i

CHAPTER 1

INTRODUCTION

1.1 GENERAL

The purpose of the 2015 Cycling Infrastructure feasibility transportation survey is to

better understand transportation characteristics of students, residents of Ambattur,

Mogappair, Anna Nagar and Koyambedu and the residents of the City of Chennai as

a whole. The scope of the survey includes transportation to, from and terminating at

CMBT. The survey does not ask attitudinal questions. Each biennial survey strives

to maintain consistency with previous surveys to improve the Government's

understanding of transportation trends over time.

1.2 ROAD CONSTRUCTION (URBAN ROADS)

Government of India has been promoting the growth of roads sector during the past

decade and has launched several programmes to channelize the same. The scale of

road construction activities being undertaken in the country can be gauged from the

fact that the road sector expenditures have gone up from 3% of the total Plan

expenditure in the Ninth Five Year Plan (1997-2002), to almost 12% today6. The

central sector outlay for road transport sector for the Eleventh Five Year Plan at

current prices was Rs. 11.31 billion. Considering that typically 95% of the road

sector budget is used for civil works, about Rs. 10.75 billion is expected as being

utilized in construction of roads in the current Plan period. A large portion of this

investment is being utilized for the construction of National Highways.

The current phases of the National Highway Development Programme (NHDP) of

the government target improving about 48,000 km of arterial routes of NH Network

to international standards. This has translated into massive construction activities

being undertaken throughout the country. Table 1.2 gives the status of road

construction activities undertaken by the National Highways Authority of India

(NHAI) as on 29 February, 2012; NHAI had completed four-laning of more than

ii

17,000 km of highways and aims to undertake additional construction of about

19,900 km under its flagship initiatives.

1.2.1 Design elements of Urban Roads

Typically, the horizontal cross-sectional elements of a road include:

Pavement/carriageway

Median and kerb (traffic separators)

Shoulder (paved and unpaved) and embankment slope (road margins)

Parking lane, frontage road, cycle track, footpath, guard rail (more common

in urban roads/urban sections of highways)

Space for utilities

Storm water drains

1.2.2 Construction stages

The construction of roads may be divided into the following stages:

Pre-construction: Reconnaissance, preliminary surveys, decisions on final

alignment, detailed surveys, material surveys and designing of sections at

several points.

Construction: Site clearance (removal of vegetation/shifting of utilities),

earthwork (cut/fill); works related to drainage system and utilities; and

construction of embankments, pavement (subgrade, sub-base and surface

courses), median, kerb, footpath, cycle track, and other cross sectional

elements.

Post construction: Quality check for finished surface, camber, super

elevation; installation of signages, street lights, traffic lights; and painting of

road markings, kerbs, rails, etc.

1.2.3 Construction of carriageway

iii

Carriageway/pavement is the most important component of the cross section of both

NH and urban road. Based on the structural behaviour, pavements are generally

classified into two categories:

Flexible pavements

Rigid pavements

The thickness of each layer and the mix of materials to be used for different

pavements depends on factors like design life of the pavements, load factors,

drainage conditions, soil type, environmental factors and availability of local

material.

Typically, pavements consist of the following layers: soil subgrade, base course, sub

base course and the pavement course. Depending on the type of pavement, the mix

for base, sub base and pavement course may vary as shown in figures 1.6 and 1.7. In

India, most of the National Highways and urban roads have flexible pavements.

However, advances in concrete technology and reduced life cycle costs are

encouraging construction of rigid pavements.

1.2.4 Construction of sidewalk/parking lane (urban roads/urban sections of

National Highways)

The minimum width of a sidewalk as prescribed in the IRC standards is 1.5 meter ;

sidewalks can be with or without handrails. Parking lanes typically provided on sub-

arterial, collector and local roads (in residential, institutional and shopping areas)

have a width of 3 meters. Various materials can be utilized for construction of

pavements of sidewalks and parking lane like, precast concrete slabs, sand stone,

etc.; the most common material utilized is the interlocking concrete paver blocks.

Recommended grade of paver blocks is M25-M30.

