A Study On Trip Distribution Characteristics Of Central Surat
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111I-.&" 5 PO RTATION
ENGI
N EERI
NG
STU DI ES
. ~T
REPORT ON :A STUDY
ON
-~
P DISTRIBUTION OF CENTRAL
CHARACTERISTIC ZONE
-: PREPARED
(SURAT)
BY :-
:fAIN Ml
.
(MEMBER, PROJECT GROUP)
-: GUIDE :D. A. SHASTRI
CIVIL .ENGINEERING DEPARTMENT
;
,
~fGIONALCOLLEGE OF ENGINEERING 6 TECHNOLOGY SURAT
- 395 007.
(GUJARAT)
1998- 99
DEPARTMENT OF CIVIL ENGINEERING
SARDAR VALLABHBHAI REGIONAL COLLEGE OF ENGINEERING & TECHNOLOGY SURA T
-
395 007
CERTIFICATE
"'is is to certify that the project, entitled "A Study on Trip Distribution
8haracteristics of Central Zone of Surat City",
JAIN
NIJ<.HIL
R.
has been prepared by
Roll. No. 26
, a final year
s:lldent of Civil Engineering,during the year 1998-99, as a partialfulfillmentof : e requirement for the award of Bachelor of Engineering Degree in Civil ="'gineering of SOUTH GUJARA T UNIVERSITY, SURA T. His work has been =~und to be satisfactory.
3 JIDED BY:
f
HEAF
DEPARTMENT
\fft~J~ . .
Prof D.A. SHASTRI)
(Dr B. K. KAITI)
Acknowledgment ::II
'''''
~
""":;~the procurement of material to the clearjng of conceptual difficulties, If! ::I ~
.,~ :-a.-~ withhold our sincerest thanks to Prof. D.A.Shastri, :8:a~t,
SVRCET,
Surat,
without
whose
Civil Engineering IIi'"
invaluable
guidance
and
:::cce73tion theprojectwouldnot havebeenaccomplished. i..
'i..
II~ ..~d
also like to thank Dr. B. K. Katti, Prof. and Head, Civil Engg. III;;;J
:-=-=a7'1ent, whose support and encouragement are transparent in the work it
ii
-.'--
i!
..."C
-3s:.
j! ~
. lie
would
like to thank Mr. SUNIL MISTRY (Navsari) for preparing the
PROJECT GROUP
ROLL NO.
DEEPAK V.M.
(15)
DESAI DHARMESH M.
(16)
DHAMI VIJAY M.
(17)
DINTYALA SRINADH
(18)
DZWANJI NIBHRUTA R.
(19)
G. CHANDRAMOHAN
(20)
GAJJAR TEJAL S.
(21)
GAURAV PARASHAR
(22)
GHADIYALI MINESH S.
(23)
GHOSH lI71'AL
(24)
GOPALAKRLSHNAN R.
(25)
JAIN NIKHIL R.
(26)
JAW
(27)
PRADEEPR.
""'i.'>i;;;;.;::~::;~ru;JmIi:Ii!I'''''''';::=:::==~:;'';;',::''''''"'-:::''-"":-r::..-.':!!!!!I!!!~o;;!>;;:,,;_'i1"'::;':::;:~_.::~<;'..:...=;~~~;:::_~=:":~':::':""""~~~-:::':::-"""'~";:-:'~-:-!'''''~,,,,~~:;,,,;,''''';;a,;::~~:
-
INDEX
.c
TOPICS
PAGE
INTRODUCTION
1
TRONSPORTPLANNINGPROCESS
4
What is the need?
4 5
- -.
Interdependenceof Landuse and Traffic SystemApproachto TransportPlanning
5
:'L
Stagesin TransportPlanningProcess
7
CitizenParticipation
9
Difficultiesin TransportPlanningProcess
9
Trip Generation
10
Trip Distribution
13
STUDY AREA
22
Historical Development of The City
22
-. -.
PopulationGrowthand Area of SuratCity VehicularGrowth
23
::...!
Land use Patternof SuratCity
29
-. ...
Traffic and Transportationin SuratCity
32
Central Zone Details
36
FIELD STUDY
38
Survey Method
38
Survey Format
42 46
-
Actual Survey DATA ANALYSIS
':-
CONCLUSION
83
REFERENCES
86
-.
-
':
.
;
-
-£. .
.
. ... -.-L
.!..3
25
48
1.
- cn=:a:.::;-and
~o=- :
.
INTRODUCTION
industrialization are two of most important factors of
,zation. Urbanization attracts the surplus labour force from the
.._::1 areas and utilizes it is running the various services which are vital fay --= :: S:e'"'Ce of town.
.'. -:-: --e g"owth of cities, the requirement for a good transport network
-
a.:; ty of transport network to cater to the high demand leads to
~-::>:a:.o'"'of activities at the edges of the town where load is still cheap ::-c :.-crsport capacity exists for each movement of people and goods.
- s =~cult to see a new method of movement appearing in the horizon .oJ"::-'
I be a serious competitor to motor vehicles. The increase in the
- _--=:Jerof motor vehicles will depend upon a number of factors chief :-/7;
~re
---6 ;-::...~'"
:.'1embeing the growth of family income.
of the present problems ost serious effect of increasing urbanization and accelerated traffic is severe congestion on street. The condition results in
:7.::eMrated traffic demand, both in time and in space. Parking at a safe 1
::Ja:E S a cst an impossibility in some areas of the city. Loading and ..nca:J-~ ~ goods by commercial vehicles is hampered by too many Congestion results in delay and time loses which leads to
~:::.=.-s :r.c:r
~s.
Softrtion Approaches -a,...cuse and city planning controls to be initiated. ~-a.'1Sportationstudies are to be carried out and plans for new ~acs and reorganization of existing network are to be formulated. -"aflic restraint measures should be initiated including. a
Restriction on Parking
:;
Fiscal measurements such as road pricing and entry charges.
-=-s~x:nation
Planning is very essential to effective planning and
-a-a;;;e""'ent of transport in a urban areas with the rapid urbanization, -a-.
if tl1ecities have grown both in population and in size. Also the level
- - e-~""omic activities has gone up. As a result, the total transportation =e-a-d
.:c
l1as increased tremendously whereas the infrastructure has not
pace with
- ca-gement
the
requirement though
traffic engineering
and
techniques provide relief, their application is at local level. It
s :;-erefore imperative that sound transportation planning related studies :€ :::a~ed and travel behavior be studied by the planner. 2
, -
~E s-ec:c~alargest city of Gujarat, with population of over 20 lacks,
-
::'.'5'
~:r:>e:-~
s.:.
~ ~
2 km2 area is taken for transportation planning studies in
-""e main emphasis of this studies is on trip generation and
u..I:Cr ::""aracteristics of the trips produced in the central zone of the
::-, ~e mainobjectiveofthe projectworkare as follows:::: cJ if Surat city in general and central zone in particular for
~
:cc~auon,
-
density, road networks, traffic and transportation
-: sM:1ytrip generation characteristics of central zone Surat city :~ :.~eoasis of purpose of the trip and socioeconomic parameters.
-: analysis the trip generation and distributioncharacteristics for --.e central zone through category analysis and zonal destinations -ssoectively.
--0: :~_ect work involves field and inventory surveys which are home ~,f!oAr based and limited to the central zone of the Surat city. The :es::.-=:.on of the study area, theoretical background on transportation ='aT'-; 3'C
process, survey description, trip generation and distribution
.$ 5 are covered in the following chapters.
3
2.
- _.~ . ..-= a-n:ng ;or:rcwc:-g
is a science that recks to study the problems that arise
:"a.'1sportation facilities in as urban, regional or national setting
8K 'J: ~ ~a:e
. ~ ~=
TRANSPORT PLANNINGPROCESS
a systematic basis for planning such facilities. Since the
~;jntries wherethis sciencehas evolvedare mainlyurban
- _.1Ie:. ~€ er"'1phasisis more on urban transport planning. However, the "'I"I~
:= urban transport
-- -
planning
can be applied to regional
or
~a.-SDortplanning as well with due changes wherever called for.
""
~-: = anning is an important part of overall town and country ::Jii8'nn; s""'cs it deals with the transport network which is an important r-e == a communications. Any charges in the transport system is ::e
:..~
- ...umber
of impacts.
WHAT IS THE NEED?
:u;r --0:0" vehicles have revolutionized our life and brought comfort, -a.>e created problems of congestion lack of safety and degeneration
1!eI
:r ;--.'r:'-"""e'1l The situation has already become unmanageable in many 1:!W"S
-
ax ::ties.
:r=e'" :0 Jnderstand the nature of these problems and formulate
:r:t:1:saS
~.. t.ie same and efficient movement of goods and people from
4-
--- -
..
]IIIi821: a,-c:r-er,a need for this subject of transport planning has
U
.-rERDEPENDENCE OF LANDUSE AND TRAFFIC
.~ =
..
"c"'e, and Rapkin made a statement that urban trafficwas a
-
-I
~
:f ;rc ...jse.They declared that the most basic level of action for a
$0 :cn of the trafficproblemsis the planning,guidanceand
o :a:=-- of land use. This point was emphasized by Bucharar, who ~ a:.
- towns, traffic takes place because of buildings. Just as
--- s a
"Ictionof land use, the reciprocal statement that land use is
. '1in::Cr' :~ :-ansport is also true.
-"II! iCe.,: "':erdependence is the key note of modern transport planning.
U
SYSTEM APPROACH TO TRANSPORT PLANNING
,..
nrs::c~ planning,a new activityknownas Operations Research has
~
:-ec a'1d found extremely useful. It is mainly concerned with
%IIM= -0; ~+->eperformance of
a system. A 'system' is defined as a
::::I""'OE.I "'''''0Ie. as organized whole, consisting of set of connected things ;r :.ar.:s ...~ose components and inter connections are vital to the
5
I'
,
-.'0 ..'eelin the systems approach in transport planning can
~~
.. _ __ l!::C=. :i
.'
.l,;xJA~-':O
.
;'""1efollowing fig.
Transport Planning
Decision to adopt planning
~
Problem definition, formulation of goals
Problems, Constraints, Potentials, forecasting
=. a,..lation of Possible Alternatives and Choices
I
Implementation
I
~ Operation
Performance Assessment and Review
6
.
- --
!!!
U
STAGES IN TRANSPORT PLANNING PROCESS
.:::. - :J"':)C'e'" aown to five important stages. :\.
-
Sw-t':'.'a c analysis of existing conditions.
-
=-:r-~
a"1alysisof future conditions and plan synthesis.
-
,
-
~-
.
Sillneyand Analysisof existingConditions:
--
5i:iiiI:;E::-egoals that provide direction to the planning effort are set.
:..:n: ... 9 study
,.
... ....
-- adoptionand implementation
1:ri8iiI ""?;a:~ng the socio-economic characteristics, the travel pattern, ~
c a-d use pattern and the transportationsystem are analyzed
.
1re arry qualifiable relationship between the measurements.
-
- II-"ca --odels are then builtto relate the present travel pattern to
..
JSE;rc =~!' socioeconomiccharacteristicsofthe household.
-.
-==e: :::C"" Trjp distribution, Trip assignment on the existing network
..
'TICOE:! 5::.-:are considered at this stage.
. -;;
-.s
r orecast. analysis of future conditions and plan synthesis : -". :.a""s are long range in scope and involve planning for 20 to 25
iI ea:
T=Jtureland use pattern need to be predicted. Future
7
1
....
, d...4:r~eMand is tied up with future economic activity and future 8C -s: --e ~ O'Ningforecasts willtake place at this stage. They are:a
::--=-::::::.:r of economic activity
Ca
::=c...a::or-forecast (includes age distribution, family size and no. of -a-<:.e ""'0ds)
c
~-a~
0"1of future employment pattern
=--=-=
a
I
Evafuation:
,.,.... ::.a; per
::::.Or' of growth in land use pattern
s)"'Stem,a no. of alternative transport plans are feasible for a
:e :: ;oals and policies. In order to select the best from these, it is
- -~.
:::; evaluate each of the alternatives as to how it fulfils the
~ :c ~.ves.
Cost/Benefit techniques are often used to evaluate the
a. c:L.~ "'" economic terms. At this stage, it may be necessary to
--- :-e : e.'"1Sand go back to the initialstage of design to evolve further .. ""'
~cdT1
adoption and implementation:
:es a :e'"'1ativesemerging from the evaluation study is selected for
-=c:cr
a-c implementation.The stage in which the project is to be .oJ
ec are decided with the consideration for financial resources.
-:..e -e::E-Ssay organization for handling ttle project is built up and the
8
.
,-
I8ng study:
~
I. ~x:: planningis a dynamicand complex process, those _
ra.1y about the plan. The urban system and the people w; t: 3"e'"t deterministic and governed by random behavioring
_ -
x'ot 3.-Cpre forces of people may change plans and policies 8e -eeYa~t today may not remain so in the future contact. This - I!S ~
"'eed for a continuous review and updating of the plan. The
s ::re ::7constant interaction and feedback.
1"e :-a,-soortation plans are essentially intended to serve the IrJ a-c =:"'151 their aspirations, it's necessary to consult the affected
~ ~
~rnmunity and give them a voice in the formulation of
s s..c- =-at there will be a minimum of controversies and criticism.
_
08-HCULTIES IN TRANSPORT PLANNING PROCESS
=-1!cu.;r 118
-
~s;derable
advance has been made in model building to
s-.-=-esize the travel demand. The probabilistic nature of
~ :ec.7,or
can make the plans go away. The dynamic behavior of
~
"lakes the wh01eprocess interactive with a continuous
1
.. \'.
9
~
-....
,
i.
J, .1
,:! "L,.
'. '
.
~
5 a :;:,:a. lack of experience in the country in devising suitable
.
::Ja'T1i'1; ~ed".niques.
C
-~ cr:a a..'ti1orities in change don't possess the skill and expertise
.
-~ -cce~ methodsof planningare too sophisticatedand costly
-~
...aoG =ase for planning has not been built up.
'1: :e ..see &ormedium and small sized cities.
-
rc
-OdeHng work in urban transport planning is generally
~
,..
.
- ::;,'ing stages,
-
-rip generation
..
-ripdistribution
c::
"'raffleassignment
...
Modelsplit :r:Je::: S mainly concerned with Trip Generation and Trip
--
~.
..
1__' GENERATION
18€-h- see in details, the same topics.
T.. Generation?
--
-~ a.-c 8Ie- ~
~. ~
odel building phase in the transportationplanning
~n'\.pletion of the phase of surveys, data collection and r C'"
y known as Trip Generation.
10
a
To understand the reason behind Trip
::) I
To produce mathematical relationships to synthesize the trip-making pattern on the 'basis of observed trips, land use data and house hold characteristics.
881:
5 ~ :r-e ".'8f person movement by a mechanized mode by transport, "'1IIC
-_
:-c e~os. an origin and a destination. :]',',::e-: to two categories:
~
Home based (having one end at the home) 2
-
--
Non home based (neither end at the home)
. re :-x a'lt classesoftrippurpose are:
.-
__-
'e:::;:
.J
-II.
"!::f the Trip Generation :
- =a-
j-
...
y size and composition
11
-
Land use characteristics
e Distance of the zone from the town center r
Accessibility to public transport system and its efficiency.
;;; Employment opportunities,
floor space in the industrial
arid shopping units and offices, sales figures in shops etc..
-
Lnear Regression Analysis:
...
~ :: ,'.e F'S"1C::S
.
_:-C -=c
-
-
for
fitting
mathematical
D~equation,the dependentvariableis the no. of tripsand
.-=.~ ce~~
-
technique
~e:Neen dependent and independent variables. In the care
~
..
Known statistical
variables are the various measurable factors that
;er'eration. These independentvariables are the land use
~~~..,.,jc characteristicsdiscussedearlier.The generalform of
=ro- ==:a'1ed is : V: = a. x 1 + a2X2 + q3x3
I
w'~
I.
anXn + u.
- '1umberof trips for specified purpose p. X2. X3,... Xn -
independent
variables
relating to, for
exa~ple, land use socio economic factors,
.~ __
85. :r
- co-efficient of the respective independent variable X1,X2,
... ::era-ec by linearly regressionanalysis. U - Disturbanceterm, . . ::::rs:.ar'tand representingthat portion of the value of Yp not
. ...
~~
:-<6 "'dependent
variables.
12.
- tlr
~ ysis:
~
s a
~
l
-:-a-soortation studies in U.K. It is based on determining the
xres
~
JII.:a,-;. €5
_..
-::-e
of the independent variables. A multi dimensional categories, each dimension in the matrix representing
e QS!'"'..ariable. The independent variable & themselves are
-
-
ethod developed by wootton and pick and has been
-=0..0 ss :)..average value of the dependent variable for contain
lit
a.r
-
-
J c-
~
20'S classified
on the basis of three factors,
VIZ., car
-':;:: e and house hold structure. In addition, it is also
~!
..
a ::e~ ~tenumber of discrete class intervals.
1:: :::::rs=er 3 modes of travel viz., self driven car, public :::~x-- -;ers in a car and trip purposes such as (work, school,
.'"
-
!ru...c1~gsocial,recreationaland sportsother)
,.. Dtstribution ?
.
~
~...'..
:f -::-::5generated in every zone of the area under study has
~
~:) the various zones to which that trips are attracted.
f'~ - -c _':-"ps endsgeneratedin zone, ":
7Tr
., K
:c:s a:+.ractedto zone,
- .. . 1!Cr
s-.a~e
Y:r- :::ne
determines the number of trips ti-j, which would
ar'd terminate in zone.
13
-
-
-
_
ftIiTrio Distribution:
ae~
-.~:
..
tt. Factor Method. _ _'&:r"'" factor method
_
t'
~ . erage
".
=~
..
=_-ass method
T_
I ct:<:
factor method
"'Iethod
Methods
I.
::;'-a. i'j model
ft
- a--er 'TIodel
.,
-e-. "';.,gopportunities model
...
:.-:-=eting opportunitiesmodel
---
~ at: :.he highlighted points of all the methods.
-"
'"
Factor Method
:;"":'A~ :ador methods are based on the assumption that the
-- :.a-e""'S ~<::'S
can be projected to the design year in the future by
on factors.
'iIcI:T-e:--vd 't:r ~
~sthe oldest of this category and assumes that the
0 e area is valid for predicting future inter zonal trips.
14
--
- _
~
-,-
:actor. E, for the entire area under study is calculated by
"h: ~_~_re "'0. of trip ends expected in the survey area for the
_ CJJ:'. rc
-
:.""etrip ends in the base year. The future trips between ~
I113i!T
_ are then calculated by applying the uniform factor E to
:-=s oetween zones i and j. Thus
~.=
.
--
-
8:F Factor ;1 ...c
Method:
a g"owth factor for each zone is calculated based on the
~ '::T~E ~...'tl1 factors calculated for both ends of the trip.
~
'h..s -cpo-esentsthe average growth associated both with the
\A.-,.:;
-amematical
~
~
relationships
represents the
zone i to zone j.
rt:'S ~"'" zone i to zone j. = ~ea
.. .
=~
~
trip growth factor for zone i. ec Tps growth factor for zone j.
::S,..;.
e
:
cd wps for zone i
15 ..... -
principle
.. ~co
trips for zone i.
8h ::a...o.ec :"'ps for zone j. ~ ~ a.-:'SC:rips for zone j.
~: 11:I: ..-as ""':...oduced by T.J.Fratar and is based on predicting
-C ,ernents by successive appronimations.
~
-e~c
the total trips for each zone are distributed to the
~.-:r-e~~s ::i ~
as a first approximation, according to the relative "'1ovement.
ca e r::>"essionof this method is k
--
Lti-k
I"'\,
I-X
::
k a.
L [Aklak] \-k
Method : ~ :e,'sed
by K.P.Furness for this, the estimates of future
_ 3IC :erminating at each zone are required, thus yielding ~
a.""'ddestination growth factors for each zone.
16
--
of Growth Factor Methods:
v
-,
::.stribution matrix has to be obtained first, for which
-::-:::
8IJI! s::a-s :>-0 studies with high sampling sizes are needed so as
.. ~a-= ~
'~e smallerzoneto zone movementsaccurately.
:0-:-- - original data collected on specific zone to zone
--=
e-s ge:s magnified.
WIII"I! =r -e
etr,ods provide a measure of the resistance to travel
i8E
31 -::::
~nat resistance to travel will remain constant. They
-::--:
e=ect of changes in travel pattern by the construction of
L-~:;'
--
-a:: - -asa.'"'anew network.
re ;
t
s: g data to discern a relationship between trip making,
-:: :c.e
between the zones and the relative attractiveness
tr :-a. e synthetic models have as important advantage that :IE -S?:: -::: only to predict future trip distributions but also to 'h!
8J
~
.
ea: flows.
~."
s concepts of gravity, the model as proposed by
BS..res
;, at the interchange of trips between zones in as area
~r::r : e relative attraction between the zones and the
17
--
;;. .-:: =
=::oo..Jlations, or other measure of size of two places.
_
= = ~.::
.oJ; ~
=
:e between placer 1 and 2
= =::""'stants
- ;.= _ -e
"'1::" :=~e summation is over all places?
:axr:-~TTity models : -~
a: cased on the statistical theory of probability as the theoretical
-:,a- or-o
~
-.-:;
It has been pioneered by schneider and developed by
~= e"t studies.
- --7
:ar-o
be generally represented by
= : p D)j ::-::~ cted no. of trip from zone I to j. -
::
=-a '10. of trip originaflng in zone i.
- calculated ~robablllt'/ o{ a trlQtenn~~at~~~ ~ -z.<:me\.
: - -o~altrip destination attracted to zone I. -:.;. - ':.;ba6iHtyof a trip beinq attracted to a zone and the Q£.obahllil\CQ.{ ~ \r"\P1\1')0\1"19 a aes\\1"Iat\o1"l'mt\iat zone A.from of this mode\ is given below:
~
~~--
-
=: = :'~:J ations, or other measure of size of two places. ~
-:ISa'""ce :)etween placer 1 and 2
iIe summation is over all places ?
- ~as been pioneered by schneider and developed by
e- ~_= es. __
:
:r
.
:E ;&"erally representedby
~: trip from zone I to j.
.-' -
-c :-~:J originating in zone i. :ac Ja:sc :)robability of a trip terminating n zone j. T1: :es'~ation
~
.c:'''' -
attracted to zone I.
- - -0-. _r a trip being attracted to a zone and the probability of a -,:::es-
~..on in that zone A from of this model is given below:
"
19
--
.
.
opportunities model :
.~ TI
~
'T'O:E'
CLO""=="'e is equal to the total trips enarating from the origin zone
~ -
-
~ :" :--e p"obability that each trip will final as acceptable terminal
. . ~
=ssumedthat the probabilitythat a destinationwill be S ::etermined by two zonal characteristics, the size of the
IiiDE
-
-
s assumed that the trip interchange between as origin and
.-:O'"::r:: =-~eorder in which it is encountered as trips proceed from ._~
.. - _
--
;
":'
A
-
e-w-.
- = :-=cability density of destination acceptability at the point of
.J.
= -,- ::: destinations between i and j, when are ranged in order of
.. :
= -:
Of A destinations between i and j (excluding i) when
II'C ,.. :--::er of closeness.
20
--
-
,.:tillg opportunities
r ~$ -xe..
model:
the adjusted probability of a trip ending in a zone is the
-' -;,'/0independent probabilities, viz.
~
~
-eo,.,:~~ula suggested by him is of the form:
=
0 P2 e
-j.d
1-2
-"-2
~
- :
%
:n: =:
..
