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TRANSPORTATION ENGINEERING STUDIES
PROJECT REPORT ON :-
A STUDYON ~
TRIP DISTRIBUTION CHARACTERISTICOF CENTRAL ZONE (SURAT)
-: PREPARED BY :-
::fAIN MJ<H1L- R .
(MEMBER, PROJECT GROUP)
-: GUIDE :-
D. A. SHASTRI
CIVIL .ENGINEERING DEPARTMENT
s. ~ REGIONALCOLLEGEOF ENGINEERING6 TECHNOLOGYSURAT - 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<HIL 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, SURAT. His work has been
found to be satisfactory.
GUIDED BY:
HEAFf DEPARTMENT
~~/lJ~(Dr B. K. KA'ITI)( Prof D.A. SHASTRI)
-
Acknowledgment
Right from the procurement of material to the cleahng of conceptual difficulties,
we cannot withhold our sincerest thanks to Prof. D.A.Shastri, Civil Engineering
department, SVRCET, 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.
Lastly, we would like to thank Mr. SUNIL MISTRY (Navsari) for preparing the
report.
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1
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)
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
3. 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
4. FIELD STUDY 38
4.1 Survey Method 38
4.2 Survey Format 42
4.3 Actual Survey 46 1
5. DATA ANALYSIS 48
6. CONCLUSION 83
REFERENCES 86
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.
The liabilityof transport network to cater to the high demand leads to
relocation of activities at the edges of the town where load is still cheap
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 trafficdemand, both in time and in space. Parking at a safe
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I
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 cityof 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 wellwith 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 transportplanning,a new activity knownas 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 ImplementationI
~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 planningeffortare 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,
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
--.
(a) Trip generation
(b) Trip distribution
(c) Traffic assignment
(d) Model split
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:
Factors affecting the Trip Generation :
(a) Income
(b) Car ownership
(c) Family size and composition
11
. WorkI. School
. Business
. Social or recreational, sports
. Others
(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
(b) 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
Methods of Trip Distribution:
There are two types:
(a) Growth Factor Method.
(i) Uniform factor method
(ii) Average factor method
(iii) Fratar method
(iv) Furness method
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 principle
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
~ = 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 Ajx-x
L~Ti-j= ti-j x
Pi aj
k
L [Aklak]ti_k II
(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
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.
Synthetic Models :
They utilize the existing data to discern a relationship between trip making,
the resistanceto travelbetweenthe zonesand 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
17
,,
.
.
;f,It
Ii
,
f
spatial separation between then as measured by an appropriate function
of distance.
An equation to represent this model is
KPiAjTi-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 :
P -Adm 1P2 e 1-2
t1-2 = [1/C1 + 1/C2]d1-2
where t1-2= no. of journeys per day bet. ~ places 1 and 2.
m = a constant
18
P1 and P2= populations, or other measure of size of two places.
d1-2= distance between placer 1 and 2
C1 & C2 = constants
C -" P. -di-j1 - L.. Je
Where the summation is over all places ?
19
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:
Pj-A
LAjJ
Ti-j=L(AjlLaj)
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 ofconsideration.
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.
2.0
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
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:
P P -Adm 1 2 e 1-2
t1-2 = [(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 5thmarch, 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.
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
DECADAL VARIATION
I YEAR POPULATlON NUMBERS %AGE
1872 107855 - -
1881 109844 +1989 +1.84
/1891 109229 -695 -.56
1901 119306 +10077 +9.23
1911 114868 -4438 1-3.72! I
11921117434 +2566 +2.32
11931 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
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.
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
(Table 3.2) AREA OF SURAT CITY: EXPENSION TREND
I YEAR
CITY AREA LOGA TION CITY AREA
II [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
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
between fast and slow moving traffic. The growth of vehicular traffic in the
the magnitude and complexity of problems because of segregation
8.M.C. area have been shown in the Table 3.3.
26
15 Trailor 2784 ! 3052 ! 3377 I 3602 I 3828
21
(Table 3.3) Growth of Vehicles Under The Area Of R.T.O. As On 31st March
Sr. I Particulars '81 '82 '84 '85I I JI I
I I I IYo../ I f j ! !
i
Motor CycleI I I I
Auto Rickshaw i 3604 3701 3868 ! 4196 I 4674 \ 5225 ! 6048 6983. I
I jeep 1016 1112 1251 1328 \ I 1466 1554
... \ Three Wheeler Motor Car 143 ?? 750 958 \ 1282 1466\I 7178 \ 7674 \ 8240 \ 8784 \ 97115. \ MotorCar
\ \ \6. I TaxiCab 117 ! 122 I 172 I 196
i i7. i Attache Carrier 89 93 98 I 151
i i j8 I School Bus 37 38 40 I 40 40 ! 38 37 37
I I I9 \ Private Service Vehicle 49 49 49 \ 61 \ 71 \ 86 92 104
i i i10. I PoliceVan 45 46 48 ! 48 48 52
I I !11. I Goods Truck 3825 3937 4200 4517 4890 5167 5764 5806
I I12. I Tanker 184 204 210 219 218 221 221 229
i !