1.2.5 Construction of medians/traffic islands

Medians/traffic islands are raised and kerbed at the perimeter and the enclosed area

is filled with earth and suitably covered with grass turf/shrubs. The width of the

median depends on the available right of way (ROW), terrain, etc. As per IRC

codes, the minimum width of median is 1.2 metres (desirable width is 5 metres); for

iv

highways, it is 2 metres for built up area and 4.5 metres in open country areas.

Construction of medians/traffic islands involves laying of kerb stones at the

perimeter. The confined area in the kerb is filled with local earth or granular material

and compacted. The compacted area is finished with grass/shrubs in case of earth

fill, whereas tiles/slabs/paving in case of granular fill. Paving can be concrete

blocks, sand stone, etc. and construction is similar to that of sidewalk/parking lane

pavements.

1.2.6 NMV lane (cycle)

NMV lane consists of cement concrete pavements with plain cement concrete base.

The sub base and subgrade structure is the same as that for highway and urban road

pavements. Main materials used include cement, sand, aggregate, and reinforcement.

1.2.7 Pedestrian pathway

Pedestrian pathway is paved with interlocking concrete tiles over a sand bed and

Portland cement concrete (PCC) base. The sub base and subgrade structure is the

same as that for highway and urban road footpath. Main materials used include

cement, sand, aggregate, brick bat, and pavement blocks.

Figure 1 : Sample Design

v

1.3 NEED FOR A DEDICATED CYCLE TRACK

NMT not only offers environmental advantages but provides a holistic range of

benefits to both the individual and the city. This includes:

Health

Equity

Better air quality

Poverty alleviation

Road safety

Liveable cities

Equal opportunities to all irrespective of their socio-economic

background.

NMT also offers solutions to various other problems caused by Urbanisation . They

are

Congestion

Transport

Problem of Urban Pollution

1.4 OBJECTIVE

Implement a phased bike share system that complements and expands the transit

and pedestrian networks.

Connect bicycling and walking infrastructure improvements with transit stops for

last mile linkages

Update design guidelines to meet current best practices of IDA-accessibility,

transit access, and safe and innovative pedestrian and bicycle facilities.

vi

CHAPTER 2

LITERATURE REVIEW

2.1 GENERAL

The scope of the review is to get overview of various studies done so far in

this field. Traffic signal design, overview of software available for saturation flow

and related works in this field of case study.

Modelling Bicycle Passing Maneuvers on Multilane Separated Bicycle Paths.

Shifts between Automobile, Bus, and Bicycle Commuting in an Urban

Setting.

Urban Bus Transit route Network Design Using GENETIC ALGORITHM.

Evaluating Pedestrian connectivity for Sub urban sustainability.

Designing the walkable city

2.1.1 Modelling Bicycle Passing Manoeuvres on Multilane Separated Bicycle

Paths

Zhibin Li1; Wei Wang; Pan Liu; John Bigham; and David R. Ragland

Bicycle passing manoeuvres represent interferences between bicycle travellers and

are important operational attributes of bicycle traffic. The number of bicycle passing

manoeuvres has been used to evaluate the level of service (LOS) of off-street bicycle

facilities. The primary objectives of this paper are to propose a method to model

bicycle passing maneuvers on multilane bicycle paths with heavy bicycle traffic and

explore the characteristics of those passes. The authors classified bicycle passing

maneuvers into free, adjacent, and delayed passes according to the lateral distance

between bicyclists during the passing. Models were developed to estimate the

number of each type of passing manoeuvre on unidirectional two-, three- and four-

lane bicycle paths. The authors used field observations of bicycle traffic on bicycle

vii

paths in Nanjing, China to calibrate and validate these models. The model

predictions on bicycle passing maneuvers were consistent with the observations. The

model sensitivity analyses showed that all passing maneuvers increase as bicycle

flow rate increases. The faster a bicycle runs, the more passes the rider encounters.

All types of passing maneuvers linearly increase as the standard deviation of bicycle

speeds increases. On wider bicycle paths, the probability of free passes remarkably

increases, whereas the probabilities of adjacent and delayed passes significantly

decrease.

