PROPOSAL OF METRO

RAIL SCHEME FOR

MADURAI CITY
Guide
Er. S. Mohamed rafi (External)
Prof. V. Muruganandam (Internal)

- K. Hariharasudhan (08B15)
- R. Kalaiselvan (08B21)
 ABOUT
o In this fast moving technological world, urbanization and
industrialization has gained serious attraction. Madurai a
successful trade center in Tamilnadu is also expected to ace a
serious threat of traffic congestion in the nearby future due to
industrial Development.

o Increase in private vehicles make traffic congestion even worse.

Mass transportation satisfies all this aspects thus providing much
importance to the movement of traffic in a rapid way.

o Mass transportation need to facilitate interconnectivity within the

city.
 THE NEED
• Development of Madurai city needs to follow a systematic
pattern with a commercial and industrial centers grown
which will be lead by the traffic facilitation.

• An optimal solution for this blooming threat to Madurai

city is METRO RAIL TRANSPORTATION.
POPULATION GROWTH
Population

Year
 MOTOR VEHICLE
GROWTH
• The number of registered motor vehicles was 4 lakhs in 2005.
• The growth in motor vehicles has been at a rate of 13.2% per
annum during the period 2005-2010.
• The share of two wheelers out of the total registered vehicles
is over 80%.
• The city has also a very large number three wheelers (more
than 80,000).
• This indicates the inadequate supply of Public Transport
system.
 ROAD ACCIDENTS
Number of Accidents within Madurai Corporation Area

Accident 2000 2001 2002 2003 2004 2005 2006 2007 2010
type

Fatal 383 114 104 89 105 116 126 105 323

In percentage 16.5% 13% 12% 11% 12% 13% 15% 14% 15%

Injurious 1934 814 746 754 791 801 722 671 1894

In percentage 83.5% 87% 88% 87% 88% 87% 85% 86% 85%

Total 2317 928 850 843 896 917 848 776 2217
 TRAFFIC SURVEY
The traffic survey recorded at these places

o Goripalayam.
o Kalavasal.
o South Gate.
o Court intersection.
o Palace road.
 Goripalayam intersection
From To Passenger vehicle Freight vehicle

Anna bus stand Sellur 5071 2486

Anna bus stand Periyar 11030 1669

Mellur Periyar 29901 1369

Periyar Mellur 27994 2216

Pudur Anna bus stand 3396 698

Sellur Anna bus stand 15679 2227

 Kalavasal intersection
From To Passenger vehicle Freight vehicle

Dindugul Arasaradi 11116 2178

Dindugul Palanganatham 11082 2714

Theni Palanganatham 21882 3391

Palanganatham Dindugul 6189 2303

Palanganatham Arasaradi 9177 2281

Palanganatham Theni 17569 4122

 Court intersection
From To Passenger vehicle Freight vehicle

Outpost Anna nagar road 10217 3572

Goripalayam Race course 5151 3223

Anna nagar road Outost 9875 4140

Race course Goripalayam 4492 3332

 Palace road intersection
From To Passenger vehicle Freight vehicle

Palace road Market street 18070 2218

Palace road Vilakkuthune 2336 1064

Vilakkuthune Market street 2981 1893

 South gate intersection
From To Passenger vehicle Freight vehicle

Avaniyauram South gate 8673 4762

Keela vassal South gate 16459 6348

South gate Avaniyapuram 11981 5105

CLASSIFIED TRAFFIC
VOLUME COUNT
DAILY TRAFFIC FROM KALAVASAL:

Vehicle Type PCU Composition by Composition by

Volume Percentage
No PCU No PCU
FAST MOVING VEHICLE
2 Wheeler 0.75 2647 1985 11.61 6.03
3 Wheeler 1.20 2579 3094.8 11.31 9.40
4 Wheeler 1.0 1326 1326 5.81 4.03
Mini bus 1.40 135 189 0.59 0.57
Standard bus 2.20 9772 21498.4 42.85 65.31
LCV 1.40 798 1117.20 3.50 3.39
2 axle Truck 2.20 0 0 0 0
3 axle Truck 2.20 0 0 0 0
Multi axle Truck 4 245 980 1.07 2.98
Tractor 4 19 76.0 0.08 0.23
Goods Auto 1.40 11 15.40 0.05 0.05
Total 17521 30281.8 76.87 91.99
Vehicle Type PCU Composition by Composition by
Volume Percentage
No PCU No PCU
SLOW MOVING VEHICLE
Bicycle 0.50 5275 2637.5 23.13 8.01
Total 5275 2637.5 23.13 8.01
GRAND TOTAL 22807 32919 100 100
DAILY TRAFFIC FROM GORIPALAYAM TO PERIYAR:

Vehicle Type PCU Composition by Composition by

Volume Percentage
No PCU No PCU
FAST MOVING VEHICLE
2 Wheeler 0.75 2848 2136 15.91 7.04
3 Wheeler 1.20 2113 2535.66 11.80 8.36
4 Wheeler 1.0 864 864 4.83 2.85
Mini bus 1.40 107 149.80 0.6 0.49
Standard bus 2.20 9747 21433.4 54.34 70.71
LCV 1.40 827 1157.8 4.62 3.82
2 axle Truck 2.20 0 0 0 0
3 axle Truck 2.20 0 0 0 0
Multi axle Truck 4 374 1496 2.09 4.93
Tractor 4 6 24.0 0.03 0.08
Goods Auto 1.40 11 15.40 0.06 0.05
Total 16886 29822.0 94.37 98.33
Vehicle Type PCU Composition by Composition by
Volume Percentage
No PCU No PCU
SLOW MOVING VEHICLE
Bicycle 0.50 1009 504.5 5.63 1.66
Total 1009 504.5 5.63 1.66
GRAND TOTAL 17906 30327 100 100
 DAILY TRAFFIC FROM ANNA BUS STAND TO SELLUR:
Vehicle Type PCU Composition by Composition by
Volume Percentage
No PCU No PCU
FAST MOVING VEHICLE
2 Wheeler 0.75 1006 755 11.14 5.4
3 Wheeler 1.20 1633 1959.6 18.09 14.01
4 Wheeler 1.0 254 254 2.81 1.82
Mini bus 1.40 30 42 0.33 0.30
Standard bus 2.20 3618 7959.6 40.08 56.89
LCV 1.40 828 1159.2 9.17 8.29
2 axle Truck 2.20 0 0 0 0
3 axle Truck 2.20 0 0 0 0
Multi axle Truck 4 286 1144 3.17 8.18
Tractor 4 6 24.0 0.07 0.17
Goods Auto 1.40 11 15.40 0.12 0.11
Total 7661 13312.8 84.98 95.17
Vehicle Type PCU Composition by Composition by
Volume Percentage
No PCU No PCU
SLOW MOVING VEHICLE
Bicycle 0.50 1355 677.50 15.01 4.84
Total 1355 677.50 15.10 4.84
GRAND TOTAL 9027 13990 100 100
Existing Travel Characteristics
Primary traffic and travel surveys were carried out in
order to know the travel characteristics and to project the
transport demand on proposed MRTS.

• Total daily person trips as per traffic survey were estimated to

be 68.7%.
• Share of trips by bus is 40%.
• Only 0.2% of trips are by Rail at present.
• 43% of total vehicular trips are by Two wheelers and more
than 15% by auto rickshaws.
 If the mass transport system is not augmented now the
conditions are expected to deteriorate further in future. For the
city size of Madurai, modal split in favor of mass transport
should be around 70% while presently it is only less than 45%.
TRANSPORT DEMAND FORECAST
• The observed modal split between public, private and
intermediate public transport are 40:50:10.
• With introduction of metro, the modal split in favor of public
transport is assumed to be 70% in year 2021.
• The integrated transport network includes the future road
network proposals and multi modal railways network with
proposed stations.
• Proper feeder buses have to be planned at metro stations.
 ROUTE SELECTION
• The route alignment decided for Madurai Metro system is to
serve the purpose of maximum coverage in minimum trip time.
• This purpose is solved upon by connecting major points of the
city.
• This includes connecting market centers, Educational
institutions, Business sectors, Commercial sectors etc.,
• The main idea of solving traffic congestion in city is achieved
through this route selection.
 ROUTE SELECTION
Metro stations will be located at these
junctions
“KOODAL NAGAR – IYER BUNGLOW –
MAATUTHAVANI – GORIPALAYAM – MADURAI
JUNCTION – BYEPASS ROAD – KOODAL NAGAR. ”
DETAILED ALIGNMENT
The entire alignment is briefly explained through a simple
pattern shown below