13. I Tempo 36 36 35 34 34 34 34
14. I Other LightVehicle 958 , 1152 1383 1719
I I i i I- - -
I i,16. I Private Trailor 56
I
57I
57 ! 57i
58 ! 58 I 58I
58I I i I, ,
17. I Tractor 3574 I 3925 4290 ! 4960 I 4891 ! 5176 5407 5796! I II
18. Ambulance 46 49I
52 55 58 I 64I
71 72I
19. Others 45 64 I 82 83 84I
91 97 102I
iTotal 55425 61963 70309 82577
97597 1112946131997 158447
i 1016 I
26
88 I '89 I '90 '91 '92 I '93 I '94 I '95 I '96I
'97 I '98I
II
I I I II I I I Ii I
:7916 i 167548 1200238 I256173 i 348998 .381967 I415424 I456176
I I3023 9523 I 11187 I 12562 13362 14070 15548 19349 22092 25731
I I i658 1871 I 2149 I 2405 2753 3098 3391 4997 5620
471 1519 1571 I 1621I 1633 1662
I
1682 1695 I 1719 1742II I
3003 ! 15468 18498 I 20965 23340 I 25231 28619 I 32294 I 36661 I 40959 46106
I II
i i217 ! 228 i 335 433 525 I 825 911 i 943 985 I 1010i
,I I i i I i
I
303 ! 324 ! 384 419 i 422 471 I 564I
604 I 654 i 708 786i i i i I
39 ! 38 i 37 36 i 40 I 34 34I
35 37 I 38I
46Ii
I
I
I
! I !115 ! 136 i 145 I 182 i 212 ! 213 221 i 239 257 i 265 : 268 I
i i I j i iI I !57 j 62 I 68
I
68 ! 79 I 81 I 80 I 85 85 i 85I
85i i i I I I
6161I
6766 i 7291 , 7854 I 8181 8295 I 8547 I 9143 9619 ! 10057 I 10513i i I I
233 i 238I
252 259 278 318 353 I 424 472 I 479 525 Ii I I
34 I 34 I 34 34 341
34 34 34I
34 I 34I
34i iI I3721 I 4323 5249 6321 7235 7936 9170 10334
11278 11233313615I
!4688 I 5025 5382 5734 6137 I 6377 6732 7211 I 7600 ! 7749 7910I I
i i I ! i !58 ! 58 I 58 58 58 I 57 57 57 ! 57
I
57 57I I i
6277 ! 6774 7363 7944 I8688 I 9048
9595 10473 11049 I 11301 11585I I
82 ! 87 I 97I
99 I 102 I 106I
117 126 141 148 196I I I I
119 130I
136 141 156 167 180 221 293 337 382I I
85175220128 I 260422
293574 329396 359611 400419 444178 486657 529792 582353
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
29
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,
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 residential-
cum-industrial. The Table shows the pattern as per 1978 data.
(Table 3.4.1) LAND - USE PATTERN OF SURAT CITY.
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
.Sr.No. Activity Area in acres % Area
1. Residential 2935.12 21.38
2. Commercial 264.00 1.92
I 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
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:
~~
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, Bhagal-
Galemandi-Station road and Kotsafil road in CBO area, Chowk-Rander
32
Bicycles Scooters Autorickshaws Cars Trucks/Buses
25-50 35-60 20-30 5-10 2-5
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 Gate-
Athwa 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 thecity. Thegrowthof trafficand road space
t\a.,,~ ~()\ 'c~en 'ca\anced \0 t"e'Su\\ \n \\\t"0\\\\n9 'S\\ua\\on part\cu\ar\y in
C.B.D. area. The problems can be identified as under:
I. Congestion and Delays,
ii. Reduced Operational Speeds,
iii. Parking,
iv. Pedestrian facilities.
;}-J
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.
36
3.6 CENTRALZONEDETAILS
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.
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:
Home interview survey is one of the most reliable type of surveys for
f!
I
,
(i) Home InterviewSurveys.
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
(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
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
300000 - 500000 1 in 15 house holds
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. Non-
working 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.
Income Range Rs./month
> 15,000
10,000 -15,000
6,000 - 10,000
3,000 - 6,000
< 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
Sf.no. Category
1. Higher
2. Higher Medium
3. Medium
4. Lower Medium
5. Lower
(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 DEPARTMENTS.V.R. COLLEGE OF ENGG. & TECH., SURAT
TRANSPORTATION ENGINEERING STUDYTRIP DISTRIBUTION CHARACTERISTICS OF CENTRAL ZONE
(SURAT)SUPERVISOR~OLL NO....OCATION :=AMILY TRAVEL CHARECTERISTICS
FAMILY SIZE
CHILDREN I ADULTS
DAY :DATE:TIME:
TOTAL
2. FAMILY ACTIVITY PARTICULARS
NO. OF STUDENTS NO. OF MEMBERS
SCHOOL COLLEGE WORKING NON-WORKING
4. NUMBER OF VEHICALES
Bicycle 2wh 3wh 4wh
5. PURPOSE WISE TRIP CHARACTERISTICS.
PURPOSE WORK EDUCATION RECREATION SOCIAL TOTAL
DES TINA TlON
MODE
TRAVEL TIME
(MIN)
TRIP LENGTH
(KM)
45
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
49
Family Size (No. of Person::; 3)
ZONEIIncome I TOTAL
1 2 3 4 5 6group
IW+E I i-ii-II-It-tt-t!_! T
T1
Higher{-
{ 10 ( - ( - ( - ( - ( - ( - (24 ( 30 ( 12 ( 126
12 14 - 2 - - 12 16
12 I 26- - - - - - - 10 - - 12 36
6 - - - - - - 36 42 - - 36 48
24 24 - - - - - 2 10 10 - - 34 36
38 38' - 2 - - - - - - - - 38 40
10 10 - - - - 12 14 - 2 - - 22 26
4 12 12 - - - - 12 16
2 24 24 10 10 - - - - 34 36
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 1.2 1.2 23.6 33.2
Higher 24 48 - - - - - - 12 12 - - 36 60
Medium - 8 - - 12 12 - - 12 14 - - 24 34
24 40 - - - - - - - - - - 24 40
20 - - - - - - 24 24 - - 24 44
22 I 24- - - - - - 12 14 - - 34 38
2 - - 12 12 - - 10 12 - - 22 26
12 14 - - - - - - 12 14 - - 24 28
10 10 14 14 - - - 2 - - - - 24 26
10 10 14 14 - - - 2 - - - - 24 26
12 14 - - 14 14 - - - - 26 28
12 I 12 I -- - - - - - 2 - - 12 14
12 12 - 6 - - - - 12 18
12 I 18 I - I - I -- - - - 4 - - 12 22
10 10 - 10 12 12
22 1 3210 I 10 I - I - 110 116 I -
- - 6 - - 20 32
6 12 12 - -
12 11836 I 52 I - I - I - I - I - I - - 6 - - 36 58
T
,,.