2.1.2 Shifts between Automobile, Bus, and Bicycle Commuting in an Urban

Setting

Lingqian Hu and Robert J. Schneider. In an urban setting, investments in bicycle

and transit modes are expected to reduce automobile vehicle miles travelled. In

reality, these benefits might be lower than expected if users simply shift between

non automobile modes. This article investigates modal shifts among automobile,

bus, and bicycle use in students commuting to the University of Wisconsin-

Milwaukee (UWM) in 2008 and 2012, when a few changes were made to the local

transportation system. The authors found that a significant decline in automobile

mode share was associated with a significant increase in bicycle mode share,

suggesting that bicycling replaced certain automobile commuting trips. Analysis by

distance revealed nuances in mode substitution. There were significant increases in

bicycle commuting for students living between 1.6 and 15.9 km (1.0 and 9.9 miles)

from campus. However, the increases in bicycling for students living between 1.6

and 3.1 km (1.0 and 1.9 miles) corresponded with decreases in bus rather than

automobile commuting, suggesting bus and bicycle substitution for short commutes.

There was a significant shift in long-distance commuting—greater than 16 km (10

miles)—from automobile to bus. The authors also analysed primary and secondary

travel modes and found an increase in the proportion of regular automobile

commuters who bicycled as their secondary mode. Moreover, approximately two-

thirds of the students whose primary mode was bicycle and nearly half of the

viii

students whose primary mode was bus used a different, secondary commute mode.

These results suggest the importance of investigating secondary travel modes.

2.1.3 Urban Bus Transit route Network Design Using GENETIC

ALGORITHM

S. B. Pattnaik; S. Mohan,:Z and V. M. Tom Urban bus route network design

involves detennining a route configuration with a set of transit routes and associated

frequencies that achieves the desired objective. This can be formulated as an

optimization problem of minimizing the overall cost (both the user's and the

operator's) incurr~d. In this pa~er, ~e use. of genetic algorithms (GAs), a search and

optimization ~eth<;Jd base~ on natural gen~tics and selection., 10 solv1Og the route

network design problem is reported. The design IS done ~n two ph~ses. Fust, a s~t

of candidate routt:s competing for the optimum solution is generated. Second, the

optimum. set IS selecte~ us10g ~ GA. The G~ IS solved by adopting the usual fixed

string length coding scheme along With a new vanable string length coding

proposed in this study. The former assumes a soluti~n r~ute s~t si~e, at,td tries to

find that ~any best r~utes from the candidate route set, using a GA. The route set

size IS vaned Iteratively to find the optimum soluti.on. In the newly proposed

variable string length coding method, the solution route set size and the set of

solution routes are found simultaneously. The model is applied to a case study

network, and results are presented.

2.1.4 Pedestrian connectivity for Sub urban sustainability

Todd A. Randall1 and Brian W. Baetz developed methodology for retrofitting

pedestrian enhancements to an existing suburban neighbourhood is coded as an

ArcView GIS extension. Improvements include the addition of sidewalks and access

pathways to isolated cul-desacs

to make for shorter and more direct routes. Reduced energy consumption, and

therefore greater sustainability, may be achieved by having suburban neighbourhood

retrofitted in such a way as to allow people to walk for some of their needs and to be

well connected to a regional transit system. Model results from a neighbourhood in

ix

Hamilton, Ont., Canada, show how the retrofitted improvements could lead to

measurably improved conditions for pedestrians.

2.1.5 Designing the Walkable City

Michael Southworth With federal policy beginning to shift from auto-centric

planning, provision for pedestrian and bicycle access is now mandated in federally

supported projects. However, the field of transportation planning has little in the

way of theory and methods to guide design and planning for walkable cities.

Walkability is increasingly valued for a variety of reasons. Not only does pedestrian

transportation reduce congestion and have low environmental impact, it has social

and recreational value. Recent research suggests that walking also promotes mental

and physical health. The quality of the pedestrian environment is key to encouraging

people to choose walking over driving. Six criteria are presented for design of a

successful pedestrian network: _1_ connectivity; _2_ linkage with other modes; _3_

fine grained land use patterns; _4_ safety; _5_ quality of path; and _6_ path context.

