Transportation

  • Uploaded by: Nikhil
  • 0
  • 0
  • June 2020
  • PDF

This document was uploaded by user and they confirmed that they have the permission to share it. If you are author or own the copyright of this book, please report to us by using this DMCA report form. Report DMCA


Overview

Download & View Transportation as PDF for free.

More details

  • Words: 17,492
  • Pages: 92
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)

,.,:::::~,;;~..'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

Related Documents

Transportation
December 2019 32
Transportation
November 2019 29
Transportation
June 2020 14
Transportation
November 2019 27
Transportation
August 2019 28
Transportation
May 2020 5

More Documents from ""