50...... ..iIi.
10 14 - - 10 10 - - - 4 - - 20 26- - - - - 4 12 12 - 2 - - 12 18- - 24 24 - - - - - 2 - 4 24 30- 26 - - - - - - - - - - - 26
Total 182 306 64 66 56 66 36 52 94 138 12 16 444 644
Average 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
Medium - 4 - - - - - - 12 14 - - 12 18- 56 - - - - - - - - - - - 56- - - - - - - - - 24 12 12 12 36- 8 24 24 - - - - - - - 4 24 36- 24 - - - - - - 12 36 - - 12 60- - 12 12 - - - 2 - - - - 12 14- - - - 12 12 - - - - - - 12 12
12 18 - - - - - - 12 16 - - 24 34- - - - - - 36 36 - - - - 36 36
24 24 - - - - - 2 - 2 - - 24 2812 36 - - - 18 - - - - - - 12 5412 24 - 6 - 12 - - 12 12 - - 24 54- 12 - - - - - - - 18 24 28 24 58- - - - 10 12 12 14 - - - - 12 26- 12 - - 12 12 - - - - 12 12 24 36
12 20 - - - - - - 10 20 - - 22 4024 28 - - - - - - 10 20 - - 34 48
Total 96 266 36 42 34 66 48 54 68 162 48 56 330 646
Average 5.65 15.64 2.12 2.47 2 3.88 2.82 3.17 4 9.52 2.82 3.29 19.41 38.08
Lower 12 16 - - - - - - - - - - 12 16Medium - 8 24 32 - - 10 10 - - - - 34 50
12 22 24 24 - - - - - - - - 36 46- - - 4 - - - - 22 26 - - 22 30
12 20 - - - - 12 12 - 6 - - 24 4612 14 - - - - - - 12 18 - - 24 3224 34 - - - - - - 12 12 - 6 36 52- 12 - - - - - - - 12 - - - 24- 2 - - - - 12 12 - 2 - - 12 "'6
51
24I 24 I
-I
-I
-I
-I
-I
-I
- 2 - - 24 26
12 24 - - 12 24
8 - - - - - 6 - - - 20 14 34
8 - - - - - - - - 14 12 12 20
10 16 - - - - - - - - 12 - 10 16
12 12 - - - - - - - - - - 12 12
Total 118 204 48 60 - - 34 40 58 102 26 38 284 444
Average 7.86 13.6 3.2 4.0 - - 2.26 2.66 3.87 6.8 1.73 2.53 I 18.93 I 29.6
Lower 24 26 - - - - - - 36 38 - - 60 64
12 16 - - - . - - - 10 40 - - 22 56
24 26 - - - - - - - - - - 24 26
8 - - - - - 8 - 8 12 36
Total I 60 I 76 - - - - 46 86 - 8 118 182
Average 19 11.5 21.5 - 2 29.5 45.5
W =Working T1 =Total Trip in Zone - 1
E =Education T = T1+ T2+ T3+ T4+ Ts + T6
52
Family size (No. of person = 4)
ZONEIncome I TOTAL
1 2 3 4 5 6group
II W+E IW+E I W+E W+E W+E W+E W+E T
T1 T2 T3 T4 Ts TsI I
Higher I - I 26 - - - 4 - - 24 24 - - 24 54
4 20 20 20 20 - - - - 40 44
12 - - - 2 48 48 48 6224 64 - - - - - - - - 24 24 48 8824 64 - - - - - - - - 24 24 48 8812 26 - - - - - - 24 24 - 8 36 5648 64 - - - - - - 48 - - - 48 64
12 - - - - - - - 48 - 16 48 668 12 12 - - 24 24 - - - - 36 44
12 I 14 - - - - 24 24 - 12 - - 36 5020 - - - - 24 24 - - - 6 24 52
28 30 20 20 - 22 - - - - - - 48 7212 20 - 20 - - 14 14 - 12 - - 26 4820 20 - - - - 12 12 - 2 - - 32 54
20 - - 48 68 - - - - - - 48 88Total I 196 I 368 32 56 68 126 118 118 72 124 96 126 590 960
Average 13.06 24.53 2.13 3.73 4.53 8.4 7.86 7.86 4.8 8.26 6.4 8.4 39.33 64
Higher- - - - - 20 40 12 24 - - - - 32 62
Medium 24 30 - - 12 12 - - - - - 4 36 46
12 14 - - - 12 - - - - 12 28
16 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
36 I 46 - - - - - - - - - - 36 48
20 12 12 - - 12 16 - - - - 34 48
20 I 20 - - 10 14 - 4 - - - - 30 38
53
4 - - 20 20 - 10 20 34
12 12 - - 10 26 - 10 22 48
12 - - - - - - 24 36 - - 24 46
16 - - - - - - - 18 36 42 48 70
14 - - - - - - 36 44 - - 36 68
24 I 62- - - - - - 12 12 - - 36 74
14 - - - - - - 36 36 - 12 36 62