Koodal nagar – Aanayur – Iyer Bunglow – Surveyor colony –

Maatuthavani – Court – Thamukkam – Goripalayam – Sellur –
Vaigai river – Madurai junction – Ponmeni Road – Bye pass
road – Fathima college – Koodal nagar
 SYSTEM SELECTION
• It is seen that road width is minimal in Madurai as an average,
therefore meter gauge will be cost effective.
• It will enable to remain technically updated in future.
• The track will be ballasted type for At- Grade portion of depot,
whereas on viaducts it will be ballast less type.
• The structure selected keeping in mind minimum maintenance,
high level of safety, reliability and comfort.
• For the elevated section of madurai metro ‘U’ shaped deck as
adopted for Delhi.
• It is recommended to have a overall top width of 9m (track
center 3.7m to 4m) to carry the tracks.
• The section has a walkway at the floor level of the coach for
emergency.
 LAND REQUIREMENT
• Land is scarce commodity especially in metropolitan areas,
every effort has been made to keep land requirement to the
barest minimum and acquisition of private property is
minimal.
• Land is mainly required for Depots and route alignment on
sharp bends, station buildings, platforms, entry/exit structures,
traffic integration, power sub-stations, ventilation shafts,
administrative buildings etc.
• Land requirement for metro rail in madurai is about 46.06
hectares out of which 42.14 hectares belongs to government
and public sector organizations while 3.92 hectare is private
land.
• The estimated land cost is Rs. 143 crores.
ROAD WIDTH REQUIRED DURING
CONSTRUCTION
• As most of the construction is to be carried out on the middle
of the road, central two lanes including median will be
required for construction activities.
• During piling and open foundation work, a width of about 8m
will be required for construction.
• Two lanes are provided for traffic on either side during
construction by widening of roads.
These actions will require a minimum period of about 4 to 6
months. During this period,
• I) Preliminary action for diversion of utility and preparation of
estimates thereof.
• ii) Reservation of land along the corridor, identification and
survey for acquisition.
CHOICE OF SUPERSTRUCTURE
The choice of superstructure has to be made keeping in view the
ease of constructability and the maximum standardization of
the form-work for a wide span ranges.
The following type of super structures has been considered.
• (I) Precast segmental box girder using external unbonded
tendon.
• (ii) Precast segmental U-Channel superstructure with internal
pre-stressing.
 The segmental construction has been chosen
mainly due to the following advantages.
• It is easier to transport smaller segments by road trailers on
city roads.
• It is easy to incorporate last minute changes in span
configuration if the site situation so warrants.
• Interference to the traffic during construction is significantly
reduced.
• Segmental construction contributes toward aesthetically
pleasing structures and good finishes.
• The overall labour requirement is less than that for
conventional methods.
 Precast Segmental Box Girder using External

