TRANSPORTATION ENGINEERING STUDIES

PROJECT REPORT ON :-

A STUDY
ON ~
TRIP DISTRIBUTION CHARACTERISTIC
OF CENTRAL ZONE (SURAT)

-: PREPARED BY :-
::fAIN MJ<H1L- R .

(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<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, 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, 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. i-
"
!.
:;;

Lastly, we would like to thank Mr. SUNIL MISTRY (Navsari) for preparing the
report.

PROJECT GROUP ROLL NO.

CEEPAK V.M. (15)
CESAI CHARMESHM. (16)
CHAMI VIJAY M. (17)
CINTYALA SRINACH (18)
CIWANJI NIBHRUTA R. (19)
G. CHANCRAMOHAN (20)
GAJJAR TEJAL S. (21)
GAURAVPARASHAR (22)
GHACIYALI MINESH S. (23)
GHOSH l/TPAL (24)
GOPALAKRISHNANR. (25)
JAIN NIKHIL R. (26)
JAJU PRACEEPR. (27)

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1
 INDEX

SR. NO. TOPICS PAGE

1. INTRODUCTION 1
2. TRONSPORT PLANNING PROCESS 4

2.1 What is the need? 4

2.2 Interdependence of land use and Traffic 5
2.3 System Approach to Transport Planning 5
2.4 Stages in Transport Planning Process 7
2.5 Citizen Participation 9
2.6 Difficulties in Transport Planning Process 9
2.7 Trip Generation 10
2.8 Trip Distribution 13
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.
f

The liability of transport network to cater to the high demand leads to

I
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 traffic demand, both in time and in space. Parking at a safe

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.

The necessary organization for handling ttle project is built up and the
I
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
I
. School
. 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) Growth Factor Method.

(i) Uniform factor method

(ii) Average factor method

(iii) Fratar method

(iv) Furness method

(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
 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 Aj L~
Ti-j = ti-j x x-x
k
Pi aj 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

;
and all imply that resistance to travel will remain constant. They f
,It
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 ,

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 :

-Ad
mP1P2 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

C1 -" . -di-j
- 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:

-Ad
m P1 P2 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 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

I YEAR
1872 107855 - -
1881 109844 +1989 +1.84

/1891 109229 -695 -.56

1901 119306 +10077 +9.23

1911 114868 -4438 1-3.72

! I
117434 +2566 +2.32
11921
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

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 CITY AREA

YEAR I
[sq. kms.]
I

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 Under The Area Of R.T.O. As On 31st March
I
Sr. I
I
Particulars '81 I
I '82 '84 J '85
I I I I
Yo../ I f j ! !
i
Motor Cycle
I I I I
6983
Auto Rickshaw i 3604 3701 3868 !
.
4196 I
I
4674 \ 5225 ! 6048

1016 1112 1251 1328 \ I 1466 1554

I jeep
... \ Three Wheeler Motor Car 143 ?? 750 958 \ 1282 1466
\I
5. \ MotorCar 7178 \ 7674 \ 8240 \ 8784 \ 9711
\ \ \
6. I TaxiCab 117 ! 122 I 172 I 196
i i
7. i Attache Carrier 89 93 98 I 151
i i j
8 I School Bus 37 38 40 I 40 40 ! 38 37 37
I I I
9 \ Private Service Vehicle 49 49 49 \ 61 \ 71 \ 86 92 104
i i i
10. I Police Van 45 46 48 ! 48 48 52
I I !
11. I Goods Truck 3825 3937 4200 4517 4890 5167 5764 5806
I I
12. I Tanker 184 204 210 219 218 ! 221 221 229
i
13. I Tempo 36 36 35 34 34 34 34

14. I Other Light Vehicle 958 , 1152 1383 1719

15 Trailor 2784 ! 3052 ! 3377 I 3602 I 3828 - - -

I, I i i I I i
16. I Private Trailor 56 57 57 ! 57 58 ! 58 I 58 58
I, , I I I i i I I

