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TRANSPORTATION
PROJECT REPORT ON
TRIP
ENGINEERING
STUDIES
:-
A STUDY ON DISTRIBUTION CHARACTERISTIC OF CENTRAL ZONE (SURAT)
-:
PREPARED
::fAIN MJ
BY
:-
.
(MEMBER, PROJECT GROUP)
-: GUIDE :D. A. SHASTRI
CIVIL .ENGINEERING DEPARTMENT
s. ~ REGIONALCOLLEGE OF ENGINEERING6 TECHNOLOGY SURAT - 395 007. (GUJARAT)
1998- 99
~
DEPARTMENT OF CIVIL ENGINEERING
SARDAR VALLABHBHAI REGIONAL COLLEGE OF ENGINEERING & TECHNOLOGY
SURAT - 395007
CERTIFICATE
This is to certifythat the project, entitled "A Study on Trip Distribution Characteristics of Central Zone of Surat City", hasbeenpreparedby
JAIN
NII
R.
Roll. No. 26
, a final year
student of Civil Engineering, during the year 1998-99, as a partial fulfillment of the requirement for the award of Bachelor of Engineering Degree in Civil Engineering of SOUTH GUJARAT UNIVERSITY, SURA T. His work has been found to be satisfactory.
GUIDED BY:
HEAFf DEPARTMENT
~~/lJ~ ( Prof D.A. SHASTRI)
( Dr
B. K. KA'ITI)
-
Acknowledgment Right from the procurement of material to the cleahng of conceptual difficulties, we cannot withhold our sincerest thanks to Prof. D.A.Shastri, department,
SVRCET,
Civil Engineering
Surat, without whose invaluable guidance and
cooperation the project would not have been accomplished.
we would also like to thank Dr. B. K. Katti, Prof. and Head, Civil Engg. Department, whose support and encouragement are transparent in the work it self.
i-
" !. :;;
Lastly, we would like to thank Mr. SUNIL MISTRY (Navsari) for preparing the report.
PROJECT GROUP
ROLL NO.
CEEPAK V.M.
(15)
CESAI CHARMESHM.
(16)
CHAMI VIJAY M.
(17)
CINTYALA SRINACH
(18)
CIWANJI NIBHRUTA R.
(19)
G. CHANCRAMOHAN
(20)
GAJJAR TEJAL S.
(21)
GAURAVPARASHAR
(22)
GHACIYALI MINESH S.
(23)
GHOSH l/TPAL
(24)
GOPALAKRISHNANR.
(25)
JAIN NIKHIL R.
(26)
JAJU PRACEEPR.
(27)
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1
INDEX SR. NO.
TOPICS
PAGE
1.
INTRODUCTION
1
2.
TRONSPORT PLANNING PROCESS
4
2.1
What is the need?
4
2.2
Interdependence of land use and Traffic
5
2.3
System Approach to Transport Planning
5
2.4
Stages in Transport Planning Process
7
2.5
Citizen Participation
9
2.6
Difficulties in Transport Planning Process
9
2.7
Trip Generation
10
2.8
Trip Distribution
13
STUDY AREA
22
3.1
Historical Development of The City
22
3.2
Population Growth and Area of Surat City
23
3.3
Vehicular Growth
25
3.4
land use Pattern of Surat City
29
3.5
Traffic and Transportation in Surat City
32
3.6
Central Zone Details
36
FIELD STUDY
38
4.1
Survey Method
38
4.2
Survey Format
42
4.3
Actual Survey
46
5.
DATA ANALYSIS
48
6.
CONCLUSION
83
REFERENCES
86
3.
4.
1
--.
1.
INTRODUCTION
Urbanizationand industrializationare two of most importantfactors of Modern Civilization.Urbanization attracts the surplus labour force from the rural areas and utilizes it is running the various services which are vitalfay the existence of town.
Witt.!the growth of cities, the requirement for a good transport network also increases.
f
The liability of transport network to cater to the high demand leads to relocation of activities at the edges of the town where load is still cheap
I
and transport capacity exists for each movement of people and goods.
It is difficultto see a new method of movement appearing in the horizon which will be a serious competitor to motor vehicles. The increase in the number of motor vehicles will depend upon a number of factors chief among them being the growth of family income.
Nature of the present problems The most serious effect of increasing urbanization and accelerated traffic growth is severe
congestion on street. The condition results in
concentrated traffic demand, both in time and in space. Parking at a safe 1
K
place is almost an impossibility in some areas of the city. Loading and unloading of goods by commercial vehicles is hampered by too many restrictions. Congestion results in delay and time loses which leads to driver stresses.
Solution Approaches 1.
Land use and city planning controls to be initiated.
2.
Transportation studies are to be carried out and plans for new roads and reorganization of existing network are to be formulated.
3.
Traffic restraint measures should be initiated including. (a)
Restriction on Parking
(b)
Fiscal measurements such as road pricing a"d
entry
charges.
Transportation Planning is very essential to effective planning and management of transport in a urban areas with the rapid urbanization, many of the cities have grown both in population and in size. Also the level of economic activities has gone up. As a result, the total transportation demand has increased tremendously whereas the infrastructure has not kept
pace with
the
requirement though
traffic
engineering
and
management techniques provide relief, their application is at local level. It is therefore imperative that sound transportation planning related studies be carried and travel behavior be studied by the planner. 2
Surat, the second largest city of Gujarat, with population of over 20 Lacks, spread over 112 km2 area is taken for transportation planning studies in this project. The main emphasis of this studies is on trip generation and distribution characteristics of the trips produced in the central zone of the Surat city. The main objective of the Project work are as follows:(a)
Study of Surat city in general and central zone in particular for population, density, road networks, traffic and transportation scenario.
(b)
To study trip generation characteristics of central zone Surat city on the basis of purpose of the trip and socioeconomic parameters.
(c)
To analysis the trip generation and distribution characteristics for the central zone through category analysis and zonal destinations respectively.
The project work involves field and inventory surveys which are home interview based and limited to the central zone of the Surat city. The description of the study area, theoretical background on transPortation planning process, survey description, trip generation and distribution analysis are covered in the followingchapters.
3
2.
TRANSPORT PLANNINGPROCESS
Transport planning is a science that recks to study the problems that arise in providingtransportation facilities in as urban, regional or national setting
and to prepare a systematic basis for planning such facilities.Since the developed countries where this science has evolved are mainly urban oriented the emphasis is more on urban transport planning. However, the principles of urban transport planning can be applied to regional or national transport planning as well with due changes wherever called for.
Transport planning is an important part of overall town and country planning, since it deals with the transport network which is an important
channel of a communications.Any charges in the transport system is reflected in number of impacts.
2.1
WHAT IS THE NEED?
Though motor vehicles have revolutionized our life and brought comfort, they have created problems of congestion lack of safety and degeneration of environment. The situation has already become unmanageable in many towns and cities.
In order to understand the nature of these problems and formulate proposals for the same and efficient movement of goods and people from
4-
one place to another, a need for this subject of transport planning has been caused.
2.2
INTERDEPENDENCE OF LAND USE AND TRAFFIC
In 1954, Mitchell and Rapkin made a statement that urban traffic was a function of land use. They declared that the most basic level of action for a long run solution of the traffic problems is the planning, guidance and control pattern of land use. This point was emphasized by Bucharar, who stated that in towns, traffic takes place because of buildings. Just as transport is a function of land use, the reciprocal statement that land use is a function of transport is also true.
The above interdependence is the key note of modern transport planning.
2.3
SYSTEM APPROACH TO TRANSPORT PLANNING
In transport planning,a new activity known as OperationsResearchhas been tried and found extremely useful. It is mainly concerned with optimizing the performance of a system. A 'system' is defined as a complex whole, as organized whole, consisting of set of connected things or parts, whose components and inter connections are vital to the operation of the system.
5
The processes involved in the systems approach in transport planning can be represented by the followingfig.
System Approach to Transport Planning
Decision to adopt planning
Problem definition, formulation of goals
Problems, Constraints, Potentials, forecasting
Evaluation of Possible Alternatives and Choices
I
Implementation
I
~ Operation
Performance Assessment and Review
6
2.4
STAGES IN TRANSPORT PLANNING PROCESS
It can be broken down to five important stages.
·
Survey and analysis of existing conditions.
·
Forecast analysis of future conditions and plan synthesis.
.
Evaluation.
·
Program adoption and implementation
·
Continuing study
(1)
Survey and Analysis of existing Conditions:
At this stage,the goals that providedirectionto the planningeffort are set. The data regarding the socio-economic characteristics, the travel pattern, the existing land use pattern and the transportation system are analyzed to determine any qualifiable relationship between the measurements. Mathematical models are then built to relate the present travel pattern to land use and other socio economic characteristics of the household.
Trip generation, Trip distribution, Trip assignment on the existing network and model split are considered at this stage.
(2)
Forecast, analysis of future conditions and plan synthesis:
Transport plans are long range in scope and involve planning for 20 to 25 years ahead. Future land use pattern need to be predicted. Future
7
transportation demand is tied up with future economic activity and future land use. The following forecasts will take place at this stage. They are :(a)
Prediction of economic activity
(b)
Population forecast (includes age distribution, family size and no. of house holds)
(c)
Estimation of future employment pattern
(d)
Prediction of growth in land use pattern
(3)
Evaluation:
rn an urban system, a no. of alternative transport plans are feasible for a given set of goals and policies. In order to select the best from these, it is necessary to evaluate each of the alternatives as to how it fulfils the desired objectives. Cost/Benefit techniques are often used to evaluate the alternatives in economic terms. At this stage, it may be necessary to revise the plans and go back to the initial stage of design to evolve further alternatives.
(4)
Program adoption and implementation:
The best alternatives emerging from the evaluation study is selected for adoption and implementation. The stage in which the project is to be implemented are decided with the consideration for financial resources.
I
The necessary organization for handling ttle project is built up and the work ;s executed.
8
(5)
Continuing study:
Because transport planning is a dynamic and complex process, those can't be any finality about the plan. The urban system and the people inhabiting it aren't
deterministic and governed by random behavioring
Technology and pre forces of people may change plans and policies which are relevant today may not remain so in the future contact. This underlines the need for a continuous review and updating of the plan. The process is one of constant interaction and feedback.
2.5
CITIZEN PARTICIPATION
Since the transportation plans are essentially intended to serve the community and fulfil their aspirations, it's necessary to consult the affected people in the community and give them a voice in the formulation of decisions such that there will be a minimum of controversies and criticism.
2.6
DIFFICULTIESINTRANSPORT PLANNINGPROCESS
Even though, considerable advance has been made in model building to accurately synthesize the travel demand. The probabilistic nature of people's behavior can make the plans go away. The dynamic behavior of the urban system, makes the wh01eprocess interactive with a continuous need for review and feed back.
~
--.
Some other difficulties faced are: (a)
there is a total lack of experience in the country in devising suitable planning techniques.
(b)
The data base for planning has not been built up.
(c)
The local authorities in change don't possess the skill and expertise to plan effectively.
(d)
The modern methods of planning are too sophisticated and costly to be used for medium and small sized cities.
Analysis and modeling work in urban transport planning is generally carried in the following stages,
(a)
Trip generation
(b)
Trip distribution
(c)
Traffic assignment
(d)
Model split
As this project is mainly concerned with Trip Generation and Trip Distribution, we will see in details, the same topics.
2.7
TRIP GENERATION
What is Trip Generation? The analysis and model building phase in the transportation planning process after the completion of the phase of surveys, data collection and inventory is commonly known as Trip Generation.
10
Main objectives: (a) To understand the reason behind Trip (b) To produce mathematical relationships to synthesize the trip-making pattern on the 'basis of observed trips, land use data and house hold characteristics. A trip is a one way person movement by a mechanized mode by transport, having two trip ends, an origin and a destination. Trips are divided into two categories: (1) Home based (having one end at the home) (2) Non home based (neither end at the home)
Trip purposes:
Some of the important classes of trip purpose are:
. Work . School
I
. Business .
Social or recreational, sports
. Others
Factors affecting the Trip Generation : (a) Income (b) Car ownership (c) Family size and composition
11
(d) Land use characteristics (e) Distance of the zone from the town center (f) Accessibility to public transport system and its efficiency. (g) Employment opportunities, floor space in the industrial and shopping units and offices, sales figures in shops etc..
Multiple Linear Regression Analysis: This is a well known statistical technique for fitting mathematical relationships between dependent and independent variables. In the care of trip generation equation, the dependent variable is the no. of trips and the independent variables are the various measurable factors that influence trip generation. These independent variables are the land use ana
~CC1C
eccncrn1ccnaracter1st1csoiscusseo ear\ier. Tne genera\ form of
the equation obtained is : y p = a1X1 + a2x2 + q3x3,... anXn + u.
Where,
Yp - number of trips for specified purpose p. X1, X2, X3,... Xn -
independent
variables
relating to, for
example, land use socio economic factors, a1, a2, a3,... an - co-efficient of the respective independent variable X1,X2, X3,...
Xn,obtained by linearly regression analysis. U - Disturbance term,
which is a constant and representing that portion of the value of Yp not explained by the independent variables.
12.
Category Analysis:
This analysis is a method developed by wootton and pick and has been used in recent transportation studies in U.K. It is based on determining the average response or average value of the dependent variable for contain defined categories of the independent variables. A multi dimensional matrix defines the categories, each dimension in the matrix representing one independent variable. The independent variable & themselves are classified into a definite number of discrete class intervals.
House holds are classified on the basis of three factors, viz., car ownership's, income and house hold structure. In addition, it is also possible to consider 3 modes of travel viz., self driven car, public transport, passengers in a car and trip purposes such as (work, school, business, shopping, social, recreational and sports other)
2.8
TRIP DISTRIBUTION
What is Trip Distribution? The number of trips generated in every zone of the area under study has to be apportioned to the various zones to which that trips are attracted. Thus, if gi - no. of trips ends generated in zone, aj - no. of trip ends attracted to zone,
Trip distribution stage determines the number of trips ti-j, which would originate from zone i and terminate in zone.
13
I Methods of Trip Distribution: There are two types: (a)
(b)
Growth Factor Method. (i)
Uniform factor method
(ii)
Average factor method
(iii)
Fratar method
(iv)
Furness method
Synthetic Methods (i)
Gravity model
(ii)
Tanner model
(iii)
Intervining opportunities model
(iv)
Competing opportunities model
The followings are the highlighted points of all the methods.
(i)
Uniform Factor Method
Generally, Growth factor methods are based on the assumption that the present travel patterns can be projected to the design year in the future by using contain exparsion factors.
Uniform factor method is the oldest of this category and assumes that the growth rate for the whole area is valid for predicting future inter zonal trips.
14
1
A single growth factor, E, for the entire area under study is calculated by dividing the future no. of trip ends expected in the survey area for the
.
design your by the trip ends in the base year. The future trips between zones i and j, Ti-j, are then calculated by applying the uniform factor E to the base year trips between zones i and j. Thus Ti-j
.
= ti-j x E
(ii)
Average Factor Method:
In this method, a growth factor for each zone is calculated based on the average of the growth factors calculated for both ends of the trip.
The factor thus represents the average growth associated both with the origin and the destination zones.
The following
mathematical
relationships
represents the
employed. Ti-j = tl_j[(Ej + EI)/2]
Where TI-j= future trips from zone i to zone j. ti-j= present trips from zone i to zone j. Ej = P/Pj = generated trip growth factor for zone i. Ej = AVaj= attracted trips growth factor for zone j.
Pi = future generated trips for zone i
15
principle
~ = Present generated trips for zone i. A = future attracted trips for zone j. aj = present attracted trips for zone j.
(iii)
Fratar Method :
This method was introduced by T.J.Fratar and is based on predicting future interzonal movements by successive appronimations.
According this method, the total trips for each zone are distributed to the inter zonal movements as a first approximation, according to the relative attractiveness of each movement. The mathematical expression of this method is k Pi
Ti-j = ti-j x Pi
Aj x-x aj
L~ k
L [Aklak]ti_k
I I
(iv)
Furness Method :
This method is devised by K.P.Furness for this, the estimates of future traffic originating and terminating at each zone are required, thus yielding origin growth factors and destination growth factors for each zone.
16
~
,,
Disadvantages of Growth Factor Methods:
(a)
Present trip distribution matrix has to be obtained first, for which
.
large scale 0-0 studies with high sampling sizes are needed so as to estimate the smaller zone to zone movements accurately. (b)
The error in original data collected on specific zone to zone
.
movements gets magnified. (c)
None of the methods provide a measure of the resistance to travel
; f ,It
and all imply that resistance to travel will remain constant. They neglect the effect of changes in travel pattern by the construction of new facilities and new network.
Ii
Synthetic Models :
They utilize the existing data to discern a relationship between trip making,
the resistanceto travel betweenthe zones and the relativeattractiveness of the zones for travel synthetic models have as important advantage that they can be used not only to predict future trip distributions but also to synthesis the base year flows.
Gravity Model : Based on Newton's concepts of gravity, the model as proposed by voorhee's assumes that the interchange of trips between zones in as area is dependent upon the relative attraction between the zones and the
, f
17
spatial separation between then as measured by an appropriate function of distance. An equation to represent this model is KPiAj Ti-j = dit
where Ti-j= Trips produced in zone i and attracted to zone j Pi = Trips produced in zone i Aj =Trips attracted to zone j Dij
= Distance between zone i and zone j
k = a constant usually in depended of i n = An exponential constant, where value is usually found to lie between 1 and 33.
Tanner's Model: Tanner has suggested that the inverse of nth power 1/(di_j)" estimates at
both very small and very large distances. In its place, he proposes the function e-Ad!A.n,where A.& n are constant
The new formula suggested by him is of the form : mP1P2 e t1-2
=
-Ad 1-2
[1/C1 + 1/C2]
d1-2
where t1-2= no. of journeys per day bet. ~
m = a constant
18
places 1 and 2.
P1 and P2= populations, or other measure of size of two places. d1-2= distance between placer 1 and 2 C1 & C2 = constants . -di-j C1 -" - L..PJe
Where the summation is over all places ? Opportunity models :
They are based on the statistical theory of probability as the theoretical foundation. It has been pioneered by schneider and developed by subsequent studies. They can be generally represented by Ti-j = Oi P(O)j
Ti-jProdicted no. of trip from zone I to j. Oi - total no. of trip originating in zone i. P(Oj)- calculated probability of a trip terminating n zone j. OJ- total trip destination attracted to zone I. The probability of a trip being attracted to a zone and the probability of a trip finding a destination in that zone A from of this model is given below:
A Pj-
LAj J Ti-j =
L(AjlLaj)
19
Intervening opportunities model: In this model, it is assumed that the trip interchange between as origin and a destination zone is equal to the total trips enarating from the origin zone multiplied by the probability that each trip will final as acceptable terminal at the destination.
It is further assumed that the probability that a destination will be acceptable is determined by two zonal characteristics, the size of the destination and the order in which it is encountered as trips proceed from the or\g\t"\.
The equation is Tj_j
= OJ (e-LB _ e-LA)
Where L = probability density of destination acceptability at the point of consideration. A = no. of destinations between i and j, when are ranged in order of closeness 8 = no. of A. destinations between i and j (excluding i) when averaged in order of closeness. A = 8 + OJ
20
Intervening opportunities model: In this model, it is assumed that the trip interchange between as origin and a destination zone is equal to the total trips enarating from the origin zone multiplied by the probability that each trip will final as acceptable terminal at the destination.
It is further assumed that the probability that a destination will be acceptable is determined by two zonal characteristics, the size of the destination and the order in which it is encountered as trips proceed from the origin.
The equation is Tj_j = OJ (e-LB
_ e-LA)
Where
L = probability density of destination acceptability at the point of consideration.
A = no. of destinations between i and j, when are ranged in order of closeness B = no. of A destinations between i and j (excluding i) when averaged in order of closeness. A = B + OJ
2.0
Competing opportunities model:
In this model, the adjusted probability of a trip ending in a zone is the product of two independent probabilities, viz. The new formula suggested by him is of the form: m P1 P2 e t1-2
-Ad 1-2
=
[(1/C1) + (1/C2)] d1-2
where t1-2= no. of journeys per day between"two places 1 and 2.
m = a constant P1and P2= populations, or other measure of size of two places. d1_2=
distance between places a 1 and 2
C1 & C2 = constant C1 = L Pje-di_j
Where, the summation is overall places j.
21
......
3.
STUDY AREA
The Central Zone of Surat city is taken up as the study area for the project work on trip generation and distribution characteristics. A brief description of the city of Surat in general and the Central Zone in detail are covered below:
3.1
HISTORICAL DEVELOPMENT OF THE CITY
The city of Surat is one of the oldest historical trade center of India. The historical development of Surat dates back to - 300 b.c. Surat was colonized by brigus or the king from sauvira on the back of river Tapi. Surat region during this period was known as "Lata". In Skanda-Puran it is known as "Suryapur", "Brahmpur", "Tapipur" etc. The common story stretching the origin of the name of suryapur refers to the time in 1500
-
1520 A. D. when Surat was already a city of great trade. In the course of time significant Muslim domination changed its Hindu name "Suryapur" city of surty in to Surat. The port of Surat enjoyed great prosperity in the 16th, 1ih and 18thcentury. However with the rise of Bombay port, Surat lost its port activity.
