, Tanks, and Surplus Channels) and the micro Drainage
System (Urban Storm Water Drains) had been examined.

10.29 An extensive data collection exercise had been undertaken by the Consultant
involving acquiring and processing of data relating to meteorological, hydrological, tidal
conditions, weather, topography, land use, existing macro and micro drainage systems,
river basin control structures, floods etc. Hydrological catchment models to simulate
runoff from rainfall and computational hydraulic river models (HYDRO) to simulate the
built-up of flow and its routing to the Macro Drainage System to Sea were developed
and calibrated. With regard to urban storm water system, complete drain inventory

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have been prepared and stored in a database. A review of the capacity of the whole
micro drainage system within the study area had been made using MIDUSS
(Microcomputer Interactive Design of Urban Storm water Systems) urban storm water
drainage analysis program.

10.30 The range of options examined included upstream storage (to be implemented
under Krishna Water supply scheme), diversion of flood flows into tanks, canals,
channel resection, structural improvements (including outfalls), provision of short cut
canal between the Buckingham canal and the sea, formalisation of flood path and
provision of flood defences (walls, banks, etc.). For the Macro System 17 principle
options had been identified with the number of variants in each of this considering
about 40 possible interventions by using a qualitative screening process. Some of these
options were eliminated and 20 options examined in depth using the models. The
following are the results of the analysis:

(i) The storage and diversion schemes in the upper catchments were generally
found to have little impact on flood levels in the downstream coastal reaches
of the system where flooding occurs. In the Kosasthalaiyar system, this was
because of the major over bank spillage to the north in the middle reaches at
Minjur: the effect of storage and diversion was found to lower the amount of
spillage at this point, but to have only a small effect on water levels further
down the system. In the Cooum system, flows from the upper catchment do
not peak at the same time as flows from the middle and lower catchments.
Thus, while the diversion of flows in the upper catchment reduces the
volume of water, it does not affect the maximum water levels. The exception
to this was an option to divert water from the middle reaches of the Cooum
to the Red Hills Tank. This was found to have a positive impact on over bank
spillage in the city, but is very expensive and will be difficult to implement
because of the intense land use along parts of the route. It would also
require an upgrading of the Red Hills Surplus Channel.

(ii) With regard to outfalls, a short cut canal from the Buckingham canal to the
sea of 100 m3/sec. capacity was tested using the models but found to have
limited impact on water levels: a larger capacity would be required to have a
significant effect. This would be very difficult to implement, given the
intensity of land use between the Buckingham Canal and the sea. It was
thus concluded that it would be better to improve the Buckingham Canal
and rely on the existing outfalls. While these outfalls are choked for much of
the year due to littoral drift, analysis showed that the bar would wash out
quickly during a major flood event and not form a significant obstacle. This

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 has been confirmed by observation. The sand bars are thus principally a
problem for public health, rather than flood relief. It is possible that, during
minor flooding, the bar may be an obstacle to flow from the urban drains,
but this is unlikely to be catastrophic.

(iii) The conclusion reached was that flood defence and re-sectioning options
would provide the cheapest and most assured way of dealing with the macro-
flooding problem. Schemes have been outlined for the Cooum, the
Kosasthalaiyar, the Red Hills Surplus Channel, the Buckingham Canal, the
Otteri Nullah and the Captain Cotton Canal, and tested in the model.
Several of these schemes are interdependent. On the Kosasthalaiyar, it is
not possible to contain the floodwaters with embankments at reasonable
cost. Protection has thus been provided on the south bank only, and a
controlled floodway is proposed for the north bank upstream of Minjur. This
will need to be designated as a flood zone and development restricted in that
area. Existing villages will require to be protected, probably using ring
banks. The Kosasthalaiyar will also spill near its confluence into the existing
wetland areas.

(iv) For the urban storm water (micro) system, existing coverage of drainage
provision within the study area boundary was found to be 50%. The design
standard currently adopted was found to be equivalent to about a 1 in 1.25
year 60 minute storms. The economic analysis indicated that a design
standard of 1 in 2 or 1 in 3 year return period was the most cost-effective for
new areas of drainage, but also showed that upgrading the existing system to
this standard was not economically worthwhile. However the drainage
system was generally found to be in a poor state, with many blockages due to
solid waste and services (water pipes, cables etc.) and repairs needed. The
principal interventions envisaged are thus repairs/rehabilitation of existing
systems and improved maintenance which is seriously under-funded. For
Manali, outline schemes and costs were prepared for pumped storm water
disposal and for flood protection.

Drainage Master Plan

(v) The Master Plan recommended by the consultant comprised a number of

components:
• Structural works for major flood alleviation and for rehabilitation of the
urban storm water system;
• Non-structural measures required to support these investments;

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 • Capacity building, with particular emphasis on system maintenance
and master plan implementation;
• Further studies required to progress the plan; and
• Monitoring and evaluation requirements.

(vi) As far as the Master Plan is concerned, the proposed scheme at Pallikkaranai
has been treated as committed expenditure, as government has already
decided it should be the priority for implementation to aid economic
development in the area.

(vii) A phased programme for implementation of the Plan has been developed,
with consideration being given to financial and economic constraints,
implementation capacity, operation and maintenance requirements, lead
times for project preparation and interdependence of projects.

(viii) The structural measures identified were given below:

Table No: 10.03: Structural Measures

Cost
Sl.
Structural Works (Rs. in
No.
Million)
1 Pallikkaranai Scheme 160
2 Flood defences and channel improvement on the Cooum 348
3 Flood defences and channel improvement on the Buckingham Canal 96
4 Flood defences and channel improvement on the Otteri Nullah 125
5 Flood defences and channel improvement on the Captain Cotton 20
Canal
6 Flood defences and channel improvement on the Madhavaram 10
Surplus Channel
7 Flood defences and channel improvement on the Red Hills Surplus 215
Channel
8 Flood defences on the south side of the Kosasthalaiyar 50
9 Manali Township drainage and flood protection 40
10 Urban storm water rehabilitation and repairs 35
Note: All cost estimates are preliminary (year 1993)

(ix) Non-structural measures recommended were:

a) Designated floodways on the north side of the Kosasthalaiyar with associated

planning controls and flood warning/evacuation procedures
b) Design guidelines for drainage systems
c) Planning and regulatory controls to prevent development in old tank beds
unless adequate flood defence measures are in place
d) Planning and regulatory controls to prevent encroachment of squatter
settlements in old tank beds and watercourses

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 e) Provision of good facilities (vehicles, communications) for flood emergency
management
f) Public education (e.g. to prevent solid waste dumping in urban drains)
g) Flood risk mapping

(x) A unitary authority should be responsible for the drainage system within the
City area and it should be Chennai Municipal Corporation. The lead
agencies PWD, and Chennai Corporation are responsible for the general day-
to-day management of the system. The authority responsible for the
drainage and flood control should be required to meet a number of
management objectives, principally.

(xi) In respect of operation and maintenance regular inspection has to be carried

out and routine and periodic maintenance involving desilting, embankment
regarding, weed/bush clearing, vermin control, clearance of rubbish/debris,
etc., had to be carried out according to a regular programme. The study also
identified in outline a number of studies including environmental impact
assessment, flood risk mapping, etc.,

(xii) The drainage study for Pallikkaranai was included as part of the MMFR/SWD
master plan study. The aim of the study is to identify ways of providing
protection to an area about 30 sq.km. lying in and around Pallikkaranai.
The area was earmarked for development and the development was to be
promoted by number of government and private bodies then. For the
purpose of the study the area was referred as Pallikkaranai Drainage Area
(PDA). The aim of the project was to protect an area of approximately 30
sq.km. from flooding. It could be achieved by a diversion of substantial
portion of run off from upstream catchments along a cut off drain linking the
existing surplus channel close to a village called Karanai with the Kovalam
Backwaters. Northern boundaries of Pallikkaranai Drainage Area cuts off
the centre of the existing swamp area at Pallikkaranai. The area to the north
will continue to be subject to inundation as run-off enters the area from
north and west. East west flood protection bund protects this side of PDA. In
order to provide internal drainage to the PDA two pumping stations have to
be located in the East-west flood protection bund to lift the water over the
bund. A balancing pond is also to be located near the pumping station.
However, protection to the area is to be provided by three interceptor drains,
which carry overland flows from local catchment around the boundary of the
PDA. An arterial drain has to be constructed along the centre of the PDA,

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 which will pick up drainage flows within the area. Details of the proposal are
given in the sheets annexed.
Others

(xiii) The consultant M/s Mott MacDonald International had submitted the Storm
Water Drainage Master Plan for the Madras city and Pre feasibility Study for
the Madras Metropolitan Area in October 1994. With regard to the urban
storm water system the detailed technical and economical analysis were
carried out in a sample area in Pulianthope representing about 10% of the
urban area within the MMFR study boundary. It was used to examine
possible interventions to improve the functioning of the micro drainage
system in Chennai City. Based on this work, guidelines for the design of
future drainage provisions were prepared.

(xiv) A study was also made for the flooding and internal drainage problem at
Manali New Town. A detailed inventory of the storm water drainage was
prepared and stored in a database. The conclusion reached, was the flood
defence and resection options would provide the cheapest and most assured
way of dealing with the macro-flooding problem.

(xv) For the Central Buckingham Canal isolation from the Adyar during flood flows
offers significant advantages. The Canal will then serve as a collector of local
urban run-off, rather than a flood path within the macro system. For the
urban storm water (micro system) existing system of drainage coverage
within the study area is found to be 50% with additional areas draining
overland into the urban drainage network. The drainage system was
generally found to be in a poor state, with many blockages due to solid waste
and municipal waste and services (water pipes, cables, etc.) and repairs
needed. The principal intervention thus requires repairs /resection of the
existing system and improved maintenance which is seriously under funded.
Capital works include new works including area of drainage in particular at
Arumbakkam-Virugambakkam along with some investment in new drain or
drain enlargement within the existing system and investment of new outfall
facilities.

(xvi) Outside the City, there are currently few drainage facilities beyond the
drainage provided by the primary and secondary network of rivers and
surplus channels. Improvements to this drainage network will be essential if
development is to proceed within the CMA at the pace envisaged. A number
of strategic initiatives had been identified for the development of CMA
including flood banks on the south side of the Kosasthalaiyar, improvements

227
 to the Ambattur/Korattur/Madhavaram surplus channel system, drainage
works to allow the Pallikkaranai area to be drained.

(xvii) In addition to this specific proposal there is a need to develop a strategic

planning policy within CMA, which would focus on some of the important
requirements for the continued functioning of the drainage system as
development advances. These might include retention of tanks as open
space, provision of river corridor, prevention of encroachment in tanks, the
definition of secondary drainage system and development of tertiary and
quaternary system and links between these and secondary/primary system.

(xviii) Planning the system includes preparation of contour mapping for the CMA
and identification of low-lying areas for discouraging developments.

(xix) Clear policies must be developed for the CMA to ensure the objectives of the
flood studies are met. Such policies should embrace the interlinked issues of
water supply, wastewater disposal, solid and hazardous waste disposal and
flood alleviation.

Environment Impact Assessment of the Drainage Plan:

10.31 In March 1995, CMDA engaged M/s KBN Engineering and Applied Sciences Inc.
supported by M/s Mukesh & Associates to conduct an environment impact evaluation
of the preferred drainage scheme and redevelopment in this area. The study component
comprised of an environmental impact assessment (EIA) of the drainage plan for the
study area and a land use compatibility analysis for the proposed Pallikkaranai
Drainage Area.

10.32 This EIA was conducted in co-ordination with CMDA and other agencies
concerned viz. PWD, TNPCB, CMWSSB, Central Ground Water Board, State
Government Board, Geological Survey of India, Anna University, TNSCB, Tamil Nadu
Guidance Bureau, Archeological Survey of India (Madras Circle), Central Institute of
Brackish Water Aquaculture, Chennai. The major findings of the study are given in the
Annexure IX A.

Review of Pallikaranai Development Plan :

10.33 Subsequently in 1997, government had directed CMDA to arrange for a review of
the above consultants report in respect of the Pallikkaranai Development Area (PDA)
engaging M/s NEERI. Accordingly, NEERI was engaged in June 1998, which had
studied these recommendations of the consultants and suggested two alternatives for
development of the PDA. On the preferred alternatives, PWD had stated that formation
of reservoir in Pallikkaranai in swamp as suggested by M/s NEERI (Alternative-B) either

228
for drinking water supply or for recreational purpose is not desirable due to following
facts:
i. The catchment areas of the swamp are fully habited. Hence, the runoff from
the catchment that flows into Pallikkaranai swamp is highly contaminated.
The effluent from the Perungudi STP and leachate from the solid waste dump
also flow into the swamp. So, treating the raw water with this contamination
into drinking water to the BIS standard is difficult and highly expensive.

ii. Maintaining the water quality for recreational purpose is also difficult in a
location surrounded by habitation.

10.34 In consultation with departments concerned viz. Environment & Forests, PWD,
TNPCB, Housing and Urban Development Department it was finally recommended to
Government as follows: -

i. Environment and Forest Department was processing the proposal for

protecting the swamp lying between the 200 ft. MMRD Scheme Road in the
north and Sholinganallur – Perumbakkam Road in the south. The swamp
area in the north of MMRD scheme road was mostly occupied by Chennai
Corporation, Chennai Metropolitan Water Supply and Sewerage Board &
MTP (Railways).

ii. It was reported that the study revealed that in the Pallikkaranai swamp, the
contiguous low lying areas received run-off from a catchment area of 235
sq.km. During monsoon large pools of water in the valley confluence in the
central portion of the study area. Run-off enters the valley from Velachery in
the north and also from Arsankalani and other villages in the south. Due to
the presence of network of lakes and surplus channels there is significant
degree of regulation that reduces peak flows into the valley (except in the
north-western built up areas in Velachery, Madipakkam, etc. which gets
flooded during monsoon). The storm water eventually passes thro' the
Okkiyam maduvu to reach the south 'B' Canal which flows south and enters
the Kovalam estuary. The 'B' Canal is not capable to drain storm water
effectively, mainly because of its inadequate size and slope. The peak flow
reaching the study area was estimated to be about 350 m3/sec. (according to
PWD, the discharge from the catchment area into the valley is 11542 cubic
feet). The members present agreed that the water holding capacity of the
valley should be retained to avoid flooding in the catchment areas
particularly in the northwest built up areas.

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 iii. The Government lands lying in between MMRD Scheme Road in the north
and Sholinganallur-Perumbakkam Road in the south lying in revenue
villages of Pallikkaranai, Sholinganallur, Perumbakkam, Karapakkam and
Jalladampettai may be declared as protected marshy land prohibited for any
urban development, on the lines of the Adyar Estuary if necessary.

iv. The area on the south of the Sholinganallur-Perumbakkam Road may be put
to urban development/use by reclaiming these low-lying areas as
recommended in the NEERI Report with proper central drainage
arrangements and access roads. By this, about 15 sq.Km of land would be
available for development according to NEERI Report (Government lands in
Sholinganallur and Perumbakkam account to 800 acres in this area).

v. In order to ensure that this reclaimed area does not pollute swamp and other
water-bodies, it may be developed for I.T, ITES and electronic industries.
Considering its location, accessibility and proximity to airport, road
infrastructure to be provided by the IT Corridor, it would be suitable for such
urban development.

vi. Regarding the area north of the MMRD, it could be preserved as it is

considering its necessity for flood accommodation, its eco-sensitivity.

Outline Project Report on Flood Alleviation:

10.35 CMDA in consultation with the Line agencies viz. PWD, Chennai Municipal
Corporation and TNSCB had prepared an outline project report on flood alleviation and
improvement of storm water drainage system in Chennai Metropolitan Area with a total
project outlay of Rs.300 Crores to be implemented over a span of 5 years and submitted
to government. The project cost abstract and the responsibilities of the agencies
involved in the implementation are given in the Annexure IX B.