17. I Tractor 3574 I 3925 4290 ! 4960 I 4891 !I 5176 5407 5796
! I I

18. Ambulance 46 49 52 55 58 I 64 71 72
I I I

19. Others 45 64 I 82 83 84 91 97 102

I I

Total 55425 61963 70309 82577 131997 158447

i 97597 1112946

21
 I
88 I '89 I '90 '91 '92 I '93 I '94 I '95 II '96 I '97 I '98
I
I
I I I I
I I I I
i I
:7916 i 167548 1200238 I
I
256173 i 348998 .381967
I
I 415424 I 456176
3023 9523 II 11187 II 12562 13362 14070 15548 19349 22092 25731
i
658 1871 I 2149 I 2405 2753 3098 3391 4997 5620

471 1519 1571 I 1621 1662 1682 1695 I 1719 1742

I I

I
1633 I
I

3003 ! 15468 18498 I 20965 23340 I 25231 28619 I 32294 I 36661 I 40959 46106
I
217 !
iI
228 i 335 I 433 I
I
525 I 825 i 911
I
i
i
943 i
i
985 I 1010
I
i
i
1016 I
,
303 ! 324 ! 384 419 i 422 471 I 564 604 I 654 i 708 786
i i i I i I
39 ! 38 iI 37 36 i 40 I 34 34 35 37 II 38 46
i ! I I I ! I I

115 ! 136 i 145 I 182 i 212 !I 213 221 ij 239 257 i 265 : 268 I
i i I I ! i i
57 j 62 I 68 68 ! 79 I 81 I 80 I 85 85 i 85 85
i i I i I I I I

6161 I
6766 i 7291 , 7854 I 8181 8295 I 8547 I 9143 9619 ! 10057 I 10513
i i I I

233 i 238 252 259 278 318 353 I 424 472 I 479 525 I
iI I I I
34 i 34 I 34 34 34 34 34 34 34 I 34 34
I I 1 I i I

3721 I
I 4323 5249 6321 7235 7936 9170 10334 13615
! 11278 112333
4688 I 5025
i
5382 5734 6137 I
!
6377 6732 I 7211 II
i
7600 !! 7749 7910
i I
58 ! 58 I 58 58 58 I
57 57 57 ! 57 57 57
I I i I

6277 ! 6774 7363 7944 I 9595 10473 11049 I 11301 11585

I I 8688 I 9048
82 ! 87 I 97 99 I 102 I 106 117 126 141 148 196
I I I I I I

119 130 136 141 156 167 180 221 293 337 382
I I I
85175 293574 329396 359611 400419 444178 486657 529792 582353
220128 I 260422

26
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 residential-

cum-industrial. The Table shows the pattern as per 1978 data.

(Table 3.4.1) LAND - USE PATTERN OF SURAT CITY.

.
Sr.No. Activity Area in acres % Area

1. Residential 2935.12 21.38

2. Commercial 264.00 1.92

3. Industrial 754.45
I 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, Bhagal-

Galemandi-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 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 the city. 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.

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.
I
Home interview survey is one of the most reliable type of surveys for
,

collection of origin & destination data. The survey is essentially intended to

.
yield data on the travel pattern of the residents of the house hold and the

general characteristics of the house hold influencing trip making.

38
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.

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)
SUPERVISOR DAY :
~OLL NO. DATE:
...OCATION : TIME:
=AMILY TRAVEL CHARECTERISTICS
FAMILY SIZE
CHILDREN I ADULTS 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 EDUCA TION 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
 Family Size (No. of Person::; 3)
ZONE
Income I I TOTAL
1 2 3 4 5 6
group
I T
W+E

-
I
T1 i-ii-II-It-tt-t!_!
Higher{ { 10 ( - ( - ( - ( - ( - ( - (24 ( 30 ( 12 ( 1
26
12 14 - 2 - - 12 16
- - - - - - - 10 - - 12 36
12 26
I

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
- - - - - - 12 14 - - 34 38
22 I 24
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
- - - - - - 2 - - 12 14
12 I 12 I - -
12 12 - 6 - - - 12 18
- - - - 4 - - 12 22
12 I 18 I - I - I - -
10 10 10 12 12
- - 6 - - 22
20 1 32
32
10 I 10 I - I - 110 116 I -
6 12 12 - -

