CHENNAI- THE FUTURISTIC

CITY OF DREAMS

PROJECT BY-

♦ PARTH JOSHI
♦ VIBHUTI GUPTA
♦ VAIBHAV DWIVEDI
♦ SAKSHI PAREEKH

INTRODUCTION
The future of our cities is dependent on the actions of today. In
particular achieving cities that are sustainable is an imperative in
our rapidly urbanizing world. The predictions are that by 2020 61%
of population will be urban.
Cities must be economically viable, socially equitable and contribute
to environmental protection of all species: adhering to the concept
of the 3 PILLARS OF SUSTAINABLE DEVELOPMENTS.
We will be discussing now emerging conceptual ideas work when
put into practice through a range of policies and planning strategies
with ultimate objective of achieving urban sustainability. While
CHENNAI has always experienced varying degrees of indiscriminate
and unregulated change, it is suggested that a consented effort
should be made to incorporate the city’s distinctiveness and
evolving nature into a strategy of urban sustainability. Establishing
the social, economic and environmental dimensions of sustainability
can contribute to the recovery of a city’s urban spirit and the re-
emergence of a clear delineation between the currently blurred
boundaries of the rural and the urban.
Development should be such that the households and companies
are within the reach of activity locations either without moving, or
on foot, by bicycle or by public transport, or by making more
efficient and cleaner use of private cars

Achieving a successful, sustainable city region can

Only be achieved with a shift of focus in policy from the compact

City to the wider regional scale. Sustainable objectives include the

efficient
Use of land, good accessibility to employment, and key services
And facilities through public transport use, walking and cycling,
High density would seem to be a fundamental prerequisite.
However, the design of the sustainable urban form
Cannot be restricted to high-density development alone. Lower
densities are a reality in many places and it is suggested that they
will continue to be. Sustainable design must then
be adaptable to the specific requirements of a particular urban
form, be it high or low density.

URBAN SPRAWL
"Sprawl" is the increased use of urbanized land by fewer people
than in the past. Traditional cities were compact and efficient, but
over the past 30-50 years, the density of land used per person has
declined drastically.

IMPACTS OF URBAN SPRAWL

1. Loss of Farmland
2. Loss of wildlife habitats.
3. Increased TAX Burden.
4. Increased air pollution
5. Increased water use and pollution
6. Increased energy consumption
7. Social fragmentation
8. Loss of time
9. Increased private costs and risks
10. Loss of exercise
11. Degraded and noisy surroundings
12. Damage to tourism industry
 In Chennai, urban sprawl is becoming one of the most
dominant problem of chennai,as this city is increasing at
fringe of an urban area over rural land.
 As a result, several people have settled down in lake areas
and in dry beds of water bodies. The reason being that it is
cheaper to buy land and build a small shelter on. Over the
years, these houses get bigger. The unauthorised
occupation of lakes, tanks, canals and water bodies has only
accentuated the problems for those who have built their
homes on approved layouts.
 Madhavaram and Valasaravakkam are classic examples of this
civic dilemma. These burgeoning residential localities have
 elected local bodies that possess neither the funds nor the
technology or expertise to deal with the sewage problem. In
rainy days, entire neighbourhoods are flooded with a mixture
of rainwater and sewage. This has ensured that property costs
plummet down as seen in parts of Madipakkam, Velachery
and Madhavaram or Valasaravakkam. Many hesitate to buy a
house or land in a place where three or four feet of water
stagnates for two weeks during the monsoon.
Bad roads, traffic congestion and inadequate parking space
are among the major problems faced by residents.