10.36 The Government in G.O.Ms.No.321, H&UD Department dated 12/08/1998 had

given their administrative sanction for the project. The project has been taken up in
phases for execution and up to mid 2005 it has been executed including an expenditure
of about Rs.106 Cores. Under R&R Component implemented by TNSCB 3000
tenements had been constructed at Okkiam Thoraipakkam to resettle the slums in the
flood alleviation project along 'B' Canal and Adyar river. Desilting of South Buckingham
Canal, construction of retaining wall, formation of jeep track along the banks and
construction of 10 vents in North Buckingham Canal, repairs to its linings had been
completed. Construction of flood defences and resection of the rivers Kosasthalaiyar

230
had been completed. In respect of Adyar river, construction of flood defences and
resection works are nearing completion except for the desilting work east of the Thiru
Vi Ka Bridge. Works in Ambattur Tank Surplus Course, Madhavaram Tank Right Flank
Surplus Course and Pallikkaranai Drainage Works were taken up. About 70% of the
works in respect of the Red Hills Surplus Course works were completed; remaining
works in this Course and the works in Madhavaram Tank, Chembarambakkam Tank,
Korattur Tank Surplus Courses are to be completed after required lands are acquired.
Improvements to Otteri Nallah, Virugambakkam – Arumbakkam drain had been
completed. Drainage relief works to Velachery area is nearing completion except for the
court stayed short stretches. Improvement to the Cooum river from sea mouth to
Periyar bridge has been completed and from Periyar Bridge to Koyambedu will be taken
up after completion of R&R works.
Integration of Macro and Micro Drainage :
10.37 The Micro Drainage works to the tune of Rs.43 Crores have been implemented
by the Chennai Corporation for improvement of the drainage system in Chennai
Corporation area integrating with the Macro Drainage System.

Study on Waste Water Outfall into Waterways :

10.38 The study conducted by the consultant M/s Wardrop Engineering Inc.
in 1995 revealed that the waterways in Chennai convey treated and untreated sewage
and receive debris and solid waste also though they were originally natural flood
discharge channels. The addition of untreated liquid waste had led to a very high level
of pollutants and the disposal of the solid and the encroachment of slums had severely
reduced flows particularly during monsoon periods. A summary of wastewater outlets
existed in 1995 is given below:

Table No. 10.04: Waste water Outfall Details for Inner Chennai Waterways
Nature of Outfall
Waterway
Sewage Storm water Industrial Others Total
River Cooum 109 6 1 - 116
Adyar River 58 23 - - 81
Otteri Nullah 42 4 1 - 47
South 'B' Canal 26 1 - - 27
Central 'B' Canal 30 - - 1 31
North 'B' Canal 58 5 3 1 67
Redhills Surplus Channel - - 4 - 4
Mambalam Drain 14 8 - 1 23
Captain Cotton Canal 13 - - - 13
Kodungaiyur New Drain 2 - - - 2
Ambattur Surplus Tank 5 - 5 2 12
TOTAL 357 47 14 5 423
Source: M/s Wardrop Engineering Inc, 1995

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Environmental Improvement of Watercourses

10.39 The consultant M/s Severn Trent International conducted the study on
environmental improvement of watercourses in Greater Madras in 1991. They have
recommended for extension of sewerage system to unsewered areas and use of low cost
sanitation wherever appropriate, purchase of jetting equipment and replacement of
smaller pumps with submersible pumps, extension of storm water drainage system,
resolution of interconnections between sewers and storm water drains, short term
improvements at sewage works, extension and long-term improvements at sewage
works, equipment to clean storm water drains, equipment for street cleaning, sanitary
waste disposal, dredging and grading of river Cooum, completion of river Adyar flood
protection scheme, desludging of Buckingham Canal, North Ennore Lock to the river
Cooum, filling up of central portion of the Buckingham Canal between the rivers Cooum
and Adyar, desludging of Buckingham Canal between the River Adyar and the City limit,
pumping of Otteri Nullah for treatment, dredging and regrading of Otteri Nullah and
construction of groyne to improve the Cooum outfall to the sea, if needed.

Chennai Waterway Conservation Programme

10.40 The sludge disposal consultancy study conducted in 1994 by the consultant M/s
MMI has revealed that contamination of water-ways and anaerobic digestion of waste
water flowing in the water-ways had led to the accumulation of sludge causing
hindrance to the hydraulic functioning of the water-ways and also causing
contamination of water-ways in the eco system. The following are the estimates of the
sludge accumulation in Chennai waterways:

Table No. 10.05 Estimates of Sludge Accumulated in Inner Chennai Waterways

Typical width in
Characteristics Sludge volume in 'ooo m
Length dry season (m)
Waterways
in Km Hydraulic Envtl.*
Water Total Durability Access Both
nuisance Nuisance
Cooum 18.00 23-40 45-120 D O 1210 350-750 1280
Adyar 15.00 15-200 90-500 E,P O,O* 1880 340-200 1960
North
7.10 15 20 D/E,P O/N 150 40-100 200
B' Canal
Central 'B'
7.20 5 20 E O 200 30-50 200
Canal
South 'B'
4.40 9 15 D,P C 10 20-50 20
Canal
Otteri
10.20 4-5 7-20 E/D O/C 100 30-60 110
Nullah
Captain
Cotton 2.90 5-40 25-45 E,P C 20 40-60 50
canal
Total 64.80 3570 840-250 3820

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Source: M/s MMI, Sludge Disposal Consultancy, 1994

Note: Abbreviations for Durability

D-Dewatering possible difficult and expensive
I-Dewatering impracticable, floatation of pontoons, barges and small dredges
possible after dredging
E-Easy to dewater with bunds and bypasses, with some pumping
Abbreviations for Accessibility
O-No continuous access
O*-occasional access, but from private roads
N-No access
C-Continuous access

10.41 Earlier the consultants had estimated that the number of slum families to be
resettled and rehabilitated from the objectionable areas of waterways to do the
improvement is 22,800. But the PWD had estimated that at least 10,000 slum families
have to be resettled and rehabilitated to do the minimum required improvements to the
waterways.

10.42 The length of the major waterways passing through the City and its total length
in CMA is given below:

Table No: 10.06 Length of Major Waterways in CMA

Waterway City CMA
River Cooum 18.0 40.0
River Adyar 15.0 24.0
North Buckingham Canal 7.1 17.1
Central Buckingham Canal 7.2 7.2
South Buckingham Canal 4.2 16.1
Otteri Nullah 10.2 10.2
Captain Cotton Canal 2.9 4.0
Kosasthalaiyar - 16.0
Mambalam Drain 9.4 9.4
Kodungaiyur Drain 6.9 6.9
Virugambakkam-Arumbakkam Drain 6.9 6.9
Source : PWD

10.43 The details of the catchment areas of the waterways within Chennai City are given
in the sheet annexed. Also the areas, which were affected by the flood events during
1976 and 1985 are given in the sheets annexed.

Suggestion by the National Institute of Ocean Technology :

10.44 To open the mouth of Cooum River, National Institute of Ocean Technology (NIOT)
had suggested that groynes at stages may be constructed and the suggestion is under
active consideration for implementation by PWD.

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Chennai City River Conservation Project

10.45 As part of the Chennai City River Conservation Project (CCRCP) CMWSSB had
proposed project for prevention of sewage flow into waterways, treatment of sewage,
construction of interceptor sewers and enhancement of pumping station capacity with a
total project cost of Rs.720 Crores. But the National River Conservation Directorate
(NRCD), Government of India, had finally accepted to fund the project to the tune of
Rs491.82 Crores in the year 2000. Out of the project costing Rs.382 Crores approved
by the NRCD, CMWSSB had executed works to the tune of Rs.325 Crores.

Chennai Metropolitan Development Plan

10.46 Under Chennai Metropolitan Development Plan (CMDP), projects for macro and
micro drainage system to the tune of Rs.39 Crores has been executed during 2003-
2004, Rs.41 Crores during 2004-2005, Rs. 103 crores during 2005-06 by PWD, Chennai
Corporation, Municipalities and Other Local Bodies within CMA and also by the
Highways Department. An outlay of Rs.98.99 Crores has been proposed for the year
2006-07 under this component.

Conclusion

10.47 Flooding in the CMA has become a recurring feature. During dry season, the City
experiences acute water scarcity. Abundance of data are available on the macro
drainage system. Thanks to numerous studies conducted, Chennai City River
Conservation Project has added new dimension to the system. With the co-ordinated
efforts of Government agencies, involvement of stakeholders and with the application of
modern technology for map making and networking, it is earnestly hoped that flooding
in the CMA will become a thing of the past.

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 Annexure X A

Major findings in the Study on Environmental Impact Assessment of

the drainage and redevelopment proposal for Pallikaranai Area
(consultants: KBN Engineering and Applied Sciences, Inc., Florida and
Mukesh & Associates, Salem):

1. No significant adverse impacts will be caused by the preferred drainage scheme.

2. The preferred drainage scheme will allow for limited development in the study
area. Severe flooding including flooding from the 50 and 100-year storm events,
which now precludes development, will be reduced to acceptable levels to allow
for development. Further reduction in the effects of flooding can be achieved by
raising plinth levels of buildings onsite to approximately 2.0 m. above Survey of
India datum (m-ASoI) and the incorporation of onsite stromwater retention and
detention ponds.
3. The proposed PDA will have a significant positive benefit to the people and
economy of the region. Given proper site planning, no significant adverse effects
will occur from development of the PDA.
4. Development of the PDA in the study area is most desirable because of:
a) Protection from flooding,
b) Compatibility with existing land uses,
c) Proximity to existing transportation infrastructure,
d) Available labour force and
e) Negligible environment impacts.
5. The most compatible land uses for the PDA are a combination of medium, light
and service industries. The development of heavy industry in the PDA is not
recommended given the generally good environmental quality in the area; the
requirements for stringent pollution control, monitoring and enforcement, and
its incompatibility with existing land use.
6. The three most important future impacts to the preferred drainage scheme and
PDA development once the preferred drainage scheme is implemented are:
a) Uncontrolled flow of offsite contaminated water to the site.
b) Effects of offsite development affecting onsite water elevations and
c) Uncontrolled induced development in the PDA which may result in relocation
issues for future development.
7. Relocation to the proposed reservoir is recommended for several reasons
including

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a) Potential water quality impacts from existing and proposed offsite
development
b) Conflicts with proposed TNHB residential development
c) The existence of better alternative locations, i.e. use of tanks adjacent to the
study area.
8. Relocation of the proposed MMRD road to the PDA is recommended because
of the potential water quality impacts it will cause north of the East-West
Flood Protection Bund. It can be located in the PDA where it can better serve
the traffic needs of future development within the PDA as well as meet the
Area’s traffic needs.
9. A relocation of the proposed TNHB development in the northern part of the
study area needs to be considered since it is planned to occur in areas
identified for portions of the drainage infrastructure. This proposed
development could be incorporated in the PDA.
10. There are major offsite developments including the Perungudi landfill and the
Pallikkaranai sewage treatment plant which significantly affect onsite water
quality including water flowing to the Oggiam Maduvu. Future expansion of
these and other development needs to be evaluated in light of impacts to the
preferred drainage scheme and the PDA.
11. A basin-wide storm water management plan is necessary to assure the
proposed drainage scheme will operate effectively as future development
occurs adjacent to the study area and PDA.
12. Restoration and enhancement of the Velacheri Marsh should be undertaken
to assure protection of surface water quality entering the study area.

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 Annexure - X B
Flood Alleviation Measures and Improvements to Storm Water Drainage Systems
in Chennai Metropolitan Area

Project Cost - Abstract

Packages Cost Rs.in Million *

Macro Drainage Network

Cooum Improvements 557.20
North Buckingham Canal Area 467.70
Adyar Improvements 460.60
North Chennai 334.60
Pallikkaranai Works 252.00
Additional works in Chennai Metropolitan Area 448.00
COMPONENT COST - MACRO DRAINAGE 2520.00
Micro Drainage Network
Cooum (includes Arumbakkam) 75.60
North Buckingham Canal 39.20
South Buckingham Canal 16.80
Central Buckingham Canal 23.80
Adyar 50.40
Captain Cotton Canal 46.20
Otteri Nullah 134.40
Mambalam/Nandanam System 44.80
COMPONENT COST - MICRO DRAINAGE 431.20
TOTAL PROJECT COST 2951.20
OR
Rs. 3000 m (roundly)

(*Cost does not include technical assistance, management and contingencies)

PROJECT IMPLEMENTATION RESPONSIBILITIES

Agency Responsibility
Chennai Metropolitan Development Project Packaging and Management,
Authority (CMDA) Monitoring and co-ordination
Public Works Department (PWD) Plan, Design and Implementation of
Macro Drainage Works
Chennai Municipal Corporation (CMC) Plan, Design and Implementation of
Micro Drainage Works
Tamil Nadu Slum Clearance Board Formulation and Implementation of
(TNSCB) Rehabilitation and Resettlement Package

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 Chapter XI
DISASTER MANAGEMENT

Natural disasters will occur. It can neither be predicted nor prevented. The
problem before us is how to cope with them, minimizing their impact. Tamil Nadu has
witnessed havoc caused by cyclones and storm surge in the coastal regions,
earthquakes, monsoon floods, landslides, and recently the Tsunami hit. Increase in
urban population coupled with the construction of man-made structures often poorly
built and maintained subject cities to greater levels of risk to life and property in event
earthquakes and other natural hazards. One of the main objectives is to reduce the risk
of loss of human life and property and to reduce costs to the society. We have to
recognize that in such cases of natural disasters, we deal with phenomena of enormous
magnitude that cannot be controlled by any direct means of human intervention. But
what we try to do is to reduce the impact on the human beings and property.

11.02 People have continued to live/settle in the disaster-prone areas, inspite of

knowing about the risk and occurrence in the past may be due to certain cultural and
historical reasons coupled with advantages of living in these areas. The risk gets
amplified when the population increases, the area gets densified and activities increase
thereby aggrevating the situation and putting a large number of lives at risk. To cope
with the disasters, preparedness and planning are the only ways. There is an urgent
need and ample justification for bringing in the required regulations for construction of
buildings in the disaster/hazard-prone areas. Apart from improving building safety
through better design and construction, it is very important to improve the quality of
urban planning including provision of well-designed road networks and open spaces to
facilitate disaster management. Finance for disaster management/mitigation should be
treated as an investment and not expenditure. Local governments should see disaster
management as a key issue and should be well-prepared to handle disasters when they
occur and they should strengthen their technical and financial capacity for adequate
pre-disaster planning and mitigation. By virtue of being closest to the events the local
bodies are most likely to be given the responsibilities for coping with disasters.

11.03 Natural hazard means the probability of occurrence, within a specific period of
time in a given area, of a potentially damaging natural phenomenon. Natural hazard
prone areas mean the areas likely to have (i) moderate to very high damage risk zone of
earth quakes, OR (ii) moderate to very high damage risk of cyclones OR (iii) significant
flood flow or inundation, OR (iv) Tsunami proneness (v) landslide proneness or
potential, OR (vi) one or more of these hazards. Natural disaster means a serious
disruption of the functioning of a society, causing widespread human, material or

245
environmental losses caused due to earthquake, cyclone, flood, Tsunami or landslide
which exceeds the ability of the affected society to cope using only its own resources.

11.04 Earthquake-prone areas mean the areas under seismic zones III, IV & V (as
specified in IS: 1893), which are likely to have moderate to high damage, risk due to
earthquake. “Cyclone-prone areas” mean the areas close to the coast where the cyclonic
wind velocities exceed 39 m/sec. (specified in the wind velocity map given in I.S. 875)
and prone to cyclonic storms. In this State of Tamil Nadu, it normally extends to a
distance of 20 km. from the coast in all the costal districts. “Flood-prone areas,” mean
areas likely to have significant flood flow/ inundation. “Tsunami-prone areas” means
the areas affected in the past and the areas likely to be affected by Tsunami, as
identified and notified by City Corporation of Chennai as Tsunami-prone areas.

11.05 Hazard-prone Areas in Chennai Metropolitan Area may be classified as follows:

(i) Earth quake-prone Areas:

Chennai Metropolitan Area falls under Seismic Zone – III. The whole of
Chennai Metropolitan Area falls in this zone.

(ii) Cyclone-prone Areas:

In this Chennai Metropolitan Area, it extends to a distance of 20 km. from
the coast in all the coastal districts. In these areas, the risk is due to (a)
cyclonic wind velocities combined with heavy storm, (b) flooding by seawater
due to high waves and (c) flooding due to heavy storm. The map showing the
cyclone-prone areas in Chennai Metropolitan Area is annexed.

(iii) Landslide-prone Areas

Unstable geological conditions, indiscriminate construction activity, heavy
rainfall and flash floods coupled with poor drainage due to urbanisation are
the main factors causing landslides in hilly regions; earthquakes also trigger
landslides. No area in Chennai Metropolitan Area qualifies for zoning as
landslide-prone area.

(iv) Flood-prone Areas:

From the flood hazard map of India (mapped by meteorological department,
New Delhi), it is seen that no area in Tamil Nadu falls in the risk zone. But
within a local body area, particularly with reference to an area’s proximity to
a major drainage system like rivers, canals and also water bodies like lakes,
and further with reference to contour levels/low-lying areas, flood-prone area
mapping has to be done.