- =
="'0. of journeys per day between two places =:JOpulations,or other measure
:: :-a-ce between places a 1 and 2
:.. i ::
=:::i'istant
-..,. =_ ---e --_ 8Ic-:
-:-0:s "mation is overall places j.
21
1 and 2.
of size of two places.
3.
STUDY AREA
':;IIZone o~ Surat city is taken up as the study area for the -=r.
:r : 0 generation and distribution characteristics. A brief
: -e c rf of Surat in general and the Central Zone in detail ~
~
:e-c...""
IORICAL DEVELOPMENT OF THE CITY s one of the oldest historical trade center of India. The
::r s..rat
:J?c:'::~--e,.,t of Surat dates back to ~ :r;_s
-
300 b.c. Surat was
0" the king from sauvira on the back of river Tapi.
=---~j"':s period was known
as "Lata". In Skanda-Puran it is
~'J_.a::../ "Brahmpur", "Tapipur" etc. The common story t"e :rq""
:
c~ the name of suryapur refers to the time in 1500
-
IIIIre- Surat was already a city of great trade. In the course of
_ - --A:S
, '.'~s .,..,domination changed its Hindu name "Suryapur"
,.. -: Surat. The port of Surat enjoyed great prosperity in the ~
:n: --=
century. However with the rise of Bombay port, Surat
':-
.-.
c:
Surat gained momentum during the period of Akbar
"'r-e"" the trade activities increase will the arrival of British
:1.rr.; :.-e regime of Aurangzeb the suburbs Dhastipura, an: 3e-;u'TIpurawere development.
22
:r ~-s~uction of outer row of the city wall took place during
---
-
...as 0'1
5th march, 1579, British took hold of the charge of
r :-e'" -a"'d. During the British period in the 18thcentury city had T3::E ~ fties. In later part of the 18th century with transfer of _
~
=-==
::e-:d
. r., to Bombay the city suffered
severe set back.
~e city was connected with rander by construction of
_
=-=-::sstapi in the year 1877. In 1858 the railway route was
h-
Surat to Bombay and in the year 1896 between Surat and
- 3: .a e1.
The first steamer was touched Surat port in 1845.
-. :;: Surat was established in 1853.
1'"e :':s-
"'aependent period Surat experienced the growth in
;c:'.'--es aong with trading activities.
flCPULATION GROWTH OF SURAT CITY AND AREA CF SURAT CITY. ::J:X:I... a::J" of gujarat has mainly been concentrated in six major .!tr-e-::a.Dad, Baroda, Surat, Rajkot, Bhavnagar & Jamnager.
-:r~_
3:'0'1variationof Surat city over a vide ranged f time has
r -.a: e 3.1 According to the population distribution, the city -ost: ~c Ahmedabad. According to the first census of India
23
~
1:D
= a~
1n 1872,
the population of the city of Surat was 107855
DECADAL VARIATlON .
POPULA TlON
NUMBERS
%AGE
--=
107855
-
-
.....
109844
+1989
+1.84
----
109229
-695
-.56
...,
119306
+10077
+9.23
---
114868
-4438
1-3.72
I
......
117434
+2566
+2.32
.....
98936
-18498
-15.75
....
223182
+51739
+30.18
-.r
288028
+64844
+29.05
.....
471656
+183630
+63.75
111II
667553
+195897
+41.53
.....
776600
+109047
+16.34
....
1494600
+718000
+92.52
...
... ~)O ,~ation of the population shows the fluctuating trends, ~
""8:
-
-c-s:
1: - =.;'
J
due to the natural calamities such as fires & floods. From
: e trends of population had experienced ups & down.
TE -a:...ral calamities, Surat had experienced the decrease in r
=_e to concentration of port activities in Bombay and
24
=-~...ent ~s
reduction in the port activities at Surat. As regards the census
::f 1931 they are not reliable because of the non cooperation
-= ':;'-6"'£ of the people. Decadal increase during 1981-91 had the
-.~~
ra!e off increase. The city experienced the second increased in the
==- a-::- during the decade 1961-71.Which was an account of rapid -
::.--a zation in the city and also an account of merger of additional aria
- =-. -~e expansion of Surat city in terms of area is indicated in table
-able 3.2)AREA OF SURATCITY: EXPENSIONTREND
'---
I
CITYAREA LOCATION I
.-..
--=-=
CITYAREA [sq. kms.]
Inner wall area
1.78
Outer wall area
7.36
S. M. C. area
24.01
S. M. C. area
55.56
S. M. C. area
1111.16
I
..!:!:..
-. ...
lEHICULAR GROWTH ~
;-="'~~ of population and growth in nos. of vehicles the traffic
-- '~.
':,-
~
:"" . e etes under the area of r. 1. o. is given in the table [2.2].
=..~
-.;
sv-_-c-r;
"" t.'1e city has increased
during last decade.
"'~.Jsion of additional areas and the rapid growth in the
::-J for the purpose of commercial, social and other works.
25
_. -
considerably
-e r,frasturcture however remains the same thereby causing congestion
- -e city area.
~,-::~er aspect resulting into this congestion is lack of decentralization of :::---ercial
activities from Chowk Bazar, Bhagal, Navsari Bazar and
=r ::...s other shopping complexes in the all city area. As regards, the ~.a= shments of various commercial, public, Governments offices etc. ~
~"'cerned the concentration is still in ;the walled city area. This has
~
oed into one directional flow of traffic. The city in the morning
~:=-=-~
:c
-;?
snces the concentration of in bound traffic from all the radial roads
:...~bound traffic in the evening hours.
.s
cular traffic consists of fast moving vehicles like cars, scooters,
a:: s a..:to-rickshaws,buses etc. and slow moving traffic consists of units .c :-.:' es and carts, tangas etc. The heterogeneity of traffic has added to ~ ~w:
-a;"'itude
and complexity of problems because of segregation
::- ;ast and slow moving traffic. The growth of vehicular traffic in the
=.V : a-ea have been shown in the Table 3.3.
26
- -..
: 31 Growth of Vehicles Under The Area Of R.T.O. As On 31st March
-iD
=: -:-:::...ia!S
I
'80
I
'81
I
I
'82
I
'83
I
'84
I
I
I i
'85
'86
I
I
'87
I
I
I
I I .-
I 32323 I 37352 I 43638 I 53424 I 65636 I 78445 I 94434 1116925
:,de
---
i
= =.5-""'2..'1
i
. --er-
:.':
-
3701
1554
I 6458
6768
118
115
89
!
i
93
37
38
49
49
I
e!"ide
34
98
7674
8240
8784
9711
11001
122
172
196
204
204
!
151
280
40
!
40
37
I
49
I
61
I
45
! i
i
3825
3937
184
204
36
36
958
1152
2784
3052
71
i
I
--::..
4200
4517
I
210
219
I
35
34
1383
1719
86
92
104
48
52
5764
5806
221
229
34
34
34
2524
2898
3266
4006
4160
4406
48
I 4890 218
I
, I
I
34 2141
I
--
--
-.",.
57
-_--iiiiiiI .......
-
1466
6983
1466
:::. <::
- =-- -....
-
I
I
1282
-.
:...- =-=. --
6048
1125
-.- --:::r"
-
I
225
- -= - .w__.=
5225
143
II
.
4674
4196
1402
I =-=':S
!
1112
!
;:: __--er
:-::-c.o
3925
I
- :a. I
46
49
45
64
55425
I 61963
21
-
3868
i
-
::;""'==
[
1016 ;.'o;:orCar
'OIIO!:r..-a--
3604
..
I
3377
57
i
!
, 3602 I 3828 57
I
58
!
58
I
58
I
58
4290 I 4960 I 4891
5176
5407
5796
55
58
64
71
72
83
84
91
97
52
82577
I 97597
I
t112946
I 102
1131997 1158447
~
LANDUSE PATTERN OF SURAT CITY
... ::r. ~Dlex
started developing with the construction of port, goods
811[ :2::-: ~a1<et and custom house as well English factories etc. All ~
p.SX'"'1ents were on the eastern bank of river Tapi. These activity ~~
~
connected to the railway station. Surat has developed along
r -no ~
in the walled city area. The commercial activities were
EC :- ~"'emain road while the rear side was developing mostly for
-
.. ~..
.:L a activities.
ABle::::-.'"
fact is divided into two parts by the inner wall & outer
-6""T lftftef wa\\ed area,
the c\t~ pattern was de\le\oped w\th the
U
LAND USE PATTERN OF SURAT CITY
".
=-. :o
plex started developing with the construction of port, goods
-=
::z: e
arket and custom house as well English factories etc. All
:e. e ooments were on the eastern bank of river Tapi. These activity
'II8!E
-
a-e connected to the railway station. Surat has developed along
-=:::::
~
-::-
"oad in the walled city area. The commercial activities were
~~
C'" the main road while the rear side was developing mostly for
... ~r:er-:. a activities.
r-w .a
-
-=-= :; ~y,in
-
fact is divided into two parts by the inner wall & outer
-"'er walled area, the city pattern was developed with the
~::.- :::..e units at chow\< on the bank of the river, the trade and ~
~
.
.:._""etionswere intensified in the Chow\< Bazar and Mulla Chakla,
c:. a'1dother place. Besidesthis area while Machhlipith(fish e-
c'.a c;th (grain market) Kelapith. shows the development of
;al::-=::
'. -.:
I!IIX€':
-.'
"""arkets. All the roads leading to this market area are "'m commercial
streets
with window
shopping
character.
The
...sc=<memon this road shows that the ground floor is used for e _Q p..Jrposesand the first floor and above floors are used mostly
... ~s
and to someextentfor residentialpurposes.
".
.alee ~ty is divided into 22 parts, out of which residential in nature.
".
.ale:: :: tj area is having all types' of markets viz. Cotton-silk textiles,
29
: :-:..;.-:~5 Cloths, Medicine, Hotels restaurants, Vegetables markets and .8IIE..;.-s e~c. On the station road leading towards chowk there are a
:: "'ema houses.
:-
~::::
The nature of land use pattern is residential-
=.,:--- =-s:"'a. The Table shows the pattern as per 1978 data.
--abJe 3.4.1) LAND
-
. ...:
-
USE PATTERN OF SURAT CITY. Area in acres
Activity
=es dential
21.38
264.00
1.92
.
::
-
-=strjal
754.45
5.49
-
=-= c Purpose
442.61
3.22
55.54
0.40
67.32
0.49
480.89
3.05
8734.74
63.60
........,ercial
en and O.S.
-
.;; -
-
:=,...-8oorts
- :a=s
-
;;
.:.;;"
-~
::a"
tural
up of different corridor of Surat city has been shown in
,..
~
~
1! ~
~
-= -::l...SoE--Od
8Ir
2935.12
-
= .
~
% Area
-=rs.
:: existing land use of Surat Municipal Corporation area :-e ertire walled city is concentrated with mixed nature of land.
industries, especially the power-looms, jari, diamonds
~ :;O"'lmercially activities. Northern portion of Katargam is
30
:E"a,=ceed
.~='::-a.
into industrial estate. Similarly, the Southern portion i.e. Thus, the corporation area is having industries in its north and
!Ii:L.-:- e
-::= --:: mixed land use in the city. As regards the open spaces, it has :I!Er
:cssible to get plots reserved as open spaces.
--e
-s:. r..rtional and recreational areas in the city area not evenly
:::s:-::,_-ec and those which are available are not properly developed. This "':CiS
~
::-:a:ed imbalance land use pattern. Due to uncontrolled development :
-. aco<sin open
spaces.
-iIDoe 3.4.2) LAND USE ACTIVITIES ALONG MAJOR CORRIDORS CITY
CORRIDORS
...d,rma Corridors-Navsari jh'1a
-
Highway
Majura - Magdalla Corridor
LAND USE : Industrial
: Industrial & Residential
:
: Residential &
...n')as Road
Industrial ::;ap"'der- Adajan - Olpad Corridor
-
-
~
: Residential : Residential
-'"Oli Corridor
~a"'a - Varachha - Kamrej Corridor
: Industrial
: ~oli Corridor
: Industrial & Residential
31
: ! TRAFFIC AND TRANSPORTATION IN SURAT CITY.
::
~
= 2::
VEHICULAAR TRAFFIC
:: growth in number of vehicles are observed in last three decades
::_e ~o increase in population, industrial development has already been
- ;- g'lting in table 3.3. It is intrusting to note than the number of vehicles =
:-er1omenal.
---: -arure
of the traffic on the city road network is mixed type comprising
:- -a'"'f categories of both fast and slow modes. Bicycles dominate the : :-.
.ehicles whereas two and three wheelers dominate the faster
===~'"'/. The traffic (percentage) composition observed on the main road :; ~s s-ow below:
Scooters
:5-50
A utorickshaws
35-60
20-30
Cars
Trucks/Buses
5-10
2-5
- .e-'"de characteristics of various modes differ in a significant way =-=a.red with homogeneous traffic. There by pressing for indigenous ::
-: ::::::erationplans for the city.
" :: -:-=... .xed traffic flow is observed on Surat road network in the range of
:: =:...,;.. to 4000 PCU/h during peak period. The studies conducted in -::
-=;a;d at S.V.R. collage of Engineering main road, Bhagal-
~~a-=
-Station road and Kotsafil road in CBD area, Chowk-Rander
32
-
-:-:-= -Sf":.
e market-Kadodara road, Station-Kamrej road in non-CBD area
-a. e :>6aktraffic in the range of 750 to 1000 PCU/h.
==~:
- -7 :::eational speeds of various modes are influenced by many factors : _:- ~
j"e traffic volume and composition,
road geometric,
pedestrian
-:;- _= O'1S,side parking etc. and vary from mode-to-mode and driver to :- =~ Because of mixed traffic conditions and lack of overtaking : :=:~ ~ des during peak period. The speeds of the fast modes have been
:-~: zeo between 15-20 Km/h, irrespective of the type of vehicle. The : :~=s -
Of the fast modes have further declined by 25% in case of two-way
= -: Cow conditions. 50-60% rise in these speed values is indicated in
: _-SA --::sarea because of low traffic volume.
- :-es
and work places form the base of origins and destinations of trips.
. a~::...s
land uses are the eventual
traffic
generating
and attracting
::---e'"5. The residential sectors of the various T.P. schemas and C.B.D. ~:a
~selfare the traffic generators while the industrial belt of Udhna and
Aa-.a."gam,the main transport terminals like central bus stand and railway ~-a' C"'i. Shopping corridor of Chowk-Tower and recreational centers near
-
Gate, Chopati and marketing center on Ring Road area the major
=--c
magnets of the city. As the office complexes and educational
:e
-s:.~'tes are scattered over the city. They have varied mixed influence on =~ c generation.
33
Station-Chowk and Udhna Gate Katargam form the two major traffic corridors in East-West and North-South directions respectively in the CBD area. Athwa Gate-Chowk-Rampura-Laldarwaja and Station-Udhna GateAthwa Gate are the two arching traffic corridors to encircle the CBD area. Redial traffic corridors from the outskirts to the CBD are observed to spread over in all the directions to link various landuses. These are Athwa Gate-Ichchhanath, Majura Gate-Bhattar, Udhna Gate-Bhestan, Sahara Gate-Kadodara, Varachha Road, Rander Road, Adajan Road and Katargam Road.
Public transportation in Surat city is provided in the form of bus services operated by G.S.R.T.C.. It is operating over 75 ruts from four major terminate station chowk, Kaskiwad, Vadifalia.
3.5.2 Traffic Problems Rapid growth is traffic with time and limited road space has resulted in number of traffic problems in the city. The growth of traffic and road space have not been balanced to result in throttling situation particularly in C.B.D. area. The problems can be identified as under: I.
Congestion and Delays,
ii.
Reduced Operational Speeds,
iii.
Parking,
iv.
Pedestrian facilities.
34
- -
:0"gestion
is the outcome whenever the traffic density
- -; =e J o"d the capacity of the road. Such congestion virtually is
,;~~:
:...""9 peak hours and its impact takes considerable time to
.-.
: -- -""e other situations of traffic congestion's are by the interruption
. t_
:. ::-:Jssingstreams at the inter-sections. Third kind of congestion
'~
-: -e '"'8rrow roads of bottleneck conditions to create backlog in a
~
:--:--:7""snon. Apart from these, the reduced capacity on account of :.:-. -;; a'1dpedestrians interruptions add to the congestion.
4IiF:
- :::::
:: -::0"
"='::;.; ,
;, e"tually have influence on vehicle operational speeds, air and
- ~:
=a.el time. With the narrow road space and bare minimum
~-?"
:acilities, most of the roads in CBD area and radial corridors - :.--a-ar,estan, Varachha Road etc. are highly congested and traffic
r:E
~
- -= . ::'"O;Jghtto a stand still often during peak periods. Congestion as
- ~
: s
=--;.:I::~
~
the city at the inter-section and certain road section have
:::.'.~ the speed of all fast modes to a very low level. Specific
-:
s regard can be mentioned as Chowk, Bhagal, Delhi Gate,
3aza:" inter section etc. The Nehru-Bridge on river Tapti is another
'te, 'S:
~=
and frustration to culminate in abnormal delays and
; ~f
ajor bottleneck for the traffic to link CBD and western zones
-- ----- --
35
A 3 km distance between chowk and station takes as much as 20-25 minutes time for a city bus. Because of the space constraints for the roads in CBD area, Parking itself is a major issue for the vehicle owners. Similarly, Bus Parking for loading unloading as adding hindrance for the traffic flow and creates flow blockage. The heavy pedestrian flow in CBD area, particularly in chowk-station area poses a serious problem for the pedestrians and the traffic flow. The necessary pedestrian facilities in terms of winder footpaths do not exit, nor is there any possibility of providing the same. This results in pedestrians on the carriage way.
3.6
CENTRAL ZONE DETAILS
Surat is the 13thmost populous city in the state of Gujarat in India. It is ranked second after Ahmedabad and its position in south Gujarat is naturally number one. The National Highway No.8 running from Ahmedabad to Mumbai is about 17km to the east of the Surat. It has under gone concentric development due to the river Tapti. The Surat city is mostly developed at Central Zone. This zone mainly contains the area of Chowk, Navasari Bazar, Bhagal and Delhi Gate. The total area of the
Central Zone is about 11 sq. km.
The Central Zone is most congested in traffic and population in Surat city. This zone includes the commercial as well as residential areas. The population of this zone is about 431677.
36
~"'e Central Zone of Surat city is mostly
for commercial purposes.
-"'erefore, there are various kind of activities like working (Business & service purposes), education (school), and recreational etc.
37
4.
FIELD STUDIES
Any transportation planning study needs collection of data/information through field surveys and inventory survey. It is therefore necessary to brief the various survey methods commonly employed in this regard.
4.1
SURVEY METHOD
The following are some of the survey methods that are usually employed: i)
Home interview surveys.
Ii)
Commercial vehicle surveys.
iii)
Taxi surveys
iv)
Road side interview surveys
v)
Post card questionnaire surveys
'vi)
Registration number surveys
(vii)
Tag surveys
viii)
Public transport surveys
(i)
Home Interview Surveys.
Home interview survey is one of the most reliable type of surveys for collection of origin & destination data. The survey is essentially intended to yield data on the travel pattern of the residents of the house hold and the general characteristics of the house hold influencing trip making.
38
--e 1nformationon travel pattern includes number of trips made, their =--;',., and destination, purpose of trip, travel mode time of departure from
:~g'" are time of arrival at destination and so on. -e '1formation on household characteristics includes types of dwelling '1umbering residents, age, sex, race, vehicle ownership, number of
:- .c"s. family income are so on. Based on these data it is possibleto ":-a:e the amount of travel to household are zone characteristics are
.
::~ sop equations for trip generation rates.
=-:ca...seof the wide variety of data that can be collected by the home. --9"'. ew technique and the high lost involved, it is necerssary to ~"a.-::ardizethe procedure for such surveys. S
oractical and unnecessary to interview all the residents of the study
~:.a Since travel patterns tend to be uniform in a particular zone, it is : --::
ent if a sampling procedure is employed. The size of the sample is
- S-G
;'
determined on the basis of the population of the study area, and
- e s:andards given in table of the bureau of public roads are often used.
39
(Table 4.1) B.R.D. standards for sampling size for home
interview survey. :Jopulation of Study Area
Sample Size
...,"'der50000
1 in 5 house holds
5::>000
- 150000 -
1 in 8 house holds
300000
1 in 10 house holds
3.:0000 - 500000
1 in 15 house holds
-
1 in 20 house holds
. 50000
500000
1000000
:.er1000000
1 in 25 house holds
e sample is selected in an unbiased way from the register of electors of a.uation list.
.:. "'umber of techniques are available for the home interview survey. The -_interview
techniques involves interviewing as many members of the
-::...5e hold on possible are directly recording all the information. In an -::--e questionnaire technical ,the interviewer collects only details of the -:: 5e hold characterization, leading forms
for household residents to
:;:: Oletein regard to travel information.
- :iOth the above methods, it is necessary to send out a letter to the se ector households prior to the proper interview, explainiry the nature, -=ortance and objectives of the survey and eliciting their cooperation. In :i~ ~on, wide publicity is given to the survey in the local phone, radio &
40 ~--
---
levision. usually the full interview technique is more expansive , and it ay be possible to collect thee needed information only at thee rate of ..ght interviewers per eight hour
in a day per interviewer. The home
uestionnaire technique is more speedy and it may be possible to cover out 20 house holds per day. While thee face interview technique yields 'ary accurate data, the same can't be said of the home questionnaire ethod. The information to be collected from the home interview survey n broadly be classified under two groups: home hold information journey data
e home hold information contains information such as address, size of me hold, age and sex structure of
home hold earning much has,
pation, place of work, number of motor/vehicles owner, house hold
e journey data contains information on all journeys made dating the .....~ouspurposes of trip, mode of travel etc.
e survey forms are generally standardizes for this purpose and the estions are structured carefully to avoid ambiguity. The usual practice 1:0have the household information in thee front of the form and thee trip ...ation
on the back of the form. The form should designer so that the
.a can be easily coded.
41
SURVEY FORMAT umber of techniques are available for the home interview survey in this
,e we are adopted the home questionnaire techniques. In this, the ~iewer collects details of the house hold characteristics, living forms : regard to travel information.
~'1is survey format, the home questionnaire includes family travel ;"acteristics. The interviewer collects details of the family travel ;"acteristics under five parameter. The parameter are as follow: -1
)
family size
21family activity particular 31family income per month 4 no of vehicles 5 purpose wise trip characteristics
(1)
Family Size
..,this question we collect details regarding family size in the form of ~urnber of children and number of adults in the house, then total ernbers in the house by adding number of children and number of a:::...ilts.
42
(2)
Family Activity Particular
'1 this question we collect information regarding family activity particular in the form of number of students go to school or college and umber of members regarding to working and non-working. NonNorking member is nothing but total member - working members.
(3)
Family Income per month
In this question we collect information regarding family income per month in the form of different income category. The classification is on the following basis. Sr.no.
Category
Income Range Rs./month
1.
Higher
> 15,000
2.
Higher Medium
10,000 - 15,000
3.
Medium
6,000 -10,000
4.
Lower Medium
3,000 -6,000
5.
Lower
< 3,000
(4)
No. of vehicles
In this question we collect data regarding no. of vehicles in the form of different vehicle mode say 2wh, 3wh, 4wh and bicycle.
43
15) ...