The development of Surat gained momentum during the period of Akbar and Aurangzeb when the trade activities increase will the arrival of British merchants during the regime of Aurangzeb the suburbs Dhastipura, Salabatpura and Begumpura were development.
22
The work of construction of outer row of the city wall took place during 1707-1717. It was on 5th march, 1579, British took hold of the charge of the city in their hand. During the British period in the 18thcentury city had intensive trade activities. In later part of the 18thcentury with transfer of ship building activity to Bombay the city suffered severe set back.
During this period the city was connected with rander by construction of hope-bridge across tapi in the year 1877. In 1858 the railway route was opened from Surat to Bombay and in the year 1896 between Surat and amalner (Tapi valley). The first steamer was touched Surat port in 1845. The municipality of Surat was established in 1853.
During the post independent period Surat experienced the growth in industrial activities along with trading activities.
3.2
POPULATION GROWTH OF SURAT CITY AND AREA OF SURAT CITY.
The urban population of gujarat has mainly been concentrated in six major cities viz. Ahmedabad, Baroda, Surat, Rajkot, Bhavnagar & Jamnager. Statistics of population variation of Surat city over a vide ranged f time has been shown in table 3.1 According to the population distribution, the city Surat stands next to Ahmedabad. According to the first census of India
23
which took place in 1872, the population of the city of Surat was 107855 persons. DECADAL VARIATION POPULA TlON
NUMBERS
%AGE
1872
107855
-
-
1881
109844
+1989
+1.84
/1891
109229
-695
-.56
1901
119306
+10077
+9.23
1911
114868
-4438
1-3.72
117434
+2566
+2.32
98936
-18498
-15.75
1951
223182
+51739
+30.18
1961
288028
+64844
+29.05
1971
471656
+183630
+63.75
1978
'667553
+195897
+41.53
1981
776600
+109047
+16.34
1991
1494600
+718000
+92.52
I
YEAR
!
11921 11931
I
The decadal variation of the population shows the fluctuating trends, which are mostly due to the natural calamities such as fires & floods. From 1872 to 1931 the trends of population had experienced ups & down. . Besides the natural calamities, Surat had experienced the decrease in population due to concentration of port activities in Bombay and
24
consequent reduction in the port activities at Surat. As regards the census figures of 1931 they are not reliable because of the non cooperation movement of the people. Decadal increase during 1981-91 had the highest rate off increase. The city experienced the second increased in the population during the decade 1961-71. Which was an account of rapid industrialization in the city and also an account of merger of additional aria in city.' The expansion of Surat city in terms of area is indicated in table 3.2. (Table 3.2) AREA OF SURAT CITY: EXPENSION TREND CITY AREA LOGA TION I
YEAR
I
CITY AREA I
[sq. kms.]
1664
Inner wall area
1.78
1707
Outer wall area
7.36
1971
S. M. C. area
24.01
1975
S. M. C. area
55.56
1986
S. M. C. area
111.16
3.3
VEHICULAR GROWTH
With the growth of population and growth in nos. of vehicles the traffic congestion in the city has increased considerably during last decade. Growth of vehicles under the area of r. 1. o. is given in the table [2.2]. Further the inclusion of additional areas and the rapid growth in the surrounding city for the purpose of commercial, social and other works.
25
The infrasturcture however remains the same thereby causing congestion in the city area.
Another aspect resulting into this congestion is lack of decentralization of commercial activities from Chowk Bazar, Bhagal, Navsari Bazar and various other shopping complexes in the all city area. As regards, the establishments of various commercial, public, Governments offices etc. are concerned the concentration is still in ;the walled city area. This has resulted into one directional flow of traffic. The city in the morning experiences the concentration of in bound traffic from all the radial roads and out bound traffic in the evening hours.
The vehicular traffic consists of fast moving vehicles like cars, scooters, taxis, auto-rickshaws, buses etc. and slow moving traffic consists of units like cycles and carts, tangas etc. The heterogeneity of traffic has added to the magnitude and complexity of problems because of segregation between fast and slow moving traffic. The growth of vehicular traffic in the 8.M.C. area have been shown in the Table 3.3.
26
(Table 3.3) Growth of Vehicles I
I
Sr.
I
Under The Area Of R.T.O. As On 31st March '81
Particulars
I
I
'82
'84
I
I
I
Yo../
f
I
'85
!
!
j
J I
i
Motor
Cycle
3604
3701
jeep
1016
1112
\ Three Wheeler Motor Car \I
143
Auto Rickshaw I
...
i
I
I
I 3868
!
4674
\
1251
1328
\
750
958
\
4196
.
??
MotorCar
6. I
TaxiCab
7. i
Attache Carrier
89
93
98
i I
151
School Bus
37
38
40
I
40
i
i
8 9 10.
I \
i I
\
117
Private Service Vehicle
49
49
49
Police Van
I
I
!
i I \
45
92
104
46
48
! 48
48
52
4517
4890
5167
5764
5806
219
218
221
221
229
34
34
34
210
13. I
Tempo
36
36
35
34
14. I
Other Light Vehicle
958
1383
1719
Trailor
2784
Private Trailor
56
18. 19.
,
Tractor Ambulance Others
i
Total
, 1152 ! 3052
I,
I
4290
I
45 55425
i
57
3574 I 3925 46
i
! 3377 I 3602
I
57 I
I
!
I
\
I 172 I 196
86
204
!
1466
\
184
I
1282
71
61
Tanker
17.
1554
37
I
I,
1466
37
4200
16. I
I
38
3937
15
6983
! 6048
!
3825
12.
5225
j
Goods Truck
I
I
\
122
I
11.
I
7178 \ 7674 \ 8240 \ 8784 \ 9711
\
5.
I
I \ i
40
I
I 3828
i
58
57 i
! 4960
I 4891
i !
!
-
-
-
!
i
i
I
I 58
!I
5176
I
64
I
I
58
58 I
5407
5796
71
72
97
102
131997
158447
I
49 64 61963
I
52
I
82
I
55 83
58
I
I
91
84 I
70309
82577 97597 1112946
21
88
I
'89
I
'90
'91
'92
I
I I
I
i
:7916
i 167548
3023
9523
1200238
1871
658
I
II 12562
13362
I
2149
I
2753
2405 1571
1519
303 39 115 57 6161
!
228
iI
I
18498 I 20965
!
i !
i !
i j
i I
,
324 38 136 62 6766
34
i
iI i
I
I
!
34
! I
58
!
6774
82 119
!
I
I
4323
58
I
I
i i
I
I
6277
i
433
I
419
37 145
36
I I
68
182 68
I
7291
I
I
,
7854
14070
15548
3098
3391
1633
1662
5025
87
i I I
I
I
23340 I
525
i
i
I
I
i
I i
I !
i I
40
212 79
I 825 471
I
34
34
5249
6321
7235
5382
5734
6137
58
58
58
136
130
i 911
I
i i
943
I 564
604
34
I
I
I 8688
!I
213
I
81
I
I
102
220128
I
260422
i
985
I
654
i
i
37
ij
239
257
85
85
8547
I I
9143
318
353
I
424
34
34
221
!
8295
I I I
80
I
9619
I
I
'98
I 415424 I 456176 22092
25731
4997
5620
I 1719
1742
9170
I
6377
6732
I
57
57
!
I
I
34
i
10334 I
I 1010
I
i
708
II
38
I
! i 265
i
i I
85
46106
!
10057
472
I 479 I
34
I
i
II
57
!
i
7600
!!
57
1016 I 786 46 I
I
:
i
268
85
525 34 I
13615
7749
7910
57
57
I
9048
I 106 I
9595
10473
117
126
180
221
11049 I 11301 141
11585
148
196
337
382
529792
582353
I
141
156
167
293574
329396
359611
26
400419
444178
I
293 486657
I
I
I 10513
34
11278 112333
7211
i
i
I
I
I
7936
I
1695
35
34
I
85175
.381967 I 19349
1682
1
99
'97
I
I
8181
34
I
I
28619 I 32294 I 36661 I 40959
I
278
97
I
I
I
259
7944
'96
I
I 25231 I
422
252
7363
II
I
I
i 348998
1621
I
384
'95
I
4688
i
iI ! i
238
I
3721
!
i
335
i
i 233
i
I
i
I 217
I
'94
256173
11187
3003 ! 15468
I
I
II
471
'93
I
I
3.4
LAND USE PATTERN OF SURAT CITY
The city complex started developing with the construction of port, goods and cattle market and custom house as well English factories etc. All these developments were on the eastern bank of river Tapi. These activity centers were connected to the railway station. Surat has developed along main trunk road in the walled city area. The commercial activities were connected on the main road while the rear side was developing mostly for the residential activities.
The walled city, in fact is divided into two parts by the inner wall & outer wall. In inner walled area, the city pattern was developed with the administrative units at chowk on the bank of the river, the trade and business functions were intensified in the Chowk Bazar and Mulla Chakla, Bhagatalav and other place. Besides this area while Machhlipith (fish market) Kanpith (grain market) Kelapith shows the development of specialized markets. All the roads leading to this market area are developed into commercial streets with window shopping character. The land use pattern on this road shows that the ground floor is used for commercial purposes and the first floor and above floors are used mostly for godowns and to some extent for residential purposes.
The walled city is divided into 22 parts, out of which residential in nature. The walled city area is having all types' of markets viz. Cotton-silk textiles,
29
Cut-pieces, Cloths, Medicine, Hotels restaurants, Vegetables markets and Jewelers etc. On the station road leading towards chowk there are a series of Cinema houses. The nature of land use pattern is residentialcum-industrial. The Table shows the pattern as per 1978 data.
(Table 3.4.1) LAND - USE PATTERN OF SURAT CITY.
.
Sr.No.
I
Area in acres
Activity
1.
Residential
2.
% Area
2935.12
21.38
Commercial
264.00
1.92
3.
Industrial
754.45
5.49
4.
Public Purpose
442.61
3.22
5.
Garden and O.S.
55.54
0.40
6.
Transports
67.32
0.49
7.
Roads
480.89
3.05
8.
Agricultural
8734.74
63.60
Land use break up of different corridor of Surat city has been shown in Table.
The pattern of existing land use of Surat Municipal Corporation area shows that the entire walled city is concentrated with mixed nature of land. use of house-hold industries, especially the power-looms, jari, diamonds and intensive commercially activities. Northern portion of Katargam is
30
developed into industrial estate. Similarly, the Southern portion Le. Khatodra. Thus, the corporation area is having industries in its north and south, except in Athwa lines. There is hardly any clear residential area free from mixed land use in the city. As regards the open spaces, it has been possible to get plots reserved as open spaces.
The institutional and recreational areas in the city area not evenly distributed, and those which are available are not properly developed. This has created imbalance land use pattern. Due to uncontrolled development the city lacks in open spaces.
(Table 3.4.2) LANDUSE ACTIVITIESALONG MAJOR CORRIDORS Sr.No.
CITY
CORRIDORS
LAND USE
1.
Udhna Corridors-Navsari Highway
: Industrial
2.
Udhna- Majura- MagdallaCorridor
: Industrial & Residential
3.
Dumas Road
: Residential & Industrial
4.
Rander- Adajan- OlpadCorridor
: Residential
5.
Amrol i Corridor
: Residential
6.
Nana - Varachha - Kamrej Corridor
: Industrial
7.
Dindoli Corridor
: Industrial & Residential
31
-,
3.5 TRAFFIC AND TRANSPORTATION
IN SURA T CITY.
3.5.1 VEHICULAAR TRAFFIC Rapid growth in number of vehicles are observed in last three decades due to increase in population, industrial development has already been highlighting in table 3.3. It is intrusting to note than the number of vehicles is phenomenal.
The nature of the traffic on the city road network is mixed type comprising of many categories of both fast and slow modes. Bicycles dominate the slow vehicles whereas two and three wheelers dominate the faster category. The traffic (percentage) composition observed on the main road is as show below: Bicycles
Scooters
Autorickshaws
Cars
Trucks/Buses
25-50
35-60
20-30
5-10
2-5 ~ ~
The vehicle characteristics of various modes differ in a significant way compared with homogeneous traffic. There by pressing for indigenous traffic operation plans for the city.
Varied mixed traffic flow is observed on Surat road network in the range of 100 PCU/h to 4000 PCU/h during peak period. The studies conducted in this regard at S.v.R. collage of Engineering main road, BhagalGalemandi-Station road and Kotsafil road in CBO area, Chowk-Rander
32
'.
road, Textile market-Kadodara road, Station-Kamrej road in non-CBD area also have peak traffic in the range of 750 to 1000 PCU/h.
The operational speeds of various modes are influenced by many factors such as the traffic vo\ume and composition, road geometric, pedestrian interruptions, side parking etc. and vary from mode-to-mode and driver to driver. Because of mixed traffic conditions and lack of overtaking opportunities during peak period. The speeds of the fast modes have been stabilized between 15-20 Km/h, irrespective of the type of vehicle. The speeds of the fast modes have further declined by 25% in case of two-way traffic flow conditions. 50-60% rise in these speed values is indicated in outskirts area because of low traffic volume.
Homes and work places form the base of origins and destinations of trips. Various land uses are the eventual traffic generating and attracting centers. The residential sectors of the various T.P. schemas and C.B.D. area itself are the traffic generators while the industrial belt of Udhna and Katargam, the main transport terminals like central bus stand and railway station. Shopping corridor of Chowk-Tower and recreational centers near Delhi Gate, Chopati and marketing center on Ring Road area the major traffic magnets of the city. As the office complexes and educational institutes are scattered over the city. They have varied mixed influence on traffic 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 limitedroadspacehas resulted in
numberof trafficproblemsin the city. Thegrowthof trafficand road space t\a.,,~
~()\
'c~en
'ca\anced
\0
t"e'Su\\
\n
\\\t"0\\\\n9
'S\\ua\\on
C.B.D. area. The problems can be identified as under: I.
Congestion and Delays,
ii.
Reduced Operational Speeds,
iii.
Parking,
iv.
Pedestrian facilities.
;}-J
part\cu\ar\y
in
The traffic congestion is the outcome whenever the traffic density increases beyond the capacity of the road. Such congestion virtually is observed during peak hours and its impact takes considerable time to easy out. The other situations of traffic congestion's are by the interruption of flow by crossing streams at the inter-sections. Third kind of congestion owes to the narrow roads of bottleneck conditions to create backlog in a wave phenomenon. Apart from these, the reduced capacity on account of kerb parking and pedestrians interruptions add to the congestion.
All these eventually have influence on vehicle operational speeds, air and noise pollution and frustration to culminate in abnormal delays and increased travel time. With the narrow road space and bare minimum pedestrian facilities, most of the roads in CBD area and radial corridors lime Udhna-Bhestan, Varachha Road etc. are highly congested and traffic is virtually brought to a stand still often during peak periods. Congestion as it prevails in the city at the inter-section and certain road section have brought down the speed of all fast modes to a very low level. Specific points in this regard can be mentioned as Chowk, Bhagal, Delhi Gate, Navsari Bazar inter section etc. The Nehru-Bridge on river Tapti is another example of major bottleneck for the traffic to link CBD and western zones of the city.
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
CENTRALZONE 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
The Central Zone of Surat city is mostly
for commercial purposes.
Therefore, 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
f !
(i)
Home Interview Surveys.
Home interview survey is one of the most reliable type of surveys for
I ,
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
.
The information on travel pattern includes number of trips made, their origin and destination, purpose of trip, travel mode time of departure from origin are time of arrival at destination and so on. The information on household characteristics includes types of dwelling unit, numbering residents, age, sex, race, vehicle ownership, number of drivers, family income are so on. Based on these data it is possible to relate the amount of travel to household are zone characteristics are develop equations for trip generation rates.
Because
o'i \'ne w\de var\ety of data that can be coHected by the home.
Interview technique and the high \ost ir\\Jo\\Jed,it is necerssaf)' to standardize the procedure for such surveys. It is impractical and unnecessary to interview all the residents of the study area. Since travel patterns tend to be uniform in a particular zone, it is sufficient if a sampling procedure is employed. The size of the sample is usually determined on the basis of the population of the study area, and the standards 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. Population of Study Area
Sample Size
Under 50000
1 in 5 house holds
50000
-
150000
1 in 8 house holds
150000 - 300000
1 in 10 house holds
-
1 in 15 house holds
300000
500000
500000 - 1000000
1 in 20 house holds
over 1000000
1 in 25 house holds
The sample is selected in an unbiased way from the register of electors of valuation list.
A number of techniques are available for the home interview survey. The full interview techniques involves interviewing as many members of the house hold on possible are directly recording all the information. In an home questionnaire technical ,the interviewer collects only details of the house hold characterization, leading forms
for household residents to
complete in regard to travel information.
In both the above methods, it is necessary to send out a letter to the selector households prior to the proper interview, explainiry the nature, importance and objectives of the survey and eliciting their cooperation. In addition, wide publicity is given to the survey in the local phone, radio &
40
television. usually the full interview technique is more expansive , and it may be possible to collect thee needed information only at thee rate of eight interviewers per eight hour
in a day per interviewer. The home
questionnaire technique is more speedy and it may be possible to cover about 20 house holds per day. While thee face interview technique yields vary accurate data, the same can't be said of the home questionnaire method. The information to be collected from the home interview survey can broadly be classified under two groups: (1)
home hold information
(2)
journey data
The home hold information contains information such as address, size of home hold, age and sex structure of
home hold earning much has,
occupation, place of work, number of motor/vehicles owner, house hold income and so on.
The journey data contains information on all journeys made dating the previous purposes of trip, mode of travel etc. The survey forms are generally standardizes for this purpose and the questions are structured carefully to avoid ambiguity. The usual practice is to have the household information in thee front of the form and thee trip information on the back of the form. The form should designer so that the data can be easily coded.
41
4.2
SURVEY FORMAT
A number of techniques are available for the home interview survey in this case we are adopted the home questionnaire techniques. In this
J
the
interviewer collects details of the house hold characteristics, living forms and regard to travel information.
In this survey format, the home questionnaire includes family travel characteristics. The interviewer collects details of the family travel characteristics under five parameter. The parameter are as follow: (1) family size (2) family activity particular (3) family income per month (4) no of vehicles (5) purpose wise trip characteristics
(1)
Family Size
In this question we collect details regarding family size in the form of number of children and number of adults in the house, then total members in the house by adding number of children and number of adults.
42
(2)
Family Activity Particular
In this question we collect information regarding family activity particular in the form of number of students go to school or college and number of members regarding to working and non-working. Nonworking 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. Sf.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
(5)
Purpose wise Trip Characteristics
In this question we collect information regarding purpose of trip, destination of trip, types of mode of transport, travel time taken by trip in 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.
The Typical Survey format is shown as follows:
44
CIVILENGINEERING DEPARTMENT S.V.R. COLLEGE OF ENGG. & TECH., SURAT TRANSPORTATION ENGINEERING STUDY TRIP DISTRIBUTION CHARACTERISTICS OF CENTRAL ZONE (SURAT) DAY : SUPERVISOR DATE: ~OLL NO. TIME: ...OCATION : =AMILY TRAVEL CHARECTERISTICS FAMILY SIZE CHILDREN
2.
I
TOTAL
ADULTS
FAMILY ACTIVITY PARTICULARS NO. OF STUDENTS SCHOOL
4.
NO. OF MEMBERS
COLLEGE
WORKING
NON-WORKING
NUMBER OF VEHICALES 2wh
Bicycle
5.
3wh
4wh
PURPOSE WISE TRIP CHARACTERISTICS. PURPOSE
WORK
EDUCA TION
DES TINA TlON
MODE TRAVEL TIME (MIN) TRIP LENGTH (KM)
45
RECREATION
SOCIAL
TOTAL
4.3
ACTUAL SURVEY
After the completion of survey format, the actual survey is carried out in the different location of central zone of Surat city in such way it covers whole area of central zone of Surat city.
The interviewer goes to house of house hold in central zone of Surat city, then first he introduces him and then he gives some idea about his work and after this he gives brief about survey format. Now, he ask one by one question in order with great respect and whatever answer is replied by house hold he notes very systematically in his survey format. After this, he moves on next house and this way the interviewer is carried out his work.
He also notes his name, roll no., location of central zone, time, date and day on which the survey is carried out. Finally, we get good amount of data prints which severs us purpose of surveyor field study. In this survey actually we have collected about 400 data points at the end of survey work. The sample size is very small compare with the survey norms. However, to high expenses, large man power and too much time involved in collecting the work is restricted. It is expected that the small sample shall
give required trend.
46
~
After the collecting all the data prints from the interviewer, it is shorting on the basis of family size and after this shorting on the basis of family income per month which explain in detail in the chapter of the data analysis.
47
,
5.
DATA ANALYSIS
,
Trip Generation After the completion of survey work data analysis is carried out. The category analysis approach also called cross classification method is employed for analysis. In this work, the data is first shorted on the basis of family size and then after family income group per month.
The analysis tables indicated the categories of family and income group are prepared considering each data point and putting it in appropriate category generation and distribution analysis is carried as follows:
Table 5.1 shows the, W + E trip and total trip generated from central zone to different zone with regard to different family income group. This table also gives total no. of trip and total of W+E trip for particular income group of 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
Income I group
I W+E
Higher{
-
12
I
3
2
1
T1
I 5
4
TOTAL
6
T
i-ii-II-It-tt-t!_!