24 I 36 - - - - - - 24 24 - 16 48 76
4 - - - - - - 26 36 - 16 36 56
12 24 36 36 - - - - - 8 - - 48 68
24 44 - - - - - - 24 24 - - 48 70
12 32 - - - - - - 24 24 - - 36 56
12 - - - - - - 24 24 - - 24 36
14 - - 12 12 - - 12 20 - - 24 46
50 12 12 - - - - 12 12 - - 24 74
20 24 34 - - 10 10 - - - - 34 6410 - - 12 32 - - 20 20 - - 32 62
24 I 54 - - 12 12 - - - - 36 666 - - 24 24 - - - 10 24 40
12 12 - 4 - 20 - 20 12 36
24 I 40 24 24 - - - - - 16 - - 48 70
10 24 24 - - - - - - - 6 24 40
24 24 - - - - - - 24 34 - 4 48 6228 28 - - - - - - - 8 - - 28 3636 42 - - - - - - - 8 - - 36 50
12 - - - - - - 24 36 12 12 36 60
12 12 12 12 - - 12 12 - 2 - 6 36 5820 42 - - - 14 - - 10 - 10 10 30 6620 20 - 14 - 12 - - - - - - 20 46
20 20 20 20 - 14 - 8 40 6210 10 20 20 - 22 - - 30 52
20 I 20 20 20 - 12 - 14 - - - - 30 568 - - - 12 - - 20 20 20 20 40 60
10 22 - 18 20 40
54
12 I
12 - - - - 14 28 - 4 - - 26 44
2 - - - - 14 14 12 24 12 12 38 52
20 I 2214 14 - - - - - - - 8 34 44
34 34 - 4 - 20 - - - - 34 58
20 32 14 14 - 10 - - - - - - 34 56
20 32 14 14 - - - - - - - 10 34 56
Total 432 846 286 372 130 236 202 310 428 598 90 144 1558 2684
Average 8.47 16.58 5.60 7.29 2.54 4.62 3.96 6.07 8.39 11.72 1.76 2.82 30.54 52.62
Vledium - - - - 24 24 - - - - - - 24 32
4 - - - - - - 32 40 - - 32 44
12I 24
- - - - - - 24 24 - - 36 48
4 - - - - - - 24 28 - - 24 32
12I 32
12 12 - - - - - 20 - 20 36 64
10 - - 12 12 20 20 - - 12 - 32 44
12I 32
- 10 - - - - 24 24 - - 36 66
14 - - - - - - 24 24 - 8 24 46
10 10 22 14 14 - - - - - - 24 46
24 36 24 24 - - - - - - - 4 48 64
48 60 - - - - - - - - - - 48 60
28 28 - 10 - 14 38 52
10 10 - 12 12 24 - - 10 - 22 46
20 34 - - 10 10 - - - - - 12 30 56
36 48 - - - - - - - 12 - - 36 60
24 34 - - - - - - 10 14 - - 34 48
48 78 - - - - - - - - - - 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 - - - - - - 24 40 - - 38 66
14 14 - - - - - - - 14 - 24 38 52
12 12 - - 10 24 24 12 22 48
20 - - - - - - 48 48 - 8 48 76
36 I 48
- - - - - - - 16 - - 36 64
12 12 - - - - - - 12 36 - - 24 48
55
12 I
16 - - 14 14 - - 10 12 - -36 I 424 - - 24 24 - - - 6 - - 24 34
10 I 10 - 10 - - 12 12 - 14 - - 22 46
14 12 12 - - - 8 24 24 - - 36 58
12 32 - - - - - - 24 24 - 8 36 64
24 32 - - - - - - - 16 - - 24 48
12 22 - - - - - - 24 24 - 12 36 58
12 12 - 10 - - - - - 10 - - 12 3224 I 40 24 24 - - - - - - - - 48 64
34 24 24 - - 12 12 - - - - 36 7028 60 60 - - - - - - - - 60 88
12 I 24 - - - - 10 10 - - - 12 22 46
12 - 14 - - - - 10 10 10 10 20 46
12 - - - - - 16 20 20 20 20 40 68
10 10 20 20 - 12 - 12 - - 30 5620 20 20 20 - 24 - - - - - -- 40 64
10 24 - - - 10 20 20 - -- - - 30 54
12 - 12 - - - - 10 10 10 10 20 44
24 - - 28 28 - - - - 28 52
12 I 12 - 12 12 12 - - - 12 - - 24 4842 - - 12 12 - - 12 12 - - 24 66
10 10 12 12 - 14 - - - 10 22 46
4 - 14 12 12 - - 12 12 - - 24 42
Total I 524 11042 230 348 202 250 142 204 426 642 84 216 1606 2700
Average 10.69 21.26 I 4.69 7.10 4.12 5.10 2.89 4.16 8.69 13.10 1.71 4.40 32.77 55.10
Lower - 24 - - - 4 - - 38 38 - - 38 66
Medium I 36 46 - 6 - - - - - - - - 36 5214 - - - - - - 36 46 - - 36 so
12 ! 35
. . . p; ;;1: - -i jJ- . .