To achieve walkable cities in the United States it will be necessary to assess current

walkability conditions, revise standards and regulations, research walking behaviour

in varied settings, promote public education and participation in pedestrian planning,

and encourage collaboration and interdisciplinary education between transportation

engineers and the design professions.

2.2 INFERENCE FROM LITERATURE

Zhibin Li1's observation helps in modelling the actual passing manuevers

and The authors classified bicycle passing maneuvers into free, adjacent, and

delayed passes according to the lateral distance between bicyclists during the

passing.

Lingqian Hu1 and Robert J's found that a significant decline in automobile

mode share was associated with a significant increase in bicycle mode share,

suggesting that bicycling replaced certain automobile commuting trips.

x

S. B. Pattnaik; S. Mohan,:Z and V. M. Tom formulated The design IS

done ~n two ph~ses. Fust, a s~t of candidate routt:s competing for the

optimum solution is generated. Second, the optimum .set IS selecte~ us10g ~

GA. The G~ IS solved by adopting the usual fixed string length coding

scheme along With a new vanable string length coding proposed in this study.

Todd A. Randall1 and Brian W. Baetz developed methodology for retrofitting

pedestrian enhancements to an existing suburban neighbourhood is coded as an

ArcView GIS extension.

Michael Southworth With federal policy beginning to shift from auto-centric

planning, provision for pedestrian and bicycle access is now mandated in federally

supported projects. However, the field of transportation planning has little in the

way of theory and methods to guide design and planning for walkable cities

xi

CHAPTER 3

METHOLOGY

3.1 GENERAL

To achieve the desired objective of the project phase has been resolved into many

components and each has to be achieved with definite schedule. In this chapter the

stages involved in the study is explained.

3.2 METHODOLOGY

Cycle tracks placed between parked cars and the sidewalk keep cyclists out of the

stream of motorised traffic, enabling them to proceed at their own speed.

This is critical to attract cyclists for two reasons:

1. The perceived risk of riding in mixed traffic discourages many potential

cyclists;

2. Once people do cycle, the constant stop-and-go of congested traffic makes it

very difficult to maintain momentum and a comfortable constant riding

speed.

3.2.1 DESIGN CRITERIA

Place 2 m wide one-way cycle tracks between parked cars and the sidewalk,

separated with a 0.15 m kerb to allow passenger side car doors to open

without intruding into the cycle track.

xii

Along 2nd Avenue, provide a 3 m wide 2-way cycle track on north side,

adjacent to canal. Because of the canal, there are very few accesses on this

side, reducing potential conflicts for cyclists.

Provide a smooth asphalt riding surface. Paver blocks are not an appropriate

material for cycle tracks Raise cycle tracks to the same height as the kerb

(e.g. 150 mm), to improve visibility at accesses and minor junctions. Left-

turning drivers will need to slow down when crossing the cycle track .

Provide 50 mm high bevelled (4:1) mountable kerb between the cycle track

and furniture zone.

The key design components of this project are cycle tracks, walkways,

drainage, officially-designated parking, access management, street-scaping

/landscaping, room for utilities, vendors and store frontage commerce, public

transport, and quality of workmanship. Junction design is critical for safety

and movement, but not enough data were ready at the time of this report. A

brief description of each element is followed by a more in-depth discussion:

Drainage: critical to the success of the project, good drainage will eliminate a

major obstacle to comfort and attractiveness: standing water and splashing

from passing traffic. A reduced curb height makes the cycle tracks and

walkways more accessible and inviting, and it helps with driveway and

access design.

Cycle tracks: separation creates a more attractive environment for cyclists;

elevation makes cyclists more visible to motorists.

Walkways: pedestrians need a clear, obstacle-free area with a smooth surface.

Property access: multiple poorly designed accesses to private property create

obstacles for walkers; they also create inefficient access and drainage

problems for adjacent properties.