Facts & Figures supporting these problems…………

 The bus transport is being operated by Metropolitan Transport

Corporation (MTC), which had a fleet strength of 2,773 buses
in 2004. They operate 537 routes and carry 36 lakhs
trips/day.
 There is acute overcrowding in buses during peak hours.
The overloading is as high as 150% in certain routes as the
supply is inadequate. As a result, overcrowding at the bus
stops and spillover on the carriageways has become common.
The waiting time at the bus stops has also increased. The
 number of goods vehicles in Chennai has increased from
6,671 in 1980 to 32629 in 2005.
 Totally 20 international flights per day are operated from
Chennai. The Indian Airlines operate daily 140 flights, which
result in 12,500 trips.
 The total number of motor vehicles in CMA has increased
from 144,282 in 1984 to 1,674,185 in 2005. The vehicle
population has grown at the rate of 50% per annum during
this period. The number of two-wheelers has grown
enormously from 87,000 in 1984 to 1,266, 114 in 2005, at
the rate of about 65% per annum. Two-wheelers constitute
76% of the total vehicle population (67% in Delhi, 41.5% in
Mumbai and 43% in Calcutta). The number of motorcars has
also increased significantly.
 In a group of 100, 38 travels by bus, 4 by train, and 30 by
walk, 14 by cycle, 7 by two-wheeler, 2 by car and 5 by other
modes. The fatality rate is also high at 40 per 10,000
vehicles. Forty-two percent of accidents involve pedestrians
and 10% cyclists.
 On an average, about 425 new vehicles are put on the
roads every day without corresponding increase in memorable
road space. The increase in road space accounts for only 3 to
4% of the total area, which is of very low order when
compared with 11% in Bangkok and 20-25% in developed
cities such as London, Paris or New York.
 The State Transport Corporations similarly operate daily 4160
arrivals and departures, which result in another 1.66 lakhs
trips
• Slums
A slum is an overcrowded and squalid district of a city or
town usually inhabited by very poor people. Slums can be found in
most large cities around the world. Slums are usually characterized
by:
I. high rates of poverty and
II. Unemployment
Slums are breeding centers for many social problems such as
crime, drugs, alcoholism and despair. And in many poor countries
they are also breeding centers for disease due to unsanitary
conditions . The Term ‘slum’ speaks volumes about the plight of
the urban poor. Though not all is well with life in urban areas, the
rural poor migrate from rural areas to urban areas reaming of
acomfortable life there. True, it is something different but not better
than what they experience in their villages. Once they step into the
city, they suffocate. The pure air, water and healthy and spacious
living place which they enjoyed in their place of origin (rural) are all
denied to them in cities and towns.
 1427 slums in Chennai. 1231 are developed slums and 242 are
undeveloped slums. Estimations indicate that the slum families in
undeveloped slums work out to 1.08 lakhs; out of which 72,827
families are living in objectionable slums. Estimations also shows
that there are about 37,000 families in unobjectionable areas
and further there are 6150 families who live in slum conditions in
the encroached parts of the tenement areas which have been
reserved as parks, public purpose sites etc
• Chennai has highest crime rate amongst women from 23
mega cities in India.
• Despite installation of a waste-to-power plant in Koyambedu,
solid waste management is still a problem in the vegetable
market. Decaying vegetables, leaves, flowers and fruits can
be found lying uncleared on most days.
Much of this biodegradable garbage is left unutilised.
We need improvement not only in garbage collection but in
overall market maintenance.
• Encroachments in the market contribute to lack of proper
garbage disposal. The situation worsens during rains,
posing health hazards.

SOLUTION

I. CLUSTER ZONES to end urban sprawl

The Cluster zones is a land-use-cum-financial model for promoting

balanced growth. A city or a town may be divided into a number of such
zones, depending on the expected investment opportunity, present land
use, population density and carrying capacity of the land.

A town can be divided into small modules and infrastructure such as

water and electricity supply for the population in the area needed to be
taken care of. There also needs to be an idea about the number of
vehicles coming in and going out of this module. A standard needs to be
developed for a module.

The idea is to provide an inner city development focus and not to

spread out development.
We have estimated the main area of an cluster zone as the High
Density Pedestrianised Core, where about 60 per cent of the people
are involved in daily activities such as going to work, going to school,
shopping for essentials, everyday essential services, recreation and sports
and cultural activities, all of which will be within a walking distance of 500
m. This area will have a high floor-area ratio of 5 with coverage of less
than 25 per cent. Hence, it will have large open areas and playgrounds
within this half-a-kilometers distance.

There will be no automobiles in the area — only cycles and tricycles for
goods, the disabled and the elderly. Parking facilities will be provided on
the periphery. That top infrastructure be provided in the core area
with good road links from the main road and mass rapid transport lines.
The local authority can sell the developed land in the high-density area to
builders to develop mid- and high-end housing and mixed-use
facilities. The local body can meet cost of purchase of land for housing
for economically weaker sections, for service areas such as solid and liquid
waste management, rainwater storage and other development.

Economically weaker sections need to find accommodation, recreation and

education near their workplaces.

A Environ zone (EZ) has been proposed to conserve natural heritage

features such as forests, wetlands, beaches, coastal areas, paddy fields,
rivers, lakes and ponds. Private owners of such areas can be given
compensation for transfer of the development.