36 38 - - - - - - - 4 - - 36 428 - - 12 12 - - 12 12 12 12 36 4416 12 22 - 16 - - 12 12 - - 24 50
24 50 12 12 - - - - - - - - 48 6224 48 12 12 - - - - - - - - 36 60
I~
56
12 I 18 12 12 - 8 12 12 - - - - 36 5022 - - - - - - 12 12 - - 12 3432 - - - - 12 12 24 24 - - 36 6812 - - - - 24 24 - 8 - 8 24 52
Total 1144 364 48 54 12 40 48 48 158 188 12 20 434 698
.;.lIerage 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
_ower
I
36 48 - - - - - - - 14 - - 36 62Total 36 48 - - - - - - - 14 - - 36 62
.:.verageI 36 48 - - - - - - - 14 - - 36 62
57
FamilySize(No.of Person= 5)
ZONEI"come TOTAL
1 2 3 4 5 6group
IW+E I I W+E IW+E W+E W+E W+E W+E T
IT1 T2 T3 T4 Ts Ts
I-iigher I -2 36 36 - - - - - 4 - - I 36 I 42
12 32 -
10 I - I -12 12 - - 12 12 36 66
12 20 - - 12 12 - - 24 32 - 8 48 72
2 48 48 - 2 - - 48 5222 22 - - - 2 - - - 2 - - 22 2628 28 30 32 - - - - - - - - 58 60
Total I 74 104 66 88 12 16 60 60 24 40 12 20 248 318
Average 12.33 17.33 I 11 114.66 2 2.66 10 10 4 6.67 2 3.33 41.33 53
I-ligher- 24 36 1
- I - I - I - I - I - I 24 I 40 I - I - I 48 I' 76Medium - 12 - - 12 12 12 12 24 34 12 12 60 82
10 12 - - - - - - 12 16 - - 22 2832 32 - - - - - 2 - - - - 32 34
20 22 - - 20 2210 10 - 2 10 10 20 22
20 20 - - - - 20 20 10 12 - - 50 5220 20 - - - - 20 20 10 14 - - 50 5440 40 - - - - - - - 4 - - 40 4422 22 - - - - - - - 2 - - 22 24
24 - - - - - - - 24 2420 I 20 I
-I
-I
- - 12 12 - 21 - - 32 3412 12 24 26 - - 36 38
12 12 - - 20 20 - - - - 32 3212 - - - - - - 48 66 - - 48 78
36 52 - - 24 24 - - 24 24 - 10 84 11012 22 - 6 36 36 - - - - - - 48 6424 28 12 12 - 2 - - 10 10 - - 46 5284 46 - - - 6 - - - - - - 84 9236 36 - - - - - - 12 22 - - 48 58
58
10 I
10 10 - 10 10 10 - - - - 20 40
10 I 10 - - 10 10 12 14 - - - - 32 34
24 24 12 14 - - - - - - 36 38
10 14 20 20 - - - - 30 34
4 12 12 20 - - - - - 32 36
46 52 - - - - - - - 12 - - 46 64
Total I 436 522 58 68 140 164 168 172 218 308 22 32 1042 1266
20.07 I 2.23 2.61 5.38 6.30 6.46 6.61 6.38 11.84 0.85 1.23 40.07 48.70
26 - - 10 10 - - - 2 - - 36 3824 - - 12 12 - - 24 24 - - 36 60
36 I 48 - - - - - - - 8 - - 36 5612 - - 12 12 - - 24 32 - - 36 56
18 34 - - - - - - 30 30 - - 48 6424 30 24 24 - - - - - - - - 48 5424 24 12 12 - - - 8 - - - - 36 44
8 - 4 - - 36 36 - - 12 12 48 6072 78 - 4 - - - - - - - - 72 8246 48 - - 12 12 - - - - - - 68 6010 10 - - - - - - 12 12 - - 22 22
20 20 30 30 - 4 - - - - 60 5430 30 24 26 - - - - - - 54 56
12 12 24 24 - 8 - - 36 4422 I 12 I
-I
-I
- - - - 12 12 - - 34 36
12 12 - - 10 12 - - 22 24
12 12 10 10 - - - - 22 22
12 - - - - - - 40 40 18 22 58 74
4 - - - - 28 28 - 24 10 10 38 67
12
I 30
- - - - - - - 10 - - 12 4012 20 - - - - - - 24 24 - 4 36 48
24 28 - - 12 12 - - - 4 - - 36 44
12 32 - - - - 12 12 - 24 - - 24 6812 28 - - - - - - 12 12 - 6 24 4648 48 - 2 - - - - - 6 - - 48 5624 26 - - - 12 - 12 - 6 - - 24 56
59
4 - - - 2 24 24 20 20 - - 44 5010 10 12 12 - - - 10 - 2 - - 22 34
12 36 - 10 - - 36 36 - - - - 48 82
24 - - - - - - 6 48 - - 60 84
24 I 40 - - - - - - 24 24 - 8 48 72
24 26 - - - - - - 36 42
24 24 12 12 - 2 - - - - - - 36 4824 24 12 12 - - - - - - - - 36 36
4 - - 24 24 - - - 4 - - 24 32
48 I 48 - - - - - - - 48 - - 48 96
10 20 - - 10 20
"'otal I 574 I 806 I 122 142 208 216 182 222 370 457 40 60 1395 1916
lerage 15.51 21.78 I 3.29 3.83 5.62 5.83 4.91 6.0 10.0 12.35 1.08 1.62 37.70 51.78
_ower - 8 24 24 - - - - - - - - 24 32
;'Iedium 24 38 24 24 - - - - - - - - 48 5024 38 - - - - - - - - - - 24 3812 32 - - - - - - - - - - 12 3236 46 - - - - - - - - - - 36 466
12 12 - - - - 12 1212 12 - - 20 20 - - 32 32
20 20 12 12 - - - - - - 32 3224 12 12 - - 12 12 - 14 - - 24 62
12 16 24 24 - - - - - - - - 36 4012 14 - - - - - - 20 26 - - 32 40
2 36 36 - 2 - - - - - - 36 4014 I 2 - 14 - - - - 18 18 18 18 50 79
14 - - - - - - 18 18 30 60 48 72
36 42 12 12 - 36 - - - - - - 48 70
24 24 12 12 - 2 - - - - - - 36 38
Total 1194 332 154 178 24 64 24 24 100 120 48 78 554 735
'verage 111.41 119.52 1 9.05 110.47 1.41 3.76 1.41 1.41 5.88 7.05 2.82 4.58 32.58 45.93-Lower