Designated parking: on-street parking is critical to the success of small

businesses located directly at the back of walk for short-term customer use;

long-term employee use must also be regulated so valuable space is not taken

from pedestrians, cyclists and other users.

xiii

Room for utilities, vendors and store frontage commerce: though they are not

in motion, these are legitimate uses of the public right-of-way, and by

assigning them space, they will interfere less with people walking and biking.

Public transport: buses operate on several of the streets in mixed traffic, and

pull over to the curb to pick up and drop off passengers. The proposed bus

stop designs will make it easier for operators to stop and pull back into traffic,

and easier for passengers to board and alight.

Streetscaping/landscaping: to ensure that elements 2-7 are intuitively

understood, so naturally drawn to the area intended for their use with few

signs or enforcement; street/landscaping also provides opportunities for

beautification and for stakeholders to express their creativity and imagination,

adding spontaneity and charm to the street.

Quality of workmanship: all of the recommendations are accepted practices

that have proven successful elsewhere and will improve the quality of the

experience for users. But only on the condition they are well-constructed and

maintained. NMT users have very little tolerance for uneven surfaces, so the

final product depends on contractors and inspectors being conscientious and

understanding the end-users’ needs.

Maintenance: Once the project is completed, it will require long-term

maintenance to ensure the new features function to their full potential for the

next 20-30 years or more.

Junction and midblock crossing design: most crashes occur at junctions, and

most of those involve turning movements. Junctions are also where most

traffic back-ups occur. Junction designs must carefully balance safety for all

users and capacity.

3.2.2 PROJECT METHODOLOGY

xiv

Figure 2 PROJECT METHODOLOGY

3.3 STUDY AREA

Traffic composition on roads indicates very high share of two wheelers on most

roads. The share of cars is also growing. Travel speeds are generally declining. The

stretch taken up for study is Mogappair high road, Jawaharlal Nehru Road, 2nd

Avenue. Many intersections in this corridor which leads to increase in queue length,

delay, air pollution, fuel consumption and also it causes increase in travel time.

3.3.1 AMBATTUR INDUSTRIAL ESTATE TO KOYAMBEDU

PROCEDURE TO BE FOLLOWED PROCEDURE TO BE FOLLOWED PROCEDURE TO BE FOLLOWED PROCEDURE TO BE FOLLOWED PROCEDURE TO BE FOLLOWED PROCEDURE TO BE FOLLOWED PROCEDURE TO BE FOLLOWED PROCEDURE TO BE FOLLOWED PROCEDURE TO BE FOLLOWED PROCEDURE TO BE FOLLOWED PROCEDURE TO BE FOLLOWED PROCEDURE TO BE FOLLOWED PROCEDURE TO BE FOLLOWED PROCEDURE TO BE FOLLOWED PROCEDURE TO BE FOLLOWED PROCEDURE TO BE FOLLOWED PROCEDURE TO BE FOLLOWED PROCEDURE TO BE FOLLOWED

xv

Figure 3: Study stretch Map view

3.3.2 STUDY STRETCH ( Ambattur IE - Anna Nagar)

Ambattur IE

Mogappair

Anna Nagar

CMBT

xvi

Figure 4: Study stretch Map view

Distance: 12.8 Km

3.3.3 STUDY STRETCH (MOGAPPAIR-KOYAMBEDU)

xvii

Figure 5: Study stretch Map view

Total Distance: 5.97 Km

3.4 SCOPE OF THE STRETCH

3.4.1 Chennai Metro

The Chennai Metro Rail is a rapid transit system in Chennai, Tamil Nadu, India.

Phase I of the project consists of two corridors covering a length of 45.1 kilometres

(28.0 mi). The first line of Phase 1 has been partially completed and is open for

public service. About 55% of the corridors in Phase I are underground, with the

remaining corridors elevated.

Metro Station in the Stretch

Number of Metro Station along the stretch: 7

3.4.2 Chennai Suburban Railway

xviii

The Chennai Suburban Railway is a commuter rail  system in the city

of Chennai (Madras), Tamil Nadu, India operated by the Southern Railway, one of

the operating railway zones of Indian Railways.