Land for service areas is important as there need to be space for

footpaths, streetlights, storm-water lines, water tanks, pump houses,
water supply main lines, decentralized solid waste, sewage and liquid
waste treatment areas and buffer zones for unavoidable hazardous
industries or chemical storage and transfer.

Parks, playgrounds and community open spaces can be in and around the
high-density core.

After land is reserved for developing infrastructure, the rest of the cluster
zone can be demarcated as a low development zone (LDZ) with a FAR
of 1 and less than 33 per cent coverage. These areas can have villas,
automobile workshops and other small industries which need land. Earthy
building should be encouraged with own solid- and liquid-waste treatment
facilities.
SLUM MANAGEMENT:
1. SLUMS SHOULD BE IDENTIFIED AND TENEMENTS SHOULD BE
BUILT.

2. LAND AQUISTION TO THE NEW TENEMENT SHOULD BE DONE, as

there is enough government land available. “Plenty of land is
available in Tiruvottiyur and Tondiarpet in north Chennai and
Okkiyam Thoraipakkam in south Chennai.

We will try to ensure that the slum-dwellers are neither

marginalised nor segregated under the new plan. Apart from
preserving the existing waterways, this will also enable us to work
out a long-term housing policy for the slum-dwellers

Housing will either be free or provided at “a reasonable cost.”

Wherever possible, the Government would go in for reconstruction
of tenements or new tenements would be constructed .
The co-operation of non-government organisations
would be sought whenever needed.
Resettlement is not the way towards a slum-free city. The existing
slums should be restructured and basic amenities provided, they
say.

BAMBOO PLAYING A MAJOR ROLE TO BUILD AND

STRENGTHEN SLUM AREAS……..
SEVERAL BAMBOO HOUSES SHOULD BE CONSTRUCTED AS
SHOWN IN FIGURE DUE TO THEIR FOLLOWING ADVANTAGES:

 THEY ARE DURABLE (30 YEAR LIFE)AND WEATHER RESISTANT.

 DESIGNED FOR WITHSTANDING HIGH WINDS(200 KMPH)$EARTHQUAKE
RESISTANT.
 THEY ARE AESTHETICS PLEASING,FUNCTIONAL AND FIRE RESISTANT.
 LEIGHT WEIGHT,MODULAR AND INTERCHANGEABLE
 THEY ARE EASY TO CONSTRUCT REQUIRING MINIMUM SKILLED LABOUR.
 THEY ARE ECO-FRIENDLY,ENERGY SAVING IN MANUFACTURING AND IN
USAGE.
 THEY HAVE GOOD THERMAL AND ACOUSTIC PROPERTIES.
 THE BASIC RAW MATERIAL BAMBOO IS A RENEWABLW RESOURCE.
 THEY ARE COST EFFECTIVE APPROX COST OF RS 450 TO RS 550 PER SQ FT
FOR PLAIN AREAS AND RS 900 PER SQ FT FOR HIGH ALTITUDE AREAS
 THEY CAN BE SUPPLIED IN MODULES RANGING FROM 100 SQ FT TO 1000 SQ
FT WITH WIDTH OF 20 FT.
 ALL STRUCTURES CAN BE RE-ERECTED AND TRANSPORTED WITH MINIMAL
EFFORT.
 1000 SQ FT OF COMPLETE STRUCTURE CAN BE ACCOMODATED IN ONE 24’
TRUCK.

Others measures which should be taken to remove

poverty which is directly related to slum problems are

 Women’s education:literacy rate for womens should be

increased.employment opportunities should be given to them.
 Promotion of vocational education.
 Establishment of more iti’s.
 Small scale industries should be set up.
 Micro-finance firms should be reinforced.
 Consultancies services should be promoted.
 Health standards of the people should be raised.
 GARBAGE DISPOSAL PROBLEM IN CHENNAI:
Besides, segregating wastes at the household level into
biodegradable and recyclable materials brought down the quantity
of garbage that reaches the dump yard by 15 per cent. This is
significant, considering that the city produces 3,500 tonnes of
garbage a day.

Chennai has succeeded in motivating its staff to collect wastes from

houses and encouraging citizens to segregate garbage at home.

The next step would be to modernise dump yards and set up

composting plants or waste-to-power plants. In Chennai we want to
set up garbage and sewage disposal plant for compost plants and
scientific landfills with full remedial measures in the city's two
dumpsites, Perungudi and Kodungaiyur.

The flowchart of garbage disposal plant :

WATER HARVESTING IN CHENNAI:
 It means capturing rain where it falls or capturing
the run off in your own village or town. And taking
measures to keep that water clean by not allowing
polluting activities to take place in the catchment.