Total
verage
Family Size (No. of Person = 6)
60
ZONEMcome TOTAL
1 2 3 4 5 6group
W+E W+E W+E W+E W+E W+E W+E TT1 T2 T3 T4 Ts Ts
-ligher - - - - - - - - - - - - - -
Total - - - - - - - - - - - - - -verage - - - - - - - - - - - - - -
Higher- 36 38 - - - - 12 12 - 2 - - 48 52"-edium - 2 - - 24 24 - - 20 22 - - 44 48
, - - 12 14 14 14 - - - - - - 26 28- - 30 30 24 30 - - - - - - 54 60- - - - - 4 24 24 20 20 - - 44 48
14 14 - - - - - - 36 62 - - 50 76
24 36 - - - - - - 24 - - 8 48 68
20 24 - - 24 26 - - - - - - 44 5028 34 - - - - - - 12 18 - - 40 52- - - 6 - 4 48 48 20 20 - - 68 78
Total 122 148 42 50 86 102 84 84 132 168 - 8 466 560
verage 12.2 14.8 4.2 5.0 8.6 10.2 8.4 8.4 13.2 16.8 - 0.8 46.6 56.0
Medium 32 32 - - - 12 - - - - - - 32 44
60 70 12 12 - - - - - - - - 72 8224 24 - - 12 14 - - - 2 - - 36 40
50 52 - - - - - - - - - - 50 52- - - - - - - - 10 14 12 12 22 26- - 24 24 - - - - 10 10 - - 34 34- - 12 12 - - - - 10 14 - - 22 26- - - - 12 12 - - 24 24 - - 36 36- - - - 24 28 - - 24 24 - - 48 5212 16 - - 24 24 - - - 2 - - 36 42- 8 - - - - - - 24 24 - - 24 32
48 66 - - - - 24 36 - - - - 72 1212 36 24 48 - - - - - - - - 36 84
61
24 34 12 12 - - 14 14 12 22 - 14 62 96- 28 - - 12 12 - - 24 24 - - 36 64
24 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- - 12 12 - - 24 24 - - - 12 36 48
20 20 - - - - 12 12 - 6 - - 32 38
Total 366 472 96 120 120 140 86 98 150 204 12 52 830 1086
Average 17.42 22.47 4.57 5.71 5.71 6.67 4.1 4.66 7.14 9.71 0.57 2.47 39.52 51.71
Lower - - 36 36 - - 24 24 - - - - 60 60
Medium - - - - - - - - 36 36 - - 36 36- - - - - - - - 40 40 24 24 64 64- 16 12 12 - - - - 30 42 - - 42 70
28 28 - - - - - - - 4 20 20 48 52
24 36 - 12 - - - - 24 36 12 12 60 96- - - - - 12 22 22 - - - - 22 34
Total 52 80 48 60 - 12 46 46 130 158 56 56 332 412
Average 7.42 11.42 6.85 8.57 - 1.71 6.57 6.57 18.57 22.57 8.0 8.0 47.42 58.85
Lower - 24 12 12 - - - - - - 36 36 48 72
Total - 24 12 12 - - - - - - 36 36 48 72
Average - 24 12 12 - - - - - - 36 36 48 72
Family Size (No. of Person ~ 7)ZONE
1come TOTAL
group1 62 3 4 5
62
W+E I W+E W+E W+E W+E
W+ I
I W+E I TT1 Tz T T4 Ts E T6
I-iigher I 36 I 60- - - - - - 12 12 12 I 26 I 60 I 98
24 I
36 I -- - - - - - 28 - - 24 64
40 12 24 - - 24 24 - - - - 36 8848 48 - - - 2 12 20 - - 60 70
28 I 40 - - - 4 - - 22 22 60 60 110 12624 - - - - - - 62 94 - - 62 1182 20 20 - - 42 42 - 2 - - 62 66
12 12 - 12 10 10 - - 22 3424 26 - - - - 36 36 - 2 - - 60 6424 38 24 24 - - - - - 14 35 54 84 13048 56 24 24 - - - 12 48 56 - 10 120 14830 62 - - 18 18 - - - 18 - 14 48 11212 32 - - - - 12 20 12 12 24 44 60 10824 24 - - - - 12 12 24 62 - - 60 9818 42 48 74 - - - - 18 42 - - 84 15878 110 - - - 14 30 30 - - -- - 108 15416 36 - 18 - - 16 - - 38 34 50 66 142
Total I 362 628 176 232 30 48 172 190 220 432 166 258 1125 1778
Average I 21.29 I 36.94 I 10.35 I 13.64 1.76 2.82 10.11 11.17 12.94 25.41 9.76 1S.17 66.23 104.58
Higher- I - I - I - I - I 12 I 12 1-
1
- 1401401-1 - 1 52 I 52MediumI - I - I - I - I 12 I 16 I - I - I 12 12 - - 24 28
54 68 - 20 54 8824 30 - - - - - - 12 18 - - 36 4842 46 - - - - - - 12 16 - - 54 6210 10 - - - 4 12 12 - 4 - - 22 30
36 36 - - - - 36 3634 I 38 I
-I
-I
-I
-I - - - 24 24 24 58 86
63
60 76 - - - - - - - - - - 60 76
36 36 - - - 10 24 24 - - - - 60 70
10 - - - - 24 24 - 10 14 30 38 74
48 72 - - - - - - - 16 - - 48 88
36 48 12 - - - - - - - - 48 60
36 36 - - - - - 12 24 - - 48 60
36 42 - - - - - 24 40 - - 60 82
24 - - - - 48 96 - - 72 120
48 72 - 16 16 20 50 - 24 - - 84 162
36 44 24 - - - - - 4 - - 60 72
26 56 - - - - - 6 6 - - 32 62
Total I 472 616
60 60 40 58 116 146 220 402 38 74 946 1356
Average 24.84 32.42 3.15 3.15 2.10 3.05 6.10 7.68 11.57 21.15 2.0 3.89 49.78 71.36
Medium - - - - - - 36 56 36 36 - - 72 92
Total - - - - 24 24 24 24 - - - - 48 38
Average - - - - - 4 24 24 20 20 - - 44 48
4 12 12 30 30 - - 42 46
12 12 - - 10 10 - 4 22 26
12 18 10 10 - - - - - - 22 28
12 12 10 14 - - - - - - 22 26
10 12 - - - - 36 36 46 48