Purpose wise Trip Characteristics
this question we collect information regarding purpose of trip,
destination of trip, types of mode of transport, travel time taken by trip ., minute, travel length or trip length in km with respect to work, education, recreation, social. In the case of destination of trip, this survey is carried out in the central zone of Surat city. Surat city is divided in to 6 zone, we already give no. to zone in clock wise direction for example central zone-1, north zone-2, east zone-3, south zone-4, south west-5, west zone-6. In destination we note zone no. instead of zone name, finally we gate total trip for different purpose in each zone.
"T""eTypical Survey format is shown as follows:
44
CIVIL ENGINEERING DEPARTMENT S.V.R. COLLEGE OF ENGG. & TECH., SURAT TRANSPORTATION ENGINEERING STUDY )P DISTRIBUTION CHARACTERISTICS OF CENTRAL ZONE (SURAT) DAY : RVISOR DATE: NO. TIME: .....ON TRAVEL CHARECTERISTICS AMILY SIZE DREN
ADUL TS
TOTAL
AMIL Y ACTIVITY PARTICULARS VO. OF STUDENTS HOOL
NO. OF MEMBERS
COLLEGE
WORKING
NON-WORKING
AMIL Y INCOME PER MONTH ER
I HIGHER-MEDIUM
MEDIUM
LOWER-MEDIUM
LOWER
,
I t-..JUMBEROF VEHICALES 2wh
[Bicycle
3wh
4wh
PURPOSE WISE TRIP CHARACTERISTICS. RPOSE
WORK
EDUCA TION
I
I
RECREA TION
SOCIAL
!,vA TION
i= fEL TIME
LENGTH
45
I
TOTAL
L'3 ACTUAL SURVEY W=-er
t.'1ecompletion of survey format, the actual survey is carried out in
!:e ::...Fferent location of central zone of Surat city in such way it covers r-c e area of central zone of Surat city.
-e nterviewer goes to house of house hold in central zone of Surat city, .e- 4rst he introduces him and then he gives some idea about his work rc after this he gives brief about survey format. Now, he ask one by one Les~jOnin order with great respect and whatever answer is replied by C~
hold he notes very systematically in his survey format. After this,
e ""'oves on next house and this way the interviewer is carried out his
i€ a.so notes his name, roll no., location of central zone, time, date and c:. on which the survey is carried out. Finally, we get good amount of
c:-aprints which severs us purpose of surveyor field study. In this survey C J8.ly we have collected about 400 data points at the end of survey r.;~.
The sample size is very small compare with the survey norms.
c.'.ever, to high expenses, large man power and too much time involved . =0 lecting the work is restricted. It is expected that the small sample "2, give required trend.
46
~~ the
collecting all the data prints from the interviewer, it is shorting on
basis of family size and after this shorting on the basis of family 'TIe per month which explain in detail in the chapter of the data .Jsis.
41
5.
DATAANALYSIS
rip Generation er the completion of survey work data analysis is carried out. The tegory analysis approach also called cross classification method is mployed for analysis. In this work, the data is first shorted on the basis of amily size and then after family income group per month.
e analysis tables indicated the categories of family and income group re prepared considering each data point and putting it in appropriate tegory generation and distribution analysis is carried as follows:
,able 5.1 shows the, W + E trip and total trip generated from central zone o different zone with regard to different family income group. This table Iso gives total no. of trip and total of W+E trip for particular income group f particular family size. Finally from this table we collect average trip of W E and total of particular income group of particular family size.
48
Family Size (No. of Person::; 3) ZONE 1
T3
T2
T1
6
W+E
W+E
W+E
W+E
5
4
3
2
".r+E
TOTAL
W+E
W+E
T
T6
Ts
T4
-
10
-
-
-
-
-
-
24
30
12
12
36
52
-
26
-
.-
-
-
-
-
-
-
-
-
26
-
-
-
-
-
-
12
14
-
2
-
-
12
16
"'2
26
-
-
10
24
-
38'
"'0
10
-
-
-
2 -
-
12 36 34 38 22
-
2 -
36 10 -
42 10
38
-
-
36 48
24
-
-
-
6
-
-
-
12 34
26 16 36
84
140
70
96
12
12
236
332
8.4
14
-
1.2
1.2
23.6
33.2
24
48
8
24 -
40
-
-
-
7 9.6 12 12 12 14
36 24 24 24 34 22 24 24
60 34 40 44 38 26 28 26
24 26 12 12 12 22 20 12 36
26 28 14 18 22 32 32 18 58
14 12
2 24 24 10 10 4 24 28 46 52 0.4 2.4 2.8 4.6 5.2 12 12 12 12 2 14 14 2 14 14 14 14 12 14 12 12 6 10 10 10 16
22 -
20 24 2
12
14
10
10
10
10
-
-
12
12
-
-
12 -
18
10
10
-
-
-
-
36
52
-
-
-
4
12 12
2 -
-
-
-
24 12
24
10 12 -
-
-
6
12
-
-
-
-
49
-
14 12 14 2 4 10 6 12 6
12 -
-
-
-
12 -
-
36 40
10
14
-
-
10
10
-
-
-
4
-
-
20
26
-
-
-
-
-
4
12
12
-
2
-
-
12
18
-
-
24
-
-
-
-
-
2
-
4
24
30
-
26
-
24 -
-
-
-
-
-
-
-
-
-
26
182
306
64
66
56
66
36
52
94
138
12
16
444
644
:!
8.67
14.57 3.04 3.14 2.67 3.14 1.71 2.47 4.47 6.57 0.57 0.76 21.14 30.67
.
-
..,
-
-
-
-
-
-
12
14
-
-
12
18
56
-
-
-
-
-
-
-
-
56
-
-
-
24 -
12
12
36 -
12 -
12 -
12 12 -
16 -
-
12 4 -
12 24 12 12 12 24
36
24 -
-
-
24 -
-
8 24 -
12 -
18
24
24
12
36
12 -
24 12 -
12
20
24
28
12 -
96
266
36
-
e
4
-
12
-
-
2
36
-
36 -
-
10 12 -
12 12
12 -
-
-
-
-
14 -
42
34
66
48
54
2
3.88 2.82 3.17
6
-
5.65 15.64 2.12 2.47
18 12
2 -
-
-
-
12
20 20
12 -
-
162
48
56
330
3.29
19.41 38.08
-
10 10 68
9.52 2.82
-
-
-
-
-
-
-
-
-
-
8
24
32
-
10
10
24
-
-
-
-
-
20
-
-
12
14
24
34
-
-
12 -
-
12 2
-
22 -
-
-
-
-
-
26 6 18 12 12 2
-
-
12
24 4 -
-
-
22
-
-
12 -
-
50
12
12
12 12
-
34 36
-
-
16
12 -
14 12
28
12 -
-
60
24
2 -
-
4
-
36
36 24 12 24 24 12 24 22 34
12 18
12
-
28
54 54 58 26 36
40 48 646
12 34 36
16 50 46 30
-
22 24
-
24
46 32
6 -
36
52
-
24 16
-
12
24
24
-
-
-
-
-
-
-
2
-
-
-
-
-
-
-
-
12
-
8
8
10
16
-
-
-
-
6
-
-
12
12
-
-
-
-
-
118
204
48
60
-
-
7.86
13.6 3.2 26
4.0 -
-
-
-
-
I
I
I
je
24 12
16
-
-
24 -
26 8
-
-
60
76
-
-
15
19
-
-
-
.
-
-
prking
-
24
26
24
-
12
24
-
-
-
20
14
34
-
-
-
14
12
12
20
12
10
16
-
-
-
-
12
12
-
34 40 58 102 26 38 284 444 2.26 2.66 3.87 6.8 1.73 2.53 18.93 29.6 36 38 60 64 10 40 56 22
-
-
-
-
12
12
-
8
12
12
46
86
3
3
11.5 21.5
-
-
24
26
-
8
12
36
8
118
182
-
2
29.5
45.5
T1 = Total Trip in Zone-1
cation
T = T1 + T2 + T3 + T4 + Ts + Ts
51
-
Family size (No. of person = 4) ZONE
TOTAL
e 1
p
W+E
W+E T1 r
4
3
2
T4
T3
T2
W+E
W+E
W+E
6
5 W+E
Ts
W+E
T
T6
-
26
-
-
-
4
-
-
24
24
-
-
24
54
-
-
-
4
20
20
20
20
-
-
-
-
40
44
-
-
-
-
12
-
-
48
48
48
62
64
-
-
24
48
88
-
-
-
24
24
48
88
12
26
-
-
-
-
24
-
8
36
56
64
-
24
48
48
-
-
-
48
64
12
-
-
24
64
-
-
24
-
-
2
24
-
-
-
-
-
-
-
48
-
16
48
66
8
12
12
-
-
24
24
-
-
-
36
44
12
14
-
-
-
-
24
24
-
12
-
-
36
50
-
20
-
-
-
-
20
20
-
-
-
12
-
20 -
14 12 -
14
20 -
20 20 20
-
12 2
-
6
30
24 -
24
28
-
-
-
-
-
24 48 26 32 48
52 72 48 54 88
196
368
32
-
-
-
48
68
56
68
126 118 118
72
124
96
126
590
960
7.86 7.86
4.8
8.26
6.4
8.4
39.33
64
-
-
-
32 36 12
24 -
24 -
-
62 46 28 74 22 38 26 34 48 48 38
13.06 24.53 2.13 3.73 4.53
-
-
12 -
14 -
20 -
14 46
10 -
22 4 10 -
20 20
12 -
12 -
-
-
24 -
30 -
36 20
16 -
-
22 -
8.4
20 12 -
40 12 -
10
14
2 2 -
52
12 -
12 -
24 -
24 -
12 34 -
32 12 10 -
32 14 10 -
12 -
16 4
4 -
48 20 32 22 10 36 34 30
I I I I
-
-
-
-
-
4
-
-
20
20
-
-
-
-
12
12
-
-
10
26
-
-
12
-
-
-
-
-
-
24
36
-
-
16
-
-
36
44
36 -
62
12
-
14 36
-
4 24 44 32 12 14 50
-
-
36
36
-
36 24 26
36
24
-
12
-
-
-
-
24
-
18
14
-
-
-
-
-
-
-
-
-
12
12
20 10
24 -
34 -
-
-
24
-
-
24 -
12 24 12 -
-
-
-
-
-
-
12 -
12 -
54
12 -
32 -
-
6
-
-
-
-
-
40
24
24
12 -
-
-
28
28
36
42
-
-
12
24 -
24
24
10 24
12 -
-
-
12
12
12
12
-
20 20 -
42 20 -
14 -
-
-
-
20 -
20 8 -
20 -
20 -
-
20 10 -
-
-
14 12 20 10 12 12 -
53
-
-
-
-
-
10 -
10
12
12
-
24 24
-
24 36 8
24 24 24 12 12 -
24 24 24 20 12 -
20 -
20 -
-
-
-
20 16 -
-
34 8 8 36
-
-
4
-
-
-
-
-
24 -
-
-
-
12
12
24 -
-
-
20 20 -
20 20 14 -
2 -
-
-
12 -
10 -
14 22 -
10 -
20 10
20 22
20 -
10
20
34
10 -
22
48
24
46
42
48
70
-
36
68
36
74
12 16 16
36
62
48
76
56 68 70 56 36 46 74 64 62 66 40 36 70 40
-
36 48 48 36 24 24 24 34 32 36 24 12 48 24 48 28 36
12
36
60
6 10 -
36 30 20 40 30 30 40 20
58 66 46 62 52 56 60 40
-
10 20
6 4 -
8 20 18
62 36
50
.. !! ,
1 t i t
12
-
-
-
-
14
28
-
2
-
-
-
-
22
14
14
-
-
14 -
14 -
-
34
34
-
4
-
32
14
14
-
10
32
14
14
-
-
4
-
-
26
44
12 -
24
12
12
38
52
-
8
34
44
20
-
-
58
-
-
-
-
34
-
34
56
-
-
-
-
-
10
34
56
428
598
90
144
8.39
11.72 1.76 2.82 30.54 52.62
372 130 236 202 310 16.58 5.60 7.29 2.54 4.62 3.96 6.07 846
286
1558 2684
24
24
-
-
-
-
-
-
24
32
-
-
-
-
-
32
40
-
-
32
44
24
-
-
-
-
36
48
-
-
24
-
-
24
4
-
-
24
28
-
-
24
32
32
12
12
-
-
-
-
-
20
-
36
64
10
-
-
12
12
20
20
-
-
12
20 -
32
44
32
-
10
-
-
-
-
24
24
-
-
36
66
14
-
-
-
-
-
-
24
24
-
8
24
46
10
10
22
14
14
-
-
-
-
-
24
46
36
24
24
-
-
-
-
-
4
48
64
60
-
-
-
-
-
-
-
-
-
-
48
60
-
-
-
-
-
28
28
-
10
-
38
52
-
10
10
-
12
12
24
-
-
10
14 -
22
46
34
-
-
10
10
-
-
-
-
12
30
56
48
-
-
-
-
-
-
12
-
36
60
10
14
-
-
-
-
-
14 -
24 -
36 14
-
-
24 -
40 14
-
-
34 48
14 -
-
-
-
24 48
24 -
24 12 8
48 38 48 38 38 22 48
48 78 72 76 78 66 52 48 76
-
-
4
34
78 36
24 36 26
14 -
-
-
-
-
24 -
24
-
-
-
-
-
-
-
12
-
-
-
12 -
-
-
10 48
-
-
-
14 18
-
20 48
-
-
-
-
-
-
-
-
-
16
-
-
36
64
12
-
-
-
-
-
-
12
36
-
-
24
48
54
-
14
14
-
-
10
12
-
-
36
42
-
24
24
-
-
-
6
-
-
24
34
-
10
12
-
14
-
-
22
46
12
12
24
24
-
-
36
58
-
-
-
8
32
-
12
14
-
-
24
24
-
8
36
64
-
16
-
-
-
-
-
-
24
-
-
-
-
-
24 10 -
12
12
-
-
-
-
24 36 12 48 36
48
-
-
-
-
-
-
60
88
10
-
-
10
-
12
22
46
2
16
-
4
-
0
10
2
32 22
12
-
58
32 64 70
40 112 34
24
10 24
24
24
28
60
60
24
-
-
-
12
-
14
-
-
-
-
10
10
10
10
20
46
12
-
-
-
-
-
16
20
20
20
20
40
68
-
10
10
20
20
-
12
-
12
-
30
56
20
20
20
-
24
-
-
-
10
20
20
30
54
12
-
12
-
-
64
-
-
40
24
-
-
-
-
-
10
10
10
10
20
44
-
-
24
-
-
28
-
-
-
-
28
52
12
-
12
12
12
28 -
-
-
12
-
-
24
48
42
-
-
12
12
-
-
12
12
-
-
24
66
-
10 -
10
12
12
-
14
-
-
-
22
46
14
12
12
-
-
12
12
-
10 -
24
42
1042 230 348 202 250 142 204
426
642
84
9 21.26 4.69 7.10 4.12 5.10 2.89 4.16
8.69
13.10
1.71 4.40
38 -
-
-
38
66
-
-
36
52
I
4
24
-
-
-
46
-
14
-
6 -
36
-
38
216 1606 2700 32.77 55.10
-
-
-
4 -
-
-
38 -
-
-
-
-
36
46
-
-
36
60
-
-
-
-
-
24
32
-
-
36
58
-
-
-
-
-
-
-
4
-
-
36
42
8
-
-
12
-
-
12
12
22
-
-
12
-
-
-
12 -
50
12
12 -
24
50
16 -
12 -
44
12
12 -
36
16
12 -
-
-
48
62
48
12
12
-
-
-
-
-
-
-
-
36
60
55
Family Size (No. of Person = 5) ZONE 1
3
2
W+E
W+E
T3
T2
5
4
W+E
W+E T1
TOTAL 6
W+E
W+E
T
Ts -
36
42
W+E
Ts
T4
-
2
36
36
-
-
-
-
-
4
-
12
32
-
-
-
-
-
36
66
-
12
12
-
32
8
48
72
-
-
-
-
2
48
2
-
-
48
52
22
22
-
-
-
2
48 -
24 -
12 -
12
20
12 -
12
12 -
10 -
2
-
26
28
30
32
-
-
-
-
-
-
-
22
28
-
58
60
74
104
66
88
12
16
60
60
24
40
12
20
248
318
14.66
2.66
10
10
4
6.67
2
3.33 41.33
-
2 -
-
-
-
24
40
-
-
48
12
60
82
-
22 32 20 20 50 50 40 22 24 32 36 32 48 84 48 46 84 48
28
12.33 17.33
-
24 -
36
11 -
12
-
-
12
12
12
12
24
34
10
12
-
-
-
12
16
32
-
-
2
-
-
-
-
-
-
-
-
-
-
-
20
20
-
-
12
20
-
-
10 20 20
10
20
10
14
40
-
-
4
22 -
22 -
-
-
2
-
24
-
-
10 -
10 -
40
-
10 20 20 -
22 2
-
-
20 -
-
-
-
-
20
20
-
-
-
-
-
32
-
12 -
-
-
-
21 26
-
12
-
12
-
-
36
52
12 -
12 12 20
-
-
-
-
-
-
-
24
-
10
12 24
22
-
6
36
-
28
12
12
24 36 -
84
46
36
36
-
-
-
2 6 -
-
57
-
-
-
-
48 24
24
-
-
-
-
-
-
10
10
-
-
-
-
-
12
22
-
12 12 20 -
-
24 -
66
-
-
-
53
.76
34 22 22 52 54 44 24 24 34 38 32 78 110 64 52 92 58
-
10
10
10
-
10
10
10
-
-
-
-
20
40
10 -
10 -
-
-
10
10
12
14
-
-
-
-
32
34
24
24
12
14
-
-
-
-
-
-
36
38
-
-
-
-
10
14
20
20
-
-
-
30
34
-
-
-
4
12
12
20
-
-
-
-
32
36
46
52
-
-
-
-
-
-
-
12
-
-
46
64
436
522
58
68
140 164 168 172 218
308
22
32
2.23
2.61
5.38 6.30
11.84 0.85 1.23 40.07 48.70
-
16.77 20.07
-
-
-
-
-
12 4 4 -
12 -
12 -
-
12
-
-
12 -
20 30 -
20 30
30 24 12 -
26 12
-
-
24
36
48
-
12
18
34
-
24 24 . -
30
24
24
24
72
78
46
48
10 -
10 -
12 -
22 -
12 -
12
30
12
20
24
28
12
32
12 48
28 48
24
26
-
-
8
36 -
36
-
24
24 30 -
-
4
12 -
-
-
24
24
-
-
-
-
12 12
-
-
-
12 12
10
10
12 10 -
-
-
-
-
-
-
-
-
28
-
-
-
28 -
12 -
12
-
2 -
58
R
6.38
10 12
26
12 4
6.61
10 12 -
24
8
6.46
30
40 24
-
-
-
12
12
-
-
12
-
-
12
-
12
-
-
-
-
2 24 8 32 30
-
-
-
-
12
12
-
-
-
-
8 12 12 -
-
-
40 24 10 24 4 24 12 6 6
-
12 -
1042 1266
36 36 36 36 48 48 36 48
38 60 56 56 64 54 44 60
72
82
-
68 22 60 54 36 34 22 22
60 22 54 56 44 36 24 22
18
22
58
74
10 -
10
38
67
-
12
40
4
36
48
-
-
-
-
36 24 24 48 24
44 68 46 56 56
-
6
-
4
-
-
-
2
24
24
20
20
-
-
44
50
"'0
10
12
12
-
-
-
10
-
2
-
-
22
34
"'2
36
-
10
-
-
36
36
-
-
-
-
48
82
-
24
-
-
-
-
-
-
6
48
-
-
60
84
24
40
-
-
-
-
-
-
24
24
-
8
48
72
-
-
-
-
24
26
-
-
-
-
-
-
36
42
24
24
12
12
-
2
-
-
-
-
-
-
36
48
24
24
12
12
-
-
-
-
-
-
-
-
36
36
-
4
-
-
24
24
-
-
-
4
-
-
24
32
48
48
-
-
-
-
-
-
-
48
-
-
48
96
-
-
-
-
-
-
-
-
10
20
-
-
10
20
457
40
60
-
74
806
122
p 51 21.78
3.29
-
142 208 216 182 222 370 3.83 5.62 5.83 4.91 6.0 10.0
8
24
24
-
-
-
-
4
38
24
24
-
-
"4
38
-
-
-
-
-
-
2
32
-
-
-
-
12
1395 1916
12.35 1.08 1.62 37.70 51.78
-
-
-
-
24
32
-
-
48
50
-
-
-
-
24
38
-
-
-
-
12
32
36
466
12
12
20
20
-
32
32
-
-
-
-
32
32
-
24
62
-
36
40
-
32
40
-
36
40
-
-
-
-
-
-
-
12
12
12 -
-
-
20
20
12
12
-
-
-
24
12
12
12
-
14
24
24
-
12
16
-
-
-
-
-
2
14
-
-
-
-
-
-
20
26
J
2
36
36
-
2
-
-
-
-
-
2
-
14
-
-
-
-
18
18
18
18
50
79
14
-
-
-
-
-
-
18
18
30
60
48
72
42 24
12
12
-
36
-
-
-
-
-
-
48
70
12
12
-
2
-
-
-
-
-
-
36
38
178
24
64
24
24
100
120
48
78
554
735
10.47
1.41
3.76
1.41
1.41
5.88
7.05
-
-
-
-
46
2
I
16
I
4
I
154 S4 I 332 41 19.52 9.05
I
-
-
-
-
-
-
-
-
-
-
-
-
59
2.82 4.58 32.58
-
-
-
45.93
-
.
FamilySize (No.of Person= 6) ZONE 1
3
2
W+E
W+E
W+E
T2
T1
TOTAL 5
4 W+E
T3
6
W+E
W+E
Ts
T4
W+E
T
Ts
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
36
38
-
-
-
-
-
-
12
12
-
2
-
2 -
-
-
20 -
22
-
-
-
30
-
-
14 30
24 14
-
12 30
24 14 24
-
-
-
-
-
-
-
50
-
-
20 36 24
24
26
-
-
-
8 -
68
24
-
48
20
-
24 -
52 48 28 60 48 76
36
-
24 -
-
14
4 -
20
. 14 24
-
28 -
34
-
-
-
-
-
12
18
-
-
6
-
4
48
48
20
20
-
48 44 26 54 44
-
44 40 68
50 52 78
122
148
42
50
86
102
84
84
132
168
-
8
466
560
12.2
14.8 4.2 32
5.0 -
8.6
10.2 8.4
8.4
13.2
16.8
-
0.8
46.6
56.0
-
-
-
32
44
-
-
-
-
72
82
32
-
-
-
-
62
-
60
70
12
12
-
12 -
24
24
-
12
14
-
-
-
2
-
-
36
40
50 -
52
-
-
-
-
-
50
52
-
10
14
22
26
24
-
-
-
10
10
12 -
12
24
-
-
-
-
-
-
34
34
-
-
-
12
12
-
-
-
-
10
14
-
-
22
26
-
-
12
-
-
24
24
-
-
36
36
-
24
28
-
24
-
-
48
52
16
-
24
-
-
2
-
-
36
42
8
-
-
24 -
-
-
-
24
12 -
-
12
-
-
24
24
-
-
24
32
48
66
-
-
-
-
36
-
-
-
-
72
12
12
36
24
48
-
-
24 -
-
-
-
-
-
36
84
-
60
-
24
34
12
12
-
-
14
14
12
22
-
14
62
96
-
28
-
-
12
12
-
24
24
-
-
36
64
24
24
-
-
-
26
-
14
36
64
36
-
12
36
-
-
-
4
-
-
36
40
"'2
12
-
24
-
36
40
12
12
-
36
44
-
24
24
12
36
48
20
-
12
12
-
6
-
-
-
-
2
14 -
26 -
-
"'2 -
-
-
32
38
366
86
98
150
204
12
52
830
1086
12
20
12 -
12 -
-
-
472
96
120 120 140
"'.42 22.47 4.57 5.71 5.71 6.67 4.1
-
-
-
I
I
-
9.71 0.57 2.47 39.52 51.71
24
24
-
-
-
36
36
-
-
40
40
-
-
-
-
30
-
-
-
-
-
-
-
-
-
-
12
22
-
36
36
-
-
I 16 28 I 28
4.66 7.14
6
-
-
-
-
-
-
12
12
-
-
-
60 36
60
24 -
64
64
42
24 -
42
70
-
4
20
20
48
52
36
12
12
60
96
22
24 -
-
-
-
22
34
36
2 I 3_6 52 II 80
-
12 -
48
60
-
12
46
46
130
158
56
56
332
412
42 111.42
6.85
8.57
-
1.71 6.57
6.57
18.57
22.57
8.0
8.0
47.42
58.85
-
24
12
12
-
-
-
-
-
-
36
36
48
72
-
24
12
12
-
-
-
-
-
-
36
36
48
72
12
12
-
-
-
-
-
-
36
36
48
72
I 24
61
-
Family Size (No. of Person ~ 7) ZONE :
1
W+E
W+E
T
T2
5
4
W+E
W+E T1
TOTAL
3
2
W+E
T4
...