{ 10 ( - ( - ( - ( - ( - ( - (24 ( 30 ( 12 ( 1
I
26 6
12
14
-
2
26
-
-
12
16
-
12
36
36
48
-
-
-
-
-
-
-
10
-
-
-
-
-
36
42
-
-
-
2
10
10
-
-
34
36
-
-
-
-
38
40
22
26
12
16
24
24
-
38
38'
-
2
-
-
10
10
-
-
-
-
12
14
-
2
-
4
12
12
-
-
-
-
-
34
36
2
24
24
10
10
-
-
Total
84
140
-
4
24
28
46
52
70
96
12
12
236
332
Average
8.4
14
-
0.4
2.4
2.8
4.6
5.2
7
9.6
33.2
24 -
48
-
-
-
-
-
12
12
36
60
8
-
-
1.2 -
23.6
Higher Medium
1.2 -
12
12
-
12
14
-
-
24
34
24
40
-
-
-
-
-
-
24
40
-
-
-
-
-
20
-
-
-
24
24
-
-
24
44
-
34
38
26 28 26 26 28 14 18
-
-
-
-
-
-
12
14
-
24 2
-
12
12
-
-
12
14
-
-
-
-
-
10
10
14
14
-
14
14
-
-
12
14
-
14
2 2 14
-
10
-
12 14 -
10
-
-
10 12 -
-
-
-
-
-
-
-
-
2
-
12
12
-
6
-
-
-
-
22 24 24 24 26 12 12
-
-
-
-
4
-
-
12
22
10
10
-
10
12
12
-
-
6
-
-
22 20
1 32 32
6
12
12
-
-
-
-
6
-
-
12 36
11858
22
I
12
I
12
I
12
I
18
I
10
I
10
I
36
I
52
I
-
-
-
I
I
I
-
-
I
-
110
I
-
116
I
49
-
I
I
-
-
-
-
I
T
Total Average Medium
Total Average
10
14
-
-
10
10
-
-
-
4
-
-
-
-
-
4
12
12
-
-
-
24
24
-
26
-
-
-
-
-
-
-
182
306
64
66
56
66
36
-
20
26
2
-
12
18
-
2
-
4
24
30
-
-
-
-
-
-
26
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
-
4 56 -
-
-
-
-
8 24 -
24
24
-
-
12 -
18 -
24
24
12
36
12 -
12 -
24 12 -
12 -
-
-
-
12
20
24
28
-
96
266
36
12
12
-
-
-
-
-
-
-
24
12 -
36 -
12 -
16 -
-
-
12
-
12
-
-
-
12 -
12 4 -
12 24
18 56 36 36
-
12 12 12 24 36 24 12 24
54 54
24
28
24
58
-
-
26
12 -
12
12 24 22
40
34
48 646
60
36 2 14 -
-
-
12 -
12 18 -
10 10
20 20
68
162 48
56
330
4
9.52 2.82
3.29
19.41 38.08
-
12 12
-
10 12 -
-
-
-
42
34
66
48
54
2
3.88 2.82 3.17
-
-
-
2
Lower
12
16
-
-
-
-
-
-
-
-
Medium
-
32 24 4
-
10
-
-
-
-
-
20 14 34 12 2
-
-
-
10 -
12 12 24 -
24 24 -
-
12 -
8 22 -
-
-
-
12 -
12 -
22 -
26 6 18
-
-
-
-
-
12
12
-
-
36 -
12 -
-
5.65 15.64 2.12 2.47
-
-
2 -
18 12
-
14 -
-
-
6 -
12 -
12 12 -
12 12 2
-
-
-
-
-
-
6 -
14 12 34 36 28
36
12 34 36 22 24 24 36 -
16 50 46 30 46 32 52 24
12
"'6
50 ... ..
.
..iIi.
24
24
I
I
-
I
-
I
I
I
-
-
-
-
-
-
-
-
-
-
12
-
Total
204
48
60
-
-
Average
7.86
13.6
3.2
4.0
-
-
Lower
24 12 24
26 16 26 8 76
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
Average
-
-
12 118
I
6
-
-
60
24
-
16
I
12
-
10
Total
2
I
-
-
8 8
-
I
.
=Working E = Education
-
-
-
20
26 24 34
14
12
12
20
-
12
-
-
-
-
10 12
16 12
26
38
284
444
40
1.73 2.53
36 10
38 40
-
-
-
-
-
-
-
-
8
46
86
-
11.5 21.5
-
19 T1
W
-
24 12 14
58 102 2.26 2.66 3.87 6.8 34
-
-
I 18.93 I 29.6
-
60 22 24
64 56 26
8
12
36
8
118
182
2
29.5
45.5
=Total Trip in Zone - 1
T = T1 + T2 + T3 + T4 + Ts + T6
51
Family size (No. of person = 4) ZONE
Income I 1
group
I W+E I
I
Higher
-
I
T1
I
I
26
W+E T2
-
TOTAL 4
5
W+E T3
6
W+E
W+E
Ts
T4
-
-
4
-
-
24
24
4
20
20
20
20
-
12
-
-
-
I W+E I
T
Ts
-
24
54
-
-
40
44
-
2
48
48
48
62
-
-
-
24
24
48
88
24
24
48
88
-
24
24
-
8
36
56
48
-
-
-
48
64
-
48
-
16
48
66
-
-
-
12
-
-
-
8
12
12
-
-
24
24
-
-
-
-
36
44
14
-
-
-
24
24
-
12
-
-
36
50
20
-
-
-
-
24 -
24 -
-
-
6
24
52
-
-
-
-
48
72
14
14
-
12
-
-
26
48
64
24
64
12
26
48
64
I
3
W+E
I
24
12
Total
2
-
28
30
20
20
-
12
20
-
20
-
22 -
20
20
-
-
-
12
12
-
2
-
-
32
54
20
-
-
48
68
-
-
-
-
-
-
48
88
368
32
56
68
126
118
118
72
124
96
126
590
960
8.4
7.86 7.86
4.8
8.26
6.4
8.4
39.33
64
196
I
2.13 3.73 4.53
Average
13.06
24.53
Higher-
-
-
-
-
20
40
12
24
-
-
-
-
32
62
Medium
24
30
-
-
12
12
-
-
-
-
-
4
36
46
14
-
-
-
12
-
-
-
-
12
28
I -
-
-
-
24
34
24
24
-
-
48
74
20
22
-
-
-
-
-
-
-
-
20
22
4
-
2
32
32
-
-
-
-
32
38
10
10
-
2
12
14
-
-
-
-
22
26
14
-
-
-
-
10
10
-
-
-
-
10
34
I 46
-
-
-
-
-
-
-
-
-
-
36
48
20
12
12
-
-
12
16
-
-
-
-
34
48
I 20
-
-
14
-
4
-
-
-
-
30
38
12 16
36
20
10
52
4
-
-
20
20
-
10
20
34
12
12
-
-
10
26
-
10
22
48
-
-
-
-
-
24
36
-
-
24
46
16
-
-
18
36
42
48
70
14
-
-
-
-
-
-
36
44
-
-
36
68
-
-
-
12
12
-
-
36
74
-
-
-
-
-
-
-
36
36
12
36
62
-
-
-
-
-
24
24
16
48
76
4
-
26
36
-
16
36
56
24
36
36
-
-
-
-
8
-
-
48
68
24
44
-
-
-
-
-
-
24
24
-
-
48
70
12
32
-
-
-
-
-
24
24
24
24
24
36
14
-
-
12
-
-
12
20
24
46
50
12
12
12 -
-
56
-
-
36
12
-
-
-
12
12
-
74
24
34
-
-
-
-
12 -
32 -
10 -
-
10
10 -
20
12
12
20 -
-
-
-
24
20
-
34 32 36
64 62 66
-
24
24
-
-
-
10
24
40
12
12
-
4
-
20
-
20
12
36
12
24
I
24
I
12
62 14 36
24 I 54 6 40
24
24
-
-
-
-
-
16
-
-
48
70
10
24
24
-
-
6
24
40
28 36
28 42 12 12 42 20
-
-
-
-
24
-
24 -
34 8 8 36
-
4 -
12 -
12 -
-
-
24
12 -
12 -
12 -
14
-
12 6 10 -
20 20 -
20 20 14 -
62 36 50 60 58 66 46 62 52
20 -
20 10 -
48 28 36 36 36 30 20 40 30 30 40 20
24
12 20 20
I
20 I 20 8
20 -
14 12 20 10 12 12
53
24 -
2 -
10 -
14 22 -
10 -
20 10
20 22
20 -
8 20 18
56 60 40
-
4
-
-
26
44
12
24
12
12
38
52
-
-
8
34
44
20
-
-
-
34
58
-
-
-
-
34
56
-
-
-
-
-
-
10
34
56
286 372 130 236 202 310
428
598
90
Average 8.47 16.58 5.60 7.29 2.54 4.62 3.96 6.07 24 24 Vledium 4
8.39
11.72
1.76 2.82
-
-
-
-
24
32
32
40
-
-
32
44
Total
12
I
20
I
-
-
-
-
-
-
14
14
-
-
14 28 14 14 -
34
34
-
4
-
10 -
12
-
2 22
20
32
14
14
-
20
32
14
14
-
432
846
12 I
12 I
144 1558 2684 30.54 52.62
-
-
-
-
-
-
24
24
-
-
36
48
4
-
-
-
-
-
24
28
-
-
24
32
12
-
-
-
-
64
12
20
20
-
12
20 -
36
-
20 -
-
32
12 -
-
32
44
-
-
-
24
24
-
-
36
66
24
32
10
12 -
14
-
-
-
-
-
-
24
24
-
8
24
46
10
10
22
14
14
-
-
-
-
-
-
24
46
24
36
24
24
-
-
-
-
4
48
64
60
-
-
-
-
-
-
-
-
48
-
-
-
48
60
28
28
-
10
-
38
52
22
46
10
12 I
10
10
-
12
12
24
-
-
10
14 -
20
34
-
-
10
10
-
-
-
-
-
12
30
56
36
48
-
-
-
-
-
-
-
12
-
36
60
24
34
-
-
-
10
14
48
-
-
-
-
-
-
34
78
-
-
48
-
-
48
78
24
36
-
-
-
-
-
-
24
36
-
-
48
72
24
24
14
14
-
-
-
-
-
14
-
14
38
76
24
36
-
-
24
24
-
-
-
-
18
48
78
14
26
-
-
-
-
40
-
38
66
14
-
24
14
-
-
-
14
-
24
38
52
12
12
-
-
10
24
24
12
22
48
8
48
76
-
36 24
64 48
20
36 12
I
48 12
-
-
-
-
-
-
48
48
-
-
-
-
-
-
-
-
16
-
-
-
-
-
-
12
36
-
54
-
16
-
-
14
14
-
-
10
12
-
-
4
-
-
-
-
6
-
-
24 36
10
24 -
-
-
24 -
12
12
-
14
46
12
12
-
-
-
8
24
24
-
22
14
-
36
58
12
32
-
-
-
-
-
-
24
24
-
8
36
64
24
32
-
-
-
-
-
-
-
16
-
-
24
48
12
22
-
-
-
-
-
24
24
-
12
36
58
12
12
-
10
-
-
-
-
-
24
24
-
-
24
12
-
-
28
60
60
12 -
-
32 64
24
-
12 48
34
-
-
10
24 I 40
-
-
70 88
24
-
-
10
-
14
-
10
12
-
-
12
-
-
-
-
10
10
20
12
I
10 I 10
12
I
I
42 34
-
-
-
36 60
-
-
-
12
22
46
-
10
10
10
10
20
46
-
16
20
20
20
20
40
68
20
-
12
-
12
-
30
56
-
-
40
64
--
-
--
30
54
20
20
20
20
-
24
-
-
10
24
-
-
10
20
20
12
-
12
-
-
-
-
-
10
10
10
10
20
44
24
-
-
28
-
-
-
-
28
52
-
-
12
-
24
48
12
12
-
-
24
66
14
-
-
-
10
22
46
-
12
12
-
-
24
42
524 11042 230 348 202 250 142 204
426
642
84
Average 10.69 21.26 I 4.69 7.10 4.12 5.10 2.89 4.16 4 Lower 24 46 6 Medium I 36 14
8.69
13.10
1.71 4.40
38
38
-
-
38
66
-
-
-
36
52
36
46
-
36
so
p;
-
;;1: 4 12 12 12 12 -
i 36 36 24 48 36
jJ 42 44 50 62 60
12
Total
I
36 12
24 24
I
!
12
-
12
12
12
28 -
42
-
-
12
12
-
10
12
12
4
10 -
14
12
12
-
38 35 8 16 50 48
-
.
.
.
. .
-
-
-
12 -
12 16 -
-
12 22 12 12 12 12
55
-
12 12 -
-
216 1606 2700 32.77 55.10
12
12
-
8
12
12
-
-
-
-
36
50
22
-
-
-
-
-
-
12
12
-
-
12
34
32
-
-
-
-
12
12
24
-
-
36
68
12
-
-
-
-
24
24
24 -
8
-
8
24
52
1144
364
48
54
12
40
48
48
158
188
12
20
434
698
I 11.07
28
3.69 4.15
0.92
3.07
3.69 3.69
12.15
14.46
0.92
1.5
33.38 53.69
12 I 18
Total .;.lIerage _ower
Total .:.
I
36
48
-
-
-
-
-
-
-
14
-
-
36
62
36
48
-
-
-
-
-
-
14
-
-
36
62
48
-
-
-
-
-
-
-
14
-
-
36
62
verageI 36
I ~
56
FamilySize(No. of Person= 5) ZONE
"come group
1
I W+E
Total Average
I
I
36
12
32
12
20
-
T3
-
36
10
I
12 -
I
T4
TOTAL
6
W+E
W+E
T2
2
I 5
4
W+E
T1
-
3
W+E
I
I
I-iigher
2
W+E
Ts
I
W+E
-
-
-
4
-
-
12 -
-
-
12
12
36
66
12 -
12 -
24
32
-
8
48
72
2
48
48
2 -
-
-
-
2 2
-
-
-
-
-
-
-
48 22 58
52 26 60
248
318
I 36 I 42
22
-
-
28
28
30
32
-
74
104
66
88
12
16
60
60
24
40
12
20
2
2.66
10
10
4
6.67
2
3.33 41.33
- I - I - I - I - I - I 24 I 40 I - I -
I-ligher-
24
36
Medium
-
12
-
10
12
-
32
32
-
20
20
20
20
40 22
40 22
20
I
20
1
-
-
I
-
-
I
-
36
52
12 -
12 24
22
-
6
28
12
12
84
46
36
36
-
-
12
12 -
12 -
12 -
-
-
-
I
-
-
24
34
12
12
60
82
-
-
12 -
16 -
-
-
-
-
20
22
-
-
22 32 20
28 34 22
10
-
2
10
20
22
20 20
10
12
10
14
-
-
-
-
4 2 -
10 -
50 50 40 22 24 32 36 32 48 84 48 46 84 48
52 54 44 24 24 34 38 32 78 110 64 52 92 58
10 20 20 -
2
24 -
-
-
-
12
12
-
21
-
-
12 20
24 -
-
-
-
24 36 -
24
-
12 20 -
36
-
2 6 -
-
57
I 48 I' 76
12
-
-
53
12
-
-
T
-
22
12.33 17.33 I 11 114.66
I
Ts
-
-
-
26
-
-
-
-
-
48 24
66 24
-
10
-
-
-
-
-
-
10
10
-
-
-
-
-
12
22
-
-
10
Total
I
I
10 10
I
10
10
-
10
10
10
-
-
-
-
20
40
-
-
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
1042
1266
2.23
2.61
5.38 6.30
6.46
6.61
6.38
11.84
0.85
1.23 40.07 48.70
-
10 12
10 12
-
-
-
24
-
24
2 24
48
-
-
-
-
-
-
-
8
12
-
-
12
24 12 4 4 -
-
-
24 12 -
12 -
8 36
32 30 -
-
36
24 30 -
12
-
-
-
12 -
12 -
-
-
-
20
20
30
30
30
30
24
26
-
4 -
12
12
24
-
-
12
I
20.07 26
36
I
18
34
24 24
30 24 8
72
78
46
48
10
10
22
I
12
I
-
I
-
I
-
36 36 36 36 48 48
38 60
36
56 56 64 54 44
12
48
60
-
-
-
-
-
72 68
12
-
-
-
-
-
-
24
12 -
8
-
-
22 60 54 36
82 60 22 54 56 44
-
-
12
12
-
-
34
36
12
-
-
12
-
-
22
24
12
12
10
10
10 -
-
-
-
22
22
-
-
-
-
40
18
22
58
74
28
28
40 -
24
10
10
38
67
-
-
-
-
12
-
4
-
-
-
-
-
-
-
-
-
10
-
-
12
40
20 30
-
-
-
-
-
24
24
-
4
36
48
24
28
-
12
12
-
-
4
-
-
36
44
12
32
-
-
-
-
-
12
12
-
28 48 26
-
-
-
-
-
12 -
-
-
-
24 12 6 6
24 24 48 24
68 46 56 56
12 12
12 48 24
I
2 -
12
58
12
6 -
4
-
-
-
2
24
24
20
20
-
-
44
50
10
10
12
12
-
-
-
10
-
2
-
-
22
34
12
36
-
10
-
-
36
36
-
-
-
-
48
82
24
-
-
-
-
-
-
6
48
-
-
60
84
40
-
-
-
-
-
-
24
24
8
48
72
26
-
-
-
-
-
-
36
42
2
-
-
-
-
-
-
36
48
-
-
-
-
36
36
-
4
-
-
24
32
-
48
-
-
48
96
10
20
-
-
10
20
370
457
40
60
1395
1916
6.0
10.0
12.35
1.08 1.62 37.70 51.78
24
I
24
24
12
12
24 -
24
24
12
12
-
-
-
4
-
-
24
24
-
-
-
-
-
-
-
48 "'otal lerage _ower ;'Iedium
I
I
574
I
806
15.51 21.78
122
142
208
I 3.29
3.83
5.62 5.83 4.91
I
216
182 222
-
8
24
24
-
-
-
-
-
-
-
-
24
32
24
38
24
24
-
-
-
-
-
-
-
-
48
50
24
38
-
-
-
-
-
-
-
-
-
-
24
38
12
32
-
-
-
-
-
-
-
-
32
46
-
12
36
-
36
466
12
12
-
-
-
20 -
-
-
12 32 32 62 40 40 40
24 16 14 2
12 12
-
-
-
12 32 32 24 36 32 36
18
18
18
18
50
79
-
18
18
30
60
48
72
-
-
-
-
-
-
48
70
2
-
-
-
-
-
-
36
38
20 12 24 -
20
12
12
-
12 24 -
-
-
12 -
12
-
20 -
-
-
-
36
-
2
-
20 -
26
36
-
14
-
-
-
-
-
-
-
36
12
12
14
-
-
-
14
-
36
42
12
12
24
24
12
12
-
1194
332
154
178
24
64
24
24
100
120
48
78
554
735
1.41
3.76
1.41
1.41
5.88
7.05
2.82
4.58
32.58
45.93
14
Total
48
I
2
'verage 111.41 119.52 1 9.05 110.47 Lower Total verage
59
Family Size (No. of Person = 6)
ZONE
TOTAL
Mcome 1
group
2
W+E
3
W+E T1
W+E T2
5
4 W+E T3
6
W+E
W+E
Ts
T4
W+E
T
Ts
-ligher
-
-
-
-
-
-
-
-
-
-
-
-
-
-
Total
-
-
-
-
-
-
-
-
-
-
-
-
-
-
verage
-
-
-
-
-
2
-
24
24
12 -
12 -
20
2 22
-
-
-
-
-
38
-
-
36 -
-
-
Higher-
-
48 44
52 48
-
-
12
14
14
14
-
-
-
-
-
-
26
28
-
30
30
24
30
-
-
-
-
-
-
54
60
-
-
-
-
-
4
24
24
20
20
-
44
48
14
14
-
-
-
68
24
24
26
-
-
8 -
48
20
24 -
28
34
-
-
-
-
-
12
18
-
-
6
-
4
48
48
20
20
-
44 40 68
50 52 78
Total
122
148
42
50
86
84
132
168
8
466
560
verage Medium
12.2
102 84 14.8 4.2 5.0 8.6 10.2 8.4
8.4
13.2
16.8
-
76
-
-
50
-
-
62
36
-
36
24
-
-
-
-
-
-
-
"-edium ,
32
32
-
-
-
60
70
12
12
-
12 -
24
24
14
52
-
-
-
12
50
-
-
-
24 12 -
24 12
-
-
-
-
-
-
-
12 -
16 8 66 36
-
-
12 24 24 -
12 28 24 -
-
-
-
-
24
48
-
-
24 -
48 12
60
-
-
36
24 -
14 10 14 24 24 2 24 -
-
-
-
-
10
2 -
10 10 24 24 -
-
0.8 46.6 56.0 44 32 72 82 40 36 50 52 12 12 22 26 34 34 22 26 36 36 48 52 36 42 24 32 72 12 36 84
12
12
-
-
14
14
12
22
-
14
62
96
-
12
12
-
-
24
24
-
-
36
64
24
-
-
-
-
-
12
26
-
14
36
64
36
36
-
-
-
-
-
-
4
-
-
36
40
12
12
-
24
26
-
-
-
2
-
-
36
40
12 -
14 -
-
-
12
-
12
12
-
6
-
-
36
44
-
24
24
-
48
-
12
12
6
-
12 -
36
-
-
-
20
12 -
-
20
12 -
32
38
366 472 96 120 120 140 86 Average 17.42 22.47 4.57 5.71 5.71 6.67 4.1 24 36 36 Lower Medium
98
150
204
12
52
830
1086
4.66
7.14
9.71 0.57 2.47 39.52 51.71
24
-
-
-
36
36
40
40
24
34
-
28
24
Total
Total
60
60
-
-
36
36
24 -
64
64
42
70
-
-
-
-
-
-
-
-
-
16
12
-
-
-
-
30
42
28
28
12 -
24 -
-
-
-
-
-
4
20
20
48
52
24 -
36 -
-
12
-
-
-
-
24
36
12
12
60
96
-
-
-
12
22
22
-
-
-
-
22
34
52
80
48
60
-
12
46
46
130
158
56
56
332
412
8.57
-
1.71 6.57 6.57
8.0
8.0
47.42 58.85
12
-
-
-
-
-
-
36
36
48
72
12
-
-
-
-
-
-
36
36
48
72
12
-
-
-
-
-
-
36
36
48
72
Average 7.42 11.42 6.85 24 12 Lower 12 Total 24 24 12 Average
61
18.57 22.57
Family Size (No. of Person ~ 7) ZONE
1come 1
group
W+E
2
I
W+E
I
I
36 24
I
I
24
Total
I
6
I W+E I
W+E
T4
Ts
W+ E
I
T
T6
-
-
-
-
-
12
12
-
-
-
-
-
28
-
-
24
64
12 -
24
-
-
24
24
-
-
-
36
88
48
48
-
-
20
-
60
70
-
-
-
22
22
24
-
-
-
94
62
118
2
20
20
-
-
42
2
-
-
62
66
12 -
-
-
22
34
36
36
10 -
10
-
12 -
42 -
62 -
60 -
126
-
60 -
110
-
4 -
2 -
12
40
-
-
2
-
-
60
64
-
-
-
-
14
54
84
130
10
120
148
60 40 36
28
5
W+E
T
Tz
-
TOTAL 4
W+E
T1
I-iigher
3
I
-
26
12
12 I 26 I 60
I
98
24
38
24
24
-
48
56
-
-
12
48
56
62
24 -
-
30
24 -
35 -
18
18
-
-
-
18
-
14
48
112
12
32
-
12
12
60
108
12
12
24
62
24 -
44
24
-
20
24
-
12
-
-
-
60
98
18
42
48
74
-
-
-
-
42
84
158
110
-
-
14
30
30
-
-
108
154
16
36
-
18
-
--
-
78
18 -
-
16
-
-
38
34
50
66
142
362
628
176
232
30
48
172
190
220
432
1125
1778
Average I 21.29 I 36.94 I 10.35 I 13.64 1.76 2.82 I - I - I - I 12 I 12 Higher- I -
MediumI -
I
-
24
30
42
46
10
10
34
I
38
10.11 11.17 12.94 1
-
1
- 1401401-1
I - I - I 12 I 16 I - I - I 12 54 12 12 4 12 12 36 36 -
I
I
I
I
I
62
25.41
166 258 9.76
-
-
1 52
18 16 4 -
-
-
24 54 36 54 22 36
24
24
24
58
12 68
104.58
1S.17 66.23
20
-
-
I
52
28 88
48 62 30 36 86
60
76
-
-
-
-
-
-
-
-
-
-
60
76
36
36
-
-
-
10
24
24
-
-
-
-
60
70
10
-
-
-
-
24
24
-
10
14
30
38
74
-
-
-
16
-
-
48
88
-
-
-
-
60
12
24
48
60
-
-
24
40
-
-
48
-
-
-
-
60
82
-
-
96
-
-
72
120
16 -
16
20
50
48 -
24
-
-
84
162
-
4
-
72
6
6
-
-
60
-
-
-
-
-
32
62
60
40
58
3.15
2.10
3.05
6.10
7.68
-
-
36
56
36
36
-
-
24
24
24
24
-
-
-
-
-
4
24
20
20
12
4 12
10
10
12
10
14
10
12
30 10 -
30 10
18
12
12
12 -
24 12
10
-
-
-
10 12
18
12
36
36
-
48
72
36
48
36
36
12 -
36
42
-
48
72
24 -
36
44
26
56
24 60
Total Average
Medium Total Average
I
472 32.42 616 3.15 24.84
-
-
-
12 12
48
78
10
10
-
-
-
116 146
220 402 38 74 946 1356 11.57 21.15 2.0 3.89 49.78 71.36
-
-
72 48 44 42 22 22 22
48 46 26 28 26
36
46
48
14
36 -
-
-
-
-
-
-
-
10
10
42
54
-
-
12 32 -
26 78 40
-
12 20
22 48 32
-
-
48
-
-
48
42
108
-
-
48
56
-
54
56
-
-
60
70 60 102
-
-
12
12
-
24
58
-
18
18
-
24
52
8 -
-
48
-
-
-
-
-
4
20
20
12
12
12
12
-
2
10
10
12
12
-
10
16 58
36 -
36 -
-
48 -
48 -
26
26
-
-
16 12
-
63
-
8 18
4
-
52 38
92 38
24 I 24 I 202
316
9.61
54
72
10
56
56
-
-
56
66
220
234
322
46
50
914
1198
15.04 3.42 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
24
24
24
-
52
52
-
-
-
-
-
-
-
-
24
28
12 -
-
28
12 -
48
60
16 I -
16 -
24
24
-
-
-
60
100
24
24
46
46
40
24
24
12 -
-
40
12 -
14 -
64
24
40
40
-
-
-
64
24
-
64
72
-
-
-
-
12
12
12
60
74
48
48
-
-
10
30
12 -
82
122
20
20
24
24
-
10 -
44
44
-
-
I,'edium
-
-
-
Total
I
-
188
-
"erage
-
194
....ower
..:.