No of SUB URBAN TRAIN STATIONS: 2

1 (Functional) 1 (Non- functional)

3.4.3 Metropolitan Transport Corporation, Chennai

Metropolitan Transport Corporation (Chennai - Dn.I) Ltd was established on 1

January 1972 with a fleet strength of 1,029 buses. The operational jurisdiction is

the Chennai Metropolitan area. It served 176 routes and had 8 depots, including

those at T. Nagar ,Adyar, and Vadapalani. Depots at Anna Nagar and K.K.

Nagar were established in 1973. 

Number of MTC BUS STOPS along the stretch: 17

3.4.4 Number of Schools along the stretch

Number of schools along the stretch: 21

Number of students (Approximate): 30,000

CHAPTER 4

DATA COLLECTION AND ANALYSIS OF DATA

xix

4.0 INTRODUCTION

This section introduces the survey methodology and includes discussions of survey

design, survey targets, sample design, pre-test and email/Facebook/Whatsapp

invitations.

Since 1997, the data collection for the surveys has been completed by the surveyors

via hard copy paper surveys mailed to students and faculty/staff (and, beginning in

2006, all the surveyors adopted). With advances in web-based surveys and in light of

the high relative cost of paper surveys and ever-tightening budgets, from 2010

surveys were usually administered online.

Online surveys offer several advantages to paper-based surveys including lower

cost, easier and quicker analysis, and faster reporting of results. In addition, home

and work address data kept by several different sources for students, faculty and

staff has become less reliable over time making survey mailings less effective and

more expensive.

In light of the change in survey method, we the surveyors are very aware that

variations in response rate, response bias, and trends may occur.

4.1 SURVEY DESIGN

The survey was designed to get easy responses from the general public who would

hesitate if it was longer. We designed the survey to be as smaller as possible with 11

questions with all the checkboxes properly indicated next to each question and the

answer choice. It was designed for easy access and instantaneous results.

4.2 SURVEY TARGETS

The survey targets were identified by collecting anonymous email addresses from

data

sources. If a member of the above identified groups did not have an email address on

file then they were not included in the final survey sample. We anticipate that the

majority of survey targets had an email address and that it was active. We also put

up a facebook status asking people to participate in the survey and share it

respectively. Chennai Memes and Ambattur confessions Facebook pages helped us

xx

get instant responses. The URL: http://goo.gl/forms/wGKRsTvDqE was circulated

in Facebook as well as Whatsapp to get the instant responses.

4.3 E-MAIL, FACEBOOK, WHATSAPP INVITATIONS

The survey was sent out via e-mail, facebook post, Whatsapp message to random

participants broken down among three groups as defined in the sampling plan. The

email contained instructions for taking the survey and an individual link for the

survey. The link was unique to the user and could only be used to take the survey

once. If the person only partially completed the survey, the software remembered

where within the survey the person left off and allowed them to begin at that spot if

they returned to the survey at a later day.

A second survey link contained a reminder to take the survey and was sent 9 days

after the first email. The second email was sent only to those participants that had

not yet completed the survey.A third reminder was sent 8 days after the first

reminder and contained a final reminder to take the survey. The email or a message

was only sent to those participants that had not yet completed the survey.

The survey closed at 10/11/2015 18:48:48 .

Note: The survey closed for all groups. 10/11/2015 18:48:48\

4.4 RESULTS

xxi

This section includes selected results compared across students, faculty/staff and

General Public. Also included are basic statistics for survey duration, start time and

date.

Table 1: Response Summary

INVITATIONS

SENT

SURVEYS

STARTED*

SURVEYS

COMPLETED

RESPONSE

RATE

250 250 250 100%

50 50 50 100%

500 204 204 40.7%

*Responses from partially completed surveys are included in analysis and final

reporting.