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 In Chennai Metropolitan Area, there are a few areas along the rivers and
canals and low-lying areas which are susceptible to flooding/inundation
during heavy storms. Map showing the floodable areas [macro level]
identified in the Madras Metro Flood Relief / Storm Water Drainage Master
plan is annexed. Existence of macro and micro drainage networks in
Chennai Metropolitan Area facilitate draining of these areas within a
reasonable time. Developments in such low-lying areas are allowed only
when a proposed development conforms to standards and after getting
clearance from PWD on the measures to be taken to make it free from
inundation.

(vi) Tsunami-affected Areas:

Mapping has to be done on the areas wherein Tsunami had directly hit and
flooded the coastal areas in Chennai Metropolitan Area. These areas may
have to be zoned as Tsunami-affected areas. However this area within
Chennai Metropolitan Area is concerned will fall within the CRZ area 500 m
from HTL along the coast.

11.06 Development Control Rules for CMA provide for regulating the constructions with
reference to zone, location, height, number of floors, size of buildings, set back spaces
to be left around and the use of the building and land. Building Rules under the Local
Bodies Acts are concerned they provide for regulation of location of buildings,
foundations, plinths, superstructures-walls, floors and rooms, licensing of surveyors
and inspection of municipal engineers at various stages of constructions, regulations on
dead and superimposed loads, wind load/pressure, reinforced cement concrete and
framed structures, construction materials, etc. Structural safety and soundness are
regulated under the Building Rules under the Local Body Acts. Hence early action
should be taken to include Special Rules for Hazard Prone Areas in the Building Rules
of the Local Bodies.

Mitigation
11.07 Mitigation means the measures taken in advance of a disaster aimed at
decreasing or eliminating its impact on society and on environment including
preparedness and prevention. The Government of India-UNDP Disaster Risk
Management Programme (2002-2007) is a national initiative to reduce vulnerability of
communities in some of the most hazard-prone area in our country; 38 cities urban
earthquakes vulnerability reduction programme is a sub-programme. The main
objectives of the programme are:
(i). Awareness Generation - at national level by conducting meetings of
municipal authorities and placement of National UN Volunteers, at state

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 level consideration and approval of nodal department's plans. Its agenda
includes arranging for regular consultations of city-specific strategies,
awareness generation campaign, use of mass media in awareness and
sensitization, adoption and dissemination of information, education and
communication materials and manuals, dissemination of appropriate
construction technologies including retrofitting and seismic strengthening
techniques.
(ii). Development of techno-legal regime - including identification of apex body,
nodal agency in the state for co-coordinating development of techno-legal
regime, need for sensitization of policy makers, orientation of officials in
urban local bodies, review of existing bye-laws, other technological aspects
and recommendations, orientation of engineers, architects, planners and
city managers on the salient features of bye-laws and codal provisions,
compulsory certification of engineers and architects, developing a city-
specific safety audit of building practices and institution of a state
ombudsman for safe building practices, developing of partnerships with
financial institutions and insurance agencies for ensuing seismic safety in
new/old constructions through loans and legislation for certification of
seismic safety of existing buildings within a time frame.
(iii). Earthquake preparedness and response plans - including sensitisation
meetings with communities, residential welfare associations, identification
and training of volunteer trainers, hazard mapping and vulnerability
mapping, preparation of ward/zone preparedness and response plan,
formation of Disaster Management Committees (DMC) and task force
training (Disaster Management Teams), training DMCs and DMTs,
compilation of ward plans to city plans, review of city preparedness and
response plans, conversion of city fire services to emergency rescue and fire
services, and training of the trainers.
(iv). Training capacity building - including the development and implementation
of the training calendar and models with training/response institution,
training of practicing engineers and architects from government
departments having programme modules of retrofitting and capacity
building of government functionaries and technical institutions in the
formulation and review of earthquake preparedness and response plans.

11.08 In the state of Tamil Nadu, the Revenue Administration, Disaster Management
and Mitigation Department is the nodal agency for the UNDP-Government of India
sponsored Disaster Risk Management programme and it is effectively implemented in

248
Tamil Nadu including Chennai Metropolitan Area. A note on the programme is given in
Annexure-I.

11.09 A subcomponent of the DRM Programme is the Urban Earth Quake Vulnerability
Reduction Programme (Annexure-II). Most of the components of the GoI-UNDP Urban
Earthquake Vulnerability Reduction Programme are also applicable to other natural
disasters viz. cyclones, landslides, floods and Tsunami. Hence the awareness
generation, development of techno-legal regime, earthquake preparedness and response
plans, training and capacity building should be done covering these natural hazards
also and the State Nodal Agency may take appropriate action on these.

11.10 Even after the GoI-UNDP DRM programme period, the State Nodal Agency should
continue these measures. Pre-disaster preparedness and disaster management plans
should be periodically reviewed and up-dated.

11.11 Early action to amend the Building Bye-Laws of local bodies to include special
provisions for hazard-prone areas and enforce the same since the whole of Chennai
Metropolitan Area falls in Seismic Zone-III now and it also includes cyclone-prone areas
to majority of its extent.

Mechanisms

11.12 Disaster management mechanisms exist at district level in the State. The
structure includes District Disaster Management Committee, Disaster Management
Teams, Crisis Management Groups, Emergency Operation Centre, Site Operation
Centres, Modalities of involvement of army and other defence forces, NGOs and other
institutions. District Response Plans focus on operational direction and coordination,
emergency warning and dissemination, rapid damage assessment and reporting, search
and rescue, medical response, logistic arrangements, communication, temporary shelter
management (including free food/kitchen management), law and order, missing persons
search/media management, animal care, involvement of NGOs and voluntary
organisations. Depending on the disaster and damage caused Relief Management Plan
need to be prepared identifying the relief needs, mobilization points, transportation and
co-ordination with relief teams.

11.13 To restore normalcy to lives and livelihoods of the affected population, recovery
and reconstruction plan has to be prepared, both for short term and long term, taking
into account restoration of basic infrastructure, reconstruction / repair of life-line
buildings / social infrastructure / damaged buildings, medical rehabilitation (both

249
physiological and psycho-social interventions) and restoration of livelihoods through
assistance /aid / grants.

11.14 Every year a pre-monsoon preparedness review meeting under the Chairmanship
of Chief Secretary to Government is conducted to make assessment of the probabilities
of monsoon floods and cyclone well in advance and to co-ordinate and prepare detailed
plans to tackle real life situations. The Disaster Management Plan is also prepared. The
collectors are instructed to prepare a hand-book containing information about the
warning system given by the Indian Meteorological Department in flood and cyclone to
the line departments/agencies, dissemination of information to line
departments/agencies and general public, the level of preparedness and planning in the
district administration, identification of vulnerable areas prone to flood and cyclone,
contact telephone numbers of departments concerned / voluntary organisations/
NGOs/ CBOs, SHGs etc. Copies of handbook are distributed to all the line departments,
educational institutions, and offices of the elected representatives.

11.15 District Co-ordination Committee conducts meetings with various organisations,

local bodies etc. to review the preparedness and to take effective action.

11.16 Mock drills by the Police, Fire Department, NCC, and Home guards are conducted
to create awareness for search and rescue purposes in the event of any emergency.

11.18 A control room has been established in the districts to monitor the activities
during the monsoon period. Two-way communication system of VHF / HF system has
been installed in all the 13 coastal districts and in the office of the State Relief
Commissioner. Toll-free public utility service telephone is put into service at the district
head quarters. A permanent control room is functioning round the clock at the
Ezhiligam in the Office of the State Relief Commission.

11.18 In order to avoid flooding on account of torrential rains, the following steps are
taken before the monsoon begins:
a. The PWD is directed to keep a constant watch over all the dams and major
anaicuts and take necessary measure to plug the breaches and to ensure
advance intimation to public before release of excess water. Cyclone shelters and
buildings identified for accommodating the displaced persons are inspected for
keeping them in all readiness.
b. The Highways Department is directed to keep all machineries like bulldozers,
power-saws etc. in adequate quantity and in good condition for the purpose of
clearing obstructions / road blocks caused by uprooted trees, electric posts etc.
during the time of cyclone flood etc.

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 c. The collectors are directed to check the stock position of essential commodities
like rice, kerosene in the godown and make available adequate number of lorries
in good running condition to move the commodities like rice, kerosene to the
affected people.
d. The Public Health Department ensures the availability of disinfectants and
essential measures.
e. In times of emergencies, the assistance of navy and coast guard authorities,
Army and Air force is taken to tackle the problem of evacuation, dropping of food
to the affected people etc.
f. All oil corporation are required to keep adequate stock of fuel at the vulnerable
points in the State and to provide refueling centres for helicopters that are
pressed into service.
g. The medium of TV and Radio are utilised to caution the public to take
precautionary measures and to move to safer places and
h. All the line departments including EB are instructed to have an effective
coordination at the district level under the leadership of collectors. Hill Districts
are instructed to be alert to deal with landslides.

11.19 Chennai City and its environs are very flat, and traversed by three river viz.
Adyar, Cooum and Kosasthalaiyar. Mean annual rainfall is about 120 cm, and mean
rainy days are 52 days. Records have shown that there were several catastrophic floods
in Chennai in the last century in 1943, 1976, 1985, 2002 and 2005 caused by heavy
rain associated with cyclonic activity. Flooding of less catastrophic nature occurs
regularly in low-lying areas of the City and its suburbs because of inadequacy or in
operativeness of local drainage infrastructure. In the year 2005 total rainfall was 240.8
cm and in the month of October it was 107.7 cm causing flooding of many parts of the
City and to suburbs.

11.20 A disaster management cell functions in the City Corporation of Chennai to

tackle flooding problem. Before the monsoon in October-December every year as a
precautionary measure, drains are desilted and obstructions if any, are removed. Nodal
officer and zonal officers are identified and vested with adequate powers to tackle such
emergencies. Relief centres are identified and notified and responsibilities fixed for
ensuring shifting of affected people to the relief centres, supply of food and other relief
measures. Equipments to take out flood water from low-lying / submerged areas are
kept ready. Arrangements are made for flood relief and details about whom should be
contacted in such emergencies notified, published in news papers and announced over
radio and television. All the agencies required to be involved such as Police, Fire and
Rescue services, Metropolitan Transport Corporation, District administration, Health,

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Army and Navy are alerted / kept informed to be ready. Readiness to tackle the flooding
situation is reviewed at the Government level and ensured before monsoon every year.

Cyclone Risk Mitigation Project

11.21 The Ministry of Home Affairs in consultation with the States prone to cyclone
risks has drawn up a National Cyclone Risk Mitigation Project to be implemented with
the assistance of World Bank. Under this project Cyclone Risk Mitigation investments
will be undertaken in the States and Union Territories and it involves construction of
cyclone shelters, shelter belt plantations, mangrove regeneration and construction of
embankments to stop sea water inundation, construction of missing road links and
commissioning of technical assistance / studies to sustain these initiatives in the
States.

11.22 The World Bank has offered to support this project covering all 13 cyclone prone
States and the State of Tamil Nadu is one among them. The State of Tamil Nadu which
was placed in the Category II (Low Vulnerability) with the Project outlay of Rs. 26 crores
has subsequently been placed under Category I (Higher Vulnerability) with a project
outlay of Rs. 176 crores. The project cost has to be shared by the Centre and State
Government as grant to State and 25% matching resources will have to be provided by
the State in the Budget.

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 Annexure – I

Disaster Risk Management Programme (2002-2007)

Government of India (GoI) and United Nations Development Programme (UNDP)

have signed an agreement in August 2002, for implementation of Disaster Risk
Management programme to reduce the vulnerability of the communities to natural
disasters in identified multi-hazard prone areas.

Tamil Nadu State is one of the States selected for this project and a
Memorandum of Understanding has been signed between the UNDP and the
Government of Tamil Nadu on 30.10.2003 in the presence of the Hon’ble Chief Minister
of Tamil Nadu. This project will be implemented in the districts of Tiruvallur,
Kancheepuram, Cuddalore, Nagapattinam, Kanniyakumari, and The Nilgiris and in the
cities of Chennai and Coimbatore.
Goal:
“Sustainable Reduction in Natural Disaster Risk” in some of the most hazard
prone districts in selected states of India.

Objectives:
1. National capacity building support to the Ministry of Home Affairs.
2. Environment building, education, awareness programmes and strengthening
the capacity at all levels in natural disaster risk management and
sustainable recovery.
3. Multi-hazard preparedness, response and mitigation plans for the
programmes at state, district, block, village panchayat and ward level in
select programme states and districts.
4. Networking knowledge on effective approaches, methods and tools for natural
disaster risk management, developing and promoting policy frameworks.

Urban Earthquake Vulnerability Risk:

Reduction Programme:
It is proposed to take up urban earthquake vulnerability risk reduction
measures in 166 districts under this programme. In the first phase 38 earthquake
prone cities all over the country having a population of more than 5 lakhs including
Chennai and Coimbatore Cities in Tamil Nadu falling in zones with moderate to very
high risk to earthquake have been identified. The goal of the programme is sustainable
reduction in earthquake risk in the most earthquake-prone urban areas across the

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country. Chennai and Coimbatore cities have been identified as earthquake-prone cities
in Tamil Nadu.

Institutional Arrangements

Village Village Disaster Management Committee

Panchayat V P Disaster Management Committee
Block Block Disaster Management Committee
District District Disaster Management Committee
State State Steering Committee (State Nodal Agency)
National Project Management Board (MHA-DM Division)
Implementation Process:
The disaster risk management plan would start at the village level and would be
consolidated through similar planning at the Panchayat, Block, District and Urban
Local Body levels in the selected districts. At village level volunteers will prepare the
plan and at other levels concerned Disaster Management Committees (DMCs) will
prepare it. The plans would focus on disaster risk prevention and early recovery
through community based preparedness and response plans, skill development for
construction of hazard resistant housing and enhanced access to information as per the
need of the community. Disaster Management Teams (DMTs) would be formed at
various levels to implement the plans.

Awareness Campaign Strategy:

An effective disaster, risk management campaign strategy will be developed by the
State Nodal Agency and will include:
• Rallies
• Mass meeting
• Wall paintings
• Posters
Competitions like essay, debate and painting competitions among school and college
students.
Training / Capacity Building:
• Training of Trainers at the State, district and block levels to enhance the
capacity of the DMC
• Specialised training to DMTs
• Exposure visit of Government officials, PRIs and DMTs
• Studies, research and workshops to be conducted at the national and state level
• Training manuals, standard operating procedures and documentation on best
pictures.

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Development of Disaster Risk Management Plan:
Multi-hazard risk management plans to be prepared by trained volunteers at the
Village Panchayat, Block, District, State and National levels. Mock Drills to be carried
out before the disaster seasons, by the key players, to find out the feasibility of the plan
and to ensure greater role clarity.

Other activities to be taken up under the programme to reduce vulnerability:

• Construction of disaster resistant and cost effective demonstration units and
retrofitting of non-engineered buildings
• Training of masons and engineers for wider dissemination and adoption of
technology
• Advocacy for standard building codes and bye-laws
• Emergency rescue kits to be provided to the vulnerable districts
• Strengthening of the State and District Disaster Management Information
Centres
• Resource Inventory database
• Urban earthquake vulnerability preparedness programme
• Strengthening training institutes
• Vulnerability and risk indexing

Sustainability of the programme:

• All disaster preparedness and mitigation plans to be approved by Village
Panchayat, Block and Urban Local Bodies
• Disaster preparedness and mitigation plans to be an integral part of all
developmental planning process
• DMCs and DMTs to conduct mock drill regularly to enhance preparedness
• Well-equipped and functional disaster management information system
• Adequate human resources capacity building
• Manuals and guidelines will be available for all emergency operations
• Availability of local trained masons in appropriate disaster-resistant housing
technology.

Outcomes:
• Administrative and institutional framework at State level
• Enhanced capacity of all stakeholders
• Aware and informed community
• Comprehensive disaster risk management and mitigation plans in the
programme states based on vulnerability and risk assessment of women and
children towards natural disasters

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• Enhanced capacity of DMTs in first aid, shelter management, water and
sanitation and rescue evacuation
• Capacity building in earthquake risk management at national, state and city
(Ward / Community) level, including strengthening of key resources institutions
and establishing of linkages
• Earthquake preparedness and response plan for all the 38 cities across the
country
• Well-equipped disaster risk management information centers at State and
District Headquarters
• Manuals, training modules and awareness strategies
• Emergency kits at all selected districts
• Enhanced capacity of the training institutions
• Trained, skilled masons engineers for hazard-resistant housing
• Technology demonstration units for dissemination
• Knowledge network for enhanced involvement of stakeholders
• National and State database on natural disaster risk management
• Vulnerability and risk reduction reports.