6
W+
Ts
E
T6
W+E
T
36
60
-
24
36
-
-
-
40
28
40
20
20
-
-
24 2 -
24 48 -
-
-
12 48 -
-
26
-
-
36
12 36
24
38
24
24
-
56
24
24
-
-
48
12 -
12
24
-
42 -
56
62
18 -
-
32
-
12
20
12
18 12
24
10 14 44
24
24
-
18
12
-
12 -
48
30
-
-
-
62
-
-
60
98
42
48
74
-
-
12 -
24
18
12 -
18
42
-
-
84
158
78
110
-
-
14
30
30
-
-
-
-
108
154
16
36
-
18
-
-
16
-
-
38
34
50
66
142
362
628
176
232
30
48
172
190
220
432
10.11
11.17
12.94
25.41
40
40
-
-
12 68 18 16 4 -
-
-
24
24
-
-
-
-
-
12
12
12
26
60
98
-
28
-
-
24
64
-
24
24
-
-
-
-
2
36 60
88 70
-
-
20 22 94 2
-
4 -
12 22 62 -
60
60
110
126 118
10
-
62 62
10 -
-
22 60
34
64
35
54
84
130
-
120 48 60
148
112
-
21.29 36.94 10.35 13.64 1.76 2.82
-
-
-
24
30
42
46
10 -
10 -
34
38
-
-
-
42
-
12
12
-
12
16
-
-
-
-
-
-
-
-
4
12 36
-
-
-
12 36 -
12 54 12 12 -
-
-
-
-
62
2 14
66
108
166 258 1125 9.76 1S.17
1778 66.23 104.58
-
52 24 54 36 54 22 36
48 62 30 36
24
58
86
20 -
-
52 28 88
60
76
36
36
-
10
48
72
-
36
48
36
36
36 -
42
48
72
-
-
-
-
-
-
10
24
-
-
-
-
12
-
24 -
36
44
26
56
24 -
""2
616
60
2484
32.42 3.15
-
-
8 1'" "" -
78 10 -
"2 24
12 58 52 ....... 20 L.., ...... 12 L "6 16 ...., L. 58
-
-
-
-
60
76
24
-
60
70
24
24
-
10
14
30
38
74
-
-
-
-
16
-
48
88
-
-
-
48
60
-
-
-
-
12
24
-
-
48
60
24
40
-
-
60
82
-
-
-
-
96
-
120
16
20
50
24
-
84
162
-
-
-
4
-
60
72
-
-
-
-
6
6
-
-
72
16 -
48 -
32
62
60
40
58
116
146
220
402
38
74
946
1356
3.15
2.10
3.05
6.10
7.68
11.57 21.15 2.0
-
-
-
36 24 24
56 24 24 12 -
-
24
-
12 10 10 10 12 -
24 4 4 12 10 14 12 12 18 12 36 12 -
-
12 12 -
18 12 8 -
10 12 36 -
12 -
12 10 36 -
12 -
36 -
63
12 18 -
18 -
48 -
2 48 -
26
26
36
36
-
-
20
20
30 10 -
30 10 -
10 -
14 -
12 20 -
12 32 -
10 -
24 4 10 8 18
3.89 49.78 71.36
-
4 -
36 -
36 -
10 -
10 -
72 48 44 42 22 22 22 46 22 48 32 42 48 42 48 54 60 52 38
92 38
48 46 26 28 26 48 26 78 40 54 48 108 56 56 70 60 102
-
-
p 6 I ;2 5.04
3.42
-
24
24
-
-
30
48
-
-
54
72
-
-
-
-
10
56
56
-
-
56
66
96
172
194
188
220
234
322
46
50
914
1198
4.5
8.1
9.2
8.9
10.
11.1
15.3
2.1
2.3
43.5
57.04
7
9
3
5
47
4
3
9
8
2
-
-
-
-
-
12
12
12
12
-
-
24
24
-
-
-
28
28
24
24
-
-
-
-
52
52
12
48
48
-
-
-
-
-
-
-
-
48
60
4S
-
-
16
16
24
24
-
-
-
14
60
100
O
-
-
-
-
24
24
12
12
-
-
46
46
-
-
-
40
40
24
24
-
-
-
-
64
64
-
-
8
24
24
40
40
-
-
-
-
64
72
50
-
-
-
-
-
-
12
12
12
12
60
74
24
-
-
48
48
-
-
10
30
-
10
82
122
..
-
-
-
-
20
20
24
24
-
-
44
44
"42
48
56
156
156
168
168
70
90
12
36
544
648
14.2
4.8
5.6
15.6 15.6 16.8 16.8
7.0
9.0
1.2 3.6
54.4
64.8
24
-
-
-
-
24
24
20
60
-
-
64
108
24
-
-
-
-
24
24
20
60
-
-
64
108
24
-
-
-
-
24
24
20
60
-
-
64
108
64
(Table 5.2) Trip Generation (Avg. weighed trip) -at=:..; = 2 shows no. of samples for particular income group of particular
. s.ze and average of trip generated by different income group of -:r- 'y size. From this we get weighted average trip for each family
Family Size ',"0. of
'3
sample
No. of
4
sample
No. of
5
sample
No. of
6
sample
No. of sample
I
'
7
33.2
15
64
6
53
-
-
17
104.58
"'''1 .
30.67
51
52.62
26
48.70
10
56.0
19
71.36
7
38.00
49
55.10
37
51.78
21
51.71
21
57.04
5
29.60
13
53.69
16
45.93
7
58.85
10
64.8
...
45.5
1
62.00
1
30
1
72.00
1
108
5'"
33.55
129
55.07
86
49.59
39
O
I 54.61 168
~ ::ec:ed that no. of person in family increases the trip of general for is S "'1inimum for family size ~ 3 & maximum for family size ~ 7 are =-=-=-;e value observes are in range of 33.55 for family size ~ 3 to
65
174.81
(Table 5.3) Trip Generation (% Families & total trips)
- 3: e
5.3 shows family size, % of families, total no. of family in central
=--= ror particular family TE
.
size average weightage of trips, family size &
:otal trips for different family size. % of Families I No. of Family
I Average weighted
Total Trips
of trips / family
-
17.22
14867
33.55
498787.85
33.16
28629
55.07
1576599.03
122.10
19080
49.59
946177.20
8659
54.61
472867.99
15091
74.81
1128957.71
I
I
-
I
i 10.03
117.48 +---1100 I
I-
I 86326
I 4623389.78
=- j' ~nt : ,'I~ -2. e expected that total trips are generated by family size "C.7is more i -
... .. ..
~..Jmfor familysize s;3
66
~ """"able
3 Family Size Distribution Zones
5.4 shows distributing trip from central zone to different zone and
a so shows % of trip with respect to total trip of W + E & total trip of all ::ones for particular income group of particular size for each zone.
Family size (no. of persons:::; 3) Trip 1
"come
3
2
Total
6
5
4
3 roup
- gher - 7gher .'edium " 'edium
-CHer "
'edium
-CNer
W+E
84
35.00
-
0%
24
10.17
46
19.5
70
29.67
12
5%
236
T
140
42.16
04
1.2%
28
8.43
52
15.67
96
28.91
12
3.61
332
W+E
182
41.00
64
14.41
56
12.61
36
8.10
94
21.17
12
2.7
444
T
306
47.51
66
10.24
66
10.24
52
8.07
138
21.42
16
2.50
644
W+E
96
29.09
36
10.90
34
10.
48
14.54
68
20.00
48
14.54
330
T
266
41.17
42
6.5
66
10.21
54
8.35
162
25.07
56
8.66
646
W+E
118
41.54
48
16.90
-
0
34
11.97 58
20.42 26
9.15
284
T
204
45.95
00
13.51
-
0
40
9.00
22.97
38
8.55
444
W+E
00
50.84
-
0
-
0
12
10.16 46
38.98
-
0
118
T
76
41.15
-
0
-
0
12
6.66
4.4
182
102
86
47.25 8
:omment: Trip distribution is more central zone to central zone for all income group. Trip distribution is minimum for central zone to west zone. 6 for all income group.
67
I I ..I
.t goes on increasing as family size increases up to certain limit for both above zone. t is very obvious that central zone being commercial centre of the c;ty attracts more trips than any other zone. This true for trip generated for central zone. r,e west zone having more residential land and attracts less no. of trips and that true for social nature of west zone.
68
Family Size (no. of persons = 4) Income
3
2
1
Trip
Total
6
5
4
Group Higher
Higher Medium Medium
Lower
Medium Lower
W+E 196 33.67 32
5.49
68
11.68
118
21.27
72
12.37 96
16.50 582
T
368
40.00
56
6.10
126
13.72
118
12.85
124
13.50
126
13.72
918
W+E
432
27.55
286
18.23
130
8.29
202
12.88
428
27.29
90
5.74
1568
T
846
33.75
372
14.84
236
9.42
310
12.37
598
23.86
44
5.75
2506
W+E
524
32.58
230
14.30
202
12.56
142
8.83
426
26.49
84
5.22
1600
T
1042
38.56
348
12.88
250
9.25
204
7.55
642
23.76
216
7.99
2702
W+E
144
34.12
48
11.37
12
2.84
48
11.37
158
37.44
12
2.84
422
T
364
50.98
54
7.56
40
5.60
48
6.72
188
26.33
20
2.80
714
W+E 36
100%
-
-
-
-
48
77.49
-
-
-
14
T
69
22.58 -
36
62
Family Size (no. of persons = 5) Income
1
Trip
2
4
3
5
6
Total
Group Nigher
Higher Medium Wedium
Lower
W+E 74
26.62
12
4.83
00
24.19 24
9.67
12
4.83
248
T
104
31.7
88
26.83
16
4.88
00
18.29
40
12.19
20
6.1
328
W+E
436
41.84
58
5.56
140
13.44
168
16.12
218
2.92
22
2.11
1042
T
522
41.23
68
5.37
164
12.95
172
13.59
3J8
24.33
32
2.53
1266
W+E
574
38.37
122
8.16
208
13.9
182
12.16
370
24.73
40
2.67
1496
T
806
42.42
142
7.47
216
12.37
220
11.58
456
24.00
00
3.16
1900
W+E
194
35.66
154
28.
24
4.14
24
4.41
100
18.38
48
8.82
544
332
41.70
178
22.36
64
8.04
24
3.01
120
15.07
78
9.79
796
Medium T Lower
29.83 66
W+E -
-
-
-
-
-
-
-
-
-
-
-
-
-
IT
1
1
70
1
1
1
1
Family Size (no.of persons = 6)
come
2
1
Trip
3
4
6
5
Total
3roup ....gher
W+E -
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
26.18
42
9.0
86
18.45 84
18.0
132
28.32 -
0
466
T -;gher
" edium '.
edium
...ower
.,tedium ...ower
W+E 122
T
148
26.42
50
8.92
102
18.21
84
15.0
168
30
8
1.4
560
W+E
366
44.1
96
11.56
120
14.45
86
10.36
150
18.07
12
1.44
830
T
472
43.46
120
11.0
140
12.90
98
9.0
204
18.78
52
4.79
1086
W+E
52
15.66
48
14.45
-
0
46
13.85
130
39.15 56
T
80
19.41
00
14.56
12
3.0
46
11.16
158
38.34
56
13.00
412
0
12
25
-
0
-
0
-
0
36
75
48
33.33
12
16.67
-
36
50
72
W+E -
T
24
71
-
-
16.86 332
.
Family Size (no. of persons me
1
Trip
3
2
7) 4
5
6
Total
:jrJ
er
roer
'ium
ium
sr r::ium
'ier
W+E
362
32.15
176
15.63
3:>
2.66
172
15.27
220
19.54
166
14.74
1126
T
628
35.12
232
12.97
48
2.68
190
10.62
432
24.16
258
14.43
1788
W+E
472
49.89
ED
6.34
40
4.22
116
12.26
220
23.25
38
4.01
946
T
616
45.42
ED
4.42
58
4.27
146
10.76
402
29.64
74
5.45
1356
W+E
202
22.10
72
7.88
172
18.82
188
20.57
234
25.ED
46
5.03
914
T
316
26.38
96
8.01
194
16.20
220
18.36
322
26.88
50
4.17
1198
W+E
90
16.54
48
8.82
156
28.68
168
3:>.88
70
12.87
12
2.20
544
T
142
21.92
56
8.64
156
24.07
168
25.93
90
13.88
36
5.55
648
W+E
20
28.57
24
34.29
26
37.14
70
T
24
22.22
24
22.22
ED
55.55
108
72.
(Table 5.5) PI chart ~or individual family size table 5 shows that distribution of W + E & total trip from central zone to different zone including central zone to central zone also. It covers different income group of different zone. It shows total W + E trip distribution of particular income group for particular zone for '"'dividual family size and also shows that total W + E trip for individual zone & finally shows that % of trip distribution for particular zone with "egard to total W + E trip distribution for all zone.
Comment:
n,at % of trip distribution is for income in central zone & minimum in case o~central zone to west zone (6) as for reason discussed earlier.
73
Total Trip Distribution
-
FamilySize :
3
'77e
1-1
1-2
1-3
1-4
1-5
- ;-er
140
4
28
52
96
12
-','
306
66
66
52
138
16
,':um
266
42
66
54
162
56
204
60
-
40
102
38
76
-
-
12
8
8
992
172
160
210
506
130
45.71
7.92
7.37
9.67
23.31
6.00
...er -
;-a
--
Total Trip Distribution (Family size 3) 6.0% 23.31% 45.71%
9.67% 7.92%
74
--
1-6
.:p
.
Total
2170
Destination
Destination
~ \82 103 \04
..5 Icsl ' '
9.77%
'r'"
Total TripDistribution
(Family Size
=4)
7.75% 38.2%
9.33%
11.88%
Destination
. W + E & Total Trip Distribution Family Size: 5 (No. of Person)
:;roup '""'\4 ;
"
M
1-6
1-5
1-4
1-3
1-2
1-1
me
W+E
T
W+E
T
W+E
T
W+E
T
W+E
T
W+E
T
74
104
66
88
12
16
60
60
24
40
12
20
436
522
58
68
140
164
168
172
218
308
22
32
574
806
122
142
208
216
182
222
370
457
40
60
194
332
154
178
24
64
24
24
100
120
48
78
400
476
384
460
434
478
712
925
....M "Potal
1278 1764
122
190
%
38.37 41.1 12.01 11.08 11.53 10.71 13.03 11.13 21.38 21.54 3.67
4.42
Total Trip
= 4293
Total W+E Trip = 3330 W+E
Trip Distribution Family Size = 5 3.67%
Destination
fi1l 182( ID3 D4 13.03%
I
12.01% Total Trip Distribution Family Size = 5 4:42'
.5
11161
W + E & Total Trip Distribution Family Size: 5 (No. of Person) 1-1
e ... ..,
1-3
1-2
1-5
1-4
1-6
W+E
T
W+E
T
W+E
T
W+E
T
W+E
T
W+E
T
74
104
66
88
12
16
60
60
24
40
12
20
436
522
58
68
140
164
168
172
218
308
22
32
574
806
122
142
208
216
182
222
370
457
40
60
194
332
154
178
24
64
24
24
100
120
48
78
400
476
384
460
434
478
712
925
122
190
38.37 41.1 12.01 11.08 11.53 10.71 13.03 11.13 21.38 21.54 3.67
4.42
1278 1764
Total Trip
= 4293
Total W+E Trip = 3330 W+E
Trip Distribution Family Size = 5 3.67%
Destination
11111 182
103 104
13.03%
1.5 11161
Total Trip Distribution Family Size = 5 4.42%
Destination
rB1l I I 41.1%
82 03
I~:I
11.13%
~ 11.08%
77
W + E & Total Trip Distribution Family Size: 6 (No. of Person) 1~
e ','-E
1~
1-6
1-5
1~
W+E
T
W+E
T
W+E
T
W+E
T
W+E
T
."'" --
"148
42
50
86
102
84
84
132
168
-
8
366
472
96
120
120
140
86
98
150
204
12
52
80
48
60
-
12
46
46
130
158
56
56
..., . ""-
12
12
-
-
-
-
-
-
36
36
48
564
712
198
230
206
254
216
228
412
566
104
164
33 "I 33.05 11.64 10.67 12.11 11.80 12.70 10.58 24.23 26.27 6.11
7.61
""
= 2154
Total Trip
Total W+E Trip = 1700 W + E & Total Trip Distribution Family Size = 6
Destination
6.11% 24.23
12.11
Total Trip Distribution 12.70%Family Size = 6
Destination
111
.2
26.27
03 04
.5 116 11.80
78
W + E & Total Trip Distribution
,-,:-
Family Size: T(No. of Person) 1-4 1-2 1-3
1-1
1-6
1-5
rV+E
T
W+E
T
W+E
T
W+E
T
W+E
T
W+E
T
362
628
176
232
30
48
172
190
220
432
166
258
472
616
60
60
40
58
116
146
220
402
38
74
202
316
72
96
172
194
188
220
234
322
46
50
90
142
48
56.
156
156
168
168
70
90
12
36
20
244
-
-
-
-
24
24
20
60
365
444
398
456
668
748
764
1306
262
418
8.70 11.07 8.94 18.58 14.67 21.25 25.61 7.29
8.20
"'146 1726
31.88 33.85 9.90
= 5098
Total Trip
Total W+E Trip = 3594 W + E & Total Trip Distribution Family Size = 6 Destination
7.29%
~.2
21.25%
03 04
.5 1i6 11.07% Total Trip Distribution Family Size = 6 8.20%
33.85%
25.61%
8.94%
79
-
Destination , , 111 .2 03 (34 .5 116
.~'~
(Table 6) PI chart ab\e 6 shows different income group in different zones. It was total
c stribution of including all family size W+E trip & total trip including W+E & recreation and social trip for particular income group of all type of family categories for different zone including central zone to central zone also. ~-"'aJlyalso gives the total trip for each family income group including all zones and % of trip distribution with respect to total trip of all type of "come group.
Comment: For part 1 data shows that the more contact in trip distribution compare to other income group. It is maximum for medium income group and the o"deny descrese from high medium. It shows, lower medium & lower.
80
(Part II) PI chart ~.
~~
s table also shows total trip of W+E & total trip for individual income of all type of familyfor particular zone.
: a so gives total trip for particular zone including all the family sizes & ~ccrne groups & finally % of trip distribution with respect to total trip for all
zcr-e ffor particular zone including all family sizes & income groups.
Comment:
:rip distribution is more for central zone to central zone & minimum for ::::e"tfalzone to west zone.
81
6.
CONCLUSION
The study of trip generation and trip distribution characteristics' with to the central
reference
,I
zone of Surat city has provided following
important observation.
As the family size increases from ~ 3 to ~ 7 total no. of trips generated increases from 34 to 75 trips per family per week. Similarly the no. of trips increases as the income goes up from lower middle category to high income category.
However significant
trip generation
is observed
for very
low income group. This perhaps due to more no. of working members
-..:~:..::::=-:;..-~
,;,...::-=-= :-:.:-'"::
-
: ~=:_.=:-:-.::::
--
:
:.:.::=-::::::":':-~-::.::
~
___
u
--
------
..
~ - - ~ --=-""": - - - - - - - -- --- ~
~ "'-'..- ~,...~ -.. ..-------
I
group.
On the basis of sample survey and category analysis, It is estimated that central zone of Surat city with 86326 no. of families generate 4623389.78 no. of trips per week. Le. 660484.25 trips per day. This works out to 1.53 no. of trips per person per day. It is to be noted that these are vehicular trips only. Le. walking trips are excluded.
83
Higher middle and middle income group has exhibited trip distribution in favour of intra zonal trips compared with the other categories. It is very obvious that very high income group have shifted their resident to suburbs and low income group families can not effort resident in the central zone which dominated by commercial zone activities and hence, high land and building prize.
The inter zonal trip distribution analysis shows that nearly 34% of trips generated from central zone terminate in central zone only. This is because of central zone in cooperates CBD of the city.
.
Distribution for rest of the zone is 11.92%,
10.62%, 14.06%,
23.21% and 6.09% for inter zonal trips between 1 - 2, 1 - 3, 1 - 4, 1 - 5 and 1 - 6 respectively.
.
South west zone (no. 5) of the city has education and government offices located within. This accounts for 23.21% trips distributed.
.
Zone no. 6 which render.
.
Adajan area is located on the other side of the river Tapti and is mainly residential hence, very low (6.09%) trip distribution is observed between zone 1 to zone 6.
.
Trip generation and trip distribution study can be extended for formulation of trip distribution model with information on trip
84
generation for all the zone, travel time or travel cost, and parameter to reflect on zonal attractiveness. e
Trip distribution analysis helps in identify the main corridors of movements. This forms basis for any major urban transportation planning project such as public transport facility and also in deciding priority for transportation improvement scheme.
85
REFERENCES '"
.....
L..
j
Downes J. D.
"Household
John Esen. S. &
models",
Mowell D.
Research Laboratory, U.K,1978.
I
Kadiyali L.R.
"Traffic Engineering
I
and person
Trip Generation
TRPL SR 401. Transport and Road
Transport Planning"
Khaanna Pub., New Delhi. 1987. 3.
.
'"'
5.
Maunder D.A.C.
"Household
I
and travel characteristics
on
, "I
two middle income residential colonies of
II
Delhi", TRPL SR 755, Transport and Road
I
Research Laboratory, U.K.1982.
1
I
I
Maunder D.A.C.
"Household characteristics in their
Fourace PR.
residential area of Delhi", India, 1979, TRPL
Pathak M.G,
Supplementary Report 673, U.K.,1981.
Maunder D.A.C,
"Household
and travel characteristics
in
Vadodara" India, working paper nO.171,
.I I
I
IRRIL,U.K., 1984.
I
"Trip rates and travel pattern in Delhi",
I
India, TRPL, RRI, U.K. 1984.
,
I
.
,...
o.
Maunder D.A.C.
Narayan P.
"Model split and Transportation
Planning in
India", Indian Highways, Indian Road
I
I . I I
Congress, New Delhi vo1.3, No.2, Feb 1975.