 Therefore, water harvesting can be undertaken

through a variety of ways

 Capturing runoff from rooftops

 Capturing runoff from local catchments

 Capturing seasonal floodwaters from local streams

 Conserving water through watershed management

These techniques can serve the following the following

purposes:

 Provide drinking water

 Provide irrigation water
 Increase groundwater recharge
 Reduce stormwater discharges, urban floods and
overloading of sewage treatment plants
 Reduce seawater ingress in coastal areas.
 TRANSPORTATION

To make our Chennai a city of dreams the next step will be

in the field of transportation. The current rate of fuel
consumption and its hazardous effects in the field of pollution
and human health has forced us to think of some revolutionary
ideas in this field.

Our new transportation system will be using all those methods

which are highly fuel efficient, clean, safe, affordable and most
importantly, ECO-FRIENDLY.

Private transport
In field of PRIVATE TRANSPORT the answer to our problem comes
in form of JATROPHA OIL.

Jatropha curcus is a drought-resistant perennial, growing well in

marginal/poor soil. It is easy to establish, grows relatively quickly
and lives, producing seeds for 50 years.
Jatropha the wonder plant produces seeds with an oil content of
37%. The oil can be combusted as fuel without being refined. It
burns with clear smoke-free flame, tested successfully as fuel for
simple diesel engine. The by-products are press cake a good
organic fertilizer, oil contains also insecticide.
It is found to be growing in many parts of the country, rugged in
nature and can survive with minimum inputs and easy to propagate.

Soil type: Grows on well-drained soils with good aeration and is well
adapted to marginal soils with low nutrient content. On heavy soils,
root formation is reduced. Jatropha is a highly adaptable species,
but its strength as a crop comes from its ability to grow on very
poor and dry sites.

The especial features of this plant are-

 Its vegetable oil can be used as it is crushed – ie - unrefined

in the engines of cars as biofuel.
 This vegetable oil can be refined and sold as pure diesel
 Its vegetable oil can be blended with normal diesel and used
in cars as biofuel.

The other advantages of this fuel are-

 Smaller Trade Deficit: Rather than importing other

countries’ ancient natural resources, we could be using our
own living resources to power our development and enhance
our economies. Instead of looking to the Mideast for oil, the
world could look to the tropics for bio fuels. producing more
bio fuels will save foreign exchange and reduce energy
expenditures and allow developing countries to put more of
their resources into health, education and other services for
their neediest citizens.
 Economic Growth: Bio fuels create new markets for
agricultural products and stimulate rural development
because bio fuels are generated from crops; they hold
enormous potential for farmers. In the near future—especially
for the two-thirds of the people in the developing world who
derive their incomes from agriculture.

Today, many of these farmers are too small to compete in the

global market, especially with the playing field tilted against
them through trade distorting agricultural subsidies. They are
mostly subsistence farmers who, in a good year, produce
enough to feed their families, and in a bad year, grow even
poorer or starve. But bio fuels have enormous potential to
change this situation for the better.
 At the community level, farmers that produce dedicated
energy crops can grow their incomes and grow their own
supply of affordable and reliable energy.

At the national level, producing more bio fuels will generate

new industries, new technologies, new jobs and new markets.
 Cleaner Air: Bio fuels burn more cleanly than gasoline and
diesel. Using bio fuels mean producing fewer emissions of
carbon monoxide, particulates, and toxic chemicals that cause
smog, aggravate respiratory and heart disease, and
contribute to thousands of premature deaths each year.

: Bio fuels contain carbon that was taken out of the atmosphere by
plants and trees as they grew. The Fossil fuels are adding huge
amounts of stored

 carbon dioxide (CO2) to the atmosphere, where it traps the

Earth's heat like a heavy blanket and causes the world to
warm. Studies show that bio diesel reduces CO2 emissions to
a considerable extent and in some cases all most nearly to
zero.
 Bio Diesel is environmental friendly and ideal for heavily
polluted cities.
 Bio Diesel is as biodegradable as salt
 Bio Diesel produces 80% less carbon dioxide and 100% less
sulphur dioxide emissions. It provides a 90% reduction in
cancer risks.
 Bio Diesel can be used alone or mixed in any ratio with
mineral oil diesel fuel. The preferred ratio if mixture ranges
between 5 and 20% (B5 - B20)
 Bio Diesel extends the live of diesel engines
 Bio Diesel is cheaper then mineral oil diesel
 Bio Diesel is conserving natural resources

The Process
Now after being visualizing all the splendid results and out comings
this extra-ordinary plant JATROPHA its turn to talk in terms of
ground reality i.e. how we can extract fuel from this plant

The process of converting vegetable oil into bio diesel fuel is called
Transesterification and is luckily less complex then it sounds.