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 Annexure – II

A step towards Urban Earthquake Vulnerability Reduction

National Disaster Risk Management Programme

The GOI – UNDP National Disaster Risk Management Programme (NDRM) is a
national initiative aimed to reduce vulnerabilities of communities in some of the most
hazard-prone districts (169 districts in 17 states) of India. The programme (2002-2007)
aims to contribute to the social and economic development goals of the National & State
Governments, enable them to minimize losses of development gains by reducing their
vulnerability to natural disasters.
Six districts namely Cuddalore, Tiruvallur, Nagapattinam, Kanniyakumari,
Kancheepuram, The Nilgiris, and two cities of Chennai and Coimbatore in Tamil Nadu
have been taken under this NDRM initiative. Revenue Administration, Disaster
Management & Mitigation Department will implement the Programme in Tamil Nadu.

UEVR Project – Background

The Urban Earthquake Vulnerability Reduction Project is a sub-component of
the NDRM. Earthquake is a natural event which may cause tremendous loss of life and
property damage. One of the major challenges facing our country is to reduce the
vulnerability to this uncontrollable and unpredictable hazard by having a greater
understanding about its causes and effects and also by adopting suitable preparedness
and mitigation measures.
Seismic Map of Tamil Nadu (Zone II & III)
As per the latest seismic zoning map of India brought out by the Bureau of
Indian Standards, 59% of land area of the country is prone to seismic intensity of MSK
VII or more during earthquakes. Some of the most intense earthquakes of the world
have occurred in India, but fortunately, none of these have occurred in the vicinity of
the major cities. India has highly populous cities including the national capital of New
Delhi, located in zones of high seismic risk. Majority of the constructions in these cities
are not earthquake-resistant. Thus any earthquake striking of one of these cities would
turn into a major disaster.
It is most important in the medium and long term to formulate strategies to
reduce the vulnerability to and losses arising from a possible earthquake striking any of
these cities. Six significant earthquakes have struck different parts of India over a span
of the last 15 years. Five of them occurred in rural or semi-urban areas and hence the
damage in terms of human lives and property were relatively small. On the other hand,
the 2001 Bhuj earthquake struck both rural and urban areas and reiterated the scale of

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vulnerability. If any of these earthquakes strike the populous urban centres, the
damages would be colossal.

The Programme
The programme envisages strengthening capacities of communities, urban local
bodies & the administration in mitigation, preparedness and response across 38 cities
in the country having population above half a million and falling under seismic zone III,
IV and V. Chennai & Coimbatore Cities (Seismic Zone III) are among the 38 cities taken
under the UEVRP initiative. City Disaster Management Committee has been formed in
these two cities with Commissioner, Corporation of Chennai & The District Collector,
Coimbatore as the Chairman of the CDMC. The programme would demonstrate a
suitable model for mainstreaming of earthquake risk management initiatives at all levels
and help reduce seismic risk in the most earthquake-prone urban areas in India.

Past Seismic Events in Tamil Nadu

Date Intensity Location

28.01.1679 IV Felt at Chennai

16.09.1816 IV Felt at Chennai
29.01.1822 V-VII Felt at Chennai, Vellore area
03.01.1859 VI Felt at North Arcot Coimbatore District
03.07.1867 V Felt at Villupuram
08.02.1900 VI-VII Coimbatore, felt all over South India
07.01.1916 VI Felt at Nilgris area
26.06.1941 VIII Felt almost Coromandal Coast
29.02.1944 VI Felt at Madurai, Coonoor area
07.02.1962 VI-VII Coonoor area
29.07.1972 VI Coimbatore area
07.07.1988 VII Kambam, Madurai area

26.09.2001 VI Chennai area

Goal
Sustainable reduction in earthquake risk in the most earthquake-prone urban
areas across the country
Objectives
• Create awareness among government functionaries, technical institutions,
NGOs, CBO’s and communities about earthquake vulnerability and possible
preventive actions.

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 • Development and institutionalizing of earthquake-preparedness and response
plans and practicing these through mock drills.
• Development of regulatory framework (techno-legal regime) to promote safe
construction and systems to ensure compliance.
• Capacity building for practicing engineers, architect, builders, contractors &
other professionals dealing with emergency response.
• Networking knowledge on best practices and tools for effective earthquake risk
management, including creation of information systems containing inventory of
resources for emergency operations.

Outcomes
• Capacity building in earthquake risk management at national, state and city
(ward / community) level, including strengthening of key resource institutions
and establishing of linkages.
• Disaster management team formed at the city level along with sectoral
preparedness plan for all nodal agencies in the Urban Local Body.
• An aware and informed community.
• Integration of seismic risk management into development programmes.
• Enhanced capacity of the practicing engineers / architects & the training /
academic / resource institutions.
• Review of enforcement mechanisms for the byelaws etc.
• Replication of the programme to other urban centres across the state.

Earthquakes don’t kill people. Unsafe buildings do.

Three points to remember
• If you are building a house you can build for safety
• If you are living in a house / flat you can improve its safety
• If you are looking for a place to stay you can look for safety

Before
• Insist upon earthquake resistant features while constructing / buying a house /
flat. Ensure construction complies with building byelaws and BIS Codes.
• Consult an engineer / architect for retrofitting your house to make it earthquake
resistant.
• A common meeting point inside the city and a contact outside the city should be
identified and known to all members of the family.
• Keep a list of important telephone numbers, torch, transistor, first-aid kit, water
and non-perishable food at a designated place as a family emergency kit always
ready.

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 • Train yourself in basic first aid. Form teams for First-aid, Search & Rescue etc.
in your area and conduct preparedness drills for what to do in case of an
earthquake.

During
• Keep calm and help others to keep calm. Do not panic.
• If you are at home or inside a building:
- don’t try to run out of the building, protect yourself by ducking under a
sturdy table or a bed and stay there until the shaking stops.
- Turn off electricity and gas.
If you are on the road in a built up area:
- immediately move away from buildings, slopes, streetlights, power lines,
hoardings, fly-over etc. towards open spaces.
- Do not run or wander haphazardly.
- Keep the roads free for movement.
• If you are driving:
- stop the vehicle away from the slopes, buildings and electric cables; come
out of the vehicle, hold it and stay by its side.

After
• Keep calm and expect aftershocks. Check if you or anyone else is
hurt.
• Use first aid and wait for medical help.
• Do not move seriously injured people.
• Do not turn-on electrical appliances and gas.
• Do not spread rumors and don’t panic.
• Do not waste water and do not block telephone lines.
• Keep the streets clear for emergency services.
• Volunteer to help.

Bureau of Indian Standards (BIS) has the following seismic codes:

IS 456, 2000, Indian Standard Code of Practice for Plain and Reinforced Concrete
(4th Revision)
IS 800, 1984, Indian Standard Code of Practice for General Construction in Street
(2nd Revision)
IS 875, Code of Practice for Design Loads (Other than earthquake) for Buildings and
Structures.

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IS 1893 (Part I), 2002, Indian Standard Criteria for Earthquake Resistant Design of
Structures (5th Revision)
IS 4326, 1993, Indian Standard Code of Practice for Earthquake Resistant Design and
Construction of Buildings ( 2nd Revision)
IS 13827, 1993, Indian Standard Guidelines for Improving Earthquake Resistance of
Earthen Buildings.
IS 13828, 1993, Indian Standard Guidelines for Improving Earthquake Resistance of
Low Strength Masonry Buildings.
IS 13920, 1993, Indian Standard Code of Practice for Ductile Detailing of Reinforced
Concrete Structures Subjected to Seismic Forces.
IS 13935, 1993, Indian Standard Guidelines for Repair and Seismic Strengthening of
Buildings.

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 Chapter XII
ENVIRONMENT
Sustainable cities are fundamental to social and economic development. As
stated in the tenth plan document of the National Planning Commission, sustainability
is not an option but imperative. For a better world to live in, we need good air, pure
water, nutritious food, healthy environment and greenery around us. Without
sustainability, environmental deterioration and economic decline will be feeding on each
other leading to poverty, pollution, poor health, political upheaval and unrest. The
environment is not to be seen as a stand-alone concern. It cuts across all sectors of
development. We have to improve our economic growth rate, provide basic minimum
life support services to large section of our population and deal with the problems of
poverty and unemployment. At the same time, we have to pay attention to conserving
our natural resources and also improving the status of our environment.

12.02 Environmental deterioration is not a necessary or inescapable result of

urbanization; what needs to be done is striking a right balance - in making development
in such a way that they are more effectively attuned to environmental opportunities and
constraints.

12.03 The metropolitan environment can be looked comprising of mainly two

components viz. (i) environment per se, and (ii) the habitat. The environment per se
relates to natural features and resources including the air, noise, water and land (open
spaces, forests etc.). The habitat is related to built environment and infrastructures
such as water supply, sewerage and solid waste disposal.

12.04 The conservation of natural resources includes management of air, noise, water
& land.

Air:
12.05 Air pollution is a matter of concern in metropolitan cities. Increasing urban
activities mainly the industrial and transportation have resulted in increased emission
into the air and the Tamil Nadu Pollution Control Board (TNPCB) has identified the
major source of air pollution in Chennai is the emissions from vehicles.

12.06 Under the Air (Preservation & Control of Pollution) Act, 1981 and in the
Environment (Protection) Act 1986, the National Standards for ambient air quality have
been notified.

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 Table No: 12.01 National Ambient Air Quality Standards
Time-Weighted Concentration in Ambient Air
Pollutant (micrograms per m3)
Average Industrial Residential Sensitive
Annual Average 80 60 15
Sulphur Dioxide (SO2)
24 Hours 120 80 30
Annual Average 80 60 15
Oxides of Nitrogen as NO2
24 Hours 120 80 30
Suspended Particulate Matter Annual Average 360 140 70
(SPM) 24 Hours 500 200 100
Respirable particulate matter Annual Average 120 60 50
(Size less than 10 micron) 24 Hours 150 100 75
Annual Average 1 0.75 0.5
Lead
24 Hours 1.5 1 0.75
8 Hours 5 2 1
Carbon Monoxide (in mg/m3)
1 Hour 10 4 2
Source: TNPCB
12.07 The monitoring of air quality in Chennai is undertaken by TNPCB in their own
Ambient Air Quality Monitoring Programme (CAAQM) and also under the National
Ambient Air Quality Monitoring Programme.

12.08 TNPCB in its Environment Management plan for Chennai city, 2003 has
identified that the major pollutant generated in the City are the particulate matter,
sulphur dioxide, oxides of nitrogen, carbon monoxide, hydrogen sulphide, and ammonia
gas. The major sources of air pollution are domestic (fuels for cooking), commercial (fuel
consumed by commercial establishments, trade, industry, hotels etc.), industrial (due to
wood, coke, furnace oil LPG, kerosene etc.) vehicular (petrol & diesel fuels), generator
sets (diesel and kerosene fuels), natural sources (odour pollution due to gases emanated
from polluted stretches, waterways – ‘B' Canal, Adyar, Cooum). The TNPCB estimation
of the pollution load in different sectors in Chennai City is given in Table No.12.02.

Table No: 12.02 Calculated Pollution Load in Different Sectors in Chennai City
Pollutant (T/day)
Sources
SPM SO2 NO2 HC CO Total Percentage
Domestic 0.032 0.170 1.049 0.101 0.243 1.865 2.65%
Commercial 0.875 1.466 0.731 0.120 0.087 3.279 4.66%
Gen Sets 0.296 0.509 0.268 0.039 0.026 1.138 1.61%
Industrial 2.510 4.565 6.085 0.3119 0.4320 13.9039 19.78%
Vehicular 9.300 0.200 10.250 10.240 20.100 50.090 71.28%
Total (T/d) 13.280 6.910 18.380 10.810 20.880 70.260 100

12.09 The major contribution to Chennai air pollution load is vehicular sector
(71.28%) followed by industrial sector (19.70%). TNPCB has mapped the air pollution
impact areas and listed the impact areas as follows:

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 Impact Areas Areas

Impact Area I (high) T. Nagar, Part of Saidapet, Choolaimedu, Vadapalani,

Royapettah, Egmore, Part of Adyar, Tenampet, some part
of Tondiarpet, Koyambedu, Purasawalkam, Mandaveli,
Mylapore, George Town
Impact Area II (medium) Korattur, Anna Nagar, Velachery
Impact Area III (low) Other than above areas

The following are the observations of TNPCB:

(i) Out of the 8 monitoring points, 4 points recorded low, 2 points medium and 2
points high rating.
(ii) The vehicular sector is the major source of air pollution in Chennai City
(followed by the industrial sector).
(iii) In addition to the pollution caused by the vehicles, the untidy roads and
gathering of sand on the sides of the roads causes rise of dust.

Water pollution:
12.10 Chennai is traversed by three rivers (viz. Kosasthalaiyar, Cooum and Adyar), B'
canal and other natural and man-made canals & drains. The waterways of Chennai are
not perennial in nature and receive flood discharge only during monsoon season; in the
rest of the year it acts as a carrier of wastewater from sewage treatment plants and
others.

12.11 The TNPCB monitors the discharge of sewage and trade effluents generated by
local bodies and industries into the water bodies / waterways. The basin-wise sewage
generation during the year 2000 is given in the table 12.03.

Table No: 12.03 Waterways Basin-wise Sewage Generation (Year 2000)

Drainage Area Sewerage Generation
Sl.No. Waterways Basin
(sq.km) (MLD)
1 Adyar River 12 87
2 Cooum River 20 92
3 Buckingham Canal
North Buckingham Canal 10 83
Central Buckingham Canal 5 46
South Buckingham Canal 2 29
4 Captain Cotton Canal 10 47
5 Otteri Nullah 24 129
6 Mambalam Drain 6 19
Total 89 532
Source: TNPCB

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12.12 The outfalls identified by the TNPCB in waterways are given in table no.12.04.
Table No: 12.04 Source-wise Details of Wastewater Outfalls in Chennai City
Water ways During year 1994 and 1999
No. of Outfalls in Waterways

Outfalls Buckingham
Sl.No. River Adyar River Coovum Otteri Nullah
source Canal
1994 1999 1994 1999 1994 1999 1994 1999
1 Industries 20 11 18 1 14 13 13 4
2 Commercial
38 38 18 11 21 21 3 3
Institutions
3 Sewage
Treatment 1 1 1 1 1 2 - 1
Plants
4 Sewage
Pumping 4 1 2 - 9 4 2 1
Stations
5 Sewer/Storm
Water Drain 148 147 281 276 63 64 43 43
Overflows
6 Discharges
from Slum 17 17 24 24 20 19 5 5
settlements
Source: TNPCB
12.13 However, the recent data collected by TNPCB during 2003 has shown that
certain industries have plugged their outfalls and provided effluent treatment plants
(ETP) and were using the treated trade effluent inside their premises itself. Pollution
Control Board observed that the institutions such as slaughter houses (2 nos.), Central
Railway station, water treatment plant (at Kilpauk) and S.T.P's contribute a major
quantity of pollution level to the waterways.

12.14 TNPCB under the MINARS programme periodically monitors the water quality of
the city waterways. Water samples are collected and analysed by TNPCB every month
at ‘B'canal (at north, central and south stretches), Otteri Nallah, Adyar River and Cooum
River. According to TNPCB, all these water bodies in the City are polluted and not
suitable for any designated uses (viz. drinking, bathing, propagation of wild life like
animal husbandry & fisheries, industrial, cooking and washing and agriculture); level of
contamination is relatively high in ‘B' canal followed by Otteri Nullah and Cooum River.

Flood Alleviation Project, 1998

12.15 Government of Tamilnadu have sanctioned a project with an outlay of Rs.300
Crores for Macro and Micro drainage improvements to alleviate flood problems in
Chennai Metropolitan Area which was implemented by PWD, Chennai Corporation and
Tamilnadu Slum Clearance Board.

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Chennai City River Conservation Project (CCRCP), 2000
12.16 In order to improve the conditions of waterways in Chennai a comprehensive
package of projects with an estimated outlay of Rs.1700 Crores was prepared. The
projects proposed included sludge removal and disposal from waterways, relocation of
slums and encroachments, structural works and strengthening of waterway banks,
improvement of macro drainage network in the catchments, improvements of micro
drainage network in the City, improving the water quality of rivers and waterway,
strengthening urban drainage network in the City, construction of sewage flow
interceptors and treatment facilities. It was posed to Government of India for funding
under National River Conservation Programme (NRCP). Out of the proposed package of
projects the Government of India had approved in 2000 the schemes for interception,
diversion and treatment in Chennai City at a cost about Rs.491.52 Crores under NRCP
and it was taken up for implementation by CMWSSB. In addition, the remaining works
to the cost of Rs.228.63 Crores was also taken up by CMWSSB to improve environment.