..
86 I I \
ENGI
N EERI
NG
STU DI ES
. ~T
REPORT ON :A STUDY
ON
-~
P DISTRIBUTION OF CENTRAL
CHARACTERISTIC ZONE
-: PREPARED
(SURAT)
BY :-
:fAIN Ml
.
(MEMBER, PROJECT GROUP)
-: GUIDE :D. A. SHASTRI
CIVIL .ENGINEERING DEPARTMENT
;
,
~fGIONALCOLLEGE OF ENGINEERING 6 TECHNOLOGY SURAT
- 395 007.
(GUJARAT)
1998- 99
DEPARTMENT OF CIVIL ENGINEERING
SARDAR VALLABHBHAI REGIONAL COLLEGE OF ENGINEERING & TECHNOLOGY SURA T
-
395 007
CERTIFICATE
"'is is to certify that the project, entitled "A Study on Trip Distribution
8haracteristics of Central Zone of Surat City",
JAIN
NIJ<.HIL
R.
has been prepared by
Roll. No. 26
, a final year
s:lldent of Civil Engineering,during the year 1998-99, as a partialfulfillmentof : e requirement for the award of Bachelor of Engineering Degree in Civil ="'gineering of SOUTH GUJARA T UNIVERSITY, SURA T. His work has been =~und to be satisfactory.
3 JIDED BY:
f
HEAF
DEPARTMENT
\fft~J~ . .
Prof D.A. SHASTRI)
(Dr B. K. KAITI)
Acknowledgment ::II
'''''
~
""":;~the procurement of material to the clearjng of conceptual difficulties, If! ::I ~
.,~ :-a.-~ withhold our sincerest thanks to Prof. D.A.Shastri, :8:a~t,
SVRCET,
Surat,
without
whose
Civil Engineering IIi'"
invaluable
guidance
and
:::cce73tion theprojectwouldnot havebeenaccomplished. i..
'i..
II~ ..~d
also like to thank Dr. B. K. Katti, Prof. and Head, Civil Engg. III;;;J
:-=-=a7'1ent, whose support and encouragement are transparent in the work it
ii
-.'--
i!
..."C
-3s:.
j! ~
. lie
would
like to thank Mr. SUNIL MISTRY (Navsari) for preparing the
PROJECT GROUP
ROLL NO.
DEEPAK V.M.
(15)
DESAI DHARMESH M.
(16)
DHAMI VIJAY M.
(17)
DINTYALA SRINADH
(18)
DZWANJI NIBHRUTA R.
(19)
G. CHANDRAMOHAN
(20)
GAJJAR TEJAL S.
(21)
GAURAV PARASHAR
(22)
GHADIYALI MINESH S.
(23)
GHOSH lI71'AL
(24)
GOPALAKRLSHNAN R.
(25)
JAIN NIKHIL R.
(26)
JAW
(27)
PRADEEPR.
""'i.'>i;;;;.;::~::;~ru;JmIi:Ii!I'''''''';::=:::==~:;'';;',::''''''"'-:::''-"":-r::..-.':!!!!!I!!!~o;;!>;;:,,;_'i1"'::;':::;:~_.::~<;'..:...=;~~~;:::_~=:":~':::':""""~~~-:::':::-"""'~";:-:'~-:-!'''''~,,,,~~:;,,,;,''''';;a,;::~~:
-
INDEX
.c
TOPICS
PAGE
INTRODUCTION
1
TRONSPORTPLANNINGPROCESS
4
What is the need?
4 5
- -.
Interdependenceof Landuse and Traffic SystemApproachto TransportPlanning
5
:'L
Stagesin TransportPlanningProcess
7
CitizenParticipation
9
Difficultiesin TransportPlanningProcess
9
Trip Generation
10
Trip Distribution
13
STUDY AREA
22
Historical Development of The City
22
-. -.
PopulationGrowthand Area of SuratCity VehicularGrowth
23
::...!
Land use Patternof SuratCity
29
-. ...
Traffic and Transportationin SuratCity
32
Central Zone Details
36
FIELD STUDY
38
Survey Method
38
Survey Format
42 46
-
Actual Survey DATA ANALYSIS
':-
CONCLUSION
83
REFERENCES
86
-.
-
':
.
;
-
-£. .
.
. ... -.-L
.!..3
25
48
1.
- cn=:a:.::;-and
~o=- :
.
INTRODUCTION
industrialization are two of most important factors of
,zation. Urbanization attracts the surplus labour force from the
.._::1 areas and utilizes it is running the various services which are vital fay --= :: S:e'"'Ce of town.
.'. -:-: --e g"owth of cities, the requirement for a good transport network
-
a.:; ty of transport network to cater to the high demand leads to
~-::>:a:.o'"'of activities at the edges of the town where load is still cheap ::-c :.-crsport capacity exists for each movement of people and goods.
- s =~cult to see a new method of movement appearing in the horizon .oJ"::-'
I be a serious competitor to motor vehicles. The increase in the
- _--=:Jerof motor vehicles will depend upon a number of factors chief :-/7;
~re
---6 ;-::...~'"
:.'1embeing the growth of family income.
of the present problems ost serious effect of increasing urbanization and accelerated traffic is severe congestion on street. The condition results in
:7.::eMrated traffic demand, both in time and in space. Parking at a safe 1
::Ja:E S a cst an impossibility in some areas of the city. Loading and ..nca:J-~ ~ goods by commercial vehicles is hampered by too many Congestion results in delay and time loses which leads to
~:::.=.-s :r.c:r
~s.
Softrtion Approaches -a,...cuse and city planning controls to be initiated. ~-a.'1Sportationstudies are to be carried out and plans for new ~acs and reorganization of existing network are to be formulated. -"aflic restraint measures should be initiated including. a
Restriction on Parking
:;
Fiscal measurements such as road pricing and entry charges.
-=-s~x:nation
Planning is very essential to effective planning and
-a-a;;;e""'ent of transport in a urban areas with the rapid urbanization, -a-.
if tl1ecities have grown both in population and in size. Also the level
- - e-~""omic activities has gone up. As a result, the total transportation =e-a-d
.:c
l1as increased tremendously whereas the infrastructure has not
pace with
- ca-gement
the
requirement though
traffic engineering
and
techniques provide relief, their application is at local level. It
s :;-erefore imperative that sound transportation planning related studies :€ :::a~ed and travel behavior be studied by the planner. 2
, -
~E s-ec:c~alargest city of Gujarat, with population of over 20 lacks,
-
::'.'5'
~:r:>e:-~
s.:.
~ ~
2 km2 area is taken for transportation planning studies in
-""e main emphasis of this studies is on trip generation and
u..I:Cr ::""aracteristics of the trips produced in the central zone of the
::-, ~e mainobjectiveofthe projectworkare as follows:::: cJ if Surat city in general and central zone in particular for
~
:cc~auon,
-
density, road networks, traffic and transportation
-: sM:1ytrip generation characteristics of central zone Surat city :~ :.~eoasis of purpose of the trip and socioeconomic parameters.
-: analysis the trip generation and distributioncharacteristics for --.e central zone through category analysis and zonal destinations -ssoectively.
--0: :~_ect work involves field and inventory surveys which are home ~,f!oAr based and limited to the central zone of the Surat city. The :es::.-=:.on of the study area, theoretical background on transportation ='aT'-; 3'C
process, survey description, trip generation and distribution
.$ 5 are covered in the following chapters.
3
2.
- _.~ . ..-= a-n:ng ;or:rcwc:-g
is a science that recks to study the problems that arise
:"a.'1sportation facilities in as urban, regional or national setting
8K 'J: ~ ~a:e
. ~ ~=
TRANSPORT PLANNINGPROCESS
a systematic basis for planning such facilities. Since the
~;jntries wherethis sciencehas evolvedare mainlyurban
- _.1Ie:. ~€ er"'1phasisis more on urban transport planning. However, the "'I"I~
:= urban transport
-- -
planning
can be applied to regional
or
~a.-SDortplanning as well with due changes wherever called for.
""
~-: = anning is an important part of overall town and country ::Jii8'nn; s""'cs it deals with the transport network which is an important r-e == a communications. Any charges in the transport system is ::e
:..~
- ...umber
of impacts.
WHAT IS THE NEED?
:u;r --0:0" vehicles have revolutionized our life and brought comfort, -a.>e created problems of congestion lack of safety and degeneration
1!eI
:r ;--.'r:'-"""e'1l The situation has already become unmanageable in many 1:!W"S
-
ax ::ties.
:r=e'" :0 Jnderstand the nature of these problems and formulate
:r:t:1:saS
~.. t.ie same and efficient movement of goods and people from
4-
--- -
..
]IIIi821: a,-c:r-er,a need for this subject of transport planning has
U
.-rERDEPENDENCE OF LANDUSE AND TRAFFIC
.~ =
..
"c"'e, and Rapkin made a statement that urban trafficwas a
-
-I
~
:f ;rc ...jse.They declared that the most basic level of action for a
$0 :cn of the trafficproblemsis the planning,guidanceand
o :a:=-- of land use. This point was emphasized by Bucharar, who ~ a:.
- towns, traffic takes place because of buildings. Just as
--- s a
"Ictionof land use, the reciprocal statement that land use is
. '1in::Cr' :~ :-ansport is also true.
-"II! iCe.,: "':erdependence is the key note of modern transport planning.
U
SYSTEM APPROACH TO TRANSPORT PLANNING
,..
nrs::c~ planning,a new activityknownas Operations Research has
~
:-ec a'1d found extremely useful. It is mainly concerned with
%IIM= -0; ~+->eperformance of
a system. A 'system' is defined as a
::::I""'OE.I "'''''0Ie. as organized whole, consisting of set of connected things ;r :.ar.:s ...~ose components and inter connections are vital to the
5
I'
,
-.'0 ..'eelin the systems approach in transport planning can
~~
.. _ __ l!::C=. :i
.'
.l,;xJA~-':O
.
;'""1efollowing fig.
Transport Planning
Decision to adopt planning
~
Problem definition, formulation of goals
Problems, Constraints, Potentials, forecasting
=. a,..lation of Possible Alternatives and Choices
I
Implementation
I
~ Operation
Performance Assessment and Review
6
.
- --
!!!
U
STAGES IN TRANSPORT PLANNING PROCESS
.:::. - :J"':)C'e'" aown to five important stages. :\.
-
Sw-t':'.'a c analysis of existing conditions.
-
=-:r-~
a"1alysisof future conditions and plan synthesis.
-
,
-
~-
.
Sillneyand Analysisof existingConditions:
--
5i:iiiI:;E::-egoals that provide direction to the planning effort are set.
:..:n: ... 9 study
,.
... ....
-- adoptionand implementation
1:ri8iiI ""?;a:~ng the socio-economic characteristics, the travel pattern, ~
c a-d use pattern and the transportationsystem are analyzed
.
1re arry qualifiable relationship between the measurements.
-
- II-"ca --odels are then builtto relate the present travel pattern to
..
JSE;rc =~!' socioeconomiccharacteristicsofthe household.
-.
-==e: :::C"" Trjp distribution, Trip assignment on the existing network
..
'TICOE:! 5::.-:are considered at this stage.
. -;;
-.s
r orecast. analysis of future conditions and plan synthesis : -". :.a""s are long range in scope and involve planning for 20 to 25
iI ea:
T=Jtureland use pattern need to be predicted. Future
7
1
....
, d...4:r~eMand is tied up with future economic activity and future 8C -s: --e ~ O'Ningforecasts willtake place at this stage. They are:a
::--=-::::::.:r of economic activity
Ca
::=c...a::or-forecast (includes age distribution, family size and no. of -a-<:.e ""'0ds)
c
~-a~
0"1of future employment pattern
=--=-=
a
I
Evafuation:
,.,.... ::.a; per
::::.Or' of growth in land use pattern
s)"'Stem,a no. of alternative transport plans are feasible for a
:e :: ;oals and policies. In order to select the best from these, it is
- -~.
:::; evaluate each of the alternatives as to how it fulfils the
~ :c ~.ves.
Cost/Benefit techniques are often used to evaluate the
a. c:L.~ "'" economic terms. At this stage, it may be necessary to
--- :-e : e.'"1Sand go back to the initialstage of design to evolve further .. ""'
~cdT1
adoption and implementation:
:es a :e'"'1ativesemerging from the evaluation study is selected for
-=c:cr
a-c implementation.The stage in which the project is to be .oJ
ec are decided with the consideration for financial resources.
-:..e -e::E-Ssay organization for handling ttle project is built up and the
8
.
,-
I8ng study:
~
I. ~x:: planningis a dynamicand complex process, those _
ra.1y about the plan. The urban system and the people w; t: 3"e'"t deterministic and governed by random behavioring
_ -
x'ot 3.-Cpre forces of people may change plans and policies 8e -eeYa~t today may not remain so in the future contact. This - I!S ~
"'eed for a continuous review and updating of the plan. The
s ::re ::7constant interaction and feedback.
1"e :-a,-soortation plans are essentially intended to serve the IrJ a-c =:"'151 their aspirations, it's necessary to consult the affected
~ ~
~rnmunity and give them a voice in the formulation of
s s..c- =-at there will be a minimum of controversies and criticism.
_
08-HCULTIES IN TRANSPORT PLANNING PROCESS
=-1!cu.;r 118
-
~s;derable
advance has been made in model building to
s-.-=-esize the travel demand. The probabilistic nature of
~ :ec.7,or
can make the plans go away. The dynamic behavior of
~
"lakes the wh01eprocess interactive with a continuous
1
.. \'.
9
~
-....
,
i.
J, .1
,:! "L,.
'. '
.
~
5 a :;:,:a. lack of experience in the country in devising suitable
.
::Ja'T1i'1; ~ed".niques.
C
-~ cr:a a..'ti1orities in change don't possess the skill and expertise
.
-~ -cce~ methodsof planningare too sophisticatedand costly
-~
...aoG =ase for planning has not been built up.
'1: :e ..see &ormedium and small sized cities.
-
rc
-OdeHng work in urban transport planning is generally
~
,..
.
- ::;,'ing stages,
-
-rip generation
..
-ripdistribution
c::
"'raffleassignment
...
Modelsplit :r:Je::: S mainly concerned with Trip Generation and Trip
--
~.
..
1__' GENERATION
18€-h- see in details, the same topics.
T.. Generation?
--
-~ a.-c 8Ie- ~
~. ~
odel building phase in the transportationplanning
~n'\.pletion of the phase of surveys, data collection and r C'"
y known as Trip Generation.
10
a
To understand the reason behind Trip
::) I
To produce mathematical relationships to synthesize the trip-making pattern on the 'basis of observed trips, land use data and house hold characteristics.
881:
5 ~ :r-e ".'8f person movement by a mechanized mode by transport, "'1IIC
-_
:-c e~os. an origin and a destination. :]',',::e-: to two categories:
~
Home based (having one end at the home) 2
-
--
Non home based (neither end at the home)
. re :-x a'lt classesoftrippurpose are:
.-
__-
'e:::;:
.J
-II.
"!::f the Trip Generation :
- =a-
j-
...
y size and composition
11
-
Land use characteristics
e Distance of the zone from the town center r
Accessibility to public transport system and its efficiency.
;;; Employment opportunities,
floor space in the industrial
arid shopping units and offices, sales figures in shops etc..
-
Lnear Regression Analysis:
...
~ :: ,'.e F'S"1C::S
.
_:-C -=c
-
-
for
fitting
mathematical
D~equation,the dependentvariableis the no. of tripsand
.-=.~ ce~~
-
technique
~e:Neen dependent and independent variables. In the care
~
..
Known statistical
variables are the various measurable factors that
;er'eration. These independentvariables are the land use
~~~..,.,jc characteristicsdiscussedearlier.The generalform of
=ro- ==:a'1ed is : V: = a. x 1 + a2X2 + q3x3
I
w'~
I.
anXn + u.
- '1umberof trips for specified purpose p. X2. X3,... Xn -
independent
variables
relating to, for
exa~ple, land use socio economic factors,
.~ __
85. :r
- co-efficient of the respective independent variable X1,X2,
... ::era-ec by linearly regressionanalysis. U - Disturbanceterm, . . ::::rs:.ar'tand representingthat portion of the value of Yp not
. ...
~~
:-<6 "'dependent
variables.
12.
- tlr
~ ysis:
~
s a
~
l
-:-a-soortation studies in U.K. It is based on determining the
xres
~
JII.:a,-;. €5
_..
-::-e
of the independent variables. A multi dimensional categories, each dimension in the matrix representing
e QS!'"'..ariable. The independent variable & themselves are
-
-
ethod developed by wootton and pick and has been
-=0..0 ss :)..average value of the dependent variable for contain
lit
a.r
-
-
J c-
~
20'S classified
on the basis of three factors,
VIZ., car
-':;:: e and house hold structure. In addition, it is also
~!
..
a ::e~ ~tenumber of discrete class intervals.
1:: :::::rs=er 3 modes of travel viz., self driven car, public :::~x-- -;ers in a car and trip purposes such as (work, school,
.'"
-
!ru...c1~gsocial,recreationaland sportsother)
,.. Dtstribution ?
.
~
~...'..
:f -::-::5generated in every zone of the area under study has
~
~:) the various zones to which that trips are attracted.
f'~ - -c _':-"ps endsgeneratedin zone, ":
7Tr
., K
:c:s a:+.ractedto zone,
- .. . 1!Cr
s-.a~e
Y:r- :::ne
determines the number of trips ti-j, which would
ar'd terminate in zone.
13
-
-
-
_
ftIiTrio Distribution:
ae~
-.~:
..
tt. Factor Method. _ _'&:r"'" factor method
_
t'
~ . erage
".
=~
..
=_-ass method
T_
I ct:<:
factor method
"'Iethod
Methods
I.
::;'-a. i'j model
ft
- a--er 'TIodel
.,
-e-. "';.,gopportunities model
...
:.-:-=eting opportunitiesmodel
---
~ at: :.he highlighted points of all the methods.
-"
'"
Factor Method
:;"":'A~ :ador methods are based on the assumption that the
-- :.a-e""'S ~<::'S
can be projected to the design year in the future by
on factors.
'iIcI:T-e:--vd 't:r ~
~sthe oldest of this category and assumes that the
0 e area is valid for predicting future inter zonal trips.
14
--
- _
~
-,-
:actor. E, for the entire area under study is calculated by
"h: ~_~_re "'0. of trip ends expected in the survey area for the
_ CJJ:'. rc
-
:.""etrip ends in the base year. The future trips between ~
I113i!T
_ are then calculated by applying the uniform factor E to
:-=s oetween zones i and j. Thus
~.=
.
--
-
8:F Factor ;1 ...c
Method:
a g"owth factor for each zone is calculated based on the
~ '::T~E ~...'tl1 factors calculated for both ends of the trip.
~
'h..s -cpo-esentsthe average growth associated both with the
\A.-,.:;
-amematical
~
~
relationships
represents the
zone i to zone j.
rt:'S ~"'" zone i to zone j. = ~ea
.. .
=~
~
trip growth factor for zone i. ec Tps growth factor for zone j.
::S,..;.
e
:
cd wps for zone i
15 ..... -
principle
.. ~co
trips for zone i.
8h ::a...o.ec :"'ps for zone j. ~ ~ a.-:'SC:rips for zone j.
~: 11:I: ..-as ""':...oduced by T.J.Fratar and is based on predicting
-C ,ernents by successive appronimations.
~
-e~c
the total trips for each zone are distributed to the
~.-:r-e~~s ::i ~
as a first approximation, according to the relative "'1ovement.
ca e r::>"essionof this method is k
--
Lti-k
I"'\,
I-X
::
k a.
L [Aklak] \-k
Method : ~ :e,'sed
by K.P.Furness for this, the estimates of future
_ 3IC :erminating at each zone are required, thus yielding ~
a.""'ddestination growth factors for each zone.
16
--
of Growth Factor Methods:
v
-,
::.stribution matrix has to be obtained first, for which
-::-:::
8IJI! s::a-s :>-0 studies with high sampling sizes are needed so as
.. ~a-= ~
'~e smallerzoneto zone movementsaccurately.
:0-:-- - original data collected on specific zone to zone
--=
e-s ge:s magnified.
WIII"I! =r -e
etr,ods provide a measure of the resistance to travel
i8E
31 -::::
~nat resistance to travel will remain constant. They
-::--:
e=ect of changes in travel pattern by the construction of
L-~:;'
--
-a:: - -asa.'"'anew network.
re ;
t
s: g data to discern a relationship between trip making,
-:: :c.e
between the zones and the relative attractiveness
tr :-a. e synthetic models have as important advantage that :IE -S?:: -::: only to predict future trip distributions but also to 'h!
8J
~
.
ea: flows.
~."
s concepts of gravity, the model as proposed by
BS..res
;, at the interchange of trips between zones in as area
~r::r : e relative attraction between the zones and the
17
--
;;. .-:: =
=::oo..Jlations, or other measure of size of two places.
_
= = ~.::
.oJ; ~
=
:e between placer 1 and 2
= =::""'stants
- ;.= _ -e
"'1::" :=~e summation is over all places?
:axr:-~TTity models : -~
a: cased on the statistical theory of probability as the theoretical
-:,a- or-o
~
-.-:;
It has been pioneered by schneider and developed by
~= e"t studies.
- --7
:ar-o
be generally represented by
= : p D)j ::-::~ cted no. of trip from zone I to j. -
::
=-a '10. of trip originaflng in zone i.
- calculated ~robablllt'/ o{ a trlQtenn~~at~~~ ~ -z.<:me\.
: - -o~altrip destination attracted to zone I. -:.;. - ':.;ba6iHtyof a trip beinq attracted to a zone and the Q£.obahllil\CQ.{ ~ \r"\P1\1')0\1"19 a aes\\1"Iat\o1"l'mt\iat zone A.from of this mode\ is given below:
~
~~--
-
=: = :'~:J ations, or other measure of size of two places. ~
-:ISa'""ce :)etween placer 1 and 2
iIe summation is over all places ?
- ~as been pioneered by schneider and developed by
e- ~_= es. __
:
:r
.
:E ;&"erally representedby
~: trip from zone I to j.
.-' -
-c :-~:J originating in zone i. :ac Ja:sc :)robability of a trip terminating n zone j. T1: :es'~ation
~
.c:'''' -
attracted to zone I.
- - -0-. _r a trip being attracted to a zone and the probability of a -,:::es-
~..on in that zone A from of this model is given below:
"
19
--
.
.
opportunities model :
.~ TI
~
'T'O:E'
CLO""=="'e is equal to the total trips enarating from the origin zone
~ -
-
~ :" :--e p"obability that each trip will final as acceptable terminal
. . ~
=ssumedthat the probabilitythat a destinationwill be S ::etermined by two zonal characteristics, the size of the
IiiDE
-
-
s assumed that the trip interchange between as origin and
.-:O'"::r:: =-~eorder in which it is encountered as trips proceed from ._~
.. - _
--
;
":'
A
-
e-w-.
- = :-=cability density of destination acceptability at the point of
.J.
= -,- ::: destinations between i and j, when are ranged in order of
.. :
= -:
Of A destinations between i and j (excluding i) when
II'C ,.. :--::er of closeness.
20
--
-
,.:tillg opportunities
r ~$ -xe..
model:
the adjusted probability of a trip ending in a zone is the
-' -;,'/0independent probabilities, viz.
~
~
-eo,.,:~~ula suggested by him is of the form:
=
0 P2 e
-j.d
1-2
-"-2
~
- :
%
:n: =:
..
