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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
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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
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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
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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
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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.
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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
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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
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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
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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.
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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.
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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.
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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
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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
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Figure 3: Study stretch Map view
3.3.2 STUDY STRETCH ( Ambattur IE - Anna Nagar)
Ambattur IE
Mogappair
Anna Nagar
CMBT
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Figure 4: Study stretch Map view
Distance: 12.8 Km
3.3.3 STUDY STRETCH (MOGAPPAIR-KOYAMBEDU)
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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
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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
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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
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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
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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
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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
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APPENDIX A
SURVEY FORMS
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