Chemically, Transesterification means taking a triglyceride molecule

or a complex fatty acid, neutralizing the free fatty acids, removing
the glycerin, and creating an alcohol ester. This is accomplished by
mixing methanol with sodium hydroxide to make sodium methodize.
This liquid is then mixed into the vegetable oil. After the mixture
has settled, Glycerin is left on the bottom and methyl esters, or bio
diesel is left on top and is washed and filtered.

The final product Bio Diesel fuel, when used directly in a Diesel
Engine will burn up to 75% cleaner then mineral oil Diesel fuel.

If Jatropha feedstock is used, the fuel will cost depending on the

country approximately US $ 0,40 per litre plus tax when applicable.

Area Coverage vs. Blending Requirements

Year Diesel Bio-Diesel @ Area for 5% Bio-Diesel Area for Bio-Diesel Area for
Demand 5% MMT Mha @10% MMT 10% Mha @20% MMT 20% Mha
MMT
2005-06 49.56 2.48 2.07 4.96 4.14 9.91 8.28
2006-07 52.33 2.62 2.19 5.23 4.38 10.47 8.76
2011-12 66.90 3.35 2.79 6.69 5.58 13.38 11.19

PUBLIC TRANSPORT
Considering the vast population of Chennai we have decided to
increase the extent of public transport usage by people. This can be
done by increasing the comfort level and approachability of public
convenience such that the first thing that comes to a common
persons mind when he thinks of travelling locally is some sort of
public transport instead of his own car or anything.
For this we have introduced two new public transport systems, one
is the rail and the other is a road transport.
The description of of HY-RAIL(rail transport) is as follows:
FUEL CELL HYBRID HYRAIL
This development is a modification of the conventional train. From
the beginning of its development, the HYRAIL train has been
designed for modification to a fuel cell railcar. Now that prospects
have been reached for practical application of a diesel hybrid
system,. The figure below shows an image of the railcar.

Control System For Fuel Cell Hybrid

Railcar
The control system for the fuel cell railcar is based on the diesel
hybrid system, but replaces the diesel generator with a fuel cell.
This efficient system supplies the necessary electric power from
both the fuel cell and the storage battery when accelerating, and
saves the electric power produced by the regenerative brakes in the
storage battery when breaking.
. Fuel cell system
Hydrogen is separated into hydrogen ions
(H+) and electrons at the cathode, and then
oxygen, hydrogen ions and electrons react
at the anode to produce water. At this time
the electrons move from the cathode to the
anode, producing electricity.

Aim of fuel cell system

development
Fuel cells that use hydrogen as fuel make it possible to:

 Further reduce the burden on the environment

 Provide new motive power systems that overcome the
problem of exhaustion of fossil fuels.

In addition, the generation of power using fuel cells mounted on

each railcar will reduce the scale of wayside facilities and improve
railway

 Goals of this development

The development of this system aims to:

  Develop railcar system technology using fuel cells that can
utilize breakthroughs in fuel cell technology.
 Understand issues when using fuel cell systems with
railways

Development outline

(1) Test railcar configuration

The engine and generator of the current NE train will be
replaced with fuel cells. The control system will be a hybrid
system that uses a combination of the fuel cells and the
energy from storage batteries to drive the motors.
(2) Fuel cell specifications
The test railcar will be equipped with solid polymer type fuel
cells that use hydrogen as fuel.
Fuel cells with high power output and high reliability that can
support a railcar system have been selected, and two 65 kW
output fuel cells will be mounted on the test railcar.

The following is a sound proof device system which will be inserted

in the Hyrail such that it will not produce any noise.
The acoustic barrier particularly for railways ,comprises at least a
first sound-proofing member (2)arranged at sides of a
train(3)proximate to at least each bogie(4)and at least a second
sound proofing member(5)arranged on the supporting plane(6)on
the rails(7)at the sides of said rails,the second sound proofing
member cooperates with the first sound proofing member for the
abating the noise generated by the passage of the train on the rails