INVIT

ATIONS S

ENT

SURVEY ST

ARTED

SURVEY COMPL

ETED

RESPONSE

0100200300400500600

StudentsSeries2Faculty/StaffSeries4General Public

Figure 5 Results based on response

4.4.1 RESULTS BASED ON GENDER

xxii

Table 2: Results based on ‘Yes’ percentage

Gender   Yes % Yes

No. of Females173 110 63.58382

No. of males292 227 77.73973

Others35 31 88.57143

Total500 368 73.6

No. of Females No. of males others0

102030405060708090

100

Gender

Yes

Per

cent

age

Figure 6: Results Based On Gender

4.4.2 RESULTS BASED ON CAPABLE DRIVING DISTANCE

Table 3: Results based on capable driving distance

Willing Distance for

Cycling (1 way)Male Female Others Total 

xxiii

Upto 1 km 51 7 10  

Upto 2 kms 30 8 0  

Upto 3 kms 17 41 0  

Upto 4 kms 26 7 0  

Upto 5 kms 55 34 20  

Upto 6 kms 22 1 0  

Upto 7 kms 3 3 0  

Upto 8 kms 6 2 0  

Upto 9 kms 2 3 0  

Upto 10 kms 15 4 1  

  227 110 31 368

Upto 1 km

Upto 2 kms

Upto 3 kms

Upto 4 kms

Upto 5 kms

Upto 6 kms

Upto 7 kms

Upto 8 kms

Upto 9 kms

Upto 10

kms

0102030405060

MaleFemale

Figure 7: Results based on Capable Driving distance

4.4.3 RESULTS BASED ON AGE

Table 4: Results based on age

Age Number Yes Yes Total No. % Total No. Of % Others

xxiv

Group

%

number

of

males

of

Male

who

said

Yes

Yes

in M

number

of

females

Female

who

said

Yes

Yes

in F

<10 1 1 100 1 1 100 0 0 0 0

10-20. 258 212 65.18 117 105 64.1 139 93 68.29 0

20-30. 227 143 64.55 137 95 66.67 33 16 48.48 10

30-40. 2 2 100 1 1 100 0 0 0 0

40-50. 7 5 85.71 22 11 50 1 1 100 2

50-60. 3 3 100 12 12 100 0 0 0 0

>60 2 2 100 2 2 0 0 0 0 1

Total 500 368 87.92 292 227 68.68 173 110 30.96 13

4.4.4 RESULTS BASED ON INCOME

Table 5: Results based on income

xxv

Income Group

Number Yes % Yes

Total

M who

said

Yes

Total F

who

said

Yes

Others

8K 22 15 68.18 13 2 0

8k-15k 32 21 65.62 19 2 0

15-30 102 73 71.56 56 10 10

30-50 47 20 42.55 13 7 0

50-100 49 35 71.42 18 16 1

100k and more 45 29 64.44 14 13 2

  297 193   133 50 13

Figure 8 Result based on income

CHAPTER 5

FINDINGS AND CONCLUSIONS

Income Group

Number Yes % Yes Total M who said Yes

Total F who said Yes

others0

50

100

150

200

250

300

xxvi

5.1 GENERAL

This section presents a brief summary of transportation trends. This section does not

offer further analysis of the survey or of transportation policy in general as this is

outside the scope of the document.

5.2 FINDINGS

Traffic flow on the Mogappair high road and Jawaharlal Nehru road was

observed in terms of travel pattern movements.

People were enquired about their travel patterns to their respective work

places/school/college and their psychology was noted and the travel time was

recorded.

Now after analysing all Scenarios, we can see that these methods have shown

good results for proposing the need of the dedicated cycle track and its

estimated user pool.

The Female respondents were more instantaneous and responsive than their

male counterparts and were positive about the cycle tracks coming up along

the city.

The Male respondents were higher in number compared to female

respondents and other respondents.

5.3 CONCLUSION

All these data helped us to conclude that more than 70% of the people who took the

survey were positive about the "Dedicated" cycling infrastructure. This result has

helped us to understand the psychology of people and their urge to support this

green method of transport. We also observed that the travel patterns and the time

taken by the people to reach their workplaces / colleges / Schools were hectic,

expensive and less reliable. It was also observed that the existing travel modes in the

city are not satisfactory and people are more inclined to have a "personalised"

xxvii

method of transport.