48
172
72
96
I 30
I -
12
48
48
46
-
-
20 10 I 10 I -
I -
36
50
-
8 -
24
24
-
-
90
142
48
56
156 156 168 168
70
90
12
36
544
648
9.0
14.2
7.0
9.0
64.8
24
1.2 3.6 -
54.4
20
5.6 -
15.6 15.6 16.8 16.8
Lower
4.8 -
64
108
Total
20
24
-
Average
20
24
I
-
24
24
20
60
-
-
-
24
24
20
60
-
-
64
108
-
-
-
24
I 24
20
60
-
-
64
108
64
(Table 5.2) Trip Generation (Avg. weighed trip)
Table 5.2 shows no. of samples for particular income group of particular family size and average of trip generated by different income group of each family size. From this we get weighted average trip for each family size. Family Size
Income No. of
_,#3
No. of
4
sample
sample
No. of
5
No. of
6
sample
sample
No. of
'
7
sample
HIG
10
33.2
15
64
6
53
-
-
17
104.58
HMIG
21
30.67
51
52.62
26
48.70
10
56.0
19
71.36
MIG
17
38.00
49
55.10
37
51.78
21
51.71
21
57.04
LMIG
15
29.60
13
53.69
16
45.93
7
58.85
10
64.8
LIG
4
45.5
1
62.00
1
30
1
72.00
1
108
A.v.
67
33.55
129
55.07
86
49.59
39
54.61
68
74.81
.
Weighted of trips
Comment:
We expected that no. of person in family increases the trip of general for is move!. It is minimum for family size ~ 3 & maximum for family size ~ 7 are the average value observes are in range of 33.55 for family size ~ 3 to 74.81 for family size ~ 7.
65
(Table 5.3) Trip Generation (% Families & total trips) Table 5.3 shows family size, % of families, total no. of family in central zone for particular family size average weightage of trips, family size & finally total trips for different family size.
Size
% of Families
No. of Family
Average weighted
Total Trips
of trips / family $;3
17.22
14867
33.55
498787.85
4
33.16
28629
55.07
1576599.03
5
22.10
19080
49.59
946177.20
6
10.03
8659
54.61
472867.99
c.7
17.48
15091
74.81
1128957.71
100
86326
-
4623389.78
Comment: We have expected that total trips are generated by family size c.7 is more & minimum for family size $;3
66
::;;
Table 5.4 shows
3 Family Size Distribution Zones distributing
trip from central zone to differentzone and
also shows % of trip with respectto total trip of W + E & total trip of all zonesfor particularincomegroupof particularsize for each zone.
Family size (no. of persons ~ 3) Income
2
Trip 1
4
3
Total
6
5
Group W+E 84
Higher
Higher Medium Medium
Lower Medium Lower
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.SO
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
102
22.97
38
8.55
444
W+E
00
SO.84 -
0
-
0
12
10.16 46
38.96
-
0
118
T
76
41.15 -
0
-
0
12
6.66
4.4
182
86
47.25 8
Comment: (1)
Trip distributionis more centralzone to centralzone for all income group.
(2)
Trip distributionis miniml:Jm for centralzone to west zone. 6 for all incomegroup.
67
(3)
It goes on increasing as family size increases up to certain limit for both above zone.
(4)
It is very obvious that central zone being commercial centre of the city attracts more trips than any other zone. This true for trip generated for central zone.
(5)
The 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
Total
6
5
4
3
2
1
Trip
Group Higher
Higher
Medium
Medium
Lower
16.50 582
124
13.50
126
13.72
918
12.88
428
27.29
90
5.74
1568
310
12.37
598
23.86
44
5.75
2506
12.56
142
8.83
426
26.49
84
5.22
16CB
250
9.25
204
7.55
642
23.76
216
7.99
2702
11.37
12
2.84
48
11.37
158
37.44
12
2.84
422
7.56
40
5.60
48
6.72
188
26.33
20
2.80
714
196
33.67 32
5.49
68
11.68 118
T
368
40.08
56
6.10
126
13.72
118
12.85
W+E
432
27.55
286
18.23
130
8.29
202
T
846
33.75
372
14.84
236
9.42
524
32.58
230
14.30
202
T
1042 38.56
348
12.88
W+E
144
34.12
48
T
364
50.98
54
W+E
36
100%
-
T
48
77.49
-
Medium W+E
Lower
12.37 96
21.27 72
W+E
-
69
-
-
-
14
-
36
22.58 -
62
Family Size (no. of persons = 5) Income
1
Trip
2
4
3
5
6
Total
Group Higher
Higher Medium Medium
Lower
Medium Lower
W+E
74
29.83
66
26.62
12
4.83
a:>
24.19
24
9.67
12
4.83
248
T
104
31.7
88
26.83
16
4.88
a:>
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
D3
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
a:>
3.16
1900
W+E
194
35.66
154
28.:D
24
4.14
24
4.41
100
18.38
48
8.82
544
T
332
41.70
178
22.36
64
8.04
24
3.01
120
15.07
78
9.79
796
W+E
-
-
-
-
-
-
-
T
-
-
-
-
-
-
-
70
Family Size (no.of persons = 6) Income
1
Trip
2
3
6
5
4
Total
Group Higher
W+E -
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
W+E
122
26.18
42
9.0
86
18.45
84
18.0
132
28.32
-
0
466
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
12.00
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
16.86 332
T
80
19.41
60
14.56
12
3.0
46
11.16
158
38.34
56
13.60
412
0
12
25
-
0
-
0
-
0
36
75
48
33.33
12
16.67
-
36
50
72
T Higher Medium Medium
I Lower
Medium Lower
W+E -
T
24
71
-
-
Family Size (no. of persons ~ 7) Income
1
Trip
2
4
3
5
6
Total
Group Higher
Higher
Medium
W+E
362
32.15
176
15.63
3:1
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
60
6.34
40
4.22
116
12.26
220
23.25
38
4.01
946
T
616
45.42
60
4.42
58
4.27
146
10.76
402
29.64
74
5.45
1356
202
22.10
72
7.88
172
18.82
188
20.57
234
25.60
46
5.03
914
316
26.38
96
8.01
194
16.20
220
18.36
322
26.88
50
4.17
1196
W+E 90
16.54
48
8.82
156
28.68
168
3:1.88
70
12.87
12
2.20
544
T
21.92
56
8.64
156
24.07
168
25.93
90
13.88
36
5.55
648
Medium W+E T Lower
Medium
Lower
142
W+E
20
28.57
24
34.29
26
37.14
70
T
24
22.22
24
22.22
60
55.55
108
72.
--
(Table 5.5) PI chart For 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 individual family size and also shows that total W + E trip for individual zone & finally shows that % of trip distribution for particular zone with regard to total W + E trip distribution for all zone.
Comment:
That % of trip distribution is for income in central zone & minimum in case of central zone to west zone (6) as for reason discussed earlier.
73
,..
Total Trip Distribution Family Size : :2:3
Income Group
1-1
1-2
1-3
1-4
1-5
1-6
Higher
140
4
28
52
96
12
HM
306
66
66
52
138
16
Medium
266
42
66
54
162
56
LM
204
60
-
40
102
38
Lower
76
-
-
12
8
8
Total
992
172
160
210
506
130
45.71
7.92
7.37
9.67
23.31
6.00
%
Total Trip Distribution (Family size 3) 6.0% 23.31%
Total
2170
Destination I
45.71%
FiJ1
I
'821
I~:I 1.51
9.67% 7.92%
74
~
.~
....
W + E Trip Distribution Family Size : s 3
Income Group
1-1
1-2
1-3
1-4
1-5
1-6
H
84
-
24
46
70
12
HM
182
64
56
36
94
12
M
96
36
34
48
68
48
LM
118
48
-
34
58
26
L
60
-
-
12
46
Total
540
148
114
176
336
98
38.24%
10.48%
8%
12.46%
23.80%
6.94%
%
W+E TRIP DISTRIBUTION
( FamilySize ~ 3) 6.94%
23.80%
Destination
rm1l 38.24%
1_21 03 04 I
_5
I
11161
8%
75
10.48%
W + E Trip Distribution & Total Trip Distribution Family Size: 4 (No. of Person) 1-4 1-3 1-2
1-1
'ncome
1-6
1-5
Group H
W+E
T
W+E
T
W+E
T
W+E
T
W+E
T
W+E
T
196
368
32
56
68
126
118
118
72
172
96
126
HM
432
846
286
372
130
236
202
310
428
598
90
144
M
524
1042
230
348
202
250
142
204
426
642
84
216
LM
144
364
48
54
12
40
48
48
158
188
12
20
LM
36
48
-
-
-
-
-
-
-
14
-
36
596
830
412
652
510
680
282
542
9.33 12.09 9.73 25.71 23.10 6.68
7.75
Total
1332 2668
%
31.60 38.20 14.13 11.88 9.77
1084 1614
= 6986
Total Trip
Total W+E Trip = 4216 ,.,
W+ETripDistribution (Family Size 6.68%
1:.
=4) 31.6%
25.71 %
Destination
~ \112 03 04
1.5 12.09%
14.13%
la6 ' '
.r Total Trip Distribution (FamilySize = 4)
Destination
~
9.77%
7.75%
111
.2
23.1%
38.2%
103 I 04
.5
9.73% 9.33%
11.88%
76
Gl6
W + E & Total Trip Distribution FamilySize: 5 (No. of Person) 1-4 1-3 1-2
1-1
Income
1-5
1-6
Group H
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
HM
436
522
58
68
140
164
168
172
218
308
22
32
M
574
806
122
142
208
216
182
222
370
457
40
60
LM
194
332
154
178
24
64
24
24
100
120
48
78
400
476
384
460
434
478
712
925
LM Total
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
fl '821 '03
104 1.5
13.03%
lEIS
1
11.53%
"
"
12.01%
Total Trip Distribution Family Size = 5 4.42%
Destination 111I11 I
41.1%
.2
03 I~~I
11.13%
~ 11.08%
77
I
W + E & Total Trip Distribution Family Size: 6 (No. of Person) 1~
1-1
Income
1~
14
1-5
1-6
W+E
T
W+E
T
W+E
T
W+E
T
W+E
T
W+E
T
HM
122
148
42
50
86
102
84
84
132
168
-
8
M
366
472
96
120
120
140
86
98
150
204
12
52
LM
52
80
48
60
12
46
46
130
158
56
56
LM
24
12
12
-
-
-
-
-
-
36
36
48
Total
564
712
198
230
206
254
216
228
412
566
104
164
33.17 33.05 11.64 10.67 12.11 11.80 12.70 10.58 24.23 26.27 6.11
7.61
Group H
%
= 2154
Total Trip
Total W+E Trip = 1700 W + E & Total Trip Distribution Family Size = 6
Destination
6.11%
'
1111
24.23
.2
33.17%
03 04
1
I
.5 IEl61
12.11
Total Trip Distribution
F
'1
12.70% ami y
S.
_6
Ize-
Destination
111
.2
26.27
03 04 1
.5
11161 11.80
78
W + E & Total Trip Distribution
Family Size: T(No. of Person) 1-4 1-3 1-2
1-1
Income
1-6
1-5
Group
W+E
T
W+E
T
W+E
T
W+E
T
W+E
T
W+E
T
H
362
628
176
232
30
48
172
190
220
432
166
258
HM
472
616
60
60
40
58
116
146
220
402
38
74
M
202
316
72
96
172
194
188
220
234
322
46
50
LM
90
142
48
56.
156
156
168
168
70
90
12
36
LM
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
Total
1146 1726
%
31.88 33.85 9.90
= 5098
Total Trip
Total W+E Trip = 3594 W + E & Total Trip Distribution Family Size = 6 7.29%
Destination
~ .2 03 I04
21.25%
I:: ~ 11.07% Total Trip Distribution Family Size = 6 8.20%
33.85%
25.61%
8.94%
79
Destination
r l 81 .2 03 04 .5 116
(Table 6) PI chart Table 6 shows different income group in different zones. It was total distribution 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. Finally also 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 income 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 orderly descrese from high medium. It shows, lower medium & lower.
80
(Part II) PI chart This table also shows total trip of W+E & total trip for individual income group of all type of family for particular zone.
It also gives total trip for particular zone including all the family sizes & income groups & finally % of trip distribution with respect to total trip for all zone ffor particular zone including all family sizes & income groups.
Comment:
Trip distribution is more for central zone to central zone & minimum for central zone to west zone.
81
All Type of Family Categories
IncomeGroup (3.4,5.6.
-:;.7) (3.4.5.6.
3,4,5,6,1)
-:;.7) (3,4.5.6.
-:;.7) (3.4.5.6,
-:;.7) (3.4.5.6.
Zone
H
HM
M
LM
L
1-1 1-2
716
1644 510
1762
598
556
346
140 12
452 606
736 646
1092
1248
192 320 516
162 4466
230 5178 36.33
1-3 1-4 1-5 1-6 Total %
274 134 396 386 286 2192 15.38
31.34
W+E
154 2126 14.92
. Trip Distribution
6.09%
36 66 36 290
4860 1698 1514
10.62
2004 3308
14.06 23.21
868
6.09
14252
2.035
Destination
1821 ID3 I~:I
""<..
~
10.620/0
W + E'
34.10 11.91
Ifl11
23.21%) 14.06%
%
-:;.7) Total
-"
. Trip Distribution
Destination
2.035% 15.38%
31.34%
82
111
.2 03 04 .5
1
..,
I
6.
CONCLUSION
The study of trip generation and trip distribution characteristics. with reference to the central zone of Surat city has provided following important observation.
As the family size increases from ~ 3 to c 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 among low income family.
Purpose wise trip making characteristics have indicated that work and education are very predominate trip purposes. Nearly, 70% of the total trips generated are for the purpose of work and education. This trends the observe irrespective of family size or income 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
l
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.
65
REFERENCES 1.
2.
Downes J. D.
"Household and person Trip Generation
John Esen. S. &
models", TRPL SR 401. Transport and Road
MowellD.
Research Laboratory, U.K,1978.
Kadiyali L.R.
"Traffic Engineering Transport Planning" Khaanna Pub., New Delhi. 1987.
3.
Maunder D.A.C.
"Household and travel characteristics on
two middle income residential colonies of Delhi", TRPL SR 755, Transport and Road Research Laboratory, U.K.1982. 4.
5.
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, IRRIL, U.K., 1984.
6.
Maunder D.A.C.
"Trip rates and travel pattern in Delhi", India, TRPL, RRI, U.K. 1984.
7.
Narayan P.
"Model split and Transportation Planning in
India", Indian Highways, Indian Road Congress, New Delhi vol.3, No.2, Feb 1975.
86
8.
Papacoostas C.S.
"Fundamentals
of Transportation
Engineering" Prentice Hall. Inc., New Jersey. 1987. 9.
Reddx BSN,
"Use of category analysis in Trip
Generation for Indian Cities", National seminar on Advance in Transportation system -1992, liT Madras, PP: B 1.1 - B 1.4. 10.
Sarna A. C.
"Socio Economically disaggregated work
Tripanalysis of Delhi-Urbanarea", IRC, vo1.36,1975 PP: 303. 11.
Saxsena A. C.
"Mobility
Suryanarayana
selected Indian Cities", Traffic Engineering,
& Bhatt
No.12, 1990, PPL - 48.
87
levels and model choice for
PROJECT REPORT ON
TRIP
ENGINEERING
STUDIES
:-
A STUDY ON DISTRIBUTION CHARACTERISTIC OF CENTRAL ZONE (SURAT)
-:
PREPARED
::fAIN MJ
BY
:-
.