BACKGROUND OF THE INVENTION

Acoustic pollution has now reached a paramount importance in
designing,developing and producing machines and apparatus in all
fields,particularly in the construction and industrial fields.
There are several possibilities of eliminating noise without reducing
the productivity.In railways,for example,this problem has been
particularly felt because railways passing close to or provided in
cities are of great source of acoustic pollution.
So far,the problem of acoustic polluton of the railways has been
partially solved by arranging sound –proofing barriers at the sides
of the ballast or,in the case of rail on tie plates,at the sides of the
tie plates.
Conventional acoustic barriers however limit only a fraction of the
noise produced passage of the train.
SUMMARY OF THE INVENTION
These objects are achieved by an acoustic barrier ,particularly for
railways ,which comprises at least a first sound-proofing member
,arranged at the sides of a proximate to at least each bogie,and at
least a second sound-proofing member arranged on the supporting
plane of the rails at the sides of the rails,the second sound-proofing
member cooperating with the first sound-proofing member for
abating the noise generated by the passage of said train on said
rails.

YELLOW WHEEL

As we said before,there is also a road transport system for the

masses.There will be buses plying on various routes such that they
will cover the major as well as remote areas.now the twist is that
instead of using a conventional fuel the bus will use solar energy
and hence they will be called YELLOW WHEEL.
This solar bus will be the first electric bus to be charged 100%by
solar energy. International research suggests people strongly prefer
electric buses to those powered by other means, such as diesel
engines.
Electric buses can operate in busy City streets and residential
neighbourhoods in a clean and quiet manner, which makes them
very popular with both passengers and the public.
Batteries
Recent advances in battery technology have helped the successful
development of pure electric buses with a suitable range between
recharges.
The solar electric bus uses 11 Zebra battery modules, giving it
unprecedented energy storage capacity and operational range.
The Swiss-made Zebra batteries use sodium/nickel chloride
technology, with their benefits including:
Designed for long life and reliability
Not affected by external temperatures
Can be stored indefinitely fully charged
Lightweight
High energy and power density
The Zebra batteries used in are virtually maintenance free, and are
therefore expected to result in significant cost savings.
The unique battery management interface ensures that the
batteries system can’t be damaged by inappropriate operation or
charging protocols.
Unlike other batteries available for electric buses, these controlled
temperature batteries operate without loss of performance or life
expectancy in virtually any conditions.
In addition to conventional controls and instrumentation, a driver
display panel is provided, from which the bus operator and
maintenance staff can check the status of bus’s drive and charge.
Carbon Neutral
Yellow wheel will be recharged using a unique solar photovoltaic
(PV) system at all the Central Bus Stations.
The solar PV system on the Bus Station’s roof is currently largest
grid-connected system, generating almost 70,000 kilowatt hours of
zero carbon emissions electricity each year to offset the total
energy required to recharge its batteries.
There are very few pure battery electric buses around the world.
Most are characterised by being significantly smaller in size, and
having shorter operational range.

Vehicle Management System

The vehicle management system (VMS) is critical to achieving full
potential.
It’s the main controller for all the electric vehicle-related items on
the bus, and ensures that the driver’s operational requests are
processed and the equipment performs to meet those requests.
The VMS monitors all equipment on the bus and makes sure that
it’s all working within the desired and correct parameters. Should
any item not be working properly, the vehicle management system
adjusts other equipment to compensate.
The VMS is responsible for controlling main drive system and the
auxiliary battery charging and management, and it logs all fault and
warning conditions relating to the drive system.
A display panel on the driver’s console provides information from
the vehicle management system on the operations of the bus.
Accelerating
Electrical energy from the batteries is fed to the motor inverter. The
motor inverter converts this electrical energy into a format correct
for the electrical motor. The electric motor uses the energy from the
inverter to produce a rotational motion. The rotational motion from
the motor is connected to the drive chain, which makes the bus
move.
Braking
When the vehicle slows down, the batteries are no longer driving
the vehicle. The motor electronically converts into a generator. The
forward motion of the bus then turns the motor/generator to
generate electricity which is stored back into the batteries. This is
referred to as regenerative braking.
Highlights
Performance:
200 km between recharges under typical urban conditions
“Fast charge” provides 1 km of extra range per 1 minute of charge
Acceleration and hill climb equivalent to a diesel bus
Battery and drive systems deliver full performance under almost all
conditions
Reliability:
Robust, proven components
Drive system components rated to last 130,000 hours or better
Quality chassis design and assembly
Abuse-tolerant batteries
Integrated on-board charge system
Precision battery “state-of-charge” metre (fuel gauge) for driver
Safety:
Battery modules electrically isolated
Interlocks on all high-voltage cabinets
Hermetically-sealed batteries – no gasses produced
No exposed electrical terminals
Minimum battery maintenance
Maintenance:
Onboard diagnostics via the vehicle management system (VMS)
Propulsion system virtually maintenance free
No frame corrosion because no battery gasses are created
Life-Cycle Costs:

Long-life batteries
Low maintenance components
Forklifts, battery trucks, load banks not required
Minimised training for mechanics
Fuel costs 50% lower than for a diesel bus
Use of on-board electronics for charging functions

Technical Specifications
Dimensions:
Length – 10.42m
Width – 2.48m
Height – 3.06m
Weight – 11,480kg (Curb)
Capacity:
Seated – 50
Wheelchair – 4
Total – 54
Performance:
Motor power nominal – 36 kW
Motor power peak – 160 kW
Charge power – 36 kW
Speed – 76 km/h
Gradability – 12.5%
Battery System:
Type 11 modules Zebra Z36-371-ML3C-64
Rated energy 261.8 kWh
Accessible energy 235.6 kWh
Roof-mounted solar PV Uni-Solar PVL-68 W (peak)
Fast Booster Charger :
Power – 70 kW
Input – 400V 3-phase AC 100a
Output – 386V DC 200a 70 kW
1 minute of charge = 1 kilometre
The above given route map gives the brief idea about the major
areas to be connected by YELLOW WHEEL.
THE ABOVE DESIGNED FUTURISTIC AND
INNOVATIVE TECHNOLOGIES WILL
RESULT IN :
1.Mode usage
(A)Motorised transport
Vehicles per day:4,35,000
Vehicles per hour(avg):12,400
Vehicles per hour(peak):28,000

(B)Proportion(vehicles per day in percent)

Cars : 3.2
Taxis : 5.1
Autos : 13.3
Motorised 2 wheelers : 50.7
Buses : 20.3
Trucks : 5.3
Light commercial vehicle : 12

(C)Mode usage(no. of people transported,in thousands):

Cars : 60.6
Taxis : 10
Autos : 15
Motorised 2 wheelers : 70
Buses : 1892
Trucks : 10
Light commercial vehicles : 11.7
Walking : 621
Cycling : 40
The above clearly indicates reduction in the use of private vehicles
and increase in usage of mass transit vehicles like hyrail and yellow
wheels.
ROADS
Roads are the lifeline of a city. Roads not only connects places but it
connects people also with each other, people of different languages,
different customes,different traditions are able to meet and interact
with each other through roads.
Roads of a city defines its status, all the major civic facilities are
dependent directly or indirectly on roads.
But with the changing times the condition of roads also needs to be
changed.With the growing pressure of population,increasing number
of vehicles the advancement of roads needs to taken upto next
level.roads play a very vital role for the development of any kind of
transport system.
At present situation also, the condition of roads in Chennai is
vulnureable.So, talking in terms of year 2020 we’ll have to make
many advancements and technological upgradations for our roads.

The development of roads will be divided in 2 phases-

1) LOCAL\INTRA CITY ROAD DEVELOPMENT.
2) HIGHWAY ROAD DEVELOPMENT.

INTRA CITY ROAD DEVELOPMENT-

In Chennai city the major problem with roads is that they are not
able to hold up the pressure of vehicles running over them.With the
growth in economy,only more and more vehicles can be expected to
run on roads.So for our DREAM CITY CHENNAI we need
to implement and introduce new and innovative concepts for
handling this problem.
 Instead of conventional circles which are used at intersection of
roads coming from all four directions we will be using newly
designed and conceptualised intersections.
The conventional circles were designed to resolve the problem of
traffic jams but with increase in number of veichles they are
becoming mainsource of accidents and as a result traffic lights
are put in there which further results in long queues of veichles
and wastage of time.
So to overcome this problem we’ll be using newly designed
circles which will be looking as-

Such type of circle intersections will result in smooth and easy

transportation.The above figure illustrates one of such circle
implemented at KOYAMBEDU,this will lead to easy and smooth
traffic diversion to POONAWALLE,PADI
JUNCTION,PARRY,VADAPALUI.There will be smooth going of traffic
as we have introduced an elevated road so people go wants to go to
PAARYS and POONAWALLE wont have to wait or face the traffic
coming from PADI JUNCTION and VADAPALUI side.