- =
="'0. of journeys per day between two places =:JOpulations,or other measure
:: :-a-ce between places a 1 and 2
:.. i ::
=:::i'istant
-..,. =_ ---e --_ 8Ic-:
-:-0:s "mation is overall places j.
21
1 and 2.
of size of two places.
3.
STUDY AREA
':;IIZone o~ Surat city is taken up as the study area for the -=r.
:r : 0 generation and distribution characteristics. A brief
: -e c rf of Surat in general and the Central Zone in detail ~
~
:e-c...""
IORICAL DEVELOPMENT OF THE CITY s one of the oldest historical trade center of India. The
::r s..rat
:J?c:'::~--e,.,t of Surat dates back to ~ :r;_s
-
300 b.c. Surat was
0" the king from sauvira on the back of river Tapi.
=---~j"':s period was known
as "Lata". In Skanda-Puran it is
~'J_.a::../ "Brahmpur", "Tapipur" etc. The common story t"e :rq""
:
c~ the name of suryapur refers to the time in 1500
-
IIIIre- Surat was already a city of great trade. In the course of
_ - --A:S
, '.'~s .,..,domination changed its Hindu name "Suryapur"
,.. -: Surat. The port of Surat enjoyed great prosperity in the ~
:n: --=
century. However with the rise of Bombay port, Surat
':-
.-.
c:
Surat gained momentum during the period of Akbar
"'r-e"" the trade activities increase will the arrival of British
:1.rr.; :.-e regime of Aurangzeb the suburbs Dhastipura, an: 3e-;u'TIpurawere development.
22
:r ~-s~uction of outer row of the city wall took place during
---
-
...as 0'1
5th march, 1579, British took hold of the charge of
r :-e'" -a"'d. During the British period in the 18thcentury city had T3::E ~ fties. In later part of the 18th century with transfer of _
~
=-==
::e-:d
. r., to Bombay the city suffered
severe set back.
~e city was connected with rander by construction of
_
=-=-::sstapi in the year 1877. In 1858 the railway route was
h-
Surat to Bombay and in the year 1896 between Surat and
- 3: .a e1.
The first steamer was touched Surat port in 1845.
-. :;: Surat was established in 1853.
1'"e :':s-
"'aependent period Surat experienced the growth in
;c:'.'--es aong with trading activities.
flCPULATION GROWTH OF SURAT CITY AND AREA CF SURAT CITY. ::J:X:I... a::J" of gujarat has mainly been concentrated in six major .!tr-e-::a.Dad, Baroda, Surat, Rajkot, Bhavnagar & Jamnager.
-:r~_
3:'0'1variationof Surat city over a vide ranged f time has
r -.a: e 3.1 According to the population distribution, the city -ost: ~c Ahmedabad. According to the first census of India
23
~
1:D
= a~
1n 1872,
the population of the city of Surat was 107855
DECADAL VARIATlON .
POPULA TlON
NUMBERS
%AGE
--=
107855
-
-
.....
109844
+1989
+1.84
----
109229
-695
-.56
...,
119306
+10077
+9.23
---
114868
-4438
1-3.72
I
......
117434
+2566
+2.32
.....
98936
-18498
-15.75
....
223182
+51739
+30.18
-.r
288028
+64844
+29.05
.....
471656
+183630
+63.75
111II
667553
+195897
+41.53
.....
776600
+109047
+16.34
....
1494600
+718000
+92.52
...
... ~)O ,~ation of the population shows the fluctuating trends, ~
""8:
-
-c-s:
1: - =.;'
J
due to the natural calamities such as fires & floods. From
: e trends of population had experienced ups & down.
TE -a:...ral calamities, Surat had experienced the decrease in r
=_e to concentration of port activities in Bombay and
24
=-~...ent ~s
reduction in the port activities at Surat. As regards the census
::f 1931 they are not reliable because of the non cooperation
-= ':;'-6"'£ of the people. Decadal increase during 1981-91 had the
-.~~
ra!e off increase. The city experienced the second increased in the
==- a-::- during the decade 1961-71.Which was an account of rapid -
::.--a zation in the city and also an account of merger of additional aria
- =-. -~e expansion of Surat city in terms of area is indicated in table
-able 3.2)AREA OF SURATCITY: EXPENSIONTREND
'---
I
CITYAREA LOCATION I
.-..
--=-=
CITYAREA [sq. kms.]
Inner wall area
1.78
Outer wall area
7.36
S. M. C. area
24.01
S. M. C. area
55.56
S. M. C. area
1111.16
I
..!:!:..
-. ...
lEHICULAR GROWTH ~
;-="'~~ of population and growth in nos. of vehicles the traffic
-- '~.
':,-
~
:"" . e etes under the area of r. 1. o. is given in the table [2.2].
=..~
-.;
sv-_-c-r;
"" t.'1e city has increased
during last decade.
"'~.Jsion of additional areas and the rapid growth in the
::-J for the purpose of commercial, social and other works.
25
_. -
considerably
-e r,frasturcture however remains the same thereby causing congestion
- -e city area.
~,-::~er aspect resulting into this congestion is lack of decentralization of :::---ercial
activities from Chowk Bazar, Bhagal, Navsari Bazar and
=r ::...s other shopping complexes in the all city area. As regards, the ~.a= shments of various commercial, public, Governments offices etc. ~
~"'cerned the concentration is still in ;the walled city area. This has
~
oed into one directional flow of traffic. The city in the morning
~:=-=-~
:c
-;?
snces the concentration of in bound traffic from all the radial roads
:...~bound traffic in the evening hours.
.s
cular traffic consists of fast moving vehicles like cars, scooters,
a:: s a..:to-rickshaws,buses etc. and slow moving traffic consists of units .c :-.:' es and carts, tangas etc. The heterogeneity of traffic has added to ~ ~w:
-a;"'itude
and complexity of problems because of segregation
::- ;ast and slow moving traffic. The growth of vehicular traffic in the
=.V : a-ea have been shown in the Table 3.3.
26
- -..
: 31 Growth of Vehicles Under The Area Of R.T.O. As On 31st March
-iD
=: -:-:::...ia!S
I
'80
I
'81
I
I
'82
I
'83
I
'84
I
I
I i
'85
'86
I
I
'87
I
I
I
I I .-
I 32323 I 37352 I 43638 I 53424 I 65636 I 78445 I 94434 1116925
:,de
---
i
= =.5-""'2..'1
i
. --er-
:.':
-
3701
1554
I 6458
6768
118
115
89
!
i
93
37
38
49
49
I
e!"ide
34
98
7674
8240
8784
9711
11001
122
172
196
204
204
!
151
280
40
!
40
37
I
49
I
61
I
45
! i
i
3825
3937
184
204
36
36
958
1152
2784
3052
71
i
I
--::..
4200
4517
I
210
219
I
35
34
1383
1719
86
92
104
48
52
5764
5806
221
229
34
34
34
2524
2898
3266
4006
4160
4406
48
I 4890 218
I
, I
I
34 2141
I
--
--
-.",.
57
-_--iiiiiiI .......
-
1466
6983
1466
:::. <::
- =-- -....
-
I
I
1282
-.
:...- =-=. --
6048
1125
-.- --:::r"
-
I
225
- -= - .w__.=
5225
143
II
.
4674
4196
1402
I =-=':S
!
1112
!
;:: __--er
:-::-c.o
3925
I
- :a. I
46
49
45
64
55425
I 61963
21
-
3868
i
-
::;""'==
[
1016 ;.'o;:orCar
'OIIO!:r..-a--
3604
..
I
3377
57
i
!
, 3602 I 3828 57
I
58
!
58
I
58
I
58
4290 I 4960 I 4891
5176
5407
5796
55
58
64
71
72
83
84
91
97
52
82577
I 97597
I
t112946
I 102
1131997 1158447
~
LANDUSE PATTERN OF SURAT CITY
... ::r. ~Dlex
started developing with the construction of port, goods
811[ :2::-: ~a1<et and custom house as well English factories etc. All ~
p.SX'"'1ents were on the eastern bank of river Tapi. These activity ~~
~
connected to the railway station. Surat has developed along
r -no ~
in the walled city area. The commercial activities were
EC :- ~"'emain road while the rear side was developing mostly for
-
.. ~..
.:L a activities.
ABle::::-.'"
fact is divided into two parts by the inner wall & outer
-6""T lftftef wa\\ed area,
the c\t~ pattern was de\le\oped w\th the
U
LAND USE PATTERN OF SURAT CITY
".
=-. :o
plex started developing with the construction of port, goods
-=
::z: e
arket and custom house as well English factories etc. All
:e. e ooments were on the eastern bank of river Tapi. These activity
'II8!E
-
a-e connected to the railway station. Surat has developed along
-=:::::
~
-::-
"oad in the walled city area. The commercial activities were
~~
C'" the main road while the rear side was developing mostly for
... ~r:er-:. a activities.
r-w .a
-
-=-= :; ~y,in
-
fact is divided into two parts by the inner wall & outer
-"'er walled area, the city pattern was developed with the
~::.- :::..e units at chow\< on the bank of the river, the trade and ~
~
.
.:._""etionswere intensified in the Chow\< Bazar and Mulla Chakla,
c:. a'1dother place. Besidesthis area while Machhlipith(fish e-
c'.a c;th (grain market) Kelapith. shows the development of
;al::-=::
'. -.:
I!IIX€':
-.'
"""arkets. All the roads leading to this market area are "'m commercial
streets
with window
shopping
character.
The
...sc=<memon this road shows that the ground floor is used for e _Q p..Jrposesand the first floor and above floors are used mostly
... ~s
and to someextentfor residentialpurposes.
".
.alee ~ty is divided into 22 parts, out of which residential in nature.
".
.ale:: :: tj area is having all types' of markets viz. Cotton-silk textiles,
29
: :-:..;.-:~5 Cloths, Medicine, Hotels restaurants, Vegetables markets and .8IIE..;.-s e~c. On the station road leading towards chowk there are a
:: "'ema houses.
:-
~::::
The nature of land use pattern is residential-
=.,:--- =-s:"'a. The Table shows the pattern as per 1978 data.
--abJe 3.4.1) LAND
-
. ...:
-
USE PATTERN OF SURAT CITY. Area in acres
Activity
=es dential
21.38
264.00
1.92
.
::
-
-=strjal
754.45
5.49
-
=-= c Purpose
442.61
3.22
55.54
0.40
67.32
0.49
480.89
3.05
8734.74
63.60
........,ercial
en and O.S.
-
.;; -
-
:=,...-8oorts
- :a=s
-
;;
.:.;;"
-~
::a"
tural
up of different corridor of Surat city has been shown in
,..
~
~
1! ~
~
-= -::l...SoE--Od
8Ir
2935.12
-
= .
~
% Area
-=rs.
:: existing land use of Surat Municipal Corporation area :-e ertire walled city is concentrated with mixed nature of land.
industries, especially the power-looms, jari, diamonds
~ :;O"'lmercially activities. Northern portion of Katargam is
30
:E"a,=ceed
.~='::-a.
into industrial estate. Similarly, the Southern portion i.e. Thus, the corporation area is having industries in its north and
!Ii:L.-:- e
-::= --:: mixed land use in the city. As regards the open spaces, it has :I!Er
:cssible to get plots reserved as open spaces.
--e
-s:. r..rtional and recreational areas in the city area not evenly
:::s:-::,_-ec and those which are available are not properly developed. This "':CiS
~
::-:a:ed imbalance land use pattern. Due to uncontrolled development :
-. aco<sin open
spaces.
-iIDoe 3.4.2) LAND USE ACTIVITIES ALONG MAJOR CORRIDORS CITY
CORRIDORS
...d,rma Corridors-Navsari jh'1a
-
Highway
Majura - Magdalla Corridor
LAND USE : Industrial
: Industrial & Residential
:
: Residential &
...n')as Road
Industrial ::;ap"'der- Adajan - Olpad Corridor
-
-
~
: Residential : Residential
-'"Oli Corridor
~a"'a - Varachha - Kamrej Corridor
: Industrial
: ~oli Corridor
: Industrial & Residential
31
: ! TRAFFIC AND TRANSPORTATION IN SURAT CITY.
::
~
= 2::
VEHICULAAR TRAFFIC
:: growth in number of vehicles are observed in last three decades
::_e ~o increase in population, industrial development has already been
- ;- g'lting in table 3.3. It is intrusting to note than the number of vehicles =
:-er1omenal.
---: -arure
of the traffic on the city road network is mixed type comprising
:- -a'"'f categories of both fast and slow modes. Bicycles dominate the : :-.
.ehicles whereas two and three wheelers dominate the faster
===~'"'/. The traffic (percentage) composition observed on the main road :; ~s s-ow below:
Scooters
:5-50
A utorickshaws
35-60
20-30
Cars
Trucks/Buses
5-10
2-5
- .e-'"de characteristics of various modes differ in a significant way =-=a.red with homogeneous traffic. There by pressing for indigenous ::
-: ::::::erationplans for the city.
" :: -:-=... .xed traffic flow is observed on Surat road network in the range of
:: =:...,;.. to 4000 PCU/h during peak period. The studies conducted in -::
-=;a;d at S.V.R. collage of Engineering main road, Bhagal-
~~a-=
-Station road and Kotsafil road in CBD area, Chowk-Rander
32
-
-:-:-= -Sf":.
e market-Kadodara road, Station-Kamrej road in non-CBD area
-a. e :>6aktraffic in the range of 750 to 1000 PCU/h.
==~:
- -7 :::eational speeds of various modes are influenced by many factors : _:- ~
j"e traffic volume and composition,
road geometric,
pedestrian
-:;- _= O'1S,side parking etc. and vary from mode-to-mode and driver to :- =~ Because of mixed traffic conditions and lack of overtaking : :=:~ ~ des during peak period. The speeds of the fast modes have been
:-~: zeo between 15-20 Km/h, irrespective of the type of vehicle. The : :~=s -
Of the fast modes have further declined by 25% in case of two-way
= -: Cow conditions. 50-60% rise in these speed values is indicated in
: _-SA --::sarea because of low traffic volume.
- :-es
and work places form the base of origins and destinations of trips.
. a~::...s
land uses are the eventual
traffic
generating
and attracting
::---e'"5. The residential sectors of the various T.P. schemas and C.B.D. ~:a
~selfare the traffic generators while the industrial belt of Udhna and
Aa-.a."gam,the main transport terminals like central bus stand and railway ~-a' C"'i. Shopping corridor of Chowk-Tower and recreational centers near
-
Gate, Chopati and marketing center on Ring Road area the major
=--c
magnets of the city. As the office complexes and educational
:e
-s:.~'tes are scattered over the city. They have varied mixed influence on =~ c generation.
33
Station-Chowk and Udhna Gate Katargam form the two major traffic corridors in East-West and North-South directions respectively in the CBD area. Athwa Gate-Chowk-Rampura-Laldarwaja and Station-Udhna GateAthwa Gate are the two arching traffic corridors to encircle the CBD area. Redial traffic corridors from the outskirts to the CBD are observed to spread over in all the directions to link various landuses. These are Athwa Gate-Ichchhanath, Majura Gate-Bhattar, Udhna Gate-Bhestan, Sahara Gate-Kadodara, Varachha Road, Rander Road, Adajan Road and Katargam Road.
Public transportation in Surat city is provided in the form of bus services operated by G.S.R.T.C.. It is operating over 75 ruts from four major terminate station chowk, Kaskiwad, Vadifalia.
3.5.2 Traffic Problems Rapid growth is traffic with time and limited road space has resulted in number of traffic problems in the city. The growth of traffic and road space have not been balanced to result in throttling situation particularly in C.B.D. area. The problems can be identified as under: I.
Congestion and Delays,
ii.
Reduced Operational Speeds,
iii.
Parking,
iv.
Pedestrian facilities.
34
- -
:0"gestion
is the outcome whenever the traffic density
- -; =e J o"d the capacity of the road. Such congestion virtually is
,;~~:
:...""9 peak hours and its impact takes considerable time to
.-.
: -- -""e other situations of traffic congestion's are by the interruption
. t_
:. ::-:Jssingstreams at the inter-sections. Third kind of congestion
'~
-: -e '"'8rrow roads of bottleneck conditions to create backlog in a
~
:--:--:7""snon. Apart from these, the reduced capacity on account of :.:-. -;; a'1dpedestrians interruptions add to the congestion.
4IiF:
- :::::
:: -::0"
"='::;.; ,
;, e"tually have influence on vehicle operational speeds, air and
- ~:
=a.el time. With the narrow road space and bare minimum
~-?"
:acilities, most of the roads in CBD area and radial corridors - :.--a-ar,estan, Varachha Road etc. are highly congested and traffic
r:E
~
- -= . ::'"O;Jghtto a stand still often during peak periods. Congestion as
- ~
: s
=--;.:I::~
~
the city at the inter-section and certain road section have
:::.'.~ the speed of all fast modes to a very low level. Specific
-:
s regard can be mentioned as Chowk, Bhagal, Delhi Gate,
3aza:" inter section etc. The Nehru-Bridge on river Tapti is another
'te, 'S:
~=
and frustration to culminate in abnormal delays and
; ~f
ajor bottleneck for the traffic to link CBD and western zones
-- ----- --
35
A 3 km distance between chowk and station takes as much as 20-25 minutes time for a city bus. Because of the space constraints for the roads in CBD area, Parking itself is a major issue for the vehicle owners. Similarly, Bus Parking for loading unloading as adding hindrance for the traffic flow and creates flow blockage. The heavy pedestrian flow in CBD area, particularly in chowk-station area poses a serious problem for the pedestrians and the traffic flow. The necessary pedestrian facilities in terms of winder footpaths do not exit, nor is there any possibility of providing the same. This results in pedestrians on the carriage way.
3.6
CENTRAL ZONE DETAILS
Surat is the 13thmost populous city in the state of Gujarat in India. It is ranked second after Ahmedabad and its position in south Gujarat is naturally number one. The National Highway No.8 running from Ahmedabad to Mumbai is about 17km to the east of the Surat. It has under gone concentric development due to the river Tapti. The Surat city is mostly developed at Central Zone. This zone mainly contains the area of Chowk, Navasari Bazar, Bhagal and Delhi Gate. The total area of the
Central Zone is about 11 sq. km.
The Central Zone is most congested in traffic and population in Surat city. This zone includes the commercial as well as residential areas. The population of this zone is about 431677.
36
~"'e Central Zone of Surat city is mostly
for commercial purposes.
-"'erefore, there are various kind of activities like working (Business & service purposes), education (school), and recreational etc.
37
4.
FIELD STUDIES
Any transportation planning study needs collection of data/information through field surveys and inventory survey. It is therefore necessary to brief the various survey methods commonly employed in this regard.
4.1
SURVEY METHOD
The following are some of the survey methods that are usually employed: i)
Home interview surveys.
Ii)
Commercial vehicle surveys.
iii)
Taxi surveys
iv)
Road side interview surveys
v)
Post card questionnaire surveys
'vi)
Registration number surveys
(vii)
Tag surveys
viii)
Public transport surveys
(i)
Home Interview Surveys.
Home interview survey is one of the most reliable type of surveys for collection of origin & destination data. The survey is essentially intended to yield data on the travel pattern of the residents of the house hold and the general characteristics of the house hold influencing trip making.
38
--e 1nformationon travel pattern includes number of trips made, their =--;',., and destination, purpose of trip, travel mode time of departure from
:~g'" are time of arrival at destination and so on. -e '1formation on household characteristics includes types of dwelling '1umbering residents, age, sex, race, vehicle ownership, number of
:- .c"s. family income are so on. Based on these data it is possibleto ":-a:e the amount of travel to household are zone characteristics are
.
::~ sop equations for trip generation rates.
=-:ca...seof the wide variety of data that can be collected by the home. --9"'. ew technique and the high lost involved, it is necerssary to ~"a.-::ardizethe procedure for such surveys. S
oractical and unnecessary to interview all the residents of the study
~:.a Since travel patterns tend to be uniform in a particular zone, it is : --::
ent if a sampling procedure is employed. The size of the sample is
- S-G
;'
determined on the basis of the population of the study area, and
- e s:andards given in table of the bureau of public roads are often used.
39
(Table 4.1) B.R.D. standards for sampling size for home
interview survey. :Jopulation of Study Area
Sample Size
...,"'der50000
1 in 5 house holds
5::>000
- 150000 -
1 in 8 house holds
300000
1 in 10 house holds
3.:0000 - 500000
1 in 15 house holds
-
1 in 20 house holds
. 50000
500000
1000000
:.er1000000
1 in 25 house holds
e sample is selected in an unbiased way from the register of electors of a.uation list.
.:. "'umber of techniques are available for the home interview survey. The -_interview
techniques involves interviewing as many members of the
-::...5e hold on possible are directly recording all the information. In an -::--e questionnaire technical ,the interviewer collects only details of the -:: 5e hold characterization, leading forms
for household residents to
:;:: Oletein regard to travel information.
- :iOth the above methods, it is necessary to send out a letter to the se ector households prior to the proper interview, explainiry the nature, -=ortance and objectives of the survey and eliciting their cooperation. In :i~ ~on, wide publicity is given to the survey in the local phone, radio &
40 ~--
---
levision. usually the full interview technique is more expansive , and it ay be possible to collect thee needed information only at thee rate of ..ght interviewers per eight hour
in a day per interviewer. The home
uestionnaire technique is more speedy and it may be possible to cover out 20 house holds per day. While thee face interview technique yields 'ary accurate data, the same can't be said of the home questionnaire ethod. The information to be collected from the home interview survey n broadly be classified under two groups: home hold information journey data
e home hold information contains information such as address, size of me hold, age and sex structure of
home hold earning much has,
pation, place of work, number of motor/vehicles owner, house hold
e journey data contains information on all journeys made dating the .....~ouspurposes of trip, mode of travel etc.
e survey forms are generally standardizes for this purpose and the estions are structured carefully to avoid ambiguity. The usual practice 1:0have the household information in thee front of the form and thee trip ...ation
on the back of the form. The form should designer so that the
.a can be easily coded.
41
SURVEY FORMAT umber of techniques are available for the home interview survey in this
,e we are adopted the home questionnaire techniques. In this, the ~iewer collects details of the house hold characteristics, living forms : regard to travel information.
~'1is survey format, the home questionnaire includes family travel ;"acteristics. The interviewer collects details of the family travel ;"acteristics under five parameter. The parameter are as follow: -1
)
family size
21family activity particular 31family income per month 4 no of vehicles 5 purpose wise trip characteristics
(1)
Family Size
..,this question we collect details regarding family size in the form of ~urnber of children and number of adults in the house, then total ernbers in the house by adding number of children and number of a:::...ilts.
42
(2)
Family Activity Particular
'1 this question we collect information regarding family activity particular in the form of number of students go to school or college and umber of members regarding to working and non-working. NonNorking member is nothing but total member - working members.
(3)
Family Income per month
In this question we collect information regarding family income per month in the form of different income category. The classification is on the following basis. Sr.no.
Category
Income Range Rs./month
1.
Higher
> 15,000
2.
Higher Medium
10,000 - 15,000
3.
Medium
6,000 -10,000
4.
Lower Medium
3,000 -6,000
5.
Lower
< 3,000
(4)
No. of vehicles
In this question we collect data regarding no. of vehicles in the form of different vehicle mode say 2wh, 3wh, 4wh and bicycle.
43
15) ...