(MEMBER, PROJECT GROUP)
-: GUIDE :D. A. SHASTRI
CIVIL .ENGINEERING DEPARTMENT
s. ~ REGIONALCOLLEGE OF ENGINEERING6 TECHNOLOGY SURAT - 395 007. (GUJARAT)
1998- 99
~
DEPARTMENT OF CIVIL ENGINEERING
SARDAR VALLABHBHAI REGIONAL COLLEGE OF ENGINEERING & TECHNOLOGY
SURAT - 395007
CERTIFICATE
This is to certifythat the project, entitled "A Study on Trip Distribution Characteristics of Central Zone of Surat City", hasbeenpreparedby
JAIN
NII
R.
Roll. No. 26
, a final year
student of Civil Engineering, during the year 1998-99, as a partial fulfillment of the requirement for the award of Bachelor of Engineering Degree in Civil Engineering of SOUTH GUJARAT UNIVERSITY, SURA T. His work has been found to be satisfactory.
GUIDED BY:
HEAFf DEPARTMENT
~~/lJ~ ( Prof D.A. SHASTRI)
( Dr
B. K. KA'ITI)
-
Acknowledgment Right from the procurement of material to the cleahng of conceptual difficulties, we cannot withhold our sincerest thanks to Prof. D.A.Shastri, department,
SVRCET,
Civil Engineering
Surat, without whose invaluable guidance and
cooperation the project would not have been accomplished.
we would also like to thank Dr. B. K. Katti, Prof. and Head, Civil Engg. Department, whose support and encouragement are transparent in the work it self.
i-
" !. :;;
Lastly, we would like to thank Mr. SUNIL MISTRY (Navsari) for preparing the report.
PROJECT GROUP
ROLL NO.
CEEPAK V.M.
(15)
CESAI CHARMESHM.
(16)
CHAMI VIJAY M.
(17)
CINTYALA SRINACH
(18)
CIWANJI NIBHRUTA R.
(19)
G. CHANCRAMOHAN
(20)
GAJJAR TEJAL S.
(21)
GAURAVPARASHAR
(22)
GHACIYALI MINESH S.
(23)
GHOSH l/TPAL
(24)
GOPALAKRISHNANR.
(25)
JAIN NIKHIL R.
(26)
JAJU PRACEEPR.
(27)
,.,:::::~,;;~..'1;,;;;:,;"w";,;;;;,,;::;;::::~;:::;:~::;;;;,;;;a;,,,,,,i'!;;''';:==-:;;:=:~M~~=~:~~~ii'!;;!;-:;;::;':;;;;"':::;"':'-~::::~::=::;::::::' ,.;;~.:~~~~:::::~:!;!''''''''~'1J)~~~~~~:~~~
1
INDEX SR. NO.
TOPICS
PAGE
1.
INTRODUCTION
1
2.
TRONSPORT PLANNING PROCESS
4
2.1
What is the need?
4
2.2
Interdependence of land use and Traffic
5
2.3
System Approach to Transport Planning
5
2.4
Stages in Transport Planning Process
7
2.5
Citizen Participation
9
2.6
Difficulties in Transport Planning Process
9
2.7
Trip Generation
10
2.8
Trip Distribution
13
STUDY AREA
22
3.1
Historical Development of The City
22
3.2
Population Growth and Area of Surat City
23
3.3
Vehicular Growth
25
3.4
land use Pattern of Surat City
29
3.5
Traffic and Transportation in Surat City
32
3.6
Central Zone Details
36
FIELD STUDY
38
4.1
Survey Method
38
4.2
Survey Format
42
4.3
Actual Survey
46
5.
DATA ANALYSIS
48
6.
CONCLUSION
83
REFERENCES
86
3.
4.
1
--.
1.
INTRODUCTION
Urbanizationand industrializationare two of most importantfactors of Modern Civilization.Urbanization attracts the surplus labour force from the rural areas and utilizes it is running the various services which are vitalfay the existence of town.
Witt.!the growth of cities, the requirement for a good transport network also increases.
f
The liability of transport network to cater to the high demand leads to relocation of activities at the edges of the town where load is still cheap
I
and transport capacity exists for each movement of people and goods.
It is difficultto see a new method of movement appearing in the horizon which will be a serious competitor to motor vehicles. The increase in the number of motor vehicles will depend upon a number of factors chief among them being the growth of family income.
Nature of the present problems The most serious effect of increasing urbanization and accelerated traffic growth is severe
congestion on street. The condition results in
concentrated traffic demand, both in time and in space. Parking at a safe 1
K
place is almost an impossibility in some areas of the city. Loading and unloading of goods by commercial vehicles is hampered by too many restrictions. Congestion results in delay and time loses which leads to driver stresses.
Solution Approaches 1.
Land use and city planning controls to be initiated.
2.
Transportation studies are to be carried out and plans for new roads and reorganization of existing network are to be formulated.
3.
Traffic restraint measures should be initiated including. (a)
Restriction on Parking
(b)
Fiscal measurements such as road pricing a"d
entry
charges.
Transportation Planning is very essential to effective planning and management of transport in a urban areas with the rapid urbanization, many of the cities have grown both in population and in size. Also the level of economic activities has gone up. As a result, the total transportation demand has increased tremendously whereas the infrastructure has not kept
pace with
the
requirement though
traffic
engineering
and
management techniques provide relief, their application is at local level. It is therefore imperative that sound transportation planning related studies be carried and travel behavior be studied by the planner. 2
Surat, the second largest city of Gujarat, with population of over 20 Lacks, spread over 112 km2 area is taken for transportation planning studies in this project. The main emphasis of this studies is on trip generation and distribution characteristics of the trips produced in the central zone of the Surat city. The main objective of the Project work are as follows:(a)
Study of Surat city in general and central zone in particular for population, density, road networks, traffic and transportation scenario.
(b)
To study trip generation characteristics of central zone Surat city on the basis of purpose of the trip and socioeconomic parameters.
(c)
To analysis the trip generation and distribution characteristics for the central zone through category analysis and zonal destinations respectively.
The project work involves field and inventory surveys which are home interview based and limited to the central zone of the Surat city. The description of the study area, theoretical background on transPortation planning process, survey description, trip generation and distribution analysis are covered in the followingchapters.
3
2.
TRANSPORT PLANNINGPROCESS
Transport planning is a science that recks to study the problems that arise in providingtransportation facilities in as urban, regional or national setting
and to prepare a systematic basis for planning such facilities.Since the developed countries where this science has evolved are mainly urban oriented the emphasis is more on urban transport planning. However, the principles of urban transport planning can be applied to regional or national transport planning as well with due changes wherever called for.
Transport planning is an important part of overall town and country planning, since it deals with the transport network which is an important
channel of a communications.Any charges in the transport system is reflected in number of impacts.
2.1
WHAT IS THE NEED?
Though motor vehicles have revolutionized our life and brought comfort, they have created problems of congestion lack of safety and degeneration of environment. The situation has already become unmanageable in many towns and cities.
In order to understand the nature of these problems and formulate proposals for the same and efficient movement of goods and people from
4-
one place to another, a need for this subject of transport planning has been caused.
2.2
INTERDEPENDENCE OF LAND USE AND TRAFFIC
In 1954, Mitchell and Rapkin made a statement that urban traffic was a function of land use. They declared that the most basic level of action for a long run solution of the traffic problems is the planning, guidance and control pattern of land use. This point was emphasized by Bucharar, who stated that in towns, traffic takes place because of buildings. Just as transport is a function of land use, the reciprocal statement that land use is a function of transport is also true.
The above interdependence is the key note of modern transport planning.
2.3
SYSTEM APPROACH TO TRANSPORT PLANNING
In transport planning,a new activity known as OperationsResearchhas been tried and found extremely useful. It is mainly concerned with optimizing the performance of a system. A 'system' is defined as a complex whole, as organized whole, consisting of set of connected things or parts, whose components and inter connections are vital to the operation of the system.
5
The processes involved in the systems approach in transport planning can be represented by the followingfig.
System Approach to Transport Planning
Decision to adopt planning
Problem definition, formulation of goals
Problems, Constraints, Potentials, forecasting
Evaluation of Possible Alternatives and Choices
I
Implementation
I
~ Operation
Performance Assessment and Review
6
2.4
STAGES IN TRANSPORT PLANNING PROCESS
It can be broken down to five important stages.
·
Survey and analysis of existing conditions.
·
Forecast analysis of future conditions and plan synthesis.
.
Evaluation.
·
Program adoption and implementation
·
Continuing study
(1)
Survey and Analysis of existing Conditions:
At this stage,the goals that providedirectionto the planningeffort are set. The data regarding the socio-economic characteristics, the travel pattern, the existing land use pattern and the transportation system are analyzed to determine any qualifiable relationship between the measurements. Mathematical models are then built to relate the present travel pattern to land use and other socio economic characteristics of the household.
Trip generation, Trip distribution, Trip assignment on the existing network and model split are considered at this stage.
(2)
Forecast, analysis of future conditions and plan synthesis:
Transport plans are long range in scope and involve planning for 20 to 25 years ahead. Future land use pattern need to be predicted. Future
7
transportation demand is tied up with future economic activity and future land use. The following forecasts will take place at this stage. They are :(a)
Prediction of economic activity
(b)
Population forecast (includes age distribution, family size and no. of house holds)
(c)
Estimation of future employment pattern
(d)
Prediction of growth in land use pattern
(3)
Evaluation:
rn an urban system, a no. of alternative transport plans are feasible for a given set of goals and policies. In order to select the best from these, it is necessary to evaluate each of the alternatives as to how it fulfils the desired objectives. Cost/Benefit techniques are often used to evaluate the alternatives in economic terms. At this stage, it may be necessary to revise the plans and go back to the initial stage of design to evolve further alternatives.
(4)
Program adoption and implementation:
The best alternatives emerging from the evaluation study is selected for adoption and implementation. The stage in which the project is to be implemented are decided with the consideration for financial resources.
I
The necessary organization for handling ttle project is built up and the work ;s executed.
8
(5)
Continuing study:
Because transport planning is a dynamic and complex process, those can't be any finality about the plan. The urban system and the people inhabiting it aren't
deterministic and governed by random behavioring
Technology and pre forces of people may change plans and policies which are relevant today may not remain so in the future contact. This underlines the need for a continuous review and updating of the plan. The process is one of constant interaction and feedback.
2.5
CITIZEN PARTICIPATION
Since the transportation plans are essentially intended to serve the community and fulfil their aspirations, it's necessary to consult the affected people in the community and give them a voice in the formulation of decisions such that there will be a minimum of controversies and criticism.
2.6
DIFFICULTIESINTRANSPORT PLANNINGPROCESS
Even though, considerable advance has been made in model building to accurately synthesize the travel demand. The probabilistic nature of people's behavior can make the plans go away. The dynamic behavior of the urban system, makes the wh01eprocess interactive with a continuous need for review and feed back.
~
--.
Some other difficulties faced are: (a)
there is a total lack of experience in the country in devising suitable planning techniques.
(b)
The data base for planning has not been built up.
(c)
The local authorities in change don't possess the skill and expertise to plan effectively.
(d)
The modern methods of planning are too sophisticated and costly to be used for medium and small sized cities.
Analysis and modeling work in urban transport planning is generally carried in the following stages,
(a)
Trip generation
(b)
Trip distribution
(c)
Traffic assignment
(d)
Model split
As this project is mainly concerned with Trip Generation and Trip Distribution, we will see in details, the same topics.
2.7
TRIP GENERATION
What is Trip Generation? The analysis and model building phase in the transportation planning process after the completion of the phase of surveys, data collection and inventory is commonly known as Trip Generation.
10
Main objectives: (a) To understand the reason behind Trip (b) To produce mathematical relationships to synthesize the trip-making pattern on the 'basis of observed trips, land use data and house hold characteristics. A trip is a one way person movement by a mechanized mode by transport, having two trip ends, an origin and a destination. Trips are divided into two categories: (1) Home based (having one end at the home) (2) Non home based (neither end at the home)
Trip purposes:
Some of the important classes of trip purpose are:
. Work . School
I
. Business .
Social or recreational, sports
. Others
Factors affecting the Trip Generation : (a) Income (b) Car ownership (c) Family size and composition
11
(d) Land use characteristics (e) Distance of the zone from the town center (f) Accessibility to public transport system and its efficiency. (g) Employment opportunities, floor space in the industrial and shopping units and offices, sales figures in shops etc..
Multiple Linear Regression Analysis: This is a well known statistical technique for fitting mathematical relationships between dependent and independent variables. In the care of trip generation equation, the dependent variable is the no. of trips and the independent variables are the various measurable factors that influence trip generation. These independent variables are the land use ana
~CC1C
eccncrn1ccnaracter1st1csoiscusseo ear\ier. Tne genera\ form of
the equation obtained is : y p = a1X1 + a2x2 + q3x3,... anXn + u.
Where,
Yp - number of trips for specified purpose p. X1, X2, X3,... Xn -
independent
variables
relating to, for
example, land use socio economic factors, a1, a2, a3,... an - co-efficient of the respective independent variable X1,X2, X3,...
Xn,obtained by linearly regression analysis. U - Disturbance term,
which is a constant and representing that portion of the value of Yp not explained by the independent variables.
12.
Category Analysis:
This analysis is a method developed by wootton and pick and has been used in recent transportation studies in U.K. It is based on determining the average response or average value of the dependent variable for contain defined categories of the independent variables. A multi dimensional matrix defines the categories, each dimension in the matrix representing one independent variable. The independent variable & themselves are classified into a definite number of discrete class intervals.
House holds are classified on the basis of three factors, viz., car ownership's, income and house hold structure. In addition, it is also possible to consider 3 modes of travel viz., self driven car, public transport, passengers in a car and trip purposes such as (work, school, business, shopping, social, recreational and sports other)
2.8
TRIP DISTRIBUTION
What is Trip Distribution? The number of trips generated in every zone of the area under study has to be apportioned to the various zones to which that trips are attracted. Thus, if gi - no. of trips ends generated in zone, aj - no. of trip ends attracted to zone,
Trip distribution stage determines the number of trips ti-j, which would originate from zone i and terminate in zone.
13
I Methods of Trip Distribution: There are two types: (a)
(b)
Growth Factor Method. (i)
Uniform factor method
(ii)
Average factor method
(iii)
Fratar method
(iv)
Furness method
Synthetic Methods (i)
Gravity model
(ii)
Tanner model
(iii)
Intervining opportunities model
(iv)
Competing opportunities model
The followings are the highlighted points of all the methods.
(i)
Uniform Factor Method
Generally, Growth factor methods are based on the assumption that the present travel patterns can be projected to the design year in the future by using contain exparsion factors.
Uniform factor method is the oldest of this category and assumes that the growth rate for the whole area is valid for predicting future inter zonal trips.
14
1
A single growth factor, E, for the entire area under study is calculated by dividing the future no. of trip ends expected in the survey area for the
.
design your by the trip ends in the base year. The future trips between zones i and j, Ti-j, are then calculated by applying the uniform factor E to the base year trips between zones i and j. Thus Ti-j
.
= ti-j x E
(ii)
Average Factor Method:
In this method, a growth factor for each zone is calculated based on the average of the growth factors calculated for both ends of the trip.
The factor thus represents the average growth associated both with the origin and the destination zones.
The following
mathematical
relationships
represents the
employed. Ti-j = tl_j[(Ej + EI)/2]
Where TI-j= future trips from zone i to zone j. ti-j= present trips from zone i to zone j. Ej = P/Pj = generated trip growth factor for zone i. Ej = AVaj= attracted trips growth factor for zone j.
Pi = future generated trips for zone i
15
principle
~ = Present generated trips for zone i. A = future attracted trips for zone j. aj = present attracted trips for zone j.
(iii)
Fratar Method :
This method was introduced by T.J.Fratar and is based on predicting future interzonal movements by successive appronimations.
According this method, the total trips for each zone are distributed to the inter zonal movements as a first approximation, according to the relative attractiveness of each movement. The mathematical expression of this method is k Pi
Ti-j = ti-j x Pi
Aj x-x aj
L~ k
L [Aklak]ti_k
I I
(iv)
Furness Method :
This method is devised by K.P.Furness for this, the estimates of future traffic originating and terminating at each zone are required, thus yielding origin growth factors and destination growth factors for each zone.
16
~
,,
Disadvantages of Growth Factor Methods:
(a)
Present trip distribution matrix has to be obtained first, for which
.
large scale 0-0 studies with high sampling sizes are needed so as to estimate the smaller zone to zone movements accurately. (b)
The error in original data collected on specific zone to zone
.
movements gets magnified. (c)
None of the methods provide a measure of the resistance to travel
; f ,It
and all imply that resistance to travel will remain constant. They neglect the effect of changes in travel pattern by the construction of new facilities and new network.
Ii
Synthetic Models :
They utilize the existing data to discern a relationship between trip making,
the resistanceto travel betweenthe zones and the relativeattractiveness of the zones for travel synthetic models have as important advantage that they can be used not only to predict future trip distributions but also to synthesis the base year flows.
Gravity Model : Based on Newton's concepts of gravity, the model as proposed by voorhee's assumes that the interchange of trips between zones in as area is dependent upon the relative attraction between the zones and the
, f
17
spatial separation between then as measured by an appropriate function of distance. An equation to represent this model is KPiAj Ti-j = dit
where Ti-j= Trips produced in zone i and attracted to zone j Pi = Trips produced in zone i Aj =Trips attracted to zone j Dij
= Distance between zone i and zone j
k = a constant usually in depended of i n = An exponential constant, where value is usually found to lie between 1 and 33.
Tanner's Model: Tanner has suggested that the inverse of nth power 1/(di_j)" estimates at
both very small and very large distances. In its place, he proposes the function e-Ad!A.n,where A.& n are constant
The new formula suggested by him is of the form : mP1P2 e t1-2
=
-Ad 1-2
[1/C1 + 1/C2]
d1-2
where t1-2= no. of journeys per day bet. ~
m = a constant
18
places 1 and 2.
P1 and P2= populations, or other measure of size of two places. d1-2= distance between placer 1 and 2 C1 & C2 = constants . -di-j C1 -" - L..PJe
Where the summation is over all places ? Opportunity models :
They are based on the statistical theory of probability as the theoretical foundation. It has been pioneered by schneider and developed by subsequent studies. They can be generally represented by Ti-j = Oi P(O)j
Ti-jProdicted no. of trip from zone I to j. Oi - total no. of trip originating in zone i. P(Oj)- calculated probability of a trip terminating n zone j. OJ- total trip destination attracted to zone I. The probability of a trip being attracted to a zone and the probability of a trip finding a destination in that zone A from of this model is given below:
A Pj-
LAj J Ti-j =
L(AjlLaj)
19
Intervening opportunities model: In this model, it is assumed that the trip interchange between as origin and a destination zone is equal to the total trips enarating from the origin zone multiplied by the probability that each trip will final as acceptable terminal at the destination.
It is further assumed that the probability that a destination will be acceptable is determined by two zonal characteristics, the size of the destination and the order in which it is encountered as trips proceed from the or\g\t"\.
The equation is Tj_j
= OJ (e-LB _ e-LA)
Where L = probability density of destination acceptability at the point of consideration. A = no. of destinations between i and j, when are ranged in order of closeness 8 = no. of A. destinations between i and j (excluding i) when averaged in order of closeness. A = 8 + OJ
20
Intervening opportunities model: In this model, it is assumed that the trip interchange between as origin and a destination zone is equal to the total trips enarating from the origin zone multiplied by the probability that each trip will final as acceptable terminal at the destination.
It is further assumed that the probability that a destination will be acceptable is determined by two zonal characteristics, the size of the destination and the order in which it is encountered as trips proceed from the origin.
The equation is Tj_j = OJ (e-LB
_ e-LA)
Where
L = probability density of destination acceptability at the point of consideration.
A = no. of destinations between i and j, when are ranged in order of closeness B = no. of A destinations between i and j (excluding i) when averaged in order of closeness. A = B + OJ
2.0
Competing opportunities model:
In this model, the adjusted probability of a trip ending in a zone is the product of two independent probabilities, viz. The new formula suggested by him is of the form: m P1 P2 e t1-2
-Ad 1-2
=
[(1/C1) + (1/C2)] d1-2
where t1-2= no. of journeys per day between"two places 1 and 2.
m = a constant P1and P2= populations, or other measure of size of two places. d1_2=
distance between places a 1 and 2
C1 & C2 = constant C1 = L Pje-di_j
Where, the summation is overall places j.
21
......
3.
STUDY AREA
The Central Zone of Surat city is taken up as the study area for the project work on trip generation and distribution characteristics. A brief description of the city of Surat in general and the Central Zone in detail are covered below:
3.1
HISTORICAL DEVELOPMENT OF THE CITY
The city of Surat is one of the oldest historical trade center of India. The historical development of Surat dates back to - 300 b.c. Surat was colonized by brigus or the king from sauvira on the back of river Tapi. Surat region during this period was known as "Lata". In Skanda-Puran it is known as "Suryapur", "Brahmpur", "Tapipur" etc. The common story stretching the origin of the name of suryapur refers to the time in 1500
-
1520 A. D. when Surat was already a city of great trade. In the course of time significant Muslim domination changed its Hindu name "Suryapur" city of surty in to Surat. The port of Surat enjoyed great prosperity in the 16th, 1ih and 18thcentury. However with the rise of Bombay port, Surat lost its port activity.