2).Intra city roads will be divided into lanes.For example average

width of roads is 45m.Then it will be divided into 4 lanes-
 CYCLE LANE-The width of cycle lane will be 3 metres on one
side.All the cyclist will have to run their cycles in this lane,this
will safeguard them against city traffic.
 BUS LANE-The width of bus lane will be 7 meters on one side.All
the buses will be passing only through this lane only.This will
avoid unnecessary traffic jams which are created due to
excessive space covered by buses in city.Also it will bring down
the road accidents to a optimum level
 NORMAL Lane-All the private vehicles will pass through this
lane.The width of this lane will be 7m,all the major city traffic
comprising of motorcycles and cars will be running through this
lane
 SPECIAL LANE-This lane will be specially made for V.I.P
movements and other emergency services like ambulance,fire
brigade,police patrolling.Its width will be 5m.
This lane will save the people who lost their important and precious
time standing in long traffic jams which occurs at the time of V.I.P
movements.Also effective care of citry will be taken as the
emergency services like ambulance,police patrolling,fire brigade
wagons will not have to wait in city’s main stream

traffic.This lane will ensure effective,fast and smooth working for

them.

Apart from these measures all the roads will be equipped with in
built sensors.Thise sensors will detect the speed of moving
vehicles and if any vehicle crosses the speed limit its speed will
be gradually reduced.These sensors will be placed in all lanes
except the special lane.In case of any emergency the droiver can
contact the speed junction which will be located after every 5 km
in case he wants to switch over to special lane but his plea will
be taken onto consideration only in case of emergency.This
measure will prevent people in caught in emergency from any
unwanted delay.
 2)HIGHWAY DEVELOPMENT-
The second phase of road development will be for highways.WE
will construct 6 lane highways with special lanes for buses and
heavy vehicles.This will reduce the number of accidents and will
ensure smooth and fast movement of vehicles.The average width
of highways will be 48m (apprx).

PEDESTRIAN WALKWAY

In densely populated city like Chennai it is often seen that

pedestrians become the main source of traffic related problems,this
fact is supported by increase in the number of road accidents and
traffic jams.In densely populated areas of Chennai which are
important from commercial point of view,like,PARRY’S
CORNER,FISH MARKET,etc.,there is urgent need to reduce the rush
on the roads.This can be achieved by shifting the pedestrians from
roads to alternate way,which will ensure smooth traffic on road and
will also reduce the no. of pedestrian accidents.The walkway will
ensure pedestrians their safety in terms of accidents.This alternate
way will be PEDESTRIANS WALKWAY.

Pedestrian Walkway will not only smoothen the road traffic but IT
WILL PROMOTE CYCLING AND WALKING amongst people.The
walkway will also cater to the needs of daily shopping of people,by
either opening shops on the walkway or on its entry and exit
roads.This will allow them to purchase their daily goods without
actually going to the market.The layout of some of the PEDESTRIAN
WALKWAYS is illustrated in figures below:
CYCLING ‘N’ WALKING :
Travelling by bicycle has numerous advantages, both as regards
health and mobility. In addition, of course, it is easier to park a
bicycle. In addition, a bicycle often makes the journey quicker in
urban areas, is easy to park, costs far less than a car and is
environmental-friendly.Physical activity is the key to a healthy
lifestyle and it should be an integral part of your everyday life.
Space-saving :Takes up a fraction of the parking space and road
space required for cars: more of our campus can remain green.

Clean:No polluting emissions.

Healthy:The cyclist benefits from exercise, and the whole

community benefits from the lack of pollution.

Cheap:Running costs far less than for cars.

Walkable neighborhoods offer surprising benefits to our health, the

environment, and our communities.
Better health: A study in Washington State found that the average
resident of a pedestrian-friendly neighborhood weighs 7 pounds less
than someone who lives in a sprawling neighborhood.1 Residents of
walkable neighborhoods drive less and suffer fewer car accidents, a
leading cause of death between the ages of 15–45

INDUSTRIAL SETTLEMENT

Most of the industries in Chennai are located in its northern region.

This leads to the fact that people everyday have to travel from their
residential areas(which is mainly the inner part of Chennai) to their
place of work. This practice leads to loss of both time and energy,
leading to low productions. To overcome this problem we have
decided to give residential quarters to all company employees,
depending on their rank in a particular company. This residential
area will be placed in eastern part of the industrial area and all
basic amenity shops will be opened to fulfil there daily
needs.also,this part of the industrial region will be well connected to
other parts of Chennai so that people staying here don’t feel
Alienated from rest of Chennai. The residential quarters will look

Company buses will be plying for all the employees which will pick
them from their places n drop them to their places of work.
This will not only lead to an organised industrial area but also
reduce half the traffic jams caused in the office hours due to the
working people.