Purpose wise Trip Characteristics
this question we collect information regarding purpose of trip,
destination of trip, types of mode of transport, travel time taken by trip ., minute, travel length or trip length in km with respect to work, education, recreation, social. In the case of destination of trip, this survey is carried out in the central zone of Surat city. Surat city is divided in to 6 zone, we already give no. to zone in clock wise direction for example central zone-1, north zone-2, east zone-3, south zone-4, south west-5, west zone-6. In destination we note zone no. instead of zone name, finally we gate total trip for different purpose in each zone.
"T""eTypical Survey format is shown as follows:
44
CIVIL ENGINEERING DEPARTMENT S.V.R. COLLEGE OF ENGG. & TECH., SURAT TRANSPORTATION ENGINEERING STUDY )P DISTRIBUTION CHARACTERISTICS OF CENTRAL ZONE (SURAT) DAY : RVISOR DATE: NO. TIME: .....ON TRAVEL CHARECTERISTICS AMILY SIZE DREN
ADUL TS
TOTAL
AMIL Y ACTIVITY PARTICULARS VO. OF STUDENTS HOOL
NO. OF MEMBERS
COLLEGE
WORKING
NON-WORKING
AMIL Y INCOME PER MONTH ER
I HIGHER-MEDIUM
MEDIUM
LOWER-MEDIUM
LOWER
,
I t-..JUMBEROF VEHICALES 2wh
[Bicycle
3wh
4wh
PURPOSE WISE TRIP CHARACTERISTICS. RPOSE
WORK
EDUCA TION
I
I
RECREA TION
SOCIAL
!,vA TION
i= fEL TIME
LENGTH
45
I
TOTAL
L'3 ACTUAL SURVEY W=-er
t.'1ecompletion of survey format, the actual survey is carried out in
!:e ::...Fferent location of central zone of Surat city in such way it covers r-c e area of central zone of Surat city.
-e nterviewer goes to house of house hold in central zone of Surat city, .e- 4rst he introduces him and then he gives some idea about his work rc after this he gives brief about survey format. Now, he ask one by one Les~jOnin order with great respect and whatever answer is replied by C~
hold he notes very systematically in his survey format. After this,
e ""'oves on next house and this way the interviewer is carried out his
i€ a.so notes his name, roll no., location of central zone, time, date and c:. on which the survey is carried out. Finally, we get good amount of
c:-aprints which severs us purpose of surveyor field study. In this survey C J8.ly we have collected about 400 data points at the end of survey r.;~.
The sample size is very small compare with the survey norms.
c.'.ever, to high expenses, large man power and too much time involved . =0 lecting the work is restricted. It is expected that the small sample "2, give required trend.
46
~~ the
collecting all the data prints from the interviewer, it is shorting on
basis of family size and after this shorting on the basis of family 'TIe per month which explain in detail in the chapter of the data .Jsis.
41
5.
DATAANALYSIS
rip Generation er the completion of survey work data analysis is carried out. The tegory analysis approach also called cross classification method is mployed for analysis. In this work, the data is first shorted on the basis of amily size and then after family income group per month.
e analysis tables indicated the categories of family and income group re prepared considering each data point and putting it in appropriate tegory generation and distribution analysis is carried as follows:
,able 5.1 shows the, W + E trip and total trip generated from central zone o different zone with regard to different family income group. This table Iso gives total no. of trip and total of W+E trip for particular income group f particular family size. Finally from this table we collect average trip of W E and total of particular income group of particular family size.
48
Family Size (No. of Person::; 3) ZONE 1
T3
T2
T1
6
W+E
W+E
W+E
W+E
5
4
3
2
".r+E
TOTAL
W+E
W+E
T
T6
Ts
T4
-
10
-
-
-
-
-
-
24
30
12
12
36
52
-
26
-
.-
-
-
-
-
-
-
-
-
26
-
-
-
-
-
-
12
14
-
2
-
-
12
16
"'2
26
-
-
10
24
-
38'
"'0
10
-
-
-
2 -
-
12 36 34 38 22
-
2 -
36 10 -
42 10
38
-
-
36 48
24
-
-
-
6
-
-
-
12 34
26 16 36
84
140
70
96
12
12
236
332
8.4
14
-
1.2
1.2
23.6
33.2
24
48
8
24 -
40
-
-
-
7 9.6 12 12 12 14
36 24 24 24 34 22 24 24
60 34 40 44 38 26 28 26
24 26 12 12 12 22 20 12 36
26 28 14 18 22 32 32 18 58
14 12
2 24 24 10 10 4 24 28 46 52 0.4 2.4 2.8 4.6 5.2 12 12 12 12 2 14 14 2 14 14 14 14 12 14 12 12 6 10 10 10 16
22 -
20 24 2
12
14
10
10
10
10
-
-
12
12
-
-
12 -
18
10
10
-
-
-
-
36
52
-
-
-
4
12 12
2 -
-
-
-
24 12
24
10 12 -
-
-
6
12
-
-
-
-
49
-
14 12 14 2 4 10 6 12 6
12 -
-
-
-
12 -
-
36 40
10
14
-
-
10
10
-
-
-
4
-
-
20
26
-
-
-
-
-
4
12
12
-
2
-
-
12
18
-
-
24
-
-
-
-
-
2
-
4
24
30
-
26
-
24 -
-
-
-
-
-
-
-
-
-
26
182
306
64
66
56
66
36
52
94
138
12
16
444
644
:!
8.67
14.57 3.04 3.14 2.67 3.14 1.71 2.47 4.47 6.57 0.57 0.76 21.14 30.67
.
-
..,
-
-
-
-
-
-
12
14
-
-
12
18
56
-
-
-
-
-
-
-
-
56
-
-
-
24 -
12
12
36 -
12 -
12 -
12 12 -
16 -
-
12 4 -
12 24 12 12 12 24
36
24 -
-
-
24 -
-
8 24 -
12 -
18
24
24
12
36
12 -
24 12 -
12
20
24
28
12 -
96
266
36
-
e
4
-
12
-
-
2
36
-
36 -
-
10 12 -
12 12
12 -
-
-
-
-
14 -
42
34
66
48
54
2
3.88 2.82 3.17
6
-
5.65 15.64 2.12 2.47
18 12
2 -
-
-
-
12
20 20
12 -
-
162
48
56
330
3.29
19.41 38.08
-
10 10 68
9.52 2.82
-
-
-
-
-
-
-
-
-
-
8
24
32
-
10
10
24
-
-
-
-
-
20
-
-
12
14
24
34
-
-
12 -
-
12 2
-
22 -
-
-
-
-
-
26 6 18 12 12 2
-
-
12
24 4 -
-
-
22
-
-
12 -
-
50
12
12
12 12
-
34 36
-
-
16
12 -
14 12
28
12 -
-
60
24
2 -
-
4
-
36
36 24 12 24 24 12 24 22 34
12 18
12
-
28
54 54 58 26 36
40 48 646
12 34 36
16 50 46 30
-
22 24
-
24
46 32
6 -
36
52
-
24 16
-
12
24
24
-
-
-
-
-
-
-
2
-
-
-
-
-
-
-
-
12
-
8
8
10
16
-
-
-
-
6
-
-
12
12
-
-
-
-
-
118
204
48
60
-
-
7.86
13.6 3.2 26
4.0 -
-
-
-
-
I
I
I
je
24 12
16
-
-
24 -
26 8
-
-
60
76
-
-
15
19
-
-
-
.
-
-
prking
-
24
26
24
-
12
24
-
-
-
20
14
34
-
-
-
14
12
12
20
12
10
16
-
-
-
-
12
12
-
34 40 58 102 26 38 284 444 2.26 2.66 3.87 6.8 1.73 2.53 18.93 29.6 36 38 60 64 10 40 56 22
-
-
-
-
12
12
-
8
12
12
46
86
3
3
11.5 21.5
-
-
24
26
-
8
12
36
8
118
182
-
2
29.5
45.5
T1 = Total Trip in Zone-1
cation
T = T1 + T2 + T3 + T4 + Ts + Ts
51
-
Family size (No. of person = 4) ZONE
TOTAL
e 1
p
W+E
W+E T1 r
4
3
2
T4
T3
T2
W+E
W+E
W+E
6
5 W+E
Ts
W+E
T
T6
-
26
-
-
-
4
-
-
24
24
-
-
24
54
-
-
-
4
20
20
20
20
-
-
-
-
40
44
-
-
-
-
12
-
-
48
48
48
62
64
-
-
24
48
88
-
-
-
24
24
48
88
12
26
-
-
-
-
24
-
8
36
56
64
-
24
48
48
-
-
-
48
64
12
-
-
24
64
-
-
24
-
-
2
24
-
-
-
-
-
-
-
48
-
16
48
66
8
12
12
-
-
24
24
-
-
-
36
44
12
14
-
-
-
-
24
24
-
12
-
-
36
50
-
20
-
-
-
-
20
20
-
-
-
12
-
20 -
14 12 -
14
20 -
20 20 20
-
12 2
-
6
30
24 -
24
28
-
-
-
-
-
24 48 26 32 48
52 72 48 54 88
196
368
32
-
-
-
48
68
56
68
126 118 118
72
124
96
126
590
960
7.86 7.86
4.8
8.26
6.4
8.4
39.33
64
-
-
-
32 36 12
24 -
24 -
-
62 46 28 74 22 38 26 34 48 48 38
13.06 24.53 2.13 3.73 4.53
-
-
12 -
14 -
20 -
14 46
10 -
22 4 10 -
20 20
12 -
12 -
-
-
24 -
30 -
36 20
16 -
-
22 -
8.4
20 12 -
40 12 -
10
14
2 2 -
52
12 -
12 -
24 -
24 -
12 34 -
32 12 10 -
32 14 10 -
12 -
16 4
4 -
48 20 32 22 10 36 34 30
I I I I
-
-
-
-
-
4
-
-
20
20
-
-
-
-
12
12
-
-
10
26
-
-
12
-
-
-
-
-
-
24
36
-
-
16
-
-
36
44
36 -
62
12
-
14 36
-
4 24 44 32 12 14 50
-
-
36
36
-
36 24 26
36
24
-
12
-
-
-
-
24
-
18
14
-
-
-
-
-
-
-
-
-
12
12
20 10
24 -
34 -
-
-
24
-
-
24 -
12 24 12 -
-
-
-
-
-
-
12 -
12 -
54
12 -
32 -
-
6
-
-
-
-
-
40
24
24
12 -
-
-
28
28
36
42
-
-
12
24 -
24
24
10 24
12 -
-
-
12
12
12
12
-
20 20 -
42 20 -
14 -
-
-
-
20 -
20 8 -
20 -
20 -
-
20 10 -
-
-
14 12 20 10 12 12 -
53
-
-
-
-
-
10 -
10
12
12
-
24 24
-
24 36 8
24 24 24 12 12 -
24 24 24 20 12 -
20 -
20 -
-
-
-
20 16 -
-
34 8 8 36
-
-
4
-
-
-
-
-
24 -
-
-
-
12
12
24 -
-
-
20 20 -
20 20 14 -
2 -
-
-
12 -
10 -
14 22 -
10 -
20 10
20 22
20 -
10
20
34
10 -
22
48
24
46
42
48
70
-
36
68
36
74
12 16 16
36
62
48
76
56 68 70 56 36 46 74 64 62 66 40 36 70 40
-
36 48 48 36 24 24 24 34 32 36 24 12 48 24 48 28 36
12
36
60
6 10 -
36 30 20 40 30 30 40 20
58 66 46 62 52 56 60 40
-
10 20
6 4 -
8 20 18
62 36
50
.. !! ,
1 t i t
12
-
-
-
-
14
28
-
2
-
-
-
-
22
14
14
-
-
14 -
14 -
-
34
34
-
4
-
32
14
14
-
10
32
14
14
-
-
4
-
-
26
44
12 -
24
12
12
38
52
-
8
34
44
20
-
-
58
-
-
-
-
34
-
34
56
-
-
-
-
-
10
34
56
428
598
90
144
8.39
11.72 1.76 2.82 30.54 52.62
372 130 236 202 310 16.58 5.60 7.29 2.54 4.62 3.96 6.07 846
286
1558 2684
24
24
-
-
-
-
-
-
24
32
-
-
-
-
-
32
40
-
-
32
44
24
-
-
-
-
36
48
-
-
24
-
-
24
4
-
-
24
28
-
-
24
32
32
12
12
-
-
-
-
-
20
-
36
64
10
-
-
12
12
20
20
-
-
12
20 -
32
44
32
-
10
-
-
-
-
24
24
-
-
36
66
14
-
-
-
-
-
-
24
24
-
8
24
46
10
10
22
14
14
-
-
-
-
-
24
46
36
24
24
-
-
-
-
-
4
48
64
60
-
-
-
-
-
-
-
-
-
-
48
60
-
-
-
-
-
28
28
-
10
-
38
52
-
10
10
-
12
12
24
-
-
10
14 -
22
46
34
-
-
10
10
-
-
-
-
12
30
56
48
-
-
-
-
-
-
12
-
36
60
10
14
-
-
-
-
-
14 -
24 -
36 14
-
-
24 -
40 14
-
-
34 48
14 -
-
-
-
24 48
24 -
24 12 8
48 38 48 38 38 22 48
48 78 72 76 78 66 52 48 76
-
-
4
34
78 36
24 36 26
14 -
-
-
-
-
24 -
24
-
-
-
-
-
-
-
12
-
-
-
12 -
-
-
10 48
-
-
-
14 18
-
20 48
-
-
-
-
-
-
-
-
-
16
-
-
36
64
12
-
-
-
-
-
-
12
36
-
-
24
48
54
-
14
14
-
-
10
12
-
-
36
42
-
24
24
-
-
-
6
-
-
24
34
-
10
12
-
14
-
-
22
46
12
12
24
24
-
-
36
58
-
-
-
8
32
-
12
14
-
-
24
24
-
8
36
64
-
16
-
-
-
-
-
-
24
-
-
-
-
-
24 10 -
12
12
-
-
-
-
24 36 12 48 36
48
-
-
-
-
-
-
60
88
10
-
-
10
-
12
22
46
2
16
-
4
-
0
10
2
32 22
12
-
58
32 64 70
40 112 34
24
10 24
24
24
28
60
60
24
-
-
-
12
-
14
-
-
-
-
10
10
10
10
20
46
12
-
-
-
-
-
16
20
20
20
20
40
68
-
10
10
20
20
-
12
-
12
-
30
56
20
20
20
-
24
-
-
-
10
20
20
30
54
12
-
12
-
-
64
-
-
40
24
-
-
-
-
-
10
10
10
10
20
44
-
-
24
-
-
28
-
-
-
-
28
52
12
-
12
12
12
28 -
-
-
12
-
-
24
48
42
-
-
12
12
-
-
12
12
-
-
24
66
-
10 -
10
12
12
-
14
-
-
-
22
46
14
12
12
-
-
12
12
-
10 -
24
42
1042 230 348 202 250 142 204
426
642
84
9 21.26 4.69 7.10 4.12 5.10 2.89 4.16
8.69
13.10
1.71 4.40
38 -
-
-
38
66
-
-
36
52
I
4
24
-
-
-
46
-
14
-
6 -
36
-
38
216 1606 2700 32.77 55.10
-
-
-
4 -
-
-
38 -
-
-
-
-
36
46
-
-
36
60
-
-
-
-
-
24
32
-
-
36
58
-
-
-
-
-
-
-
4
-
-
36
42
8
-
-
12
-
-
12
12
22
-
-
12
-
-
-
12 -
50
12
12 -
24
50
16 -
12 -
44
12
12 -
36
16
12 -
-
-
48
62
48
12
12
-
-
-
-
-
-
-
-
36
60
55
Family Size (No. of Person = 5) ZONE 1
3
2
W+E
W+E
T3
T2
5
4
W+E
W+E T1
TOTAL 6
W+E
W+E
T
Ts -
36
42
W+E
Ts
T4
-
2
36
36
-
-
-
-
-
4
-
12
32
-
-
-
-
-
36
66
-
12
12
-
32
8
48
72
-
-
-
-
2
48
2
-
-
48
52
22
22
-
-
-
2
48 -
24 -
12 -
12
20
12 -
12
12 -
10 -
2
-
26
28
30
32
-
-
-
-
-
-
-
22
28
-
58
60
74
104
66
88
12
16
60
60
24
40
12
20
248
318
14.66
2.66
10
10
4
6.67
2
3.33 41.33
-
2 -
-
-
-
24
40
-
-
48
12
60
82
-
22 32 20 20 50 50 40 22 24 32 36 32 48 84 48 46 84 48
28
12.33 17.33
-
24 -
36
11 -
12
-
-
12
12
12
12
24
34
10
12
-
-
-
12
16
32
-
-
2
-
-
-
-
-
-
-
-
-
-
-
20
20
-
-
12
20
-
-
10 20 20
10
20
10
14
40
-
-
4
22 -
22 -
-
-
2
-
24
-
-
10 -
10 -
40
-
10 20 20 -
22 2
-
-
20 -
-
-
-
-
20
20
-
-
-
-
-
32
-
12 -
-
-
-
21 26
-
12
-
12
-
-
36
52
12 -
12 12 20
-
-
-
-
-
-
-
24
-
10
12 24
22
-
6
36
-
28
12
12
24 36 -
84
46
36
36
-
-
-
2 6 -
-
57
-
-
-
-
48 24
24
-
-
-
-
-
-
10
10
-
-
-
-
-
12
22
-
12 12 20 -
-
24 -
66
-
-
-
53
.76
34 22 22 52 54 44 24 24 34 38 32 78 110 64 52 92 58
-
10
10
10
-
10
10
10
-
-
-
-
20
40
10 -
10 -
-
-
10
10
12
14
-
-
-
-
32
34
24
24
12
14
-
-
-
-
-
-
36
38
-
-
-
-
10
14
20
20
-
-
-
30
34
-
-
-
4
12
12
20
-
-
-
-
32
36
46
52
-
-
-
-
-
-
-
12
-
-
46
64
436
522
58
68
140 164 168 172 218
308
22
32
2.23
2.61
5.38 6.30
11.84 0.85 1.23 40.07 48.70
-
16.77 20.07
-
-
-
-
-
12 4 4 -
12 -
12 -
-
12
-
-
12 -
20 30 -
20 30
30 24 12 -
26 12
-
-
24
36
48
-
12
18
34
-
24 24 . -
30
24
24
24
72
78
46
48
10 -
10 -
12 -
22 -
12 -
12
30
12
20
24
28
12
32
12 48
28 48
24
26
-
-
8
36 -
36
-
24
24 30 -
-
4
12 -
-
-
24
24
-
-
-
-
12 12
-
-
-
12 12
10
10
12 10 -
-
-
-
-
-
-
-
-
28
-
-
-
28 -
12 -
12
-
2 -
58
R
6.38
10 12
26
12 4
6.61
10 12 -
24
8
6.46
30
40 24
-
-
-
12
12
-
-
12
-
-
12
-
12
-
-
-
-
2 24 8 32 30
-
-
-
-
12
12
-
-
-
-
8 12 12 -
-
-
40 24 10 24 4 24 12 6 6
-
12 -
1042 1266
36 36 36 36 48 48 36 48
38 60 56 56 64 54 44 60
72
82
-
68 22 60 54 36 34 22 22
60 22 54 56 44 36 24 22
18
22
58
74
10 -
10
38
67
-
12
40
4
36
48
-
-
-
-
36 24 24 48 24
44 68 46 56 56
-
6
-
4
-
-
-
2
24
24
20
20
-
-
44
50
"'0
10
12
12
-
-
-
10
-
2
-
-
22
34
"'2
36
-
10
-
-
36
36
-
-
-
-
48
82
-
24
-
-
-
-
-
-
6
48
-
-
60
84
24
40
-
-
-
-
-
-
24
24
-
8
48
72
-
-
-
-
24
26
-
-
-
-
-
-
36
42
24
24
12
12
-
2
-
-
-
-
-
-
36
48
24
24
12
12
-
-
-
-
-
-
-
-
36
36
-
4
-
-
24
24
-
-
-
4
-
-
24
32
48
48
-
-
-
-
-
-
-
48
-
-
48
96
-
-
-
-
-
-
-
-
10
20
-
-
10
20
457
40
60
-
74
806
122
p 51 21.78
3.29
-
142 208 216 182 222 370 3.83 5.62 5.83 4.91 6.0 10.0
8
24
24
-
-
-
-
4
38
24
24
-
-
"4
38
-
-
-
-
-
-
2
32
-
-
-
-
12
1395 1916
12.35 1.08 1.62 37.70 51.78
-
-
-
-
24
32
-
-
48
50
-
-
-
-
24
38
-
-
-
-
12
32
36
466
12
12
20
20
-
32
32
-
-
-
-
32
32
-
24
62
-
36
40
-
32
40
-
36
40
-
-
-
-
-
-
-
12
12
12 -
-
-
20
20
12
12
-
-
-
24
12
12
12
-
14
24
24
-
12
16
-
-
-
-
-
2
14
-
-
-
-
-
-
20
26
J
2
36
36
-
2
-
-
-
-
-
2
-
14
-
-
-
-
18
18
18
18
50
79
14
-
-
-
-
-
-
18
18
30
60
48
72
42 24
12
12
-
36
-
-
-
-
-
-
48
70
12
12
-
2
-
-
-
-
-
-
36
38
178
24
64
24
24
100
120
48
78
554
735
10.47
1.41
3.76
1.41
1.41
5.88
7.05
-
-
-
-
46
2
I
16
I
4
I
154 S4 I 332 41 19.52 9.05
I
-
-
-
-
-
-
-
-
-
-
-
-
59
2.82 4.58 32.58
-
-
-
45.93
-
.
FamilySize (No.of Person= 6) ZONE 1
3
2
W+E
W+E
W+E
T2
T1
TOTAL 5
4 W+E
T3
6
W+E
W+E
Ts
T4
W+E
T
Ts
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
36
38
-
-
-
-
-
-
12
12
-
2
-
2 -
-
-
20 -
22
-
-
-
30
-
-
14 30
24 14
-
12 30
24 14 24
-
-
-
-
-
-
-
50
-
-
20 36 24
24
26
-
-
-
8 -
68
24
-
48
20
-
24 -
52 48 28 60 48 76
36
-
24 -
-
14
4 -
20
. 14 24
-
28 -
34
-
-
-
-
-
12
18
-
-
6
-
4
48
48
20
20
-
48 44 26 54 44
-
44 40 68
50 52 78
122
148
42
50
86
102
84
84
132
168
-
8
466
560
12.2
14.8 4.2 32
5.0 -
8.6
10.2 8.4
8.4
13.2
16.8
-
0.8
46.6
56.0
-
-
-
32
44
-
-
-
-
72
82
32
-
-
-
-
62
-
60
70
12
12
-
12 -
24
24
-
12
14
-
-
-
2
-
-
36
40
50 -
52
-
-
-
-
-
50
52
-
10
14
22
26
24
-
-
-
10
10
12 -
12
24
-
-
-
-
-
-
34
34
-
-
-
12
12
-
-
-
-
10
14
-
-
22
26
-
-
12
-
-
24
24
-
-
36
36
-
24
28
-
24
-
-
48
52
16
-
24
-
-
2
-
-
36
42
8
-
-
24 -
-
-
-
24
12 -
-
12
-
-
24
24
-
-
24
32
48
66
-
-
-
-
36
-
-
-
-
72
12
12
36
24
48
-
-
24 -
-
-
-
-
-
36
84
-
60
-
24
34
12
12
-
-
14
14
12
22
-
14
62
96
-
28
-
-
12
12
-
24
24
-
-
36
64
24
24
-
-
-
26
-
14
36
64
36
-
12
36
-
-
-
4
-
-
36
40
"'2
12
-
24
-
36
40
12
12
-
36
44
-
24
24
12
36
48
20
-
12
12
-
6
-
-
-
-
2
14 -
26 -
-
"'2 -
-
-
32
38
366
86
98
150
204
12
52
830
1086
12
20
12 -
12 -
-
-
472
96
120 120 140
"'.42 22.47 4.57 5.71 5.71 6.67 4.1
-
-
-
I
I
-
9.71 0.57 2.47 39.52 51.71
24
24
-
-
-
36
36
-
-
40
40
-
-
-
-
30
-
-
-
-
-
-
-
-
-
-
12
22
-
36
36
-
-
I 16 28 I 28
4.66 7.14
6
-
-
-
-
-
-
12
12
-
-
-
60 36
60
24 -
64
64
42
24 -
42
70
-
4
20
20
48
52
36
12
12
60
96
22
24 -
-
-
-
22
34
36
2 I 3_6 52 II 80
-
12 -
48
60
-
12
46
46
130
158
56
56
332
412
42 111.42
6.85
8.57
-
1.71 6.57
6.57
18.57
22.57
8.0
8.0
47.42
58.85
-
24
12
12
-
-
-
-
-
-
36
36
48
72
-
24
12
12
-
-
-
-
-
-
36
36
48
72
12
12
-
-
-
-
-
-
36
36
48
72
I 24
61
-
Family Size (No. of Person ~ 7) ZONE :
1
W+E
W+E
T
T2
5
4
W+E
W+E T1
TOTAL
3
2
W+E
T4
...