The development of Surat gained momentum during the period of Akbar and Aurangzeb when the trade activities increase will the arrival of British merchants during the regime of Aurangzeb the suburbs Dhastipura, Salabatpura and Begumpura were development.
22
The work of construction of outer row of the city wall took place during 1707-1717. It was on 5th march, 1579, British took hold of the charge of the city in their hand. During the British period in the 18thcentury city had intensive trade activities. In later part of the 18thcentury with transfer of ship building activity to Bombay the city suffered severe set back.
During this period the city was connected with rander by construction of hope-bridge across tapi in the year 1877. In 1858 the railway route was opened from Surat to Bombay and in the year 1896 between Surat and amalner (Tapi valley). The first steamer was touched Surat port in 1845. The municipality of Surat was established in 1853.
During the post independent period Surat experienced the growth in industrial activities along with trading activities.
3.2
POPULATION GROWTH OF SURAT CITY AND AREA OF SURAT CITY.
The urban population of gujarat has mainly been concentrated in six major cities viz. Ahmedabad, Baroda, Surat, Rajkot, Bhavnagar & Jamnager. Statistics of population variation of Surat city over a vide ranged f time has been shown in table 3.1 According to the population distribution, the city Surat stands next to Ahmedabad. According to the first census of India
23
which took place in 1872, the population of the city of Surat was 107855 persons. DECADAL VARIATION POPULA TlON
NUMBERS
%AGE
1872
107855
-
-
1881
109844
+1989
+1.84
/1891
109229
-695
-.56
1901
119306
+10077
+9.23
1911
114868
-4438
1-3.72
117434
+2566
+2.32
98936
-18498
-15.75
1951
223182
+51739
+30.18
1961
288028
+64844
+29.05
1971
471656
+183630
+63.75
1978
'667553
+195897
+41.53
1981
776600
+109047
+16.34
1991
1494600
+718000
+92.52
I
YEAR
!
11921 11931
I
The decadal variation of the population shows the fluctuating trends, which are mostly due to the natural calamities such as fires & floods. From 1872 to 1931 the trends of population had experienced ups & down. . Besides the natural calamities, Surat had experienced the decrease in population due to concentration of port activities in Bombay and
24
consequent reduction in the port activities at Surat. As regards the census figures of 1931 they are not reliable because of the non cooperation movement of the people. Decadal increase during 1981-91 had the highest rate off increase. The city experienced the second increased in the population during the decade 1961-71. Which was an account of rapid industrialization in the city and also an account of merger of additional aria in city.' The expansion of Surat city in terms of area is indicated in table 3.2. (Table 3.2) AREA OF SURAT CITY: EXPENSION TREND CITY AREA LOGA TION I
YEAR
I
CITY AREA I
[sq. kms.]
1664
Inner wall area
1.78
1707
Outer wall area
7.36
1971
S. M. C. area
24.01
1975
S. M. C. area
55.56
1986
S. M. C. area
111.16
3.3
VEHICULAR GROWTH
With the growth of population and growth in nos. of vehicles the traffic congestion in the city has increased considerably during last decade. Growth of vehicles under the area of r. 1. o. is given in the table [2.2]. Further the inclusion of additional areas and the rapid growth in the surrounding city for the purpose of commercial, social and other works.
25
The infrasturcture however remains the same thereby causing congestion in the city area.
Another aspect resulting into this congestion is lack of decentralization of commercial activities from Chowk Bazar, Bhagal, Navsari Bazar and various other shopping complexes in the all city area. As regards, the establishments of various commercial, public, Governments offices etc. are concerned the concentration is still in ;the walled city area. This has resulted into one directional flow of traffic. The city in the morning experiences the concentration of in bound traffic from all the radial roads and out bound traffic in the evening hours.
The vehicular traffic consists of fast moving vehicles like cars, scooters, taxis, auto-rickshaws, buses etc. and slow moving traffic consists of units like cycles and carts, tangas etc. The heterogeneity of traffic has added to the magnitude and complexity of problems because of segregation between fast and slow moving traffic. The growth of vehicular traffic in the 8.M.C. area have been shown in the Table 3.3.
26
(Table 3.3) Growth of Vehicles I
I
Sr.
I
Under The Area Of R.T.O. As On 31st March '81
Particulars
I
I
'82
'84
I
I
I
Yo../
f
I
'85
!
!
j
J I
i
Motor
Cycle
3604
3701
jeep
1016
1112
\ Three Wheeler Motor Car \I
143
Auto Rickshaw I
...
i
I
I
I 3868
!
4674
\
1251
1328
\
750
958
\
4196
.
??
MotorCar
6. I
TaxiCab
7. i
Attache Carrier
89
93
98
i I
151
School Bus
37
38
40
I
40
i
i
8 9 10.
I \
i I
\
117
Private Service Vehicle
49
49
49
Police Van
I
I
!
i I \
45
92
104
46
48
! 48
48
52
4517
4890
5167
5764
5806
219
218
221
221
229
34
34
34
210
13. I
Tempo
36
36
35
34
14. I
Other Light Vehicle
958
1383
1719
Trailor
2784
Private Trailor
56
18. 19.
,
Tractor Ambulance Others
i
Total
, 1152 ! 3052
I,
I
4290
I
45 55425
i
57
3574 I 3925 46
i
! 3377 I 3602
I
57 I
I
!
I
\
I 172 I 196
86
204
!
1466
\
184
I
1282
71
61
Tanker
17.
1554
37
I
I,
1466
37
4200
16. I
I
38
3937
15
6983
! 6048
!
3825
12.
5225
j
Goods Truck
I
I
\
122
I
11.
I
7178 \ 7674 \ 8240 \ 8784 \ 9711
\
5.
I
I \ i
40
I
I 3828
i
58
57 i
! 4960
I 4891
i !
!
-
-
-
!
i
i
I
I 58
!I
5176
I
64
I
I
58
58 I
5407
5796
71
72
97
102
131997
158447
I
49 64 61963
I
52
I
82
I
55 83
58
I
I
91
84 I
70309
82577 97597 1112946
21
88
I
'89
I
'90
'91
'92
I
I I
I
i
:7916
i 167548
3023
9523
1200238
1871
658
I
II 12562
13362
I
2149
I
2753
2405 1571
1519
303 39 115 57 6161
!
228
iI
I
18498 I 20965
!
i !
i !
i j
i I
,
324 38 136 62 6766
34
i
iI i
I
I
!
34
! I
58
!
6774
82 119
!
I
I
4323
58
I
I
i i
I
I
6277
i
433
I
419
37 145
36
I I
68
182 68
I
7291
I
I
,
7854
14070
15548
3098
3391
1633
1662
5025
87
i I I
I
I
23340 I
525
i
i
I
I
i
I i
I !
i I
40
212 79
I 825 471
I
34
34
5249
6321
7235
5382
5734
6137
58
58
58
136
130
i 911
I
i i
943
I 564
604
34
I
I
I 8688
!I
213
I
81
I
I
102
220128
I
260422
i
985
I
654
i
i
37
ij
239
257
85
85
8547
I I
9143
318
353
I
424
34
34
221
!
8295
I I I
80
I
9619
I
I
'98
I 415424 I 456176 22092
25731
4997
5620
I 1719
1742
9170
I
6377
6732
I
57
57
!
I
I
34
i
10334 I
I 1010
I
i
708
II
38
I
! i 265
i
i I
85
46106
!
10057
472
I 479 I
34
I
i
II
57
!
i
7600
!!
57
1016 I 786 46 I
I
:
i
268
85
525 34 I
13615
7749
7910
57
57
I
9048
I 106 I
9595
10473
117
126
180
221
11049 I 11301 141
11585
148
196
337
382
529792
582353
I
141
156
167
293574
329396
359611
26
400419
444178
I
293 486657
I
I
I 10513
34
11278 112333
7211
i
i
I
I
I
7936
I
1695
35
34
I
85175
.381967 I 19349
1682
1
99
'97
I
I
8181
34
I
I
28619 I 32294 I 36661 I 40959
I
278
97
I
I
I
259
7944
'96
I
I 25231 I
422
252
7363
II
I
I
i 348998
1621
I
384
'95
I
4688
i
iI ! i
238
I
3721
!
i
335
i
i 233
i
I
i
I 217
I
'94
256173
11187
3003 ! 15468
I
I
II
471
'93
I
I
3.4
LAND USE PATTERN OF SURAT CITY
The city complex started developing with the construction of port, goods and cattle market and custom house as well English factories etc. All these developments were on the eastern bank of river Tapi. These activity centers were connected to the railway station. Surat has developed along main trunk road in the walled city area. The commercial activities were connected on the main road while the rear side was developing mostly for the residential activities.
The walled city, in fact is divided into two parts by the inner wall & outer wall. In inner walled area, the city pattern was developed with the administrative units at chowk on the bank of the river, the trade and business functions were intensified in the Chowk Bazar and Mulla Chakla, Bhagatalav and other place. Besides this area while Machhlipith (fish market) Kanpith (grain market) Kelapith shows the development of specialized markets. All the roads leading to this market area are developed into commercial streets with window shopping character. The land use pattern on this road shows that the ground floor is used for commercial purposes and the first floor and above floors are used mostly for godowns and to some extent for residential purposes.
The walled city is divided into 22 parts, out of which residential in nature. The walled city area is having all types' of markets viz. Cotton-silk textiles,
29
Cut-pieces, Cloths, Medicine, Hotels restaurants, Vegetables markets and Jewelers etc. On the station road leading towards chowk there are a series of Cinema houses. The nature of land use pattern is residentialcum-industrial. The Table shows the pattern as per 1978 data.
(Table 3.4.1) LAND - USE PATTERN OF SURAT CITY.
.
Sr.No.
I
Area in acres
Activity
1.
Residential
2.
% Area
2935.12
21.38
Commercial
264.00
1.92
3.
Industrial
754.45
5.49
4.
Public Purpose
442.61
3.22
5.
Garden and O.S.
55.54
0.40
6.
Transports
67.32
0.49
7.
Roads
480.89
3.05
8.
Agricultural
8734.74
63.60
Land use break up of different corridor of Surat city has been shown in Table.
The pattern of existing land use of Surat Municipal Corporation area shows that the entire walled city is concentrated with mixed nature of land. use of house-hold industries, especially the power-looms, jari, diamonds and intensive commercially activities. Northern portion of Katargam is
30
developed into industrial estate. Similarly, the Southern portion Le. Khatodra. Thus, the corporation area is having industries in its north and south, except in Athwa lines. There is hardly any clear residential area free from mixed land use in the city. As regards the open spaces, it has been possible to get plots reserved as open spaces.
The institutional and recreational areas in the city area not evenly distributed, and those which are available are not properly developed. This has created imbalance land use pattern. Due to uncontrolled development the city lacks in open spaces.
(Table 3.4.2) LANDUSE ACTIVITIESALONG MAJOR CORRIDORS Sr.No.
CITY
CORRIDORS
LAND USE
1.
Udhna Corridors-Navsari Highway
: Industrial
2.
Udhna- Majura- MagdallaCorridor
: Industrial & Residential
3.
Dumas Road
: Residential & Industrial
4.
Rander- Adajan- OlpadCorridor
: Residential
5.
Amrol i Corridor
: Residential
6.
Nana - Varachha - Kamrej Corridor
: Industrial
7.
Dindoli Corridor
: Industrial & Residential
31
-,
3.5 TRAFFIC AND TRANSPORTATION
IN SURA T CITY.
3.5.1 VEHICULAAR TRAFFIC Rapid growth in number of vehicles are observed in last three decades due to increase in population, industrial development has already been highlighting in table 3.3. It is intrusting to note than the number of vehicles is phenomenal.
The nature of the traffic on the city road network is mixed type comprising of many categories of both fast and slow modes. Bicycles dominate the slow vehicles whereas two and three wheelers dominate the faster category. The traffic (percentage) composition observed on the main road is as show below: Bicycles
Scooters
Autorickshaws
Cars
Trucks/Buses
25-50
35-60
20-30
5-10
2-5 ~ ~
The vehicle characteristics of various modes differ in a significant way compared with homogeneous traffic. There by pressing for indigenous traffic operation plans for the city.
Varied mixed traffic flow is observed on Surat road network in the range of 100 PCU/h to 4000 PCU/h during peak period. The studies conducted in this regard at S.v.R. collage of Engineering main road, BhagalGalemandi-Station road and Kotsafil road in CBO area, Chowk-Rander
32
'.
road, Textile market-Kadodara road, Station-Kamrej road in non-CBD area also have peak traffic in the range of 750 to 1000 PCU/h.
The operational speeds of various modes are influenced by many factors such as the traffic vo\ume and composition, road geometric, pedestrian interruptions, side parking etc. and vary from mode-to-mode and driver to driver. Because of mixed traffic conditions and lack of overtaking opportunities during peak period. The speeds of the fast modes have been stabilized between 15-20 Km/h, irrespective of the type of vehicle. The speeds of the fast modes have further declined by 25% in case of two-way traffic flow conditions. 50-60% rise in these speed values is indicated in outskirts area because of low traffic volume.
Homes and work places form the base of origins and destinations of trips. Various land uses are the eventual traffic generating and attracting centers. The residential sectors of the various T.P. schemas and C.B.D. area itself are the traffic generators while the industrial belt of Udhna and Katargam, the main transport terminals like central bus stand and railway station. Shopping corridor of Chowk-Tower and recreational centers near Delhi Gate, Chopati and marketing center on Ring Road area the major traffic magnets of the city. As the office complexes and educational institutes are scattered over the city. They have varied mixed influence on traffic 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 limitedroadspacehas resulted in
numberof trafficproblemsin the city. Thegrowthof trafficand road space t\a.,,~
~()\
'c~en
'ca\anced
\0
t"e'Su\\
\n
\\\t"0\\\\n9
'S\\ua\\on
C.B.D. area. The problems can be identified as under: I.
Congestion and Delays,
ii.
Reduced Operational Speeds,
iii.
Parking,
iv.
Pedestrian facilities.
;}-J
part\cu\ar\y
in
The traffic congestion is the outcome whenever the traffic density increases beyond the capacity of the road. Such congestion virtually is observed during peak hours and its impact takes considerable time to easy out. The other situations of traffic congestion's are by the interruption of flow by crossing streams at the inter-sections. Third kind of congestion owes to the narrow roads of bottleneck conditions to create backlog in a wave phenomenon. Apart from these, the reduced capacity on account of kerb parking and pedestrians interruptions add to the congestion.
All these eventually have influence on vehicle operational speeds, air and noise pollution and frustration to culminate in abnormal delays and increased travel time. With the narrow road space and bare minimum pedestrian facilities, most of the roads in CBD area and radial corridors lime Udhna-Bhestan, Varachha Road etc. are highly congested and traffic is virtually brought to a stand still often during peak periods. Congestion as it prevails in the city at the inter-section and certain road section have brought down the speed of all fast modes to a very low level. Specific points in this regard can be mentioned as Chowk, Bhagal, Delhi Gate, Navsari Bazar inter section etc. The Nehru-Bridge on river Tapti is another example of major bottleneck for the traffic to link CBD and western zones of the city.
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
CENTRALZONE 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
The Central Zone of Surat city is mostly
for commercial purposes.
Therefore, 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
f !
(i)
Home Interview Surveys.
Home interview survey is one of the most reliable type of surveys for
I ,
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
.
The information on travel pattern includes number of trips made, their origin and destination, purpose of trip, travel mode time of departure from origin are time of arrival at destination and so on. The information on household characteristics includes types of dwelling unit, numbering residents, age, sex, race, vehicle ownership, number of drivers, family income are so on. Based on these data it is possible to relate the amount of travel to household are zone characteristics are develop equations for trip generation rates.
Because
o'i \'ne w\de var\ety of data that can be coHected by the home.
Interview technique and the high \ost ir\\Jo\\Jed,it is necerssaf)' to standardize the procedure for such surveys. It is impractical and unnecessary to interview all the residents of the study area. Since travel patterns tend to be uniform in a particular zone, it is sufficient if a sampling procedure is employed. The size of the sample is usually determined on the basis of the population of the study area, and the standards 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. Population of Study Area
Sample Size
Under 50000
1 in 5 house holds
50000
-
150000
1 in 8 house holds
150000 - 300000
1 in 10 house holds
-
1 in 15 house holds
300000
500000
500000 - 1000000
1 in 20 house holds
over 1000000
1 in 25 house holds
The sample is selected in an unbiased way from the register of electors of valuation list.
A number of techniques are available for the home interview survey. The full interview techniques involves interviewing as many members of the house hold on possible are directly recording all the information. In an home questionnaire technical ,the interviewer collects only details of the house hold characterization, leading forms
for household residents to
complete in regard to travel information.
In both the above methods, it is necessary to send out a letter to the selector households prior to the proper interview, explainiry the nature, importance and objectives of the survey and eliciting their cooperation. In addition, wide publicity is given to the survey in the local phone, radio &
40
television. usually the full interview technique is more expansive , and it may be possible to collect thee needed information only at thee rate of eight interviewers per eight hour
in a day per interviewer. The home
questionnaire technique is more speedy and it may be possible to cover about 20 house holds per day. While thee face interview technique yields vary accurate data, the same can't be said of the home questionnaire method. The information to be collected from the home interview survey can broadly be classified under two groups: (1)
home hold information
(2)
journey data
The home hold information contains information such as address, size of home hold, age and sex structure of
home hold earning much has,
occupation, place of work, number of motor/vehicles owner, house hold income and so on.
The journey data contains information on all journeys made dating the previous purposes of trip, mode of travel etc. The survey forms are generally standardizes for this purpose and the questions are structured carefully to avoid ambiguity. The usual practice is to have the household information in thee front of the form and thee trip information on the back of the form. The form should designer so that the data can be easily coded.
41
4.2
SURVEY FORMAT
A number of techniques are available for the home interview survey in this case we are adopted the home questionnaire techniques. In this
J
the
interviewer collects details of the house hold characteristics, living forms and regard to travel information.
In this survey format, the home questionnaire includes family travel characteristics. The interviewer collects details of the family travel characteristics under five parameter. The parameter are as follow: (1) family size (2) family activity particular (3) family income per month (4) no of vehicles (5) purpose wise trip characteristics
(1)
Family Size
In this question we collect details regarding family size in the form of number of children and number of adults in the house, then total members in the house by adding number of children and number of adults.
42
(2)
Family Activity Particular
In this question we collect information regarding family activity particular in the form of number of students go to school or college and number of members regarding to working and non-working. Nonworking 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. Sf.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
(5)
Purpose wise Trip Characteristics
In this question we collect information regarding purpose of trip, destination of trip, types of mode of transport, travel time taken by trip in 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.
The Typical Survey format is shown as follows:
44
CIVILENGINEERING DEPARTMENT S.V.R. COLLEGE OF ENGG. & TECH., SURAT TRANSPORTATION ENGINEERING STUDY TRIP DISTRIBUTION CHARACTERISTICS OF CENTRAL ZONE (SURAT) DAY : SUPERVISOR DATE: ~OLL NO. TIME: ...OCATION : =AMILY TRAVEL CHARECTERISTICS FAMILY SIZE CHILDREN
2.
I
TOTAL
ADULTS
FAMILY ACTIVITY PARTICULARS NO. OF STUDENTS SCHOOL
4.
NO. OF MEMBERS
COLLEGE
WORKING
NON-WORKING
NUMBER OF VEHICALES 2wh
Bicycle
5.
3wh
4wh
PURPOSE WISE TRIP CHARACTERISTICS. PURPOSE
WORK
EDUCA TION
DES TINA TlON
MODE TRAVEL TIME (MIN) TRIP LENGTH (KM)
45
RECREATION
SOCIAL
TOTAL
4.3
ACTUAL SURVEY
After the completion of survey format, the actual survey is carried out in the different location of central zone of Surat city in such way it covers whole area of central zone of Surat city.
The interviewer goes to house of house hold in central zone of Surat city, then first he introduces him and then he gives some idea about his work and after this he gives brief about survey format. Now, he ask one by one question in order with great respect and whatever answer is replied by house hold he notes very systematically in his survey format. After this, he moves on next house and this way the interviewer is carried out his work.
He also notes his name, roll no., location of central zone, time, date and day on which the survey is carried out. Finally, we get good amount of data prints which severs us purpose of surveyor field study. In this survey actually we have collected about 400 data points at the end of survey work. The sample size is very small compare with the survey norms. However, to high expenses, large man power and too much time involved in collecting the work is restricted. It is expected that the small sample shall
give required trend.
46
~
After the collecting all the data prints from the interviewer, it is shorting on the basis of family size and after this shorting on the basis of family income per month which explain in detail in the chapter of the data analysis.
47
,
5.
DATA ANALYSIS
,
Trip Generation After the completion of survey work data analysis is carried out. The category analysis approach also called cross classification method is employed for analysis. In this work, the data is first shorted on the basis of family size and then after family income group per month.
The analysis tables indicated the categories of family and income group are prepared considering each data point and putting it in appropriate category generation and distribution analysis is carried as follows:
Table 5.1 shows the, W + E trip and total trip generated from central zone to different zone with regard to different family income group. This table also gives total no. of trip and total of W+E trip for particular income group of 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
Income I group
I W+E
Higher{
-
12
I
3
2
1
T1
I 5
4
TOTAL
6
T
i-ii-II-It-tt-t!_!