REFERENCES

xxviii

(MoUD), M. o. U. D., 2012. Public Transport Accessibility Toolkint, s.l.: MoUD.

(WHO), W. H. O., 2011. Health economic assessment tools (HEAT) for walking

and cycling, s.l.: s.n.

Agarwal, A. & Chakravarti, D., 2014. Universal Accessibility Guidelines for

Walkability,Non Motorised Transport

and Public Transport Usage - Draft Report, New Delhi: Samarthyam.

Arora, A., 2010. Bicycle Infrastructure Design Manual for Indian Sub-

Continents, s.l.: s.n.

Associates, W. S., 2008. Study on traffic and transportation : policies and

strategies on urban areas in India, s.l.:

Ministry of Urban Development.

Austroads, 2002. Guide to Road Safety Audit : Part 6- Road Safety Audit, s.l.:

Austroads.

BIS, B. o. I. S., 1981. BIS 1944-7:1981, Code of practice for lightning of public

thoroughfare. New Delhi: s.n.

County, C. C., 2005. Pedestrian Access and Mobility - a code of practice. 2nd

ed. s.l.:Council Cheshire County.

CROW, 1996. Sign up for the bike : Design manual for a cycle friendly

Infrastructure - Record 10. s.l.:CROW.

CROW, June 2007. Record 25 : Design manual for bicycle traffic. s.l.:CROW.

EPTRI, E. P. T. a. R. I., 2005. Integrated Environmental Strategies - Study for

the city of Hyderabd, s.l.: s.n.

Fagard, R., 1995. Prescription and results of physical activity.. J Cardiovasc

Pharmacol, Volume 25, pp. S20-S27.

G.Tiwari, D., 2012. NMT Infrastructure in India, Investment Policy and Design -

draft Report, s.l.: UNEP RISO

Center.

Gadepalli, S., 2008. Evaluating the Impact of Free Left Turns on Traffic

Behavior at Signalised Intersections, Delhi:IIT.

Ghate, A. T. & Sundar, S., 2010. Infrastructure Development in a Low Carbon

Economy, New Delhi: Oxford University Press..

xxix

Government of India, 2005. NUTP, National Urban Transport Policy , s.l.:

Ministry of Urban Development.

H. Jain, G., 2008. Revised Bicycle Master Plan of Delhi, s.l.: TRIPP.

Hillsdon M, T. M. A. T. M. J., 1995. RCTs of physical activity promotion in free

living populations: a review.. J Epidemiol Community Health, Volume 49, pp.

448-453.

Indian Roads Congress (IRC), M. o. R. T. &. H. (., 2012. IRC:67, Code of

Practice for road signs. 3rd ed. s.l.:IRC.

IRAP, i. R. A. P., 2009. Star rating Roads for Safety - IRAP methodology, s.l.:

IRAP.

IRC106, 1990. IRC 106, Guidelines for Capacity of Urban Roads in Plain

Areas, New Delhi: IRC.

IRC11, 1962. IRC: 11, Recommended practice for the design and layout of cycle

tracks, New Delhi: IRC.

IRC35, 1970. IRC: 35, Guidelines for cyclists crossings, New Delhi: IRC.

IRC35, 1997. IRC: 35 Code of practice for road markings, New Delhi: IRC.

IRC67, 2001. IRC: 67, Code of practice for road signs, New Delhi: IRC.

IRC69, 1977. IRC: 69, Space standards for roads in urban areas, i, India,, New

Delhi: IRC.

IRC70, 1977. IRC:70, Guidelines on regulation and control of mixed traffic in

urban areas, New Delhi: IRC.

IRC86, 1983. IRC: 86, Geometric design standards for roads inurban areas,

New Delhi: IRC.

IRC92, 1985. IRC: 92, Guidelines for the design of interchanges in urban areas,

New Delhi: IRC.

APPENDIX A

SURVEY FORMS

xxx