12 12 - - 10 14 - - 22 26
48 78 - - - - - - - - - - 48 78
10 10 - - 10 18 - - 12 12 - - 32 40
12 12 - - 20 32 10 10 42 54
12 12 - - 36 36 - - - - - - 48 48
24 58 - 8 - - 18 18 - 24 - - 42 108
48 52 - - - - - - - 4 - - 48 56
20 20 12 12 12 12 - 2 10 10 - - 54 56
12 12 - 10 - - 48 48 - - - - 60 70
16 16 36 36 - - - - - 8 - - 52 60
12 58 - - - - 26 26 - 18 - - 38 102
64
24 I 24 I - I - I 30 48 - - 54 72
10 56 56 - - 56 66
202 316 72 96 172 194 188 220 234 322 46 50 914 1198
9.61 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
....ower - - - - - - 12 12 12 12 - - 24 24
I,'edium - - - - 28 28 24 24 - - - - 52 52Total - 12 48 48 - - - - - - - - 48 60
..:. "erage I 2046 - - 16 16 24 24 - - - 14 60 100
10 I 10 I - I - I - - 24 24 12 12 - - 46 4640 40 24 24 - - - - 64 64
8 24 24 40 40 - - - - 64 7236 50 - - - - - - 12 12 12 12 60 7424 24 - - 48 48 - - 10 30 - 10 82 122
20 20 24 24 - - 44 4490 142 48 56 156 156 168 168 70 90 12 36 544 6489.0 14.2 4.8 5.6 15.6 15.6 16.8 16.8 7.0 9.0 1.2 3.6 54.4 64.8
Lower 20 24 - - - - 24 24 20 60 - - 64 108Total 20 24 - - - - 24 24 20 60 - - 64 108
Average 20 24 I - - - - 24 I 24 20 60 - - 64 108
(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.
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
Income Family Size
No. of _,#3 No. of 4 No. of 5 No. of 6 No. of ' 7
sample sample sample sample 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
(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.
Comment:
We have expected that total trips are generated by family size c.7 is more
& minimum for family size $;3
66
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
::;; 3 Family Size Distribution Zones
Table5.4 shows 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 particularsizefor eachzone.
Family size (no. of persons ~ 3)
Comment:
(1) Trip distributionis more centralzone to centralzone for all income
group.
(2) Trip distributionis miniml:Jmfor centralzone to west zone. 6 for all
incomegroup.
67
Income Trip 1 2 3 4 5 6 Total
Group
Higher W+E 84 35.00 - 0% 24 10.17 46 19.5 70 29.67 12 5% 236
T 140 42.16 04 1.2% 28 8.43 52 15.67 96 28.91 12 3.61 332
Higher 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
Medium
Medium 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
Lower 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
Medium
Lower W+E 00 SO.84 - 0 - 0 12 10.16 46 38.96 - 0 118
T 76 41.15 - 0 - 0 12 6.66 86 47.25 8 4.4 182
(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)
69
Income Trip 1 2 3 4 5 6 Total
Group
Higher W+E 196 33.67 32 5.49 68 11.68 118 21.27 72 12.37 96 16.50 582
T 368 40.08 56 6.10 126 13.72 118 12.85 124 13.50 126 13.72 918
Higher W+E 432 27.55 286 18.23 130 8.29 202 12.88 428 27.29 90 5.74 1568
T 846 33.75 372 14.84 236 9.42 310 12.37 598 23.86 44 5.75 2506
Medium
Medium W+E 524 32.58 230 14.30 202 12.56 142 8.83 426 26.49 84 5.22 16CB
T 1042 38.56 348 12.88 250 9.25 204 7.55 642 23.76 216 7.99 2702
Lower W+E 144 34.12 48 11.37 12 2.84 48 11.37 158 37.44 12 2.84 422
T 364 50.98 54 7.56 40 5.60 48 6.72 188 26.33 20 2.80 714
Medium
Lower W+E 36 100% - - - - - 36
T 48 77.49 - - - 14 22.58 - 62
Family Size (no. of persons = 5)
70
Income Trip 1 2 3 4 5 6 Total
Group
Higher 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
Higher 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 1266Medium
Medium 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
Lower 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 796Medium
Lower W+E - - - - - - -
T - - - - - - -
Family Size (no.of persons = 6)
71
Income Trip 1 2 3 4 5 6 Total
Group
Higher W+E - - - - - - - - - - - - -
T - - - - - - - - - - - - -
Higher 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 560Medium
Medium 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
I Lower 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 412Medium
Lower W+E - 0 12 25 - 0 - 0 - 0 36 75 48
T 24 33.33 12 16.67 - - - 36 50 72
Family Size (no. of persons ~ 7)
72.