{ 10 ( - ( - ( - ( - ( - ( - (24 ( 30 ( 12 ( 1
I
26 6
12
14
-
2
26
-
-
12
16
-
12
36
36
48
-
-
-
-
-
-
-
10
-
-
-
-
-
36
42
-
-
-
2
10
10
-
-
34
36
-
-
-
-
38
40
22
26
12
16
24
24
-
38
38'
-
2
-
-
10
10
-
-
-
-
12
14
-
2
-
4
12
12
-
-
-
-
-
34
36
2
24
24
10
10
-
-
Total
84
140
-
4
24
28
46
52
70
96
12
12
236
332
Average
8.4
14
-
0.4
2.4
2.8
4.6
5.2
7
9.6
33.2
24 -
48
-
-
-
-
-
12
12
36
60
8
-
-
1.2 -
23.6
Higher Medium
1.2 -
12
12
-
12
14
-
-
24
34
24
40
-
-
-
-
-
-
24
40
-
-
-
-
-
20
-
-
-
24
24
-
-
24
44
-
34
38
26 28 26 26 28 14 18
-
-
-
-
-
-
12
14
-
24 2
-
12
12
-
-
12
14
-
-
-
-
-
10
10
14
14
-
14
14
-
-
12
14
-
14
2 2 14
-
10
-
12 14 -
10
-
-
10 12 -
-
-
-
-
-
-
-
-
2
-
12
12
-
6
-
-
-
-
22 24 24 24 26 12 12
-
-
-
-
4
-
-
12
22
10
10
-
10
12
12
-
-
6
-
-
22 20
1 32 32
6
12
12
-
-
-
-
6
-
-
12 36
11858
22
I
12
I
12
I
12
I
18
I
10
I
10
I
36
I
52
I
-
-
-
I
I
I
-
-
I
-
110
I
-
116
I
49
-
I
I
-
-
-
-
I
T
Total Average Medium
Total Average
10
14
-
-
10
10
-
-
-
4
-
-
-
-
-
4
12
12
-
-
-
24
24
-
26
-
-
-
-
-
-
-
182
306
64
66
56
66
36
-
20
26
2
-
12
18
-
2
-
4
24
30
-
-
-
-
-
-
26
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
-
4 56 -
-
-
-
-
8 24 -
24
24
-
-
12 -
18 -
24
24
12
36
12 -
12 -
24 12 -
12 -
-
-
-
12
20
24
28
-
96
266
36
12
12
-
-
-
-
-
-
-
24
12 -
36 -
12 -
16 -
-
-
12
-
12
-
-
-
12 -
12 4 -
12 24
18 56 36 36
-
12 12 12 24 36 24 12 24
54 54
24
28
24
58
-
-
26
12 -
12
12 24 22
40
34
48 646
60
36 2 14 -
-
-
12 -
12 18 -
10 10
20 20
68
162 48
56
330
4
9.52 2.82
3.29
19.41 38.08
-
12 12
-
10 12 -
-
-
-
42
34
66
48
54
2
3.88 2.82 3.17
-
-
-
2
Lower
12
16
-
-
-
-
-
-
-
-
Medium
-
32 24 4
-
10
-
-
-
-
-
20 14 34 12 2
-
-
-
10 -
12 12 24 -
24 24 -
-
12 -
8 22 -
-
-
-
12 -
12 -
22 -
26 6 18
-
-
-
-
-
12
12
-
-
36 -
12 -
-
5.65 15.64 2.12 2.47
-
-
2 -
18 12
-
14 -
-
-
6 -
12 -
12 12 -
12 12 2
-
-
-
-
-
-
6 -
14 12 34 36 28
36
12 34 36 22 24 24 36 -
16 50 46 30 46 32 52 24
12
"'6
50 ... ..
.
..iIi.
24
24
I
I
-
I
-
I
I
I
-
-
-
-
-
-
-
-
-
-
12
-
Total
204
48
60
-
-
Average
7.86
13.6
3.2
4.0
-
-
Lower
24 12 24
26 16 26 8 76
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
Average
-
-
12 118
I
6
-
-
60
24
-
16
I
12
-
10
Total
2
I
-
-
8 8
-
I
.
=Working E = Education
-
-
-
20
26 24 34
14
12
12
20
-
12
-
-
-
-
10 12
16 12
26
38
284
444
40
1.73 2.53
36 10
38 40
-
-
-
-
-
-
-
-
8
46
86
-
11.5 21.5
-
19 T1
W
-
24 12 14
58 102 2.26 2.66 3.87 6.8 34
-
-
I 18.93 I 29.6
-
60 22 24
64 56 26
8
12
36
8
118
182
2
29.5
45.5
=Total Trip in Zone - 1
T = T1 + T2 + T3 + T4 + Ts + T6
51
Family size (No. of person = 4) ZONE
Income I 1
group
I W+E I
I
Higher
-
I
T1
I
I
26
W+E T2
-
TOTAL 4
5
W+E T3
6
W+E
W+E
Ts
T4
-
-
4
-
-
24
24
4
20
20
20
20
-
12
-
-
-
I W+E I
T
Ts
-
24
54
-
-
40
44
-
2
48
48
48
62
-
-
-
24
24
48
88
24
24
48
88
-
24
24
-
8
36
56
48
-
-
-
48
64
-
48
-
16
48
66
-
-
-
12
-
-
-
8
12
12
-
-
24
24
-
-
-
-
36
44
14
-
-
-
24
24
-
12
-
-
36
50
20
-
-
-
-
24 -
24 -
-
-
6
24
52
-
-
-
-
48
72
14
14
-
12
-
-
26
48
64
24
64
12
26
48
64
I
3
W+E
I
24
12
Total
2
-
28
30
20
20
-
12
20
-
20
-
22 -
20
20
-
-
-
12
12
-
2
-
-
32
54
20
-
-
48
68
-
-
-
-
-
-
48
88
368
32
56
68
126
118
118
72
124
96
126
590
960
8.4
7.86 7.86
4.8
8.26
6.4
8.4
39.33
64
196
I
2.13 3.73 4.53
Average
13.06
24.53
Higher-
-
-
-
-
20
40
12
24
-
-
-
-
32
62
Medium
24
30
-
-
12
12
-
-
-
-
-
4
36
46
14
-
-
-
12
-
-
-
-
12
28
I -
-
-
-
24
34
24
24
-
-
48
74
20
22
-
-
-
-
-
-
-
-
20
22
4
-
2
32
32
-
-
-
-
32
38
10
10
-
2
12
14
-
-
-
-
22
26
14
-
-
-
-
10
10
-
-
-
-
10
34
I 46
-
-
-
-
-
-
-
-
-
-
36
48
20
12
12
-
-
12
16
-
-
-
-
34
48
I 20
-
-
14
-
4
-
-
-
-
30
38
12 16
36
20
10
52
4
-
-
20
20
-
10
20
34
12
12
-
-
10
26
-
10
22
48
-
-
-
-
-
24
36
-
-
24
46
16
-
-
18
36
42
48
70
14
-
-
-
-
-
-
36
44
-
-
36
68
-
-
-
12
12
-
-
36
74
-
-
-
-
-
-
-
36
36
12
36
62
-
-
-
-
-
24
24
16
48
76
4
-
26
36
-
16
36
56
24
36
36
-
-
-
-
8
-
-
48
68
24
44
-
-
-
-
-
-
24
24
-
-
48
70
12
32
-
-
-
-
-
24
24
24
24
24
36
14
-
-
12
-
-
12
20
24
46
50
12
12
12 -
-
56
-
-
36
12
-
-
-
12
12
-
74
24
34
-
-
-
-
12 -
32 -
10 -
-
10
10 -
20
12
12
20 -
-
-
-
24
20
-
34 32 36
64 62 66
-
24
24
-
-
-
10
24
40
12
12
-
4
-
20
-
20
12
36
12
24
I
24
I
12
62 14 36
24 I 54 6 40
24
24
-
-
-
-
-
16
-
-
48
70
10
24
24
-
-
6
24
40
28 36
28 42 12 12 42 20
-
-
-
-
24
-
24 -
34 8 8 36
-
4 -
12 -
12 -
-
-
24
12 -
12 -
12 -
14
-
12 6 10 -
20 20 -
20 20 14 -
62 36 50 60 58 66 46 62 52
20 -
20 10 -
48 28 36 36 36 30 20 40 30 30 40 20
24
12 20 20
I
20 I 20 8
20 -
14 12 20 10 12 12
53
24 -
2 -
10 -
14 22 -
10 -
20 10
20 22
20 -
8 20 18
56 60 40
-
4
-
-
26
44
12
24
12
12
38
52
-
-
8
34
44
20
-
-
-
34
58
-
-
-
-
34
56
-
-
-
-
-
-
10
34
56
286 372 130 236 202 310
428
598
90
Average 8.47 16.58 5.60 7.29 2.54 4.62 3.96 6.07 24 24 Vledium 4
8.39
11.72
1.76 2.82
-
-
-
-
24
32
32
40
-
-
32
44
Total
12
I
20
I
-
-
-
-
-
-
14
14
-
-
14 28 14 14 -
34
34
-
4
-
10 -
12
-
2 22
20
32
14
14
-
20
32
14
14
-
432
846
12 I
12 I
144 1558 2684 30.54 52.62
-
-
-
-
-
-
24
24
-
-
36
48
4
-
-
-
-
-
24
28
-
-
24
32
12
-
-
-
-
64
12
20
20
-
12
20 -
36
-
20 -
-
32
12 -
-
32
44
-
-
-
24
24
-
-
36
66
24
32
10
12 -
14
-
-
-
-
-
-
24
24
-
8
24
46
10
10
22
14
14
-
-
-
-
-
-
24
46
24
36
24
24
-
-
-
-
4
48
64
60
-
-
-
-
-
-
-
-
48
-
-
-
48
60
28
28
-
10
-
38
52
22
46
10
12 I
10
10
-
12
12
24
-
-
10
14 -
20
34
-
-
10
10
-
-
-
-
-
12
30
56
36
48
-
-
-
-
-
-
-
12
-
36
60
24
34
-
-
-
10
14
48
-
-
-
-
-
-
34
78
-
-
48
-
-
48
78
24
36
-
-
-
-
-
-
24
36
-
-
48
72
24
24
14
14
-
-
-
-
-
14
-
14
38
76
24
36
-
-
24
24
-
-
-
-
18
48
78
14
26
-
-
-
-
40
-
38
66
14
-
24
14
-
-
-
14
-
24
38
52
12
12
-
-
10
24
24
12
22
48
8
48
76
-
36 24
64 48
20
36 12
I
48 12
-
-
-
-
-
-
48
48
-
-
-
-
-
-
-
-
16
-
-
-
-
-
-
12
36
-
54
-
16
-
-
14
14
-
-
10
12
-
-
4
-
-
-
-
6
-
-
24 36
10
24 -
-
-
24 -
12
12
-
14
46
12
12
-
-
-
8
24
24
-
22
14
-
36
58
12
32
-
-
-
-
-
-
24
24
-
8
36
64
24
32
-
-
-
-
-
-
-
16
-
-
24
48
12
22
-
-
-
-
-
24
24
-
12
36
58
12
12
-
10
-
-
-
-
-
24
24
-
-
24
12
-
-
28
60
60
12 -
-
32 64
24
-
12 48
34
-
-
10
24 I 40
-
-
70 88
24
-
-
10
-
14
-
10
12
-
-
12
-
-
-
-
10
10
20
12
I
10 I 10
12
I
I
42 34
-
-
-
36 60
-
-
-
12
22
46
-
10
10
10
10
20
46
-
16
20
20
20
20
40
68
20
-
12
-
12
-
30
56
-
-
40
64
--
-
--
30
54
20
20
20
20
-
24
-
-
10
24
-
-
10
20
20
12
-
12
-
-
-
-
-
10
10
10
10
20
44
24
-
-
28
-
-
-
-
28
52
-
-
12
-
24
48
12
12
-
-
24
66
14
-
-
-
10
22
46
-
12
12
-
-
24
42
524 11042 230 348 202 250 142 204
426
642
84
Average 10.69 21.26 I 4.69 7.10 4.12 5.10 2.89 4.16 4 Lower 24 46 6 Medium I 36 14
8.69
13.10
1.71 4.40
38
38
-
-
38
66
-
-
-
36
52
36
46
-
36
so
p;
-
;;1: 4 12 12 12 12 -
i 36 36 24 48 36
jJ 42 44 50 62 60
12
Total
I
36 12
24 24
I
!
12
-
12
12
12
28 -
42
-
-
12
12
-
10
12
12
4
10 -
14
12
12
-
38 35 8 16 50 48
-
.
.
.
. .
-
-
-
12 -
12 16 -
-
12 22 12 12 12 12
55
-
12 12 -
-
216 1606 2700 32.77 55.10
12
12
-
8
12
12
-
-
-
-
36
50
22
-
-
-
-
-
-
12
12
-
-
12
34
32
-
-
-
-
12
12
24
-
-
36
68
12
-
-
-
-
24
24
24 -
8
-
8
24
52
1144
364
48
54
12
40
48
48
158
188
12
20
434
698
I 11.07
28
3.69 4.15
0.92
3.07
3.69 3.69
12.15
14.46
0.92
1.5
33.38 53.69
12 I 18
Total .;.lIerage _ower
Total .:.
I
36
48
-
-
-
-
-
-
-
14
-
-
36
62
36
48
-
-
-
-
-
-
14
-
-
36
62
48
-
-
-
-
-
-
-
14
-
-
36
62
verageI 36
I ~
56
FamilySize(No. of Person= 5) ZONE
"come group
1
I W+E
Total Average
I
I
36
12
32
12
20
-
T3
-
36
10
I
12 -
I
T4
TOTAL
6
W+E
W+E
T2
2
I 5
4
W+E
T1
-
3
W+E
I
I
I-iigher
2
W+E
Ts
I
W+E
-
-
-
4
-
-
12 -
-
-
12
12
36
66
12 -
12 -
24
32
-
8
48
72
2
48
48
2 -
-
-
-
2 2
-
-
-
-
-
-
-
48 22 58
52 26 60
248
318
I 36 I 42
22
-
-
28
28
30
32
-
74
104
66
88
12
16
60
60
24
40
12
20
2
2.66
10
10
4
6.67
2
3.33 41.33
- I - I - I - I - I - I 24 I 40 I - I -
I-ligher-
24
36
Medium
-
12
-
10
12
-
32
32
-
20
20
20
20
40 22
40 22
20
I
20
1
-
-
I
-
-
I
-
36
52
12 -
12 24
22
-
6
28
12
12
84
46
36
36
-
-
12
12 -
12 -
12 -
-
-
-
I
-
-
24
34
12
12
60
82
-
-
12 -
16 -
-
-
-
-
20
22
-
-
22 32 20
28 34 22
10
-
2
10
20
22
20 20
10
12
10
14
-
-
-
-
4 2 -
10 -
50 50 40 22 24 32 36 32 48 84 48 46 84 48
52 54 44 24 24 34 38 32 78 110 64 52 92 58
10 20 20 -
2
24 -
-
-
-
12
12
-
21
-
-
12 20
24 -
-
-
-
24 36 -
24
-
12 20 -
36
-
2 6 -
-
57
I 48 I' 76
12
-
-
53
12
-
-
T
-
22
12.33 17.33 I 11 114.66
I
Ts
-
-
-
26
-
-
-
-
-
48 24
66 24
-
10
-
-
-
-
-
-
10
10
-
-
-
-
-
12
22
-
-
10
Total
I
I
10 10
I
10
10
-
10
10
10
-
-
-
-
20
40
-
-
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
1042
1266
2.23
2.61
5.38 6.30
6.46
6.61
6.38
11.84
0.85
1.23 40.07 48.70
-
10 12
10 12
-
-
-
24
-
24
2 24
48
-
-
-
-
-
-
-
8
12
-
-
12
24 12 4 4 -
-
-
24 12 -
12 -
8 36
32 30 -
-
36
24 30 -
12
-
-
-
12 -
12 -
-
-
-
20
20
30
30
30
30
24
26
-
4 -
12
12
24
-
-
12
I
20.07 26
36
I
18
34
24 24
30 24 8
72
78
46
48
10
10
22
I
12
I
-
I
-
I
-
36 36 36 36 48 48
38 60
36
56 56 64 54 44
12
48
60
-
-
-
-
-
72 68
12
-
-
-
-
-
-
24
12 -
8
-
-
22 60 54 36
82 60 22 54 56 44
-
-
12
12
-
-
34
36
12
-
-
12
-
-
22
24
12
12
10
10
10 -
-
-
-
22
22
-
-
-
-
40
18
22
58
74
28
28
40 -
24
10
10
38
67
-
-
-
-
12
-
4
-
-
-
-
-
-
-
-
-
10
-
-
12
40
20 30
-
-
-
-
-
24
24
-
4
36
48
24
28
-
12
12
-
-
4
-
-
36
44
12
32
-
-
-
-
-
12
12
-
28 48 26
-
-
-
-
-
12 -
-
-
-
24 12 6 6
24 24 48 24
68 46 56 56
12 12
12 48 24
I
2 -
12
58
12
6 -
4
-
-
-
2
24
24
20
20
-
-
44
50
10
10
12
12
-
-
-
10
-
2
-
-
22
34
12
36
-
10
-
-
36
36
-
-
-
-
48
82
24
-
-
-
-
-
-
6
48
-
-
60
84
40
-
-
-
-
-
-
24
24
8
48
72
26
-
-
-
-
-
-
36
42
2
-
-
-
-
-
-
36
48
-
-
-
-
36
36
-
4
-
-
24
32
-
48
-
-
48
96
10
20
-
-
10
20
370
457
40
60
1395
1916
6.0
10.0
12.35
1.08 1.62 37.70 51.78
24
I
24
24
12
12
24 -
24
24
12
12
-
-
-
4
-
-
24
24
-
-
-
-
-
-
-
48 "'otal lerage _ower ;'Iedium
I
I
574
I
806
15.51 21.78
122
142
208
I 3.29
3.83
5.62 5.83 4.91
I
216
182 222
-
8
24
24
-
-
-
-
-
-
-
-
24
32
24
38
24
24
-
-
-
-
-
-
-
-
48
50
24
38
-
-
-
-
-
-
-
-
-
-
24
38
12
32
-
-
-
-
-
-
-
-
32
46
-
12
36
-
36
466
12
12
-
-
-
20 -
-
-
12 32 32 62 40 40 40
24 16 14 2
12 12
-
-
-
12 32 32 24 36 32 36
18
18
18
18
50
79
-
18
18
30
60
48
72
-
-
-
-
-
-
48
70
2
-
-
-
-
-
-
36
38
20 12 24 -
20
12
12
-
12 24 -
-
-
12 -
12
-
20 -
-
-
-
36
-
2
-
20 -
26
36
-
14
-
-
-
-
-
-
-
36
12
12
14
-
-
-
14
-
36
42
12
12
24
24
12
12
-
1194
332
154
178
24
64
24
24
100
120
48
78
554
735
1.41
3.76
1.41
1.41
5.88
7.05
2.82
4.58
32.58
45.93
14
Total
48
I
2
'verage 111.41 119.52 1 9.05 110.47 Lower Total verage
59
Family Size (No. of Person = 6)
ZONE
TOTAL
Mcome 1
group
2
W+E
3
W+E T1
W+E T2
5
4 W+E T3
6
W+E
W+E
Ts
T4
W+E
T
Ts
-ligher
-
-
-
-
-
-
-
-
-
-
-
-
-
-
Total
-
-
-
-
-
-
-
-
-
-
-
-
-
-
verage
-
-
-
-
-
2
-
24
24
12 -
12 -
20
2 22
-
-
-
-
-
38
-
-
36 -
-
-
Higher-
-
48 44
52 48
-
-
12
14
14
14
-
-
-
-
-
-
26
28
-
30
30
24
30
-
-
-
-
-
-
54
60
-
-
-
-
-
4
24
24
20
20
-
44
48
14
14
-
-
-
68
24
24
26
-
-
8 -
48
20
24 -
28
34
-
-
-
-
-
12
18
-
-
6
-
4
48
48
20
20
-
44 40 68
50 52 78
Total
122
148
42
50
86
84
132
168
8
466
560
verage Medium
12.2
102 84 14.8 4.2 5.0 8.6 10.2 8.4
8.4
13.2
16.8
-
76
-
-
50
-
-
62
36
-
36
24
-
-
-
-
-
-
-
"-edium ,
32
32
-
-
-
60
70
12
12
-
12 -
24
24
14
52
-
-
-
12
50
-
-
-
24 12 -
24 12
-
-
-
-
-
-
-
12 -
16 8 66 36
-
-
12 24 24 -
12 28 24 -
-
-
-
-
24
48
-
-
24 -
48 12
60
-
-
36
24 -
14 10 14 24 24 2 24 -
-
-
-
-
10
2 -
10 10 24 24 -
-
0.8 46.6 56.0 44 32 72 82 40 36 50 52 12 12 22 26 34 34 22 26 36 36 48 52 36 42 24 32 72 12 36 84
12
12
-
-
14
14
12
22
-
14
62
96
-
12
12
-
-
24
24
-
-
36
64
24
-
-
-
-
-
12
26
-
14
36
64
36
36
-
-
-
-
-
-
4
-
-
36
40
12
12
-
24
26
-
-
-
2
-
-
36
40
12 -
14 -
-
-
12
-
12
12
-
6
-
-
36
44
-
24
24
-
48
-
12
12
6
-
12 -
36
-
-
-
20
12 -
-
20
12 -
32
38
366 472 96 120 120 140 86 Average 17.42 22.47 4.57 5.71 5.71 6.67 4.1 24 36 36 Lower Medium
98
150
204
12
52
830
1086
4.66
7.14
9.71 0.57 2.47 39.52 51.71
24
-
-
-
36
36
40
40
24
34
-
28
24
Total
Total
60
60
-
-
36
36
24 -
64
64
42
70
-
-
-
-
-
-
-
-
-
16
12
-
-
-
-
30
42
28
28
12 -
24 -
-
-
-
-
-
4
20
20
48
52
24 -
36 -
-
12
-
-
-
-
24
36
12
12
60
96
-
-
-
12
22
22
-
-
-
-
22
34
52
80
48
60
-
12
46
46
130
158
56
56
332
412
8.57
-
1.71 6.57 6.57
8.0
8.0
47.42 58.85
12
-
-
-
-
-
-
36
36
48
72
12
-
-
-
-
-
-
36
36
48
72
12
-
-
-
-
-
-
36
36
48
72
Average 7.42 11.42 6.85 24 12 Lower 12 Total 24 24 12 Average
61
18.57 22.57
Family Size (No. of Person ~ 7) ZONE
1come 1
group
W+E
2
I
W+E
I
I
36 24
I
I
24
Total
I
6
I W+E I
W+E
T4
Ts
W+ E
I
T
T6
-
-
-
-
-
12
12
-
-
-
-
-
28
-
-
24
64
12 -
24
-
-
24
24
-
-
-
36
88
48
48
-
-
20
-
60
70
-
-
-
22
22
24
-
-
-
94
62
118
2
20
20
-
-
42
2
-
-
62
66
12 -
-
-
22
34
36
36
10 -
10
-
12 -
42 -
62 -
60 -
126
-
60 -
110
-
4 -
2 -
12
40
-
-
2
-
-
60
64
-
-
-
-
14
54
84
130
10
120
148
60 40 36
28
5
W+E
T
Tz
-
TOTAL 4
W+E
T1
I-iigher
3
I
-
26
12
12 I 26 I 60
I
98
24
38
24
24
-
48
56
-
-
12
48
56
62
24 -
-
30
24 -
35 -
18
18
-
-
-
18
-
14
48
112
12
32
-
12
12
60
108
12
12
24
62
24 -
44
24
-
20
24
-
12
-
-
-
60
98
18
42
48
74
-
-
-
-
42
84
158
110
-
-
14
30
30
-
-
108
154
16
36
-
18
-
--
-
78
18 -
-
16
-
-
38
34
50
66
142
362
628
176
232
30
48
172
190
220
432
1125
1778
Average I 21.29 I 36.94 I 10.35 I 13.64 1.76 2.82 I - I - I - I 12 I 12 Higher- I -
MediumI -
I
-
24
30
42
46
10
10
34
I
38
10.11 11.17 12.94 1
-
1
- 1401401-1
I - I - I 12 I 16 I - I - I 12 54 12 12 4 12 12 36 36 -
I
I
I
I
I
62
25.41
166 258 9.76
-
-
1 52
18 16 4 -
-
-
24 54 36 54 22 36
24
24
24
58
12 68
104.58
1S.17 66.23
20
-
-
I
52
28 88
48 62 30 36 86
60
76
-
-
-
-
-
-
-
-
-
-
60
76
36
36
-
-
-
10
24
24
-
-
-
-
60
70
10
-
-
-
-
24
24
-
10
14
30
38
74
-
-
-
16
-
-
48
88
-
-
-
-
60
12
24
48
60
-
-
24
40
-
-
48
-
-
-
-
60
82
-
-
96
-
-
72
120
16 -
16
20
50
48 -
24
-
-
84
162
-
4
-
72
6
6
-
-
60
-
-
-
-
-
32
62
60
40
58
3.15
2.10
3.05
6.10
7.68
-
-
36
56
36
36
-
-
24
24
24
24
-
-
-
-
-
4
24
20
20
12
4 12
10
10
12
10
14
10
12
30 10 -
30 10
18
12
12
12 -
24 12
10
-
-
-
10 12
18
12
36
36
-
48
72
36
48
36
36
12 -
36
42
-
48
72
24 -
36
44
26
56
24 60
Total Average
Medium Total Average
I
472 32.42 616 3.15 24.84
-
-
-
12 12
48
78
10
10
-
-
-
116 146
220 402 38 74 946 1356 11.57 21.15 2.0 3.89 49.78 71.36
-
-
72 48 44 42 22 22 22
48 46 26 28 26
36
46
48
14
36 -
-
-
-
-
-
-
-
10
10
42
54
-
-
12 32 -
26 78 40
-
12 20
22 48 32
-
-
48
-
-
48
42
108
-
-
48
56
-
54
56
-
-
60
70 60 102
-
-
12
12
-
24
58
-
18
18
-
24
52
8 -
-
48
-
-
-
-
-
4
20
20
12
12
12
12
-
2
10
10
12
12
-
10
16 58
36 -
36 -
-
48 -
48 -
26
26
-
-
16 12
-
63
-
8 18
4
-
52 38
92 38
24 I 24 I 202
316
9.61
54
72
10
56
56
-
-
56
66
220
234
322
46
50
914
1198
15.04 3.42 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
24
24
24
-
52
52
-
-
-
-
-
-
-
-
24
28
12 -
-
28
12 -
48
60
16 I -
16 -
24
24
-
-
-
60
100
24
24
46
46
40
24
24
12 -
-
40
12 -
14 -
64
24
40
40
-
-
-
64
24
-
64
72
-
-
-
-
12
12
12
60
74
48
48
-
-
10
30
12 -
82
122
20
20
24
24
-
10 -
44
44
-
-
I,'edium
-
-
-
Total
I
-
188
-
"erage
-
194
....ower
..:.