Unbonded Tendon.
• Simplification of all post-tensioning operations, especially
installation of tendons.
• Reduction in structural concrete thickness as no space is
occupied by the tendons inside the concrete.
• Good corrosion protection due to tendons in polyethylene
ducts; the grout inspection is easier and leaks, if any, can be
identified during the grouting process.
• Simplified segment casting. There is no concern about
alignment of tendons.Increased speed of construction
 Precast Segmental U-channel superstructure
with internal prestressing
• Built in sound barrier.
• Built in cable support and system function .
• Possibility to lower the longitudinal profile by approximately
1m compared to conventional design.
• Built in structural elements capable to maintain the trains on
the bridge in case of derailment.
• Built in maintenance and evacuation path on either side of the
track.
Although, there may be a saving in the construction time for case
1 by almost one day but case 2 is recommended for Our Metro
Project considering the advantages as listed above.
Considering the fact that case 2 has an inbuilt features such as
• Top flange of 'U' Channel acts as an evacuation path on either
side of the tracks.
• Possibility to lower the longitudinal profile of the elevated
viaduct.
STRUCTURAL SYSTEM OF VIADUCT
• The superstructure of a large part of the viaduct comprises of
simply supported spans.
• The U-Channel superstructure for almost all the simply
supported standard spans will be constructed by precast
prestressed segmental construction with epoxy bonded joints.
• The U-Channel girder having a soffit width of 9.0 m (approx)
accommodates the two tracks situated at 4.0m c/c.
• .
• The max spans c/c of piers of standard simply supported spans
constructed by precast segmental construction technique has
been proposed as 25.0m.
• The usual segments shall be 3.0m in length except the
Diaphragm segments, which shall be 2.0m each.
• The economical span (i.e.; with optimum prestressing ratio)
will be designed for the 25m situation.
• Standard span up to,25.0m will be provided throughout the
viaduct as far as possible.
• At crossings, where spans require being increased up to
31.0m, simply supported spans will be provided.
Substructure
• The viaduct superstructure will be supported on single cast-in
place RC pier.
• For the standard spans, the pier gradually widens at the top to
support the bearing under the box webs.
• The size of pier is found to be limited to I.6 m diameter of
circular shape for most of its height.
• The shape of upper part of pier has been so dimensioned that a
required clearance of 5.5m is always available on road side
beyond vertical plane.
• The minimum height of rail above the existing road is 8.4m.
CONSTRUCTION METHODOLOGY
For the elevated sections it is recommended to have pre-
cast segmental construction for super structure for the viaduct.
For stations also the superstructure is generally of pre-cast
members.
The pre-cast construction will have following advantages
• Reduction in construction period due to concurrent working
for substructure and superstructure.
• For segmental, pre-cast element (of generally 3.0m length),
transportation from construction depot to site is easy and
economical.
• Minimum inconvenience is caused to the public utilizing the
road as the superstructure launching is carried out through
launching girder requiring narrow width of the road.
• As the pre-cast elements are cast on production line in a
construction depot, very good quality can be ensured.
• The method is environment friendly as no concreting work is
carried at site for the superstructure.
ENVIRONMENTAL IMPACT
• Assessment of Environmental Impacts related to location,
design, construction and operations of project.
• Preparing Environmental mitigation and Management plans
for negative impacts, if any.
• Identification of structures/ organizations affected by land
required to be acquired for the project.
• Review and appraisal of the existing situation of PAP (Project
Affected persons) with regard to their socioeconomic
conditions.
 AIR POLLUTION
• High growth in motor vehicles has led to over-crowded roads
and congestive environment in Madurai.
• The transportation sector is the main contributor to the ever
increasing air pollutant concentration.
• Vehicles are responsible for around 62% the total air pollution
load.
• Higher pollution is largely due to inadequate public transport
system.
 Ambient Air Quality Index
S.No Monitoring stations AQI value Category