6
W+
Ts
E
T6
W+E
T
36
60
-
24
36
-
-
-
40
28
40
20
20
-
-
24 2 -
24 48 -
-
-
12 48 -
-
26
-
-
36
12 36
24
38
24
24
-
56
24
24
-
-
48
12 -
12
24
-
42 -
56
62
18 -
-
32
-
12
20
12
18 12
24
10 14 44
24
24
-
18
12
-
12 -
48
30
-
-
-
62
-
-
60
98
42
48
74
-
-
12 -
24
18
12 -
18
42
-
-
84
158
78
110
-
-
14
30
30
-
-
-
-
108
154
16
36
-
18
-
-
16
-
-
38
34
50
66
142
362
628
176
232
30
48
172
190
220
432
10.11
11.17
12.94
25.41
40
40
-
-
12 68 18 16 4 -
-
-
24
24
-
-
-
-
-
12
12
12
26
60
98
-
28
-
-
24
64
-
24
24
-
-
-
-
2
36 60
88 70
-
-
20 22 94 2
-
4 -
12 22 62 -
60
60
110
126 118
10
-
62 62
10 -
-
22 60
34
64
35
54
84
130
-
120 48 60
148
112
-
21.29 36.94 10.35 13.64 1.76 2.82
-
-
-
24
30
42
46
10 -
10 -
34
38
-
-
-
42
-
12
12
-
12
16
-
-
-
-
-
-
-
-
4
12 36
-
-
-
12 36 -
12 54 12 12 -
-
-
-
-
62
2 14
66
108
166 258 1125 9.76 1S.17
1778 66.23 104.58
-
52 24 54 36 54 22 36
48 62 30 36
24
58
86
20 -
-
52 28 88
60
76
36
36
-
10
48
72
-
36
48
36
36
36 -
42
48
72
-
-
-
-
-
-
10
24
-
-
-
-
12
-
24 -
36
44
26
56
24 -
""2
616
60
2484
32.42 3.15
-
-
8 1'" "" -
78 10 -
"2 24
12 58 52 ....... 20 L.., ...... 12 L "6 16 ...., L. 58
-
-
-
-
60
76
24
-
60
70
24
24
-
10
14
30
38
74
-
-
-
-
16
-
48
88
-
-
-
48
60
-
-
-
-
12
24
-
-
48
60
24
40
-
-
60
82
-
-
-
-
96
-
120
16
20
50
24
-
84
162
-
-
-
4
-
60
72
-
-
-
-
6
6
-
-
72
16 -
48 -
32
62
60
40
58
116
146
220
402
38
74
946
1356
3.15
2.10
3.05
6.10
7.68
11.57 21.15 2.0
-
-
-
36 24 24
56 24 24 12 -
-
24
-
12 10 10 10 12 -
24 4 4 12 10 14 12 12 18 12 36 12 -
-
12 12 -
18 12 8 -
10 12 36 -
12 -
12 10 36 -
12 -
36 -
63
12 18 -
18 -
48 -
2 48 -
26
26
36
36
-
-
20
20
30 10 -
30 10 -
10 -
14 -
12 20 -
12 32 -
10 -
24 4 10 8 18
3.89 49.78 71.36
-
4 -
36 -
36 -
10 -
10 -
72 48 44 42 22 22 22 46 22 48 32 42 48 42 48 54 60 52 38
92 38
48 46 26 28 26 48 26 78 40 54 48 108 56 56 70 60 102
-
-
p 6 I ;2 5.04
3.42
-
24
24
-
-
30
48
-
-
54
72
-
-
-
-
10
56
56
-
-
56
66
96
172
194
188
220
234
322
46
50
914
1198
4.5
8.1
9.2
8.9
10.
11.1
15.3
2.1
2.3
43.5
57.04
7
9
3
5
47
4
3
9
8
2
-
-
-
-
-
12
12
12
12
-
-
24
24
-
-
-
28
28
24
24
-
-
-
-
52
52
12
48
48
-
-
-
-
-
-
-
-
48
60
4S
-
-
16
16
24
24
-
-
-
14
60
100
O
-
-
-
-
24
24
12
12
-
-
46
46
-
-
-
40
40
24
24
-
-
-
-
64
64
-
-
8
24
24
40
40
-
-
-
-
64
72
50
-
-
-
-
-
-
12
12
12
12
60
74
24
-
-
48
48
-
-
10
30
-
10
82
122
..
-
-
-
-
20
20
24
24
-
-
44
44
"42
48
56
156
156
168
168
70
90
12
36
544
648
14.2
4.8
5.6
15.6 15.6 16.8 16.8
7.0
9.0
1.2 3.6
54.4
64.8
24
-
-
-
-
24
24
20
60
-
-
64
108
24
-
-
-
-
24
24
20
60
-
-
64
108
24
-
-
-
-
24
24
20
60
-
-
64
108
64
(Table 5.2) Trip Generation (Avg. weighed trip) -at=:..; = 2 shows no. of samples for particular income group of particular
. s.ze and average of trip generated by different income group of -:r- 'y size. From this we get weighted average trip for each family
Family Size ',"0. of
'3
sample
No. of
4
sample
No. of
5
sample
No. of
6
sample
No. of sample
I
'
7
33.2
15
64
6
53
-
-
17
104.58
"'''1 .
30.67
51
52.62
26
48.70
10
56.0
19
71.36
7
38.00
49
55.10
37
51.78
21
51.71
21
57.04
5
29.60
13
53.69
16
45.93
7
58.85
10
64.8
...
45.5
1
62.00
1
30
1
72.00
1
108
5'"
33.55
129
55.07
86
49.59
39
O
I 54.61 168
~ ::ec:ed that no. of person in family increases the trip of general for is S "'1inimum for family size ~ 3 & maximum for family size ~ 7 are =-=-=-;e value observes are in range of 33.55 for family size ~ 3 to
65
174.81
(Table 5.3) Trip Generation (% Families & total trips)
- 3: e
5.3 shows family size, % of families, total no. of family in central
=--= ror particular family TE
.
size average weightage of trips, family size &
:otal trips for different family size. % of Families I No. of Family
I Average weighted
Total Trips
of trips / family
-
17.22
14867
33.55
498787.85
33.16
28629
55.07
1576599.03
122.10
19080
49.59
946177.20
8659
54.61
472867.99
15091
74.81
1128957.71
I
I
-
I
i 10.03
117.48 +---1100 I
I-
I 86326
I 4623389.78
=- j' ~nt : ,'I~ -2. e expected that total trips are generated by family size "C.7is more i -
... .. ..
~..Jmfor familysize s;3
66
~ """"able
3 Family Size Distribution Zones
5.4 shows distributing trip from central zone to different zone and
a so shows % of trip with respect to total trip of W + E & total trip of all ::ones for particular income group of particular size for each zone.
Family size (no. of persons:::; 3) Trip 1
"come
3
2
Total
6
5
4
3 roup
- gher - 7gher .'edium " 'edium
-CHer "
'edium
-CNer
W+E
84
35.00
-
0%
24
10.17
46
19.5
70
29.67
12
5%
236
T
140
42.16
04
1.2%
28
8.43
52
15.67
96
28.91
12
3.61
332
W+E
182
41.00
64
14.41
56
12.61
36
8.10
94
21.17
12
2.7
444
T
306
47.51
66
10.24
66
10.24
52
8.07
138
21.42
16
2.50
644
W+E
96
29.09
36
10.90
34
10.
48
14.54
68
20.00
48
14.54
330
T
266
41.17
42
6.5
66
10.21
54
8.35
162
25.07
56
8.66
646
W+E
118
41.54
48
16.90
-
0
34
11.97 58
20.42 26
9.15
284
T
204
45.95
00
13.51
-
0
40
9.00
22.97
38
8.55
444
W+E
00
50.84
-
0
-
0
12
10.16 46
38.98
-
0
118
T
76
41.15
-
0
-
0
12
6.66
4.4
182
102
86
47.25 8
:omment: Trip distribution is more central zone to central zone for all income group. Trip distribution is minimum for central zone to west zone. 6 for all income group.
67
I I ..I
.t goes on increasing as family size increases up to certain limit for both above zone. t is very obvious that central zone being commercial centre of the c;ty attracts more trips than any other zone. This true for trip generated for central zone. r,e west zone having more residential land and attracts less no. of trips and that true for social nature of west zone.
68
Family Size (no. of persons = 4) Income
3
2
1
Trip
Total
6
5
4
Group Higher
Higher Medium Medium
Lower
Medium Lower
W+E 196 33.67 32
5.49
68
11.68
118
21.27
72
12.37 96
16.50 582
T
368
40.00
56
6.10
126
13.72
118
12.85
124
13.50
126
13.72
918
W+E
432
27.55
286
18.23
130
8.29
202
12.88
428
27.29
90
5.74
1568
T
846
33.75
372
14.84
236
9.42
310
12.37
598
23.86
44
5.75
2506
W+E
524
32.58
230
14.30
202
12.56
142
8.83
426
26.49
84
5.22
1600
T
1042
38.56
348
12.88
250
9.25
204
7.55
642
23.76
216
7.99
2702
W+E
144
34.12
48
11.37
12
2.84
48
11.37
158
37.44
12
2.84
422
T
364
50.98
54
7.56
40
5.60
48
6.72
188
26.33
20
2.80
714
W+E 36
100%
-
-
-
-
48
77.49
-
-
-
14
T
69
22.58 -
36
62
Family Size (no. of persons = 5) Income
1
Trip
2
4
3
5
6
Total
Group Nigher
Higher Medium Wedium
Lower
W+E 74
26.62
12
4.83
00
24.19 24
9.67
12
4.83
248
T
104
31.7
88
26.83
16
4.88
00
18.29
40
12.19
20
6.1
328
W+E
436
41.84
58
5.56
140
13.44
168
16.12
218
2.92
22
2.11
1042
T
522
41.23
68
5.37
164
12.95
172
13.59
3J8
24.33
32
2.53
1266
W+E
574
38.37
122
8.16
208
13.9
182
12.16
370
24.73
40
2.67
1496
T
806
42.42
142
7.47
216
12.37
220
11.58
456
24.00
00
3.16
1900
W+E
194
35.66
154
28.
24
4.14
24
4.41
100
18.38
48
8.82
544
332
41.70
178
22.36
64
8.04
24
3.01
120
15.07
78
9.79
796
Medium T Lower
29.83 66
W+E -
-
-
-
-
-
-
-
-
-
-
-
-
-
IT
1
1
70
1
1
1
1
Family Size (no.of persons = 6)
come
2
1
Trip
3
4
6
5
Total
3roup ....gher
W+E -
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
26.18
42
9.0
86
18.45 84
18.0
132
28.32 -
0
466
T -;gher
" edium '.
edium
...ower
.,tedium ...ower
W+E 122
T
148
26.42
50
8.92
102
18.21
84
15.0
168
30
8
1.4
560
W+E
366
44.1
96
11.56
120
14.45
86
10.36
150
18.07
12
1.44
830
T
472
43.46
120
11.0
140
12.90
98
9.0
204
18.78
52
4.79
1086
W+E
52
15.66
48
14.45
-
0
46
13.85
130
39.15 56
T
80
19.41
00
14.56
12
3.0
46
11.16
158
38.34
56
13.00
412
0
12
25
-
0
-
0
-
0
36
75
48
33.33
12
16.67
-
36
50
72
W+E -
T
24
71
-
-
16.86 332
.
Family Size (no. of persons me
1
Trip
3
2
7) 4
5
6
Total
:jrJ
er
roer
'ium
ium
sr r::ium
'ier
W+E
362
32.15
176
15.63
3:>
2.66
172
15.27
220
19.54
166
14.74
1126
T
628
35.12
232
12.97
48
2.68
190
10.62
432
24.16
258
14.43
1788
W+E
472
49.89
ED
6.34
40
4.22
116
12.26
220
23.25
38
4.01
946
T
616
45.42
ED
4.42
58
4.27
146
10.76
402
29.64
74
5.45
1356
W+E
202
22.10
72
7.88
172
18.82
188
20.57
234
25.ED
46
5.03
914
T
316
26.38
96
8.01
194
16.20
220
18.36
322
26.88
50
4.17
1198
W+E
90
16.54
48
8.82
156
28.68
168
3:>.88
70
12.87
12
2.20
544
T
142
21.92
56
8.64
156
24.07
168
25.93
90
13.88
36
5.55
648
W+E
20
28.57
24
34.29
26
37.14
70
T
24
22.22
24
22.22
ED
55.55
108
72.
(Table 5.5) PI chart ~or individual family size table 5 shows that distribution of W + E & total trip from central zone to different zone including central zone to central zone also. It covers different income group of different zone. It shows total W + E trip distribution of particular income group for particular zone for '"'dividual family size and also shows that total W + E trip for individual zone & finally shows that % of trip distribution for particular zone with "egard to total W + E trip distribution for all zone.
Comment:
n,at % of trip distribution is for income in central zone & minimum in case o~central zone to west zone (6) as for reason discussed earlier.
73
Total Trip Distribution
-
FamilySize :
3
'77e
1-1
1-2
1-3
1-4
1-5
- ;-er
140
4
28
52
96
12
-','
306
66
66
52
138
16
,':um
266
42
66
54
162
56
204
60
-
40
102
38
76
-
-
12
8
8
992
172
160
210
506
130
45.71
7.92
7.37
9.67
23.31
6.00
...er -
;-a
--
Total Trip Distribution (Family size 3) 6.0% 23.31% 45.71%
9.67% 7.92%
74
--
1-6
.:p
.
Total
2170
Destination
Destination
~ \82 103 \04
..5 Icsl ' '
9.77%
'r'"
Total TripDistribution
(Family Size
=4)
7.75% 38.2%
9.33%
11.88%
Destination
. W + E & Total Trip Distribution Family Size: 5 (No. of Person)
:;roup '""'\4 ;
"
M
1-6
1-5
1-4
1-3
1-2
1-1
me
W+E
T
W+E
T
W+E
T
W+E
T
W+E
T
W+E
T
74
104
66
88
12
16
60
60
24
40
12
20
436
522
58
68
140
164
168
172
218
308
22
32
574
806
122
142
208
216
182
222
370
457
40
60
194
332
154
178
24
64
24
24
100
120
48
78
400
476
384
460
434
478
712
925
....M "Potal
1278 1764
122
190
%
38.37 41.1 12.01 11.08 11.53 10.71 13.03 11.13 21.38 21.54 3.67
4.42
Total Trip
= 4293
Total W+E Trip = 3330 W+E
Trip Distribution Family Size = 5 3.67%
Destination
fi1l 182( ID3 D4 13.03%
I
12.01% Total Trip Distribution Family Size = 5 4:42'
.5
11161
W + E & Total Trip Distribution Family Size: 5 (No. of Person) 1-1
e ... ..,
1-3
1-2
1-5
1-4
1-6
W+E
T
W+E
T
W+E
T
W+E
T
W+E
T
W+E
T
74
104
66
88
12
16
60
60
24
40
12
20
436
522
58
68
140
164
168
172
218
308
22
32
574
806
122
142
208
216
182
222
370
457
40
60
194
332
154
178
24
64
24
24
100
120
48
78
400
476
384
460
434
478
712
925
122
190
38.37 41.1 12.01 11.08 11.53 10.71 13.03 11.13 21.38 21.54 3.67
4.42
1278 1764
Total Trip
= 4293
Total W+E Trip = 3330 W+E
Trip Distribution Family Size = 5 3.67%
Destination
11111 182
103 104
13.03%
1.5 11161
Total Trip Distribution Family Size = 5 4.42%
Destination
rB1l I I 41.1%
82 03
I~:I
11.13%
~ 11.08%
77
W + E & Total Trip Distribution Family Size: 6 (No. of Person) 1~
e ','-E
1~
1-6
1-5
1~
W+E
T
W+E
T
W+E
T
W+E
T
W+E
T
."'" --
"148
42
50
86
102
84
84
132
168
-
8
366
472
96
120
120
140
86
98
150
204
12
52
80
48
60
-
12
46
46
130
158
56
56
..., . ""-
12
12
-
-
-
-
-
-
36
36
48
564
712
198
230
206
254
216
228
412
566
104
164
33 "I 33.05 11.64 10.67 12.11 11.80 12.70 10.58 24.23 26.27 6.11
7.61
""
= 2154
Total Trip
Total W+E Trip = 1700 W + E & Total Trip Distribution Family Size = 6
Destination
6.11% 24.23
12.11
Total Trip Distribution 12.70%Family Size = 6
Destination
111
.2
26.27
03 04
.5 116 11.80
78
W + E & Total Trip Distribution
,-,:-
Family Size: T(No. of Person) 1-4 1-2 1-3
1-1
1-6
1-5
rV+E
T
W+E
T
W+E
T
W+E
T
W+E
T
W+E
T
362
628
176
232
30
48
172
190
220
432
166
258
472
616
60
60
40
58
116
146
220
402
38
74
202
316
72
96
172
194
188
220
234
322
46
50
90
142
48
56.
156
156
168
168
70
90
12
36
20
244
-
-
-
-
24
24
20
60
365
444
398
456
668
748
764
1306
262
418
8.70 11.07 8.94 18.58 14.67 21.25 25.61 7.29
8.20
"'146 1726
31.88 33.85 9.90
= 5098
Total Trip
Total W+E Trip = 3594 W + E & Total Trip Distribution Family Size = 6 Destination
7.29%
~.2
21.25%
03 04
.5 1i6 11.07% Total Trip Distribution Family Size = 6 8.20%
33.85%
25.61%
8.94%
79
-
Destination , , 111 .2 03 (34 .5 116
.~'~
(Table 6) PI chart ab\e 6 shows different income group in different zones. It was total
c stribution of including all family size W+E trip & total trip including W+E & recreation and social trip for particular income group of all type of family categories for different zone including central zone to central zone also. ~-"'aJlyalso gives the total trip for each family income group including all zones and % of trip distribution with respect to total trip of all type of "come group.
Comment: For part 1 data shows that the more contact in trip distribution compare to other income group. It is maximum for medium income group and the o"deny descrese from high medium. It shows, lower medium & lower.
80
(Part II) PI chart ~.
~~
s table also shows total trip of W+E & total trip for individual income of all type of familyfor particular zone.
: a so gives total trip for particular zone including all the family sizes & ~ccrne groups & finally % of trip distribution with respect to total trip for all
zcr-e ffor particular zone including all family sizes & income groups.
Comment:
:rip distribution is more for central zone to central zone & minimum for ::::e"tfalzone to west zone.
81
6.
CONCLUSION
The study of trip generation and trip distribution characteristics' with to the central
reference
,I
zone of Surat city has provided following
important observation.
As the family size increases from ~ 3 to ~ 7 total no. of trips generated increases from 34 to 75 trips per family per week. Similarly the no. of trips increases as the income goes up from lower middle category to high income category.
However significant
trip generation
is observed
for very
low income group. This perhaps due to more no. of working members
-..:~:..::::=-:;..-~
,;,...::-=-= :-:.:-'"::
-
: ~=:_.=:-:-.::::
--
:
:.:.::=-::::::":':-~-::.::
~
___
u
--
------
..
~ - - ~ --=-""": - - - - - - - -- --- ~
~ "'-'..- ~,...~ -.. ..-------
I
group.
On the basis of sample survey and category analysis, It is estimated that central zone of Surat city with 86326 no. of families generate 4623389.78 no. of trips per week. Le. 660484.25 trips per day. This works out to 1.53 no. of trips per person per day. It is to be noted that these are vehicular trips only. Le. walking trips are excluded.
83
Higher middle and middle income group has exhibited trip distribution in favour of intra zonal trips compared with the other categories. It is very obvious that very high income group have shifted their resident to suburbs and low income group families can not effort resident in the central zone which dominated by commercial zone activities and hence, high land and building prize.
The inter zonal trip distribution analysis shows that nearly 34% of trips generated from central zone terminate in central zone only. This is because of central zone in cooperates CBD of the city.
.
Distribution for rest of the zone is 11.92%,
10.62%, 14.06%,
23.21% and 6.09% for inter zonal trips between 1 - 2, 1 - 3, 1 - 4, 1 - 5 and 1 - 6 respectively.
.
South west zone (no. 5) of the city has education and government offices located within. This accounts for 23.21% trips distributed.
.
Zone no. 6 which render.
.
Adajan area is located on the other side of the river Tapti and is mainly residential hence, very low (6.09%) trip distribution is observed between zone 1 to zone 6.
.
Trip generation and trip distribution study can be extended for formulation of trip distribution model with information on trip
84
generation for all the zone, travel time or travel cost, and parameter to reflect on zonal attractiveness. e
Trip distribution analysis helps in identify the main corridors of movements. This forms basis for any major urban transportation planning project such as public transport facility and also in deciding priority for transportation improvement scheme.
85
REFERENCES '"
.....
L..
j
Downes J. D.
"Household
John Esen. S. &
models",
Mowell D.
Research Laboratory, U.K,1978.
I
Kadiyali L.R.
"Traffic Engineering
I
and person
Trip Generation
TRPL SR 401. Transport and Road
Transport Planning"
Khaanna Pub., New Delhi. 1987. 3.
.
'"'
5.
Maunder D.A.C.
"Household
I
and travel characteristics
on
, "I
two middle income residential colonies of
II
Delhi", TRPL SR 755, Transport and Road
I
Research Laboratory, U.K.1982.
1
I
I
Maunder D.A.C.
"Household characteristics in their
Fourace PR.
residential area of Delhi", India, 1979, TRPL
Pathak M.G,
Supplementary Report 673, U.K.,1981.
Maunder D.A.C,
"Household
and travel characteristics
in
Vadodara" India, working paper nO.171,
.I I
I
IRRIL,U.K., 1984.
I
"Trip rates and travel pattern in Delhi",
I
India, TRPL, RRI, U.K. 1984.
,
I
.
,...
o.
Maunder D.A.C.
Narayan P.
"Model split and Transportation
Planning in
India", Indian Highways, Indian Road
I
I . I I
Congress, New Delhi vo1.3, No.2, Feb 1975.
..
86 I I \
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