Ground Water:
12.17 Chennai is underlain by various geological formations from ancient Archaeans
to recent Alluviums. It can be grouped into three viz. (i) Archaean Crystalline
Metamorphic rocks (ii) Upper Gondwanas comprised of sandstones, siltstones and
shoals, tertiary (Eocene to Pliocene) sandstones and (iii) coastal and river Alluvium.

12.18 Central Ground Water Board has taken up the task of long term monitoring of
ground water levels and quality. The State PWD and CMWSSB are also monitoring the
ground water level fluctuations.

12.19 The agencies have observed that the chemical quality of ground water in Chennai
City is generally brackish and not suitable for drinking purposes. In general it is
alkaline with pH value from 7.8 to 9.0 and many pockets have high chloride and
sulphate; very few selected pockets have potable quality at Besant Nagar, Greenways
Road, Nungambakkam, Kilpauk etc. and also good fresh water aquifer is found in the
stretch between Thiruvanmiyur and Uthandi along the coast. In areas like K.K. Nagar,
Ashok Nagar, Sastri Nagar, Mylapore, Anna Nagar etc. excess iron has been found
resulting in reddish colour of water, chocking pipes with yellowish - brown precipitate
and also disagreeable taste.

12.20 The quality changes due to seawater intrusion in the past are evident in
Triplicane, Mandaveli and other areas along the coast. Mandatory provision of

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rainwater structures within the City has improved the recharging potential for the
ground water and also the water quality and ground water table in the recent past.

Noise Pollution:
12.21Under the Air (Prevention & Control of Pollution) Act, 1981, noise is a pollutant.
Noise is described as an unwanted sound that produces deleterious effect on health and
affects the physical and psychological well-being of the people. In the recent times,
public concern about noise pollution also increased.

12.22 Ambient air quality standards in respect of noise for different use zones notified
by TNPCB under the Environment Act is given in the Table No 12.05.

Table No.12.05 Ambient Noise Standards

Limits in decibels
Sl.No. Zone
Day Night
1 Industrial area 75 70
2 Commercial area 65 55
3 Residential area 55 45
4 Silence zone 50 40
Source: TNPCB

12.23 The noise level survey conducted by the TNPCB reveals that noise level exceeded
the limits mostly in commercial areas, mainly due to vehicular movement.

12.24 During festive seasons in Chennai, the noise levels were noted high and
particularly during Diwali it exceeded 120 dB (A).

Natural features:
12.25 Sea coast and beaches are a gift of nature to mankind. The coastal line of Bay
of Bengal in the east throughout its length bound Chennai Metropolis. We are bound to
maintain the aesthetic qualities and recreational utility of the same. Conservation of
this gifted coastline may require application of precautionary principles and also the
principles of sustainable development and inter-generational equity. The precautionary
principle requires the government agencies to plan and prevent the environmental
degradations particularly by non-conforming developments in this area. Prudent use of
the natural resources sustaining economic growth and preserving the cultural and
national heritage inherited from the previous generation for the next generation is also
required to be done.

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12.26 Earlier, the developments in the coastal stretches were regulated under the
building rules of the local bodies concerned and the development control rules of
planning authorities. The first Central Government initiative came when the then
Prime Minister Tmt. Indira Gandhi wrote to the state Chief Ministers as follows:

" I have received a number of reports about the degradation and mis-
utilisation of beaches in our coastal states by building and other
activity. This is worrying as the beaches have aesthetic and
environmental value as well as other uses. They have to be kept clear
of all activities at least upto 500 metres from the water at the
maximum high tide. If the area is vulnerable to erosion, suitable trees
and plants have to be planted on the beach sands without marring
their beauty.
Beaches must be kept free from all kinds of artificial development.
Pollution from industrial and town wastes must be also avoided
totally.
Please give thought to this matter and insure that our lively coastline
and its beaches remain unsullied.”

12.27 The Government of India in their notification dt.19.11.1991 under the

Environment (Protection) Act, 1986 declared the costal stretches of seas, bays,
estuaries, creeks, rivers and back-waters which are influenced by tidal action (in the
landward side) upto 500 m. from the High Tide Line (HTL) and the land between the Low
Tide Line (LTL) and HTL, as Coastal Regulation Zone; and imposed restrictions (stated
therein) on setting up and expansion of industries, operations or process etc. in the said
CRZ. It was also stated that the distance from the HTL shall apply both side in the case
of rivers, creeks and backwaters and may be notified on a case by case basis for reasons
to be recorded while preparing the CRZ management plans and however, this distance
shall not be less than 100 m. or the width of the creek, river or backwater whichever is
less.

12.28 In CMA, developments in the coastal stretches are regulated as per the CRZ
management plan approved by the Government of India on 27.9.1996 and the CRZ
regulations notified by the Government of India under the Environment (Protection))
Act.1986.

Rivers:
12.29 Rivers which traverse through the CMA, are Adyar, Cooum and Kosasthalaiyar
and these rivers are monsoon-fed; as stated (in earlier parts of this chapter), in the

273
remaining period it accommodates only the wastewater flows from the STPs and urban
areas. Pollution levels in these waterbodies needs to be monitored and needs to be
reduced to the level that it could be used for recreational purposes, in the longer term.
Measures need to be taken include, eviction & rehabilitation of encroachments,
strengthening of banks and other structured measures for flood alleviation, desilting,
introducing green cover on its banks, etc.

12.30 Chennai Metropolitan Area is also dotted with a large number of lakes; some of
them encroached. They mainly act as flood accommodators during monsoon. These
also require desilting, improvements and conservation.

12.31 A detailed study on conservation and exploring the feasibility of developing the
waterbodies (including rivers, estuaries, creeks, swamps, lakes & large ponds) as
recreational areas may be done, planned and implemented.

Green Areas:
12.32 Chennai City has only about 2% of the area as declared parks. In Chennai
Metropolitan Area, the declared forest cover is about 24 sq.km, which is about 2
percent of the CMA area. However, satellite imageries show that green cover over the
City due to trees along roadside and within the sites is of considerable extent. There is
ample scope for further development of this green cover within the City and also in the
rest of CMA, particularly along roads drains, riverbanks etc. Increase in green cover in
urban habitats becomes necessity not only to alleviate the problems of pollution, but
also to ensure ecological stability.

274
 Chapter-XIII

INFRASTRUCUTRE INVESTMENTS FOR CMA

A. Chennai Metropolitan Development Plan (CMDP)

Cities play a vital role in social and economic development. Efficient and
productive cities are essential for national economic growth and equally, strong urban
economies are essential for generating the resources needed for public and private
investments in infrastructure, social facilities, improved living conditions and poverty
alleviation.

13.02 Environmental degradation holds back economic development. The urban

challenge put forth before us is to improve the environmental quality and make the city
livable. The level of services have to be improved by better planning, management and
maintenance of the services, which could be achieved by channalising the investments
in the right directions.

13.03 Every citizen has his/her own perception about city where one lives. The
benefits to the citizens of CMA because of the proposed Infrastructure Investment Plan
named as CMDP are:

- Improvement in the quality of life

- Higher standard of living
- Improvements in service level
- Eco-friendly environment
- Reduced pollution levels
- Less congested roads and better parking facilities
- Hassle free travel by public and private transport and
- Better employment opportunities by attracting more industries/ commercial
establishments.

Benefits to The Investors

13.04 In the recent past Chennai has attracted many industries including the
Information Technology Industries. Chennai has many natural advantages including
availability of a Sea Port and other infrastructure attracting the large-scale industries.
The strength of Chennai City is mainly the availability of good infrastructure facilities,
skilled labour and availability of land for developments.

275
13.05 CMDA considering the need for making investments for infrastructure
developments in a planned and co-ordinated manner, has proposed infrastructure
investment plan called as “CMDP” in consultation with the department agencies and
local bodies concerned.

13.06 The major objectives of the Plan are:

i. to identify the infrastructure needs in each sector and work out the projects
accordingly;
ii. to identify the quantum of finance for execution of these projects;
iii. to identify the source of finance;
iv. to prioritize the projects by working out the annual programme, medium
term programmes and long term programmes;

13.07 In Chennai Metropolitan Area the development and maintenance of urban

services are vested with the specialised agencies. CMWSSB, TWAD and concerned local

bodies provide water supply electricity by TNEB, solid waste management by the

concerned local bodies, roads by Highways and local bodies, storm water drains by local

bodies and PWD. These agencies depend on Central Government, State Government

and financial institutions for funding their projects. The cost of the projects to be

executed in various sectors estimated to be of several crores and these projects cannot

be implemented with the State Govt. budgetary support alone; additional resources have

to be mobilized.

13.08 The infrastructure requirements for the Chennai City, 16 Municipal areas, 20 TP,

Panchayats and 214 village Panchayats and 10 Panchayat unions which lie within

Chennai Metropolitan Area have been collected from the concerned agencies and the

Investment Plan for them has been prepared.

13.09 The Investment Program has been categorized into 3 categories viz. annual,

medium and long-term projects. The projects that need immediate investment have

been included in the annual program. The projects which have to be executed to fulfill

the infrastructure requirements in the medium term have been included in the medium

term programmes. Projects which require heavy investments with long gestation periods

have been included in the long term programmes.

276
Table No.13.01 Investment Plan Rs. in Crores

Medium
Annual Plan Long Term
Programme/Agency Term Plan
(2003-2004) Plan
(2004-2007)
Traffic and Transportation
Urban Rail Projects 165.00 519.24 3528.00
Road/River Bridge 3.00 7.00 -
Traffic Management 11.94 3.00 -
Resurfacing of Major Roads 43.11 - -
Strengthening of peri urban Roads 4.54 13.62 4.56
ORR - 250.00 250.00

Widening & Strengthening of city roads 57.80 - -

New Road formation 21.50 - 350.00
Relaying of City Roads 99.00 297.00 -
Study for Augmenting the capacity of 0.25 3.55 -
Major Arterial Roads
Widening & Strengthening - 1595.58 -
Cement Conc. - Anna Salai - 101.32 -
Road Over/Under Bridge - 832.71 -
Bus Terminal - 6.00 -
Multilevel Parking - 48.00 -
Urban Road Projects - - 1126.00

Urban Transit System - - 855.00

Truck Terminal - 80.00 -
Sub Total 406.14 3757.02 6113.56
Housing
TNHB 5.00 570.00 -
TNSCB 27.70 330.41 325.00
Sub Total 32.70 900.41 325.00
Water Supply
CMWSSB 730.00 946.00 649.18
Sewerage
CMWSSB 295.00 607.00 897.78
CMA (Thiruvottiyur Mpty) 28.00 - -
Sub Total 323.00 607.00 897.78

277
 Storm Water Drain
Chennai Corporation 40.00 47.00 -
PWD 44.65 3.65 -
Highways 3.68 - -

SIDCO 0.68 - -
CMA 13.77 - -
DTP 8.94 10.59 -
Sub Total 111.72 61.24 -
Solid Waste Management
Chennai Corporation 16.00 35.00 -
CMA 11.19 16.25 -

Sub Total 27.19 51.25 -

Electricity
TNEB 150.00 1910.81 -
Total 1780.75 8233.73 7985.52
Grand Total 18000.00

13.10 The main sources of finance identified are loans from financial institutions,
budgetary support/grant from government. Public-private participation is also proposed
for the housing, water supply and sewerage projects.

13.11 Based on this overall plan, annual plans are formulated in consultation with the
sectoral agencies / departments, Government budgetary allocations made and
implemented as Annual Plans since 2003-04. CMDA monitors the progress of
implementation and report to the Government. The investment made since 2003 sector-
wise under CMDP is given below.
Annual Programme 2003-04, 2004-05, 2005-06 & 2006-07 (Rs. in Crores)
Investment Investment Investment Investment
Programme
in 2003-04 in 2004-05 in 2005-06 in 2006-07
Traffic & Transportation 412.16 237.28 179.48 199.28
Housing 40.77 65.17 65.27 68.91
Water Supply 581.60 309.03 99.61 92.67
Sewerage 83.16 122.88 66.23 49.58
Storm Water Drain 38.97 40.39 103.10 17.71
Solid Waste Management - 3.695 6.06 9.94
Electricity 164.88 179.21 211.32 188.52
Others - - 3.36 0.44
Total 1321.54 957.66 795.58 670.23

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B. Jawaharlal Nehru Urban Renewal Mission (JN-NURM)
13.12 The Government of India in 2005 has introduced the scheme called Jawaharlal
Nehru Urban Renewal Mission (JN-NURM) to encourage reforms driven, fast tract
planned development of identified cities with a focus on efficiency in urban
infrastructure / service delivery mechanisms, community participation and
accountability of urban local bodies towards citizens.

13.13 The Mission objectives are to ensure the following in the urban sector including
the basic services to urban poor:

a. Integrated development of infrastructure services in cities covered under the

Mission.
b. Establish linkages between asset creations and asset management for long term
project sustainability.
c. Ensure adequate funds to fulfill deficiencies in the urban infrastructural services
d. Planned development of identified cities including peri urban areas, out growths
and urban corridors leading to dispersed urbanisation.
e. Scale up delivery of civic amenities and provision of utilities with emphasis on
universal access to urban poor.
f. Special focus on urban renewal program for the old city areas to reduce
congestion.
g. Provision of basic services to urban poor including security of tenure at
affordable prices, improved housing, water supply and sanitation and ensuring
delivery of other already existing universal services of the Government for
education, health and social security.

13.14 The Mission strategy includes preparing perspective plan called as City
Development Plan (CDP), preparing projects, leveraging of funds and incorporating
private sector efficiencies. The duration of the Mission is 7 years beginning from the
year 2005-06. The nodal agency for the State of Tamilnadu is TUFIDCO and the
concerned department at Government of Tamilnadu is Municipal Administration and
Water Supply. Chennai is one of the identified cities for Government of India assistance
under JN-NURM. To comply with the prerequisite of preparation of CDP, the City
development plan for Chennai as called as ‘Development Plan for Chennai Metropolitan
Area’ was prepared and Government of India’s approval obtained.

279
13.15 Strengths-weakness-opportunities and threats in respect of Chennai are given
below:

Strengths Opportunities
Strong Commercial and Industrial Base High telecom penetration
Skilled and educated man power Growth oriented reforms
High standard educational and health Public Private Participation
institutions
Good urban land market and availability of
developable lands.
Uninterrupted and quality power supply
Weaknesses Threats
Traffic congestion Automobile pollution
Inadequate infrastructure Overcrowding in certain pockets
Water shortage Decrease in manufacturing industry

Institutional Arrangements in Development Planning

13.16 The rapid urban population growth and consequent pressure on the
developments in major urban centres have led the Government of Tamil Nadu to set up
specialised agencies to tackle the urban development issues in various sectors such as
housing, water supply and sewerage etc. The principal ones are CMWSSB, TNSCB, and
TNHB. The Chennai Metropolitan Development Authority was set up in 1973 with the
main objective of being in charge of long term planning and co-coordinating the various
urban development activities in the Metropolis.

13.17 The agencies involved in the infrastructure planning and development in CMA are
presented below. The details of agencies and its responsibilities are presented in the
table no.13.02 below.

Table No.13.02 The Details of Agencies and its Responsibilities

Sl.No. Agency Responsibility Jurisdiction

Local Government
1 Chennai Provision of roads, construction of ROBs,
Corporation- RUBs, pedestrian subways etc.,
streetlights, solid waste collection and
management, micro-drainage, parks and
play grounds in their area of jurisdiction Within the
2 Municipalities- Provision of roads, construction of local body
pedestrian subways etc., streetlights, solid area
3 Town
Panchayats waste collection and management, micro-
drainage, parks and play grounds in their
4 Village
area of jurisdiction
Panchayats

280
 Parastatal Agency

5 TNHB Neighbourhood development including Tamil Nadu

provision of plots and ready built houses, State but focus
Sites and Services schemes. is more on
CMA
6 MTC Bus transport CMA
7 Traffic Police Traffic management schemes Greater
(Greater Chennai
Chennai)
8 TNEB Electricity generation and supply Tamil Nadu
State
9 PWD Implementation & maintenance of macro Tamil Nadu
drainage system State
10 CMDA Urban planning, co -ordination of project CMA
implementation
11 CMWSSB Water supply & sewerage facilities for CMA CMA*
12 TNSCB Provision of housing, infrastructure and Tamil nadu
livelihood programs in slum areas State but
focus is more
on CMA
13 Highways Major roads within Chennai City, all bus Tamil nadu
Department route roads and major district roads, State
construction of ROBs, RUBs, pedestrian
subways etc.

* Though CMWSSB has jurisdiction over the CMA as per their Act, their area of operation
are limited presently to Chennai City Corporation area and a few adjoining areas such as
Mogappair, I.T.Corridor etc. However they have proposed to expand their area of operation
covering the entire CMA.