Income Trip 1 2 3 4 5 6 Total
Group
Higher 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
Higher 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 1356Medium
Medium W+E 202 22.10 72 7.88 172 18.82 188 20.57 234 25.60 46 5.03 914
T 316 26.38 96 8.01 194 16.20 220 18.36 322 26.88 50 4.17 1196
Lower W+E 90 16.54 48 8.82 156 28.68 168 3:1.88 70 12.87 12 2.20 544
T 142 21.92 56 8.64 156 24.07 168 25.93 90 13.88 36 5.55 648Medium
Lower W+E 20 28.57 24 34.29 26 37.14 70
T 24 22.22 24 22.22 60 55.55 108
-- ,..
(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 3)
6.0% Destination
9.67%
45.71%
I FiJ1 I
'821
I~:I1.51
~
23.31%
7.92%
74
Total Trip Distribution
Family Size : :2:3IncomeGroup 1-1 1-2 1-3 1-4 1-5 1-6 Total
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 2170
% 45.71 7.92 7.37 9.67 23.31 6.00
.~
....
W+E TRIP DISTRIBUTION
( FamilySize~ 3)6.94%
Destination
23.80%
38.24%rm1l1_210304_5
I I
111618% 10.48%
75
W + E Trip Distribution
Family Size : s 3IncomeGroup 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%
Destination
~\11203
04
1.5la6' '12.09% ~ 14.13%
9.77%
.r Total TripDistribution(FamilySize = 4) Destination
7.75%
23.1%38.2%
111.2103I04.5Gl6
9.73%9.33% 11.88%
76
W + E Trip Distribution & Total Trip Distribution
Family Size: 4 (No. of Person)
'ncome 1-1 1-2 1-3 1-4 1-5 1-6
Group W+E T W+E T W+E T W+E T W+E T W+E T
H 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
Total 1332 2668 596 830 412 652 510 680 1084 1614 282 542
% 31.60 38.20 14.13 11.88 9.77 9.33 12.09 9.73 25.71 23.10 6.68 7.75
Total Trip = 6986
Total W+E Trip = 4216
W+ETripDistribution ,., 1:.
(Family Size =4)
6.68%
25.71 % 31.6%
Income
Group
H
HM
M
LM
LM
Total 1278 1764 400 476 384 460 434 478 712 925 122 190
% 38.37 41.1 12.01 11.08 11.53 10.71 13.03 11.13 21.38 21.54 3.67 4.42
Total Trip = 4293
Total W+E Trip = 3330
W + E Trip DistributionFamily Size =53.67%
Destination
fl'821'031041.5lEIS1
13.03%
11.53% 12.01%
"" Total Trip Distribution Family Size = 5
4.42%Destination
111I11I I.203
I~~I
~
41.1%
11.13%
11.08%
77
W + E & TotalTrip DistributionFamilySize: 5 (No. of Person)
1-1 1-2 1-3 1-4 1-5 1-6
W+E T W+E T W+E T W+E T W+E T W+E T
74 104 66 88 12 16 60 60 24 40 12 20
436 522 58 68 140 164 168 172 218 308 22 32
574 806 122 142 208 216 182 222 370 457 40 60
194 332 154 178 24 64 24 24 100 120 48 78
1-1
W+E T
W + E & Total Trip DistributionFamily Size: 6 (No. of Person)
1~ 1~ 14
W+E T W+E T W+E T
1-5
W+E T
1-6
W+E T
W + E & Total Trip DistributionFamily Size = 6
6.11%Destination
1111
1
'
.2I
0304.5IEl61
24.2333.17%
12.11
Total Trip DistributionF '1 S. _ 6
12.70% amiy Ize- Destination
111.203
1
04.511161
26.27
11.80
78
Income
Group
H
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
Total Trip = 2154
Total W+E Trip = 1700
W + E & Total Trip DistributionFamily Size = 6
7.29%
21.25%
11.07%
Total Trip DistributionFamily Size = 6
8.20%
25.61% 33.85%
8.94%
79
Destination
~.20304I
I::~
Destinationr l81.20304.5116
W + E & Total Trip DistributionFamily Size: T(No. of Person)
Income 1-1 1-2 1-3 1-4 1-5 1-6
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
Total 1146 1726 365 444 398 456 668 748 764 1306 262 418
% 31.88 33.85 9.90 8.70 11.07 8.94 18.58 14.67 21.25 25.61 7.29 8.20
Total Trip = 5098
Total W+E Trip = 3594
(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.
80
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.
(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
W+E . Trip DistributionDestination
6.09% Ifl11
1821
ID3 1
I~:I
~
23.21%)
14.06% ""<..
10.620/0
W + E' -" . Trip Distribution
Destination
2.035% 15.38%111
.20304
.531.34%
82
All Type of Family Categories 3,4,5,6,1)
IncomeGroup (3.4,5.6. -:;.7) (3.4.5.6. -:;.7) (3,4.5.6. -:;.7) (3.4.5.6, -:;.7) (3.4.5.6. -:;.7) Total %
Zone H HM M LM L
1-1 716 1644 1762 598 140 4860 34.10
1-2 274 510 556 346 12 1698 11.91
1-3 134 452 736 192 - 1514 10.62
1-4 396 606 646 320 36 2004 14.06
1-5 386 1092 1248 516 66 3308 23.21
1-6 286 162 230 154 36 868 6.09
Total 2192 4466 5178 2126 290 14252
% 15.38 31.34 36.33 14.92 2.035
..,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
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
l
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86
87
8. Papacoostas C.S. "Fundamentals of Transportation
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-1992, liT Madras, PP: B 1.1 - B 1.4.
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