36 I 52 I - I - I - I - I - I - - 6 - - 12
36 11858

49
 T

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 28
12 36 - - - 18 - - - - - - 12 54
12 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 40
24 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 16
Medium - 8 24 32 - - 10 10 - - - - 34 50
12 22 24 24 - - - - - - - - 36 46
- - - 4 - - - - 22 26 - - 22 30
12 20 - - - - 12 12 - 6 - - 24 46
12 14 - - - - - - 12 18 - - 24 32
24 34 - - - - - - 12 12 - 6 36 52
- 12 - - - - - - - 12 - - - 24
- 2 - - - - 12 12 - 2 - - 12 "'6

50
...
..
. ..iIi.
 24 - - - - - - - 2 - - 24 26
24
I I I I I I I I

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 58 102
40 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

51
 Family size (No. of person = 4)

ZONE
Income I TOTAL
1 2 3 4 5 6
group
I W+E I W+E W+E W+E W+E W+E I W+E I T
T1 T2 T3 T4 Ts Ts
I I
Higher I - I 26
- - - 4 - - 24 24 - - 24 54
4 20 20 20 20 - - - - 40 44
12 - - - 2 48 48 48 62
24 64 - - - - - - - - 24 24 48 88
24 64 - - - - - - - - 24 24 48 88
12 26 - - - - - - 24 24 - 8 36 56
48 64 - - - - - - 48 - - - 48 64
12 - - - - - - - 48 - 16 48 66
8 12 12 - - 24 24 - - - - 36 44
12 I 14 - - - - 24 24 - 12 - - 36 50
20 - - - - 24 24 - - - 6 24 52
28 30 20 20 - 22 - - - - - - 48 72
12 20 - 20 - - 14 14 - 12 - - 26 48
20 20 - - - - 12 12 - 2 - - 32 54
20 - - 48 68 - - - - - - 48 88
Total 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

52
 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
- - - - - - 12 12 - - 36 74
24 62
I

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 64
10 - - 12 32 - - 20 20 - - 32 62
24 I 54 - - 12 12 - - - - 36 66
6 - - 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 62
28 28 - - - - - - - 8 - - 28 36
36 42 - - - - - - - 8 - - 36 50
12 - - - - - - 24 36 12 12 36 60
12 12 12 12 - - 12 12 - 2 - 6 36 58
20 42 - - - 14 - - 10 - 10 10 30 66
20 20 - 14 - 12 - - - - - - 20 46
20 20 20 20 - 14 - 8 40 62
10 10 20 20 - 22 - - 30 52
20 I 20 20 20 - 12 - 14 - - - - 30 56
8 - - - 12 - - 20 20 20 20 40 60
10 22 - 18 20 40

53
 12 - - - - 14 28 - 4 - - 26 44
12 I

2 - - - - 14 14 12 24 12 12 38 52
14 14 - - - - - - - 8 34 44
20 I 22
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
12 - - - - - - 24 24 - - 36 48
24
- - - -
I

4 - - 24 28 - - 24 32
12 12 12 - - - - - 20 - 20 36 64
I 32
10 - - 12 12 20 20 - - 12 - 32 44
12 - 10 - - - - 24 24 - - 36 66
32
- - - - - -
I

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
- - - - - - - 16 - - 36 64
36
12 I 48
12 - - - - - - 12 36 - - 24 48

54
 16 - - 14 14 - - 10 12 - -
12 I

4 - - 24 24 - - - 6 - - 24
36 I 42
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 32
24 I 40 24 24 - - - - - - - - 48 64
34 24 24 - - 12 12 - - - - 36 70
28 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 56
20 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 48
42 - - 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 52
14 - - - - - - 36 46 - - 36 so
- . . . . . p; ;;1:
- -
i jJ
36
12 ! 38
35 - - - - - - - 4 - - 36 42
8 - - 12 12 - - 12 12 12 12 36 44
16 12 22 - 16 - - 12 12 - - 24 50
24 50 12 12 - - - - - - - - 48 62
24 48 12 12 - - - - - - - - 36 60

55
 12 I 18 12 12 - 8 12 12 - - - - 36 50
22 - - - - - - 12 12 - - 12 34
32 - - - - 12 12 24 24 - - 36 68
12 - - - - 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 36 48 - - - - - - - 14 - - 36 62
Total I 36 48 - - - - - - - 14 - - 36 62
.:. verageI 36 48 - - - - - - - 14 - - 36 62