13.18 Though the geographical areas of jurisdiction of these agencies overlap, their
operational jurisdictions and functions are well defined. For example in the Chennai
City Municipal Corporation Area, CMWSSB is solely in charge of water supply and
sewerage; in respect of National Highways and roads except for the major roads handed
over to State Highways for maintenance, others are maintained by the Chennai
Municipal Corporation. In respect macro drains such as rivers and canals the PWD is
responsible of maintenance; the micro drains are provided and maintained by the City
Corporation of Chennai and other local bodies within CMA.

13.19 Capital investment plan for the various sector proposed under JN-NURM are
given below.

Water Supply

13.20 The proposed investments for water supply projects for CMA is of the order of Rs.
6,321.00 Crores and the break up is presented in Table 13.03.

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 Table No. 13.03 Proposed Water Supply Investments in CMA Rs.in Crores
Component Activity Institution Total
Comprehensive Water Sector Development
4.00
Master Plan
Leak Detection Studies 9.00
Energy Audit Studies 10.00
Water Quality Studies and Monitoring 4.50
Design and Implementation of
7.00
Planning, Communication Strategy
Reforms and Baseline Survey 2.00
Institutional Human Resources Development 7.00
Strengthening
Establishment of Regulatory Authority 1.00
GIS Mapping of Water and Sewerage Utility
9.00
Mapping
Modernizing Financial Management and
7.00
MIS
Community Initiatives Support CMWSSB 3.50
Sub-total 64.00
Source Augmentation 3,600.00
Distribution Network Extension 800.00
Rehabilitation and Modernisation of
1,150.00
Existing Network
Service Energy Conservation Measures 70.00
Delivery
Metering 210.00
Piloting 24x7 zone by zone 350.00
GIS Mapping & Refurbishment 70.00
Sub-total 6,250.00
Citizens Citizen feedback mechanisms established 7.00
Relations
Management
Sub-total 7.00
Grand Total 6,321.00

Sewerage

13.21 The proposed investments for sewerage projects for entire CMA is of the order of
Rs. 2,299.00 Crores and the break up is presented in Table 13.04.

Table No. 13.04 Proposed Sewerage Investments in CMA Rs in Crores

Component Activity Institution Total
Design & Comprehensive Sewerage Master Plan 4.00
Implementation Energy Audit 7.00
of
Communication Sewerage Quality Studies and 7.00
Strategy Monitoring CMWSSB
Design & Communication Strategy 7.00
Human Resources Development 7.00
Community initiative Support 7.00
Sub-Total 39.00

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 Service Delivery Network coverage 950.00
(Sewerage) Remodeling of old sewers 550.00
Construction of STPs CMWSSB 550.00
Recycling Plant & Reuse 175.00
Energy Conservation Measures 35.00
Sub-Total 2,260.00
Grand Total 2,299.00

Storm Water Drainage

13.22 The proposed investments for storm water drainage, macro drainage for CMA and
renovation of lakes is estimated Rs. 1,423.85 Crores and the break up is presented in
Table 13.05.

Table No. 13.05 Proposed Storm Water Drainage Investments in CMA

Item Rs. In Crores
Macro Drainage 865.00
Micro Drainage
Chennai Municipal Corporation 252.00
Surrounding Municipalities 72.34
Town Panchayats 38.05
Village Panchayats 146.80
Renovation of Lakes
Chennai Municipal Corporation -
Surrounding Municipalities 9.91
Town Panchayats 3.36
Village Panchayats 1.57
Culvers 34.82
Total 1,423.85

Solid Waste Management

13.23 The proposed investments towards solid waste management sector for CMA is of
the order of Rs. 847.81 Crores. The break up is presented in Table 13.06.

Table No. 13.06 Proposed Solid Waste Management Investments in CMA

Sl. No. Solid Waste Management Rs. in Crores
1 Chennai Municipal Corporation 808.70
2 Surrounding Municipalities 10.20
3 Town Panchayats 3.18
4 Village Panchayats 5.66
5 Slaughter Houses 20.07
Total 847.81

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Traffic and Transportation
13.24 The proposed investments for traffic and transportation for CMA is of the order of
Rs. 24,854.08 Crores. The break up is presented in Table 13.07.

Table No.13.07 Proposed Transportation Investments in CMA

Sl. No. Traffic & Transportation Rs. in Crore
1 Urban Transport Components
2 Widening Strengthening and resurfacing of arterial, sub 1,700.00
arterial and collector roads to at least 4 lane width
3 Elevated highways and Flyovers 4,655.00
4 Road/Rail crossings - ROB/RUB 150.00
5 River bridges 45.00
6 Link Roads 1,650.00
7 Concreting of Major roads 278.00
8 Junction improvements with white topping and 75.00
Landscaping
9 Pedestrian sub-ways 102.00
10 Bus lay-byes & shelters 58.35
11 Utility duct and storm water drains along major roads 200.00
12 Peripheral road improvements 197.00
13 Construction of mini flyovers 48.00
14 Concreting of City-roads 95.00
15 Multi level car parking 145.00
16 Road/Rail Crossings - ROB/RUB 396.00
17 Nesapakkam Road widening 14.00
18 Road works including bridges/culverts 675.15
19 Road works 480.32
20 Metropolitan public transport (Bus) 1,300.00
21 Traffic management basic infrastructure needs 4,982.04
22 Street Lighting 8.22
23 Rapid Transit System 600.00
24 Metro rail (about 45 km) 7,000.00
Total 24,854.08

Heritage and Recreation

13.25 The proposed investment towards Heritage and recreation projects is estimated
Rs. 103.08 Crores and the break up is presented in Table 13.08.

Table No.13.08 Proposed Heritage and Recreation Investments in CMA

Sl. No. Heritage Rs. Crores
1 Renovation/Development of Ripon buildings 18.00
2 Renovation/Development of V.P. Hall Building 5.00
3 Recreation Developments in City area 60.00
4 Recreation Developments in Municipalities 8.46
5 Recreation Developments in TP 3.24
6 Recreation Developments in Village Panchayats 8.37
Total 103.08

284
Urban Basic Services for Poor
13.26 The proposed investments for urban poor population for entire CMA are estimated
Rs. 3,887.23 crore for the next seven years and break up is illustrated in Table 13.09.
Table No.13.09 Proposed Investment for Urban Poor in CMA

Sl. No. Basic Services for Poor Rs. in Crore

1 Chennai Municipal Corporation 1,319.96
2 CMA (Except Chennai City) 536.27
3 Housing for LIG/EWS groups 2031.00
Total 3,887.23

Parking Lots and Spaces

13.27 The proposed investment for civic amenities in CMA is estimated Rs. 43.85 Crores
and the break up is presented in Table 13.10.
Table No.13.10 Proposed Civic Amenities Investments in CMA
Sl. No. Parking lots / Spaces Rs. In Crores
Parking Lots / Spaces
1 Parking Lots / Spaces for TP 15.38
2 Parking Lots / Spaces for VP 28.47
Total 43.85
Satellite Towns / Cities around CMA
13.28 The proposed investments for development of satellite towns/ cities around CMA
as a decongestion measure during the next six years estimated is Rs.5000 crores.

13.29 The total estimated cost of the projects for proposed is Rs. 44,779.92 Crores. The
summary of investments is given in the table below.

Table No. 13.11: Proposed Summary of investments in CMA Rs. Crores

Sl. Total JNNURM
Component
No. Cost GoI GoTN IR/IF
1 Water Supply 6,321.00 2,212.35 948.15 3,160.50
2 Sewerage 2,299.00 804.65 344.85 1,149.50
3 Solid Waste Management 847.80 296.73 127.17 423.90
4 Storm Water Drainage 1,423.88 498.36 213.58 711.94
5 Transportation 17,254.08 6,038.93 2,588.11 8,627.04
6 Mass Rapid Transit System 600.00 210.00 90.00 300.00
7 Metro Rail (45 km.) 7000.00 2450.00 1050.00 3500.00
8 Parking Lots and Spaces 43.85 15.35 6.58 21.92
9 Heritage and Recreation 103.08 36.08 15.46 51.54
10 Satellite Town development 5000.00 1750.00 750.00 2500.00
Total 40892.69 14312.45 6133.9 20446.34
11 Urban Basic Services for Poor 3,887.23 1943.61 1943.62
Grand Total 44779.92 16256.06 28523.86

285
 Chapter XIV
LAND USE AND PLANNING STRATEGY

With the increase and concentration of population in urban areas, urban

problems have increased. It requires and continues to require restriction in respect of
the use and occupation of land in urban areas. In order to regulate the growth of the
metropolitan area in an orderly manner and also to ensure its economic viability, social
stability and sound management for the present and the foreseeable future, the Master
Plan with zoning and development regulation is necessary.

14.02 The idea of zoning is that the segregation of certain uses from others reduces the
effect of negative externalities, which some uses have on others. Zoning provides spatial
segregation of conflicting uses. It also has the benefit of increasing positive externalities
because many uses find an advantage in being grouped with other similar uses. These
external effects include air and water pollution, excessive noise levels, traffic congestion,
and aesthetic disamenities. Because of its predominant role, modern zoning
encompasses expanded objectives for supplying certain public goods such as
preservation of open space, prime agriculture land and ecologically sensitive areas also.
Zoning is also desired on reduction of costs of providing certain public services.

Land use regulation in CMA prior to 1975:

14.03 Land use control in CMA prior to 1975 was not significant. Only about 20% of
the Chennai City area, and less than 1% of the remaining CMA area (outside the city)
were covered by the Detailed Town Planning Schemes prepared under the (now
repealed) Madras State Town Planning Act, 1920. Under Section 89, of the Tamil Nadu
Public Health Act, 1939 City Corporation of Madras and some of the Municipalities in
CMA had declared residential areas (covering very small part of the local bodies
concerned) and in such areas industries other than cottage industries were not
permitted; shopping (except offensive trades) were not prohibited provided they did not
use power. Industrial areas were declared under the Municipal Acts where industries
existed then, and on individual application further industrial areas notified/expanded.
These minimal land use regulations existed then orienting more towards preserving the
then existed areas rather than channelsing the developments optimising the land and
other resources in a planned way.

286
14.04 Land sub-division regulations prior to 1975 in CMA were limited to the control
of making public and private streets under the local body Acts and they were not framed
either to discourage such developments in such areas where it is not suitable or divert
them to the areas where suitable; further they did not provide for necessary standards
statutorily for roads, open spaces and other essential infrastructure.

Land use regulation under Master Plan for CMA, 1975:

14.05 The Master Plan for Chennai Metropolitan Area come into force from 5.8.75 from
the date of notification of the Government consent for the plan (in G.O. Ms. No.1313,
RD&LA Dept. dated 1.8.75); it was finally approved by the Government in G.O. Ms.
No.2325, RD&LA Department, dated 4.12.1976. The Master Plan laid down policies and
programmes for the overall development of the CMA. The land use plan designated the
use to which every parcel of land in CMA could be put to. The land use plan was
enforced through a set of regulations under Development Control Rules, which formed
part of the master plan. Any person intending to make any development is required to
apply under Section 49 of the Tamil Nadu Town and Country Planning Act, 1971, and
obtain Planning Permission.

14.06 The break up of the then existed Land Use in 1973 is given in the Table below:

CMA - Existed Land Use - 1973

Chennai City Rest of CMA Total

Land use Extent in Extent Extent in
% % %
Hect. in Hect. Hect.
Residential 7788 44.46 9144 8.67 16932 13.77
Commercial 820 4.68 68 0.06 888 0.72
Industrial 893 5.10 2976 2.82 3869 3.15
Institutional 3045 17.38 2260 2.14 5305 4.31
Open space and
920 5.25 4822 4.57 5742 4.67
Recreational
Agriculture 73689 69.88 73689 59.92
Non Urban 1633 1.55 1633 1.33
Others 4052 23.13 10865 10.3 14917 12.17
Total 17518 100 105456 100.00 122974 100.00

14.07 The land use zoning classifications as per the First Master Plan for CMA are (i)
Primary Residential Use zone, (ii) Mixed Residential Use zone, (iii) Commercial use Zone,
(iv) Light Industrial use zone, (v) General Industrial use zone, (vi) Special and Hazardous

287
Industrial use zone, (vii) Institutional use zone, (viii) Open Space and Recreational Use
zone, (ix) Agriculture use zone and (x) Non-urban use zone. Further considering the
character of (then) existed developments, the CMA was divided into three areas viz. (i)
George Town and Continuous Building Area, (ii) Chennai City, Municipal and Township
areas (excluding the areas mentioned in (i)) and (iii) rest of Metropolitan area.

14.08 The break up of the land use proposed in the First Master Plan (1975) is given in
the table below:

Land use proposed as per First Master Plan

Chennai City Rest of CMA Total

Land use Extent in Extent in Extent in
% % %
Hectares Hectares Hectares
Primary Residential 10888.05 61.80 22554.94 22.27 33442.98 28.12
Mixed Residential 127.95 0.73 8095.69 7.99 8223.64 6.92
Commercial 521.95 2.96 970.81 0.96 1492.76 1.26
Institutional 3080.67 17.49 3395.39 3.35 6476.07 5.45
Light Industrial 263.11 1.49 285.73 0.28 548.84 0.46
General Industrial 934.26 5.30 3970.34 3.92 4904.60 4.12
Special & Hazardous
39.97 0.23 1440.39 1.42 1480.36 1.24
Industrial
Open space &
1448.99 8.22 6848.67 6.76 8297.66 6.98
Recreational
Agricultural 94.47 0.54 37084.34 36.61 37178.82 31.26
Non Urban 113.01 0.64 979.48 0.97 1092.49 0.92
Others (Forest,
water bodies, 105.26 0.60 15672.65 15.47 15777.91 13.27
Roads etc.,)
Total 17617.70 100.00 101298.42 100.00 118916.12 100.00

14.09 A few problems were faced in implementing the first Master Plan zoning and DCR;
the major ones are given below:

(1) In certain areas where a site has been zoned for two or more uses (with
reference to the abutting road and adjoining uses) an optimal development of
single character could not be made taking into account the total extent of the
site;

(2) In certain cases, though the existing activities and their performances are not
hazardous or objectionable, they could not be allowed to expand even
marginally because the zoning made in the Plan is not conforming to
accommodate such activities;

288
 (3) Sites zoned for public purposes such as open space and recreational use
zone, institutional use zone, stand designated throughout the Plan period
and the activities permissible in these zones are public/communal facilities
mostly for which the Government/or Government agencies have to acquire
and provide. Neither the planning authorities nor the Government or its
agencies have acquired these lands and provided these facilities. (The
reasons may be paucity of funds. Such zoning could have been restricted to
mainly on Government lands, and to the private lands where this activity
exist, or essentially required to be acquired for providing the same);

(4) Grouping of permissible activities made in zones such as institutions, open

space and recreation are such that these appear so exclusionary, not even
permitting residential activity, which is a lower use which a land
owner/developer may like to put to at least. Such zoning could have been
minimised in the midst of contiguous developed areas;

(5) According to the existing procedure, rezoning (land use variation) consumes a
lot of time, with the result discouraged people to apply and get the site
reclassified;

(6) Same way, Urban Land Ceiling Act (now repealed) had contributed to
unauthorised sub divisions/layouts;

(7) The present zoning and DCR is criticised by a section of developers, for being
negative rather than positive; it is more oriented towards the provision of
safety, convenience and tranquility in the area rather than encouragement of
housing activity, industries and employment;

(8) The standards set for plot extent; frontage etc., for residential developments
was high when comparing the affordability of people even for middle-income
group of the society.

Reclassification:

14.10 Reclassification of land uses on request from the land owners are received,
examined and decided on individual merits of the cases under Section 32(4) of the Tamil
Nadu Town and Country Planning Act. From 1976 to 1981, there were about 100 land
use reclassifications within CMA, mostly in the areas of sanctioned Town Planning
Schemes approved prior to 1975. The number of reclassifications made year wise
within City and rest of CMA are tabulated below:

289
 Table No. 14.01: Reclassifications within City and Rest of CMA, 1977-2004

Town Panchayat
Sl.No Year City Municipality Total
Panchayat Union
1. 1977 2 4 -- -- 6
2. 1978 1 1 -- -- 2
3. 1979 -- -- 1 -- 1
4. 1980 -- 6 4 3 13
5. 1981 -- -- -- -- --
6. 1982 17 13 11 20 61
7. 1983 11 9 5 10 35
8. 1984 23 8 55 36 122
9. 1985 44 5 12 29 90
10. 1986 18 5 16 19 58
11. 1987 17 4 8 14 43
12. 1988 14 5 14 64 97
13. 1989 2 1 2 13 18
14. 1990 27 3 19 56 105
15. 1991 30 11 11 59 111
16. 1992 17 11 9 42 79
17. 1993 22 7 8 38 75
18. 1994 22 6 9 22 59
19. 1995 18 14 20 26 78
20. 1996 22 4 5 11 42
21. 1997 17 1 7 25 50
22. 1998 34 9 13 45 101
23. 1999 18 2 4 29 53
24. 2000 19 1 7 10 37
25. 2001 4 -- 6 11 21
26. 2002 12 3 8 19 42
27. 2003 10 5 17 25 57
28. 2004 14 2 16 55 87
Total 435 140 287 681 1543

14.11 The extent of sites reclassified ranged from single plot of about 150 sq.m. to more
than 25 hectares. From the above table, it may be seen that in spite of sincere attempt
of planners to assess the demand and estimate the directions of growth at the areas for
development, the reclassification had to be resorted to, because of changing demands of
public; of course within the objectives of zoning.