1 West Tower street 196 Unhealthy

2 West Masi Street 251 Very unhealthy

3 North masi street 185 Unhealthy

4 East masi street 167 Unhealthy

5 South Masi street 137 Unhealthy for sensitive groups

6 Nethaji street 409 Critical

7 East Veli street 324 Critical

8 Simmakal 468 Critical

9 South Gate 501 Critical

10 Nirmala School 198 Unhealthy

11 Madura college 601 Critical

12 Aarapalayam 614 Critical

13 Kalavasal 776 Critical

14 Sellur 601 Critical

15 Avaniyapuram 256 Unhealthy

16 Corporation Office 358 Critical

17 Jaihindpuram 163 Unhealthy

18 Kochadai 110 Unhealthy for sensitive people

19 Anna Bus Stand 461 Critical

20 K.Puthur 198 Unhealthy

21 Periyar 861 Critical

22 Goripalayam 914 Critical

23 Palanganatham 356 Critical

24 Meenakshi Temple 114 Unhealthy for sensitive people

25 Teppakulam 401 Critical

 GREEN COVER
Type of trees No. of Trees
Big canopy trees with girth >70 cm 19
Medium canopy trees with girth 40 to 70 cm 25
Small canopy trees 58
Coconut trees 32
Neem trees 47
Total no. of trees affected 181
Number of trees to be trimmed 98
RECOMMENDATIONS
• Total trees affected are 181 along the corridor which fall
under height of 5m of the alignment on both sides.
• The other 98 no. of trees are to be trimmed off.
• Avoid cutting of trees
• In case of inevitability to fell the trees plantation must be
taken up along the corridors in 1: 10 ratios
• After laying the railway line replant the trees, especially the
shade trees instead of ornamental.
IMPACT ASSESSMENT AND
EVALUATION
• Environmental impacts both direct and indirect on various
environmental attributes due to proposed activity in the
surrounding environment, during pre construction and
operation of the project.
• The impacts due to MRTS project commence from land
identification, acquisition, construction activities like site
clearing, excavation, construction and may continue up to
completion of the operations.
• The nature and extent of impacts vary through different stages
of project development
DURING PRE CONSTRUCTION PHASE
Pre- Activity Potential environmental
constructional Impact
phase
Pre-constructional  Soil investigation Negligible
excavation and
site clearance  Environmental monitoring Negligible

 Clearing and grading Negligible

 Temporary facilities such as Negligible

sheds and roads
 Earth work comprising of Dust emission and change
excavation and guarding trenches in traffic intensity
Soil erosion, run off,
increase in traffic, and dust
emission.
 During Operational Phase
Operational phase Activity Potential environmental
Impact
Operational - Foundation work, piling and Dust, visual and noise
foundation, piling, drainage system pollution
drainage, dumping, Construction of permanent Dust and noise pollution
transportation structures like tracks, stations
etc.,
Mechanical erection and Dust, noise and visual
utility systems impact
Dumping Dust, noise and visual
impact
Transportation Dust, noise and visual
impact
 ON AIR
ENVIRONMENT
• Suspended particulate matter (SPM) and Respirable dust are
the main pollutants during construction most of the dust arises
from the excavation and transportation process.
• Large quantities of dust become wind borne and are likely to
be carried away.
• The fugitive dust released may cause immediate effect on
workers who are exposed directly
 SOCIAL BENEFITS
• Health problems arising due to air and noisy pollution of
vehicular traffic can be minimized
• The sub-urban areas in the corridors will develop as a result of
early access to the city
• Easy access to distance places and reduction of traffic
congestion
• Reduction in traffic congestion in main commercial areas in
the peak time.
• Noise levels would be considerably reduce in the corridor
• Fuel consumption will be reduced due to reduction in
vehicular traffic
 CONCLUSIONS AND
RECOMMENDATIONS
• For successful implementation of any metro project, which by
its very nature is highly technical and complex, huge in size
and to be executed in difficult urban environments, political
will and commitment is necessary.
• Decisions are to be taken fast and the implementing agency
must have the required work culture, commitment to targets,
safety, quality and cost consciousness.
• Metro projects are highly capital intensive.
• On account of the high costs involved and the need to
maintain a fare structure within the affordable reach of
ordinary citizens, metro projects are not ordinarily financially
viable.
• But considering the overwhelming economic gains to the
society and fact that cities with population of more than five
million cannot just survive without an efficient metro system.
• Madurai being one of the fastest growing urban
agglomerations of the country will need a bigger metro
network
• It is strongly recommend that the Madurai Metro system be
taken up for implementation in the financial year 2012 – 2013
itself.
 REFERENCES
• William w. hay, "An Introduction to transportation engineering ",
toppan company ltd., Tokyo
• Indian Road Congress, "Manual for survey, investigation and
preparation of road projects", IRC Special publications
• Thompson, G.L and T.G Matoff, “Planning Considerations for
Alternative transit Route Selections” Journal of the American Planning
Association, Vol, 43 1997, pp 62-67
• Thompson,G.L and TG Matoff, "Planning for transit in Decentralizing
regions" Journal of the American Planning Association, Vol. 69 PP No.3,
2003
• L.R.Kadayali, "Transportation Engineering and planning"
• S.K.Khanna and C.E.G.Justo, “Highway Engineering”
• DMRCL: www.delhimetro.com
• KMRCL: www.KMRC.in
• AMRCL: www.HMRCL.com