48
172
72
96
I 30
I -
12
48
48
46
-
-
20 10 I 10 I -
I -
36
50
-
8 -
24
24
-
-
90
142
48
56
156 156 168 168
70
90
12
36
544
648
9.0
14.2
7.0
9.0
64.8
24
1.2 3.6 -
54.4
20
5.6 -
15.6 15.6 16.8 16.8
Lower
4.8 -
64
108
Total
20
24
-
Average
20
24
I
-
24
24
20
60
-
-
-
24
24
20
60
-
-
64
108
-
-
-
24
I 24
20
60
-
-
64
108
64
(Table 5.2) Trip Generation (Avg. weighed trip)
Table 5.2 shows no. of samples for particular income group of particular family size and average of trip generated by different income group of each family size. From this we get weighted average trip for each family size. Family Size
Income No. of
_,#3
No. of
4
sample
sample
No. of
5
No. of
6
sample
sample
No. of
'
7
sample
HIG
10
33.2
15
64
6
53
-
-
17
104.58
HMIG
21
30.67
51
52.62
26
48.70
10
56.0
19
71.36
MIG
17
38.00
49
55.10
37
51.78
21
51.71
21
57.04
LMIG
15
29.60
13
53.69
16
45.93
7
58.85
10
64.8
LIG
4
45.5
1
62.00
1
30
1
72.00
1
108
A.v.
67
33.55
129
55.07
86
49.59
39
54.61
68
74.81
.
Weighted of trips
Comment:
We expected that no. of person in family increases the trip of general for is move!. It is minimum for family size ~ 3 & maximum for family size ~ 7 are the average value observes are in range of 33.55 for family size ~ 3 to 74.81 for family size ~ 7.
65
(Table 5.3) Trip Generation (% Families & total trips) Table 5.3 shows family size, % of families, total no. of family in central zone for particular family size average weightage of trips, family size & finally total trips for different family size.
Size
% of Families
No. of Family
Average weighted
Total Trips
of trips / family $;3
17.22
14867
33.55
498787.85
4
33.16
28629
55.07
1576599.03
5
22.10
19080
49.59
946177.20
6
10.03
8659
54.61
472867.99
c.7
17.48
15091
74.81
1128957.71
100
86326
-
4623389.78
Comment: We have expected that total trips are generated by family size c.7 is more & minimum for family size $;3
66
::;;
Table 5.4 shows
3 Family Size Distribution Zones distributing
trip from central zone to differentzone and
also shows % of trip with respectto total trip of W + E & total trip of all zonesfor particularincomegroupof particularsize for each zone.
Family size (no. of persons ~ 3) Income
2
Trip 1
4
3
Total
6
5
Group W+E 84
Higher
Higher Medium Medium
Lower Medium Lower
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.SO
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
102
22.97
38
8.55
444
W+E
00
SO.84 -
0
-
0
12
10.16 46
38.96
-
0
118
T
76
41.15 -
0
-
0
12
6.66
4.4
182
86
47.25 8
Comment: (1)
Trip distributionis more centralzone to centralzone for all income group.
(2)
Trip distributionis miniml:Jm for centralzone to west zone. 6 for all incomegroup.
67
(3)
It goes on increasing as family size increases up to certain limit for both above zone.
(4)
It is very obvious that central zone being commercial centre of the city attracts more trips than any other zone. This true for trip generated for central zone.
(5)
The 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
Total
6
5
4
3
2
1
Trip
Group Higher
Higher
Medium
Medium
Lower
16.50 582
124
13.50
126
13.72
918
12.88
428
27.29
90
5.74
1568
310
12.37
598
23.86
44
5.75
2506
12.56
142
8.83
426
26.49
84
5.22
16CB
250
9.25
204
7.55
642
23.76
216
7.99
2702
11.37
12
2.84
48
11.37
158
37.44
12
2.84
422
7.56
40
5.60
48
6.72
188
26.33
20
2.80
714
196
33.67 32
5.49
68
11.68 118
T
368
40.08
56
6.10
126
13.72
118
12.85
W+E
432
27.55
286
18.23
130
8.29
202
T
846
33.75
372
14.84
236
9.42
524
32.58
230
14.30
202
T
1042 38.56
348
12.88
W+E
144
34.12
48
T
364
50.98
54
W+E
36
100%
-
T
48
77.49
-
Medium W+E
Lower
12.37 96
21.27 72
W+E
-
69
-
-
-
14
-
36
22.58 -
62
Family Size (no. of persons = 5) Income
1
Trip
2
4
3
5
6
Total
Group Higher
Higher Medium Medium
Lower
Medium Lower
W+E
74
29.83
66
26.62
12
4.83
a:>
24.19
24
9.67
12
4.83
248
T
104
31.7
88
26.83
16
4.88
a:>
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
D3
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
a:>
3.16
1900
W+E
194
35.66
154
28.:D
24
4.14
24
4.41
100
18.38
48
8.82
544
T
332
41.70
178
22.36
64
8.04
24
3.01
120
15.07
78
9.79
796
W+E
-
-
-
-
-
-
-
T
-
-
-
-
-
-
-
70
Family Size (no.of persons = 6) Income
1
Trip
2
3
6
5
4
Total
Group Higher
W+E -
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
W+E
122
26.18
42
9.0
86
18.45
84
18.0
132
28.32
-
0
466
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
12.00
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
16.86 332
T
80
19.41
60
14.56
12
3.0
46
11.16
158
38.34
56
13.60
412
0
12
25
-
0
-
0
-
0
36
75
48
33.33
12
16.67
-
36
50
72
T Higher Medium Medium
I Lower
Medium Lower
W+E -
T
24
71
-
-
Family Size (no. of persons ~ 7) Income
1
Trip
2
4
3
5
6
Total
Group Higher
Higher
Medium
W+E
362
32.15
176
15.63
3:1
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
60
6.34
40
4.22
116
12.26
220
23.25
38
4.01
946
T
616
45.42
60
4.42
58
4.27
146
10.76
402
29.64
74
5.45
1356
202
22.10
72
7.88
172
18.82
188
20.57
234
25.60
46
5.03
914
316
26.38
96
8.01
194
16.20
220
18.36
322
26.88
50
4.17
1196
W+E 90
16.54
48
8.82
156
28.68
168
3:1.88
70
12.87
12
2.20
544
T
21.92
56
8.64
156
24.07
168
25.93
90
13.88
36
5.55
648
Medium W+E T Lower
Medium
Lower
142
W+E
20
28.57
24
34.29
26
37.14
70
T
24
22.22
24
22.22
60
55.55
108
72.
--
(Table 5.5) PI chart For 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 individual family size and also shows that total W + E trip for individual zone & finally shows that % of trip distribution for particular zone with regard to total W + E trip distribution for all zone.
Comment:
That % of trip distribution is for income in central zone & minimum in case of central zone to west zone (6) as for reason discussed earlier.
73
,..
Total Trip Distribution Family Size : :2:3
Income Group
1-1
1-2
1-3
1-4
1-5
1-6
Higher
140
4
28
52
96
12
HM
306
66
66
52
138
16
Medium
266
42
66
54
162
56
LM
204
60
-
40
102
38
Lower
76
-
-
12
8
8
Total
992
172
160
210
506
130
45.71
7.92
7.37
9.67
23.31
6.00
%
Total Trip Distribution (Family size 3) 6.0% 23.31%
Total
2170
Destination I
45.71%
FiJ1
I
'821
I~:I 1.51
9.67% 7.92%
74
~
.~
....
W + E Trip Distribution Family Size : s 3
Income Group
1-1
1-2
1-3
1-4
1-5
1-6
H
84
-
24
46
70
12
HM
182
64
56
36
94
12
M
96
36
34
48
68
48
LM
118
48
-
34
58
26
L
60
-
-
12
46
Total
540
148
114
176
336
98
38.24%
10.48%
8%
12.46%
23.80%
6.94%
%
W+E TRIP DISTRIBUTION
( FamilySize ~ 3) 6.94%
23.80%
Destination
rm1l 38.24%
1_21 03 04 I
_5
I
11161
8%
75
10.48%
W + E Trip Distribution & Total Trip Distribution Family Size: 4 (No. of Person) 1-4 1-3 1-2
1-1
'ncome
1-6
1-5
Group H
W+E
T
W+E
T
W+E
T
W+E
T
W+E
T
W+E
T
196
368
32
56
68
126
118
118
72
172
96
126
HM
432
846
286
372
130
236
202
310
428
598
90
144
M
524
1042
230
348
202
250
142
204
426
642
84
216
LM
144
364
48
54
12
40
48
48
158
188
12
20
LM
36
48
-
-
-
-
-
-
-
14
-
36
596
830
412
652
510
680
282
542
9.33 12.09 9.73 25.71 23.10 6.68
7.75
Total
1332 2668
%
31.60 38.20 14.13 11.88 9.77
1084 1614
= 6986
Total Trip
Total W+E Trip = 4216 ,.,
W+ETripDistribution (Family Size 6.68%
1:.
=4) 31.6%
25.71 %
Destination
~ \112 03 04
1.5 12.09%
14.13%
la6 ' '
.r Total Trip Distribution (FamilySize = 4)
Destination
~
9.77%
7.75%
111
.2
23.1%
38.2%
103 I 04
.5
9.73% 9.33%
11.88%
76
Gl6
W + E & Total Trip Distribution FamilySize: 5 (No. of Person) 1-4 1-3 1-2
1-1
Income
1-5
1-6
Group H
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
HM
436
522
58
68
140
164
168
172
218
308
22
32
M
574
806
122
142
208
216
182
222
370
457
40
60
LM
194
332
154
178
24
64
24
24
100
120
48
78
400
476
384
460
434
478
712
925
LM Total
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
fl '821 '03
104 1.5
13.03%
lEIS
1
11.53%
"
"
12.01%
Total Trip Distribution Family Size = 5 4.42%
Destination 111I11 I
41.1%
.2
03 I~~I
11.13%
~ 11.08%
77
I
W + E & Total Trip Distribution Family Size: 6 (No. of Person) 1~
1-1
Income
1~
14
1-5
1-6
W+E
T
W+E
T
W+E
T
W+E
T
W+E
T
W+E
T
HM
122
148
42
50
86
102
84
84
132
168
-
8
M
366
472
96
120
120
140
86
98
150
204
12
52
LM
52
80
48
60
12
46
46
130
158
56
56
LM
24
12
12
-
-
-
-
-
-
36
36
48
Total
564
712
198
230
206
254
216
228
412
566
104
164
33.17 33.05 11.64 10.67 12.11 11.80 12.70 10.58 24.23 26.27 6.11
7.61
Group H
%
= 2154
Total Trip
Total W+E Trip = 1700 W + E & Total Trip Distribution Family Size = 6
Destination
6.11%
'
1111
24.23
.2
33.17%
03 04
1
I
.5 IEl61
12.11
Total Trip Distribution
F
'1
12.70% ami y
S.
_6
Ize-
Destination
111
.2
26.27
03 04 1
.5
11161 11.80
78
W + E & Total Trip Distribution
Family Size: T(No. of Person) 1-4 1-3 1-2
1-1
Income
1-6
1-5
Group
W+E
T
W+E
T
W+E
T
W+E
T
W+E
T
W+E
T
H
362
628
176
232
30
48
172
190
220
432
166
258
HM
472
616
60
60
40
58
116
146
220
402
38
74
M
202
316
72
96
172
194
188
220
234
322
46
50
LM
90
142
48
56.
156
156
168
168
70
90
12
36
LM
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
Total
1146 1726
%
31.88 33.85 9.90
= 5098
Total Trip
Total W+E Trip = 3594 W + E & Total Trip Distribution Family Size = 6 7.29%
Destination
~ .2 03 I04
21.25%
I:: ~ 11.07% Total Trip Distribution Family Size = 6 8.20%
33.85%
25.61%
8.94%
79
Destination
r l 81 .2 03 04 .5 116
(Table 6) PI chart Table 6 shows different income group in different zones. It was total distribution 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. Finally also 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 income 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 orderly descrese from high medium. It shows, lower medium & lower.
80
(Part II) PI chart This table also shows total trip of W+E & total trip for individual income group of all type of family for particular zone.
It also gives total trip for particular zone including all the family sizes & income groups & finally % of trip distribution with respect to total trip for all zone ffor particular zone including all family sizes & income groups.
Comment:
Trip distribution is more for central zone to central zone & minimum for central zone to west zone.
81
All Type of Family Categories
IncomeGroup (3.4,5.6.
-:;.7) (3.4.5.6.
3,4,5,6,1)
-:;.7) (3,4.5.6.
-:;.7) (3.4.5.6,
-:;.7) (3.4.5.6.
Zone
H
HM
M
LM
L
1-1 1-2
716
1644 510
1762
598
556
346
140 12
452 606
736 646
1092
1248
192 320 516
162 4466
230 5178 36.33
1-3 1-4 1-5 1-6 Total %
274 134 396 386 286 2192 15.38
31.34
W+E
154 2126 14.92
. Trip Distribution
6.09%
36 66 36 290
4860 1698 1514
10.62
2004 3308
14.06 23.21
868
6.09
14252
2.035
Destination
1821 ID3 I~:I
""<..
~
10.620/0
W + E'
34.10 11.91
Ifl11
23.21%) 14.06%
%
-:;.7) Total
-"
. Trip Distribution
Destination
2.035% 15.38%
31.34%
82
111
.2 03 04 .5
1
..,
I
6.
CONCLUSION
The study of trip generation and trip distribution characteristics. with reference to the central zone of Surat city has provided following important observation.
As the family size increases from ~ 3 to c 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 among low income family.
Purpose wise trip making characteristics have indicated that work and education are very predominate trip purposes. Nearly, 70% of the total trips generated are for the purpose of work and education. This trends the observe irrespective of family size or income 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
l
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.
65
REFERENCES 1.
2.
Downes J. D.
"Household and person Trip Generation
John Esen. S. &
models", TRPL SR 401. Transport and Road
MowellD.
Research Laboratory, U.K,1978.
Kadiyali L.R.
"Traffic Engineering Transport Planning" Khaanna Pub., New Delhi. 1987.
3.
Maunder D.A.C.
"Household and travel characteristics on
two middle income residential colonies of Delhi", TRPL SR 755, Transport and Road Research Laboratory, U.K.1982. 4.
5.
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, IRRIL, U.K., 1984.
6.
Maunder D.A.C.
"Trip rates and travel pattern in Delhi", India, TRPL, RRI, U.K. 1984.
7.
Narayan P.
"Model split and Transportation Planning in
India", Indian Highways, Indian Road Congress, New Delhi vol.3, No.2, Feb 1975.
86
8.
Papacoostas C.S.
"Fundamentals
of Transportation
Engineering" Prentice Hall. Inc., New Jersey. 1987. 9.
Reddx BSN,
"Use of category analysis in Trip
Generation for Indian Cities", National seminar on Advance in Transportation system -1992, liT Madras, PP: B 1.1 - B 1.4. 10.
Sarna A. C.
"Socio Economically disaggregated work
Tripanalysis of Delhi-Urbanarea", IRC, vo1.36,1975 PP: 303. 11.
Saxsena A. C.
"Mobility
Suryanarayana
selected Indian Cities", Traffic Engineering,
& Bhatt
No.12, 1990, PPL - 48.
87
levels and model choice for
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