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14.12 From the reclassification details given in Table No14.02 it may be seen that 47%
of the cases reclassified from Agricultural use zone which indicates the expansion for
urban developments and 30% reclassified from Primary Residential use zone which
indicates the conversion into higher order use zones for commercial, industrial and
institutional activities. Of the total number of reclassifications made, reclassification for
residential accounts to 41%, for commercial activities 25%, industrial activities 19% and
institutional 8%. As regards Chennai City, out of 435 reclassifications made 65%, 17%,
12% and 5% of the numbers were for commercial, residential, Institutional and
industrial activities respectively. In the case of Village Panchayat areas, 53%, 29%, 7%
and 6% of the reclassification were made for residential, industrial, institutional and
commercial activities respectively.

Table No.14.02: Reclassifications in CMA from January 1977 to February 2005

Light Industrial
Land

Open Space &

use to

Recreational
Institutional
Commercial

Agricultural

Non-Urban
Residential

Residential

Hazardous
Industrial

Special &
Primary

General
Mixed

Total
Land use
from

PR (EWS) 3 203 89 46 27 12 65 3 14 -- 462

MR 7 -- 11 18 7 2 3 -- 6 -- 54
COMM 4 -- -- 1 8 -- 1 -- 2 1 17
LI 4 -- 1 -- 4 1 1 -- 1 -- 12
GI 17 2 1 -- -- -- 4 1 5 -- 30
S&H 5 1 -- -- -- -- -- -- -- -- 6
INS 74 21 10 1 8 -- -- 4 2 -- 120
O&R 49 11 4 11 17 -- 4 -- 6 -- 102
AGRI 471 30 10 95 47 11 36 8 -- 17 725
NU 6 -- 3 2 -- -- 3 -- -- -- 14
Total 640 268 129 174 118 26 117 16 36 18 1543

14.13 The Government in G.O. Ms. No.419, H&UD dated 1.06.1984 has delegated the
power for reclassification of land uses in individual cases to the Authority in order to
reduce delay.

Unauthorised Sub-divisions/Layout:

14.14 The Tamil Nadu Urban Land Ceiling Act came into force from 3rd August 1976.
Fearing acquisition under the Act, people had resorted to large-scale unauthorised sub-
divisions/layouts in 1975 and 1976. Unapproved layouts/subdivisions were taking
place in the Chennai Urban agglomeration, even after the Act came into force, and the
unauthorised layout developers were selling these plots as agricultural land evading the
provisions of the Act. Lack of knowledge among the villagers in the rest of CMA about

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the regulations, profiteering motive of layout developers and also the delays in approval
of layouts for various reasons also added to the growth of unauthorised layouts/sub-
divisions.

14.15 Those unapproved sub-divisions/layouts are perennial problems faced by the

public authorities. These unauthorised layouts contain substandard roads, which have
not been properly laid out, and have no pavements, drains, culverts or streetlights
provisions, and some of them made even on low-lying areas which are not suitable for
residential developments. Further they are at scattered locations, to which the local
bodies could not provide amenities economically. In many of these unauthorised
layouts, purchase of plots mostly for speculation purposes had resulted in no or a few
constructions adding security problems to those few households, who have occupied the
scattered constructed houses. The policy of CMDA and the procedures adopted in CMA
for regularisation of plots in such old unauthorised layouts, which have to be merged
with the urban fabric at some point of time considering the public demand, are given in
detail in Annexure XIV - A

14.16 The Tamil Nadu Urban Land (Ceiling and Regulation) Act was repealed in June
1999. It didn't have any marked effect on the proliferation of unauthroised layouts.
Tamil Nadu Government reviewed the situation. As per Section 22A of the Registration
Act, 1908, the State Government may by notification in Tamil Nadu Gazette declare
registration of any document or class of documents as opposed to public policy. It also
envisages that the registering Officer shall refuse to register any document, which is
opposed to public policy. The Government have notified in G.O. Ms. No.150/CT Dept.
dated 22.9.2000 certain categories of documents, registration of which is opposed to
public policy; one among them is registration of documents relating to house sites in
unapproved layouts. Unless a 'No Objection Certificate' issued by the authorities
concerned viz. Corporation or Municipality or Town Panchayat or Panchayat Union or
village Panchayat or CMDA, is produced before the registering officer, the document will
not be registered. It was held by the High Court of Madras that the G.O. will have
prospective effect and applicable only for the transfer of house sites by the landowner or
promoter of the unapproved layout for the first time.

14.17 The above action of the Government curbed the new unauthorised layout
developments after the year 2000, relieving the people and the public authorities from
the problems of such new unauthorised layouts.

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Development Control Rules:

14.18 The main purpose of the development control rules or the development
regulation was to ensure that buildings are built.

(1) Achieving optimum utilisation of land within the infrastructure levels in an

area (either within existing or proposed/ planned infrastructure levels) within
the plan period;
(2) With adequate natural lighting and ventilation for healthy living;
(3) Within the desired/planned density of population (preventing negative
social, economic and environmental impacts of high densities);
(4) With open spaces on ground to improve urban environment;
(5) With adequate space for parking within the plot itself;
(6) With aesthetics and taking into the requirements of urban design aspects
such as solids and voids, views and vistas, and also breaking monotony;
(7) With aspects of safety, convenience and economy (within reasonable limits);
(8) With no or minimal negative externalities on the adjoining buildings/uses.

14.19 The development regulations also used as a tool to encourage amalgamation of

smaller sites into larger ones for achieving higher FSI with provision of adequate space
around the buildings and space for recreational purposes within the site, and also to
discourage over-utilisation of road and other infrastructure, resulting in congestion,
traffic delay, and choking and also breaking down of water supply or sewerage or
electricity infrastructures.

14.20 Development standards prescribed for building constructions vary from country
to country, region to region and city to city mainly for the reasons of local climatic
conditions, public infrastructure availability/ planned, terrain, culture and way of life of
the people, affordability of the people, and also the land availability for development.

14.21 In CMA, prior to 1975 (i.e. the Master Plan for CMA came into force), under
Chennai City Corporation Building Rules, Tamil Nadu District Municipalities Building
Rules, and Tamil Nadu Panchayat Building Rules, the building constructions were
regulated. In respect of planning parameters, it contained a very few provisions viz.
requirements of a site for construction, minimum extent for a residential plot, front set
back requirement and height requirement. It dealt mainly about requirements of plinth
level, foundation and other structural aspects of buildings, sizes of windows and
openings for natural lighting and ventilation, corridor and passage width, head room
height requirements, drains and sanitary convenience, and chimneys and flues. In
1974, the Multistoried and Public Buildings Rules under the Chennai City Corporation

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Act and Tamil Nadu District Municipalities Act were notified which contained the
provisions regarding the areas where multistoried buildings (i.e. buildings exceeding 4
storey or 15 mtr. in height) are permissible, setback requirements with reference to
height of buildings, minimum plot extent, minimum frontage, minimum road width
requirements. FAR, plot coverage and parking requirements.

14.22 In cases of Detailed Town Planning Schemes sanctioned under the Madras State
Town Planning Act, 1920, the regulations for building constructions stated in the
schedule of such sanctioned schemes were in force prior to 1975, and it contained
regulations on minimum plot extent, street alignment and building line, side setback,
rear setback, minimum road width and betterment levy requirements. It varied from
scheme to scheme and covered only a dismal percent of the metropolitan area.

14.23 Development Control Rules for CMA formed part of the Master Plan came into
force on 5.8.75. It contained detailed regulation on zoning related activity control, site
requirements, plot extent, frontage, height, front, side and rear setbacks, minimum road
width, plot coverage, FSI, parking, open space for recreational purpose reservation,
public purpose sites reservation. These planning parameter requirements were
prescribed differentially for various activities such as residential, commercial,
institutional, cottage industrial, light industrial, general industrial, special and
hazardous industrial activities, and also differed for the Chennai City area, rest of the
CMA and the George Town and Continuous Building Areas; it further differed for
Multistoried developments.

14.24 Planning and development control is a dynamic process. In 1975, for the first
time such a comprehensive development control rule was brought in. It was reviewed
within few years of starting implementation of the same and when found necessary it
was amended. In 1979, amendments to DCR were made in respect of extent of open
space recreation to be made for layouts, declaration of MSB areas, permissibility of
projection in setback spaces, permissibility of cooling gas storage, public utility
buildings, Government and semi-Government offices serving local needs, banks, cottage
industries with 5 HP, craft centres, temporary touring cinemas in Primary Residential
use zone, permissibility of certain activities in Mixed Residential use zone, height of
commercial buildings, permissibility of certain categories of industries in Light
Industrial and General Industrial use zones, horse power restriction in Light Industrial
use zone, permissibility of religious buildings in Institutional use zones, in Non-urban
and Agricultural use zones, certain specific provisions for sites and services and slum
Improvement projects, economically weaker section housing exemption of certain floor

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areas from calculation of floor area ratio and plot coverage, additional conditions in
Form-A and Form-B, parking standards in respect of hotels, etc.

14.25 In 1980, the Development Control Rules provisions were comprehensively

reviewed and amendments made wherever necessary particularly in respect of plot
extent for residential and commercial developments, plot frontages etc. In 1982, need
for separate regulation for flatted residential and commercial developments felt and the
DCR was amended including provisions for special buildings and group developments,
including reservation of OSR space for such large developments; two wheeler-parking
requirements were included in the DCR. In 1983, road width standards for industrial
subdivisions were brought in and modifications in planning parameters for certain non-
residential activities permissible in Primary Residential use zone made. In 1982 to
1983, the Government had clamped temporary ban for construction of multi-storeyed
buildings in Chennai, which was lifted in December 1983; the special rules for multi-
storeyed buildings were reviewed, a total revision made after consulting various
departments/agencies concerned and the amended rule was given effect to from
September 1984. In that year, the multi-storeyed building permissible area was also
extended to cover the entire City (from the limited inner part bounded by Cathedral
Road, Nungambakkam High Road, Brick Kiln Road and Railway line to Thiruvallur). In
1985, assemble of electrical and electronic parts for manufacture of radios, computers
etc. was made permissible in Primary Residential use zone and setback requirements
for special building were modified. In 1986, certain further modification and special
building and group development rules were made in respect of OSR, and provisions
made not to insist SSB in CBA.

14.26 After reviewing the DCR in 1989/90, comprehensive amendments to DCR

proposing reduction of minimum plot extent, frontage, passage width, redefining special
building, prescribing an undertaking for builders/promoters, prescribing uniform FSI
for all the areas within CMA, etc. were sent to Government in 1990 which was approved
and notified in 1993. The security deposit rate was enhanced in 1995 for amending
DCR. In 1997, further amendments to DCR defining road width, prescribing minimum
extent for OSR space, etc. were made. In 1998, a separate set of rules for regulation of
I.T. parks, and associated hardware/software technology buildings were notified giving
certain concessions to I.T. developments. Minimum road width prescriptions for
layouts, industrial and institutional developments were brought in, permissible height
for multi-storeyed buildings increased, parking standards modified by amending DCR in
1999. Rainwater harvesting provision was made mandatory in 2001 and provision for
solar water heating in certain type buildings was made mandatory in 2002. Provision of
certain further facilities for physically handicapped in public buildings was made

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mandatory in 2003, and also the multi-storeyed buildings permissible area was
modified in that year. MSB Panel was reconstituted by amending DCR in 2004.

Density and FSI:

14.27 Chennai is one of the high-density cities in India. Its density varies from 180
persons per hec. in Saidapet and Mylapore Corporation zones and 368 persons per hec.
in Kodambakkam zone within the Corporation limits and the gross density for Chennai
City is 247 persons per hec. FSI is the main tool used in urban planning to regulate the
densities of population with reference to infrastructure provision. Density of population
needs to be regulated for various reasons including carrying capacity of
infrastructure (existing as well as proposed), sociological reasons such as crime rate etc
and other physical factors.

14.28 The existing developments in Chennai can be categorized as high dense medium
raised developments mostly of buildings up to 15 m. heights. FSI allowed for such
development up to 15 m. height presently is maximum 1.5. Multi stroeyed developments
(high rise development) within CMA are very few; in order to encourage amalgamation of
smaller plots into larger size and construction of buildings with large open space
around, a higher FSI of 2.5/2.75 is allowed in multistoreyed developments.

14.29 The prevalence of high density in Chennai is attributed to the following:

(a) Smaller lot sizes
(b) Smaller dwelling unit sizes
(c) Large family size (on an average 4.5) against about 2.51 in USA and
other western countries.

14.30 Comparative statement of densities in various cities in India and select cities in
the World is given in Annexure - B. Mumbai has reversed the trend by fixing 1.33 as
maximum FSI anywhere in the Metropolis in the early 80's itself. Delhi followed suite.
Other cities have clamped it down to around 1.5.

14.31 The practice of increasing FSI under the disguise of high land cost needs to be
discouraged. At the same time allowing higher FSI in the suburbs and lower FSI in
central areas of the City also needs very careful consideration considering the carrying
capacity of infrastructure, impact on environment including ground water and traffic
volumes.

14.32 Considering availability of land for development and infrastructure (now and
also in the Plan period), land use, travel and traffic aspects, optimum density of
population, onslaught of private real estate developers on the small house

296
owners/tenants in the central parts of the City, affordability etc., any experimentation
in changing already fixed FSI without proper detailed study on this may have to be
discouraged. In the present condition, any negative impact triggered due to increase in
intensity of population/FSI cannot be reversed.

14.33 In many of the major cities in USA and Europe, even though it look high dense
because of it's physical mass of construction, they are low in density when comparing
the Indian conditions.

14.34 For the above reasons, after examing the issue in detail, it is proposed to retain
FSI almost as existing and follow it.

Existing Land use 2006 Extent in Hectares.

Chennai City Rest of CMA
Land use
Extent % Extent %
Residential 9523 54.25 22877 21.87
Commercial 1245 7.09 390 0.37
Industrial 908 5.17 6563 6.28
Institutional 3243 18.48 3144 3.01
Open space & Recreation 366 2.09 200 0.19
Agricultural 99 0.57 12470 11.92
Non Urban 82 0.47 2433 2.33
Others (Vacant, Forest, Hills, 2087 11.89 56507 54.03
Low lying, Water bodies etc.,)

Proposed Land use 2026 Extent in Hectares.

Chennai City Rest of CMA
Land use
Extent % Extent %
Primary Residential use zone 5916.35 33.58% 31090.68 31.68%
Mixed Residential use zone 2426.90 13.78% 13503.10 13.34%
Commercial use zone 714.24 4.05% 880.35 0.86%
Institutional use zone 2868.97 16.28% 3888.85 3.83%
Industrial use zone 691.83 3.93% 7274.33 7.18%
Special and hazardous 130.67 0.74% 3416.08 3.38%
Industrial use zone
Open space & Recreational 1000.65 5.68% 392.86 0.38%
use zone
Agriculture use zone ------ ------- 7295.81 7.20%
Non Urban 113.31 0.64% 2332.92 2.3%
Urbanisable 2075.89 2.05%
Others (Roads, water bodies, 3754.79 21.31% 28147.55 27.79%
hills, Redhills catchments
area, forests etc.,)
Total 17617.70 100.00% 101298.42 100.00%

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 Annexure - A
Regularisation Of Unapproved Layouts In Chennai Metropolitan Area

1. In Chennai Metropolitan Area, a layout is defined as sub division of land into

plots exceeding 8 in numbers. Sub-division of lands into plots up to 8 in nos. is called
as sub- division.

2. Any layout laid out without approval of the competent authority viz.
Directorate of Town &Country Planning before 5.8.75 the date of coming into force of
Master Plan for Chennai Metropolitan Area or Chennai Metropolitan Development
Authority after 5.08.1975 is called as unauthorized or unapproved layout.

3. The Development Control Rules for CMA, forming part of the Master Plan
came into force from 5.8.75. Any unauthorized layout laid out on private land [ not
encroachments on public land ] prior to 5.8.75 is recognized as it is. No equivalent land
cost in lieu of Open Space Reservation is collectable for these pre- 5.08.75 unauthorised
layouts.

4. It was found that before coming into force of the Tamil Nadu Urban Land
Ceiling Act on 3.8.76 a number of unauthorized layouts had come up. For considering
regularization of individual plots in those pre- 3.8.'76 layouts, the following guidelines
were issued by CMDA in A.P.Ms.No. 110, dated 7.10.1976.

1. Site comprised in an The site will be considered for approval,

unauthorized/unapproved, unsanctioned subject to the plot owner agreeing to pay
layout or sub divisions, but abutting on proportionate cost of the open space
roads taken over by local body reservation needed for the area as per
Development Control Rules 19(a)(iv)
2. i) Site comprised in an unauthorized The site may be considered approval,
unapproved/unsanctioned layout subject to the following: -
where developments have been carried i) The road in question can be taken over
out but the roads have not been by the local body ultimately.
handed over to the local body. Note: For the purpose of the above a road
ii) Site comprised in an unauthorized will be deemed to be a road that can be
unapproved/unsanctioned layout taken over if.
where the developments have not a) the width of the road is not less
been carried out. than 16 feet and
b) the road is connected at least at
one end to a public street.
ii) The plot owner agreeing to pay the
proportionate cost of development as
estimated by the local body for the
full work/ for any unfinished works.
iii) The plot owner agreeing to pay
proportionate cost of the open space
reservation needed for the area as per
Development Control Rules 19(a)

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 5. The powers to regularize such pre 3.8.76 layouts were delegated to the
executive authorities of the local body concerned within CMA.

6. In the Authority proceeding No. Rc.S5/43464/01/CPP/13/82, dated 7.12.82

the following guidelines were issued for regularization of individual plots in unapproved
layouts made prior to 3.8.76: -

Planning Permission applications relating to construction in unauthorized

layouts made prior to 3.8.76 shall be forwarded to CMDA for consideration with
evidence of registration by the Registration Department to prove that sale of one or more
plots in the said unauthorized layout had occurred prior to 3.8.76, and proposed sub
division also formed part of the registered document, by a sketch or by narration apart
from those particulars.

7. Many unauthorized layouts had come up after 3.08.1976. In 1985, a subject

was placed before the Authority on the basis of a representation from one of the
members of the Authority for extension of the cut- off date for regularization of plots in
unapproved layouts. After detailed examination it was decided as follows in respect of
the unapproved layouts made after 3.8.1976[ a circular in Lr.M1/9838/90, dated
30.4.90].
(1) Executive officers of the local bodies in Madras Metropolitan Area are
forwarding planning permission applications for construction of buildings in
unapproved layouts/unauthorized sub divisions made after 3.8.1976, which are in
violating of ULC guidelines. Government after consultation with MMDA and
Commissioner of Land Reforms have directed that such unauthorized sub divisions
made after 3.8.1976 should be regularized subject to the condition that the road in front
of the applicant’s site is public/under the maintenance of the local body concerned.

(2). The status of the road furnished by the local bodies in most of the cases
is not clear. Roads of the local bodies are to be taken over by passing a resolution to
that effect by the council. Roads should be taken over for maintenance only after
obtaining approval of the council for incurring expenditure in providing amenities to the
road in the area.

(3). The Executive Officers of the local bodies are therefore requested to
forward planning permission applications for constructions in unauthorized
layouts/sub divisions made after 3.8.1976 violating ULC guidelines with the following
certificates:

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 i) the road for entire length from the applicant’s plot to its
connection to nearest public road is vested with the local body.
(This should be supported by adequate proof in the form of an
extract from the street inventory register with council’s resolution
with date).
ii) the road for entire length from the applicant’s plot to its
connection with nearest public road is under the maintenance of
the local body (supported with council resolution with date for
having authorized incurring the expenditure)
iii) In the event, such a certificate is issued by the President of the
local body, it should be countersigned by the Executive Authority
of the respective local body i.e. Block Development Officer of
Panchayat Union.

(4). The certificate wording in (i) and (ii) shall be as given and any altered or
ambiguous wordings shall not be accepted.

(5). It was also decided to regularize only those unauthorized sub-divisions

made prior to 31.12.1989. The actual date of registration would be taken into
consideration for deciding whether the unauthorized sub divisions have taken place
before or after 31.12.1989. The Executive Officers are therefore requested not to
forward planning permission applications for regularization of unauthorized sub-
division made after 31.12.1989.

8. In 1992, the powers to regularize pre- 31.12.’89 unauthorised subdivision

were delegated to the officials of local bodies within Chennai Metropolitan Area subject
to satisfying Development Control Rules and the following guidelines: -

(i) a) The abutting road should be a public road (Public road means a road
taken over or declared public by the local body / Department of
Highways and Rural works).

b) If the abutting road is not declared a public road, then it should be a

road where the local body had incurred expenditure for providing
infrastructures like streetlights, pavements, storm water drainage etc.

(ii) The unauthorized layout wherein the plot lies should have been made
prior to 31.12.1989 (i.e.) the plot for planning permission applied for or
any one of the plots in the unauthorized layout should have been
registered prior to 31.12.1989 evidenced by the layout plan registered
with the sale deed.
(Apart from Development charge under Town Country Planning Act, OSR
Charges, local body's road improvement charges etc., additionally

300
 regularisation charge at the rate of Rs. 5 to Rs. 15 per sq.m. plot area were
collectable when the plot was considered for regularisation)

9. Regularisation scheme for unauthorized development was introduced for

Chennai Metropolitan Area in 1999 and extended in 2000, 2001 and 2002, the cut-off
dates were also extended and as per the latest schemes which was closed on 8.07.2002,
the following are the rule provisions in respect of unauthorised layouts/ subdivisions.

(i) the unauthorized plot should have been registered on or before

31.03.2002.
(ii) Irrespective of whether any plot or land is vacant, partially or fully built,
if there is violation in terms of unauthorized sub-division or layout, or
plot extent or frontage, the plot or land alone shall first be considered for
regularization as one category and regularization fee shall be assessed as
specified subject to the following conditions: -
a) In the case of a plot in an unauthorized layout, the plot shall abut a
road of width not less than 4.8 metres and the unauthorized layout
roads shall be connected to a public road or street maintained by
the local body by their resolution.
b) In case of a plot in an unauthorized sub-division, the plot shall abut
on a public road or street or gain access through an exclusive or a
common passage of width not less than one metre and connected to a
public road or street maintained by the local body evidenced by their
resolution.
c) No part or whole of any unauthorized layout as such is regularisable.
Only individual plot shall be considered for regularization, provided it
has been divided and registered on or before 31st March 2002.

(iii) It shall be in conformity with the following: -

a) The Coastal Zone Regularisation of the Ministry of Environment and

Forest under the Environment (Protection) Act, 1986 (Central Act 17
of 1986);
b) The Civil Aviation Regulations of the Ministry of Tourism and Civil
Aviation under the Aircraft Act, 1934 (Central Act XXII of 1934);
c) The Ministry of Defence Regulations for developments in the vicinity
of the Air force Stations within 900 metres around;
d) Regulations of the Chennai Regional Advisory Committee constituted
by the Ministry of Communications;

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 e) Any development for regularisation shall abut on a public road or
gain access from a road or passage over which the applicant has right
of access;
f) In case of multi-storied developments, No Objection Certificate from
the Directorate of Fire Services with regard to the fire protection
measures shall be furnished by the applicant;
g) No development shall be regularized in the lands affected by the
alignments of proposed Inner Circular (Rail) Corridor, Inner Ring
Road, National Highways By-pass Road, Outer Ring Road and Mass
Rapid Transit System (Rail) Projects;
h) No special and hazardous industry or and industry categorized as
“RED” by Tamil Nadu Pollution Control Board shall be regularized in
a non-conforming zone, it shall be regularized only with the clearance
form the Tamil Nadu Pollution Control Board;
i) No industry categorized as “ORANGE” by the Tamil Nadu Pollution
Control Board shall be regularized in any use zone without the
clearance from the Tamil Nadu Pollution Control Board; and
j) Any development for regularisation shall conform to the rule 79 and
80 of Indian Electricity Rules, 1956 in respect of clearance form high
tension and extra high voltage lines.

(iv) Regularisation fee collected for the plot area at the following rates
Serial Location of the plot Rate of Levy
Number (Rupees per sq.m.)
1. Chennai City Corporation and
20.00
Banned area
2. Municipalities and Municipal
12.50
Townships.
3. Rest of Chennai Metropolitan
7.50
Area not included in Sl.No.1 &2
Note: These rates shall apply irrespective of whether the plot is vacant or
constructed partly or fully.

(This Regularization fee is in addition to the normally payable changes such as

Development Charges, Open Space Reservation Charges, Local body's Road
Improvement Charge and License fee etc.)

10. As a large number of applications were received seeking planning

permission for constructions in the post- 31.12.1989 unapproved layouts, and the cut-
off date prescribed dates back to more than 15 years, CMDA has proposed to
Government separately, for extension of the cut-off date for regularizing individual plots
in these unauthorised layouts made after 31.12.1989.

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 Annexure - B
Details of Population in select cities in the World
Population- Density per
Sl.No. City Area (Sq.km)
2001 hect.
India
1 Mumbai
a) Mumbai City 157 3326877 212
b) Mumbai suburban 445 8587561 193
c) Thane 9032 8128833 9
d) Wardha 6153 1230640 2
e) Raigarh 7353 2205972 3
2 Delhi
a) Central Delhi 25 644005 258
b) East Delhi 64 1448770 226
c) New Delhi 35 171806 49
d) North Delhi 60 779778 130
e) North East Delhi 60 1763712 294
f) North West Delhi 438 2847395 65
g) South Delhi 251 2258367 90
h) South West Delhi 417 1749492 42
I) West Delhi 129 2119641 164
3 Kolkata
a) City 185 4580544 248
b) Hoogli 3150 5040047 16
c) Howhra 1474 4274010 29
d) North 24 parganas 4059 8930235 22
e) South 24 parganas 9870 6909015 7
4 Chennai
a) City 176 4343645 247
b) Rest of Metropolitan area 1013 2690094 27
5 Hydrabad City 217 3686460 170
6 Bangalore UA 2174 6523110 30
Rest of the World
7 Washington
City 159 606900 38
8 NewYork City 800 7322564 92
9 Los Angeles 1216 3485298 29
10 London 1572 53
City 95
Outer London 36
11 Singapore 640 43,00,000 67
12 Hong Kong
a) Island 80 1335469 166
b) Kowlon 47 2023979 432
c) New Territories 974 3343046 34

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 Study Team
Master Plan Unit
Chief Planner
Thiru. C. Palanivelu
Senior Planner
Tmt. S. Chithra
Assistant Planners
Tmt. C.R. Vimala and Tmt. R. Anusuya

Planning Assistants
Tvl. T.K. Vasantha Kumar, N. Vijayanarayanan, K. Chandran,
S. Venkatesan, M. Murali, S. Irudhayaraj, V. Govindhasami, B.I. Raghu,
G.V. Saleem, and MansoorAhmed, Tmt. K. Selvakumari, S. Shakila, M.
Anjugam, B. Jayanthi, and B. Suganthi,
Steno typists
Tmt. R.S. Geetha, L. Kamalambal, and S. Dellibai
Assistant/ Jr. Assistant
Tvl. S. Baskaran, and R. Lesely Irudhayaraj
Field man/woman
Tmt. N. Bhuvaneshwari, and Thiru. B. Inban
Drivers
Tvl. B. Krishnamoorthy and A.S. Chandrasekar
GIS Section
Planning Assistants
Tvl. G.S. Panneerselvam, D. Ravichandran, and M.S. Santhosh Kumar,
Tmt. A. Jeyanatha sornamani, K. Gowri, N.B. Vani, G. Alamelu,
D. Sughirtha, D. Thirupurasundari, and G. Poonguzhali
Software used: Arc Info, ENVI, Auto Cad, Auto Cad Map 3D.
Aerial Data used: Ikonos 2001,2003 &2004 (1 metre resolution)
Cartosat 2005 (2.5 metre resolution)
Supported by
Traffic and Transportation
Senior Planner , Thiru. K. Kumar,
Assistant Planner, Tmt. R. Meena
Housing and Environment
Deputy Planner, Thiru. M. Sivashanmugam
Assistant Planner, Thiru. V. Kumar
Support for certain data collection and Tamil translation was provided
by various officials and staff working in different Divisions in CMDA.
 Committees which examined objections / suggestions and made
recommendations

1. Committee on Land Use

1. Thiru. N.V. Rakhunath - Chief Planner, CMDA
2. Thiru. P. Thyagarajan - Addl. Director, DTCP
3. Thiru. K. Rajamanickam - Dy. Director, Commssionerate of Municipal
Administration
4. Thiru. Durganand Balsovar - Architect
5. Thiru. S. Ramaraj - President, Institute of Architects (TN Chapter)
6. Tmt. S. Chithra - Senior Planner, CMDA

2. Committee on Transport
1. Thiru. N. Dharmalingam - Retd. Chief Planner,CMDA
2. Thiru. T.K. Shanmugasundaram - Chief Engineer (Genl.), Highways Dept.
3. Dr. A.M. Thirumurthy - Professor Anna University
4. Thiru. R. Balasubramanian - Managing Director, MTC
5. Thiru. P.T. Krishnan - Architect rep. Citizen Consumer and
Civic Action Group, Chennai
6. Thiru. K. Kumar - Senior Planner, CMDA

3. Committee on Development Regulations

1. Thiru. Md. Nasimuddin I.A.S. - Member Secretary, CMDA
2. Tmt. Tara Murali - Architect
3. Prof. Suresh Kuppusamy - School of Architecture & Planning, Anna
University
4. Thiru. P.T.G. Sundaram - Representing Institution of Engineers (TN
Chapter)
5. Thiru. M.K. Sundaram - Vice Present, Builder’s Association of India (TN
Chapter)
6. Thiru. C. Palanivelu - Chief Planner, CMDA

4. Committee on Water supply and Drainage

1. Thiru. M. Dheenadhayalan - Adviser to Govt.(Schemes), PWD
2. Thiru. D. Madavamoorthy - Engineering Director, CMWSSB
3. Thiru. K. Balasundaram - Chief Engineer, Corporation of Chennai
4 Thiru. R. Arul - Secretary, Pasumai Thayagam.
5. Thiru. S. Santhanam - Chief Planner, CMDA

5. Committee on Solid Waste Management

1. Dr. K.Thanasekaran - Director, Centre for Environment studies Anna
University
2. Thiru. A. Swaminathan - Retd.CE, Chennai Corporation
3. Thiru. T. Chandrasekaran - SE, (SW) Chennai Corporation
4. Thiru. R. Raghunathan – SE, Commssionerate of Municipal
Adminstration
5. Thiru. M. Madhivanan - JD, Directorate of Town Panchayats
6. Thiru. M.B. Nirmal - EXNORA
7. Thiru. S.Balaji - Jt. Chief Engineer, TNPCB
8. Thiru. J. Ramakrishnan - Senior Planner, CMDA

6. Committee on Housing
1. Prof. A.N.Sachidanandam - Dean, MEASI Academy of Architecture, Chennai
2. Thiru. R. Jayaraman - CE, TNSCB
3. Thiru. D Ganesan - CE, TNHB
4. Thiru. Dr. A. Srivatsan - Architect / Journalist
5. Tmt. K. Radhai - All India Democratic Women’s Association,
Chennai
6. Thiru. M.Sivashanmugam - Deputy Planner, CMDA

7. Committee on Environment
1. Dr. K.S. Neelakandan IFS - Director of Environment
2. Thiru. M.G.Devasagayam IAS(Retd) - SUSTAIN
3. Dr. S. Mohan - Head, Dept. of Civil Engg. IIT-Madras
4. Dr. T. Sekar, IFS - Member-Secretary, TNPCB
5. Thiru. Rajesh Rangarajan - rep. Citizen Consumer and
Civic Action Group, Chennai.
6. Thiru. A. Subash - Better Environment for Long Life Foundation,
Chennai
7. S.R. Rajendhiran - Senior Planner, CMDA

8. Editorial Advisory Committee

1. Thiru. R. Santhanam I.A.S. - Vice-Chairman, CMDA
2. Thiru. G. Dattatri - Chief Planner (Retd.), CMDA
3. Dr. K.P. Subramaniam - Retd. Prof. Anna University
4. Thiru. C. Palanivelu - Chief Planner, CMDA