I
~

56
 FamilySize(No. of Person= 5)

ZONE
"come I TOTAL
1 2 3 4 5 6
group
I W+E I W+E W+E W+E W+E W+E I W+E I T
T1 T2 T3 T4 Ts Ts
I
2 36 36 - - - - - 4 - - I 36 I 42
I-iigher I - - - -
12 32 12 12 12 12 36 66
12 20 - -
10 I -
12 I -
12 - - 24 32 - 8 48 72
2 48 48 - 2 - - 48 52
22 22 - - - 2 - - - 2 - - 22 26
28 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' 76
Medium - 12 - - 12 12 12 12 24 34 12 12 60 82
10 12 - - - - - - 12 16 - - 22 28
32 32 - - - - - 2 - - - - 32 34
20 22 - - 20 22
10 10 - 2 10 10 20 22
20 20 - - - - 20 20 10 12 - - 50 52
20 20 - - - - 20 20 10 14 - - 50 54
40 40 - - - - - - - 4 - - 40 44
22 22 - - - - - - - 2 - - 22 24
24 - - - - - - - 24 24
20 I 20 I
- I
- I
- - 12 12 - 21 - - 32 34
12 12 24 26 - - 36 38
12 12 - - 20 20 - - - - 32 32
12 - - - - - - 48 66 - - 48 78
36 52 - - 24 24 - - 24 24 - 10 84 110
12 22 - 6 36 36 - - - - - - 48 64
24 28 12 12 - 2 - - 10 10 - - 46 52
84 46 - - - 6 - - - - - - 84 92
36 36 - - - - - - 12 22 - - 48 58

57
 10 10 - 10 10 10 - - - - 20 40
10 I 10
10 I
- - 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 38
24 - - 12 12 - - 24 24 - - 36 60
36 I 48 - - - - - - - 8 - - 36 56
12 - - 12 12 - - 24 32 - - 36 56
18 34 - - - - - - 30 30 - - 48 64
24 30 24 24 - - - - - - - - 48 54
24 24 12 12 - - - 8 - - - - 36 44
8 - 4 - - 36 36 - - 12 12 48 60
72 78 - 4 - - - - - - - - 72 82
46 48 - - 12 12 - - - - - - 68 60
10 10 - - - - - - 12 12 - - 22 22
20 20 30 30 - 4 - - - - 60 54
30 30 24 26 - - - - - - 54 56
12 12 24 24 - 8 - - 36 44
22 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 - - - - - - - 10 - - 12 40
12 I 20
30 - - - - - - 24 24 - 4 36 48
24 28 - - 12 12 - - - 4 - - 36 44
12 32 - - - - 12 12 - 24 - - 24 68
12 28 - - - - - - 12 12 - 6 24 46
48 48 - 2 - - - - - 6 - - 48 56
24 26 - - - 12 - 12 - 6 - - 24 56

58
 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
24 I 40 - - - - - - 24 24 - 8 48 72
24 26 - - - - - - 36 42
24 24 12 12 - 2 - - - - - - 36 48
24 24 12 12 - - - - - - - - 36 36
4 - - 24 24 - - - 4 - - 24 32
48 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 50
24 38 - - - - - - - - - - 24 38
12 32 - - - - - - - - - - 12 32
36 46 - - - - - - - - - - 36 466
12 12 - - - - 12 12
12 12 - - 20 20 - - 32 32
20 20 12 12 - - - - - - 32 32
24 12 12 - - 12 12 - 14 - - 24 62
12 16 24 24 - - - - - - - - 36 40
12 14 - - - - - - 20 26 - - 32 40
2 36 36 - 2 - - - - - - 36 40
14 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

59
 Family Size (No. of Person = 6)

ZONE
Mcome TOTAL
1 2 3 4 5 6
group
W+E W+E W+E W+E W+E W+E W+E T
T1 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 50
28 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 82
24 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 52
12 16 - - 24 24 - - - 2 - - 36 42
- 8 - - - - - - 24 24 - - 24 32
48 66 - - - - 24 36 - - - - 72 12
12 36 24 48 - - - - - - - - 36 84

60
 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

61
 Family Size (No. of Person ~ 7)
ZONE
1come TOTAL
1 2 3 4 5 6
group

W+E I W+E W+E W+E W+E I W+E I T

T1 Tz T T4 Ts W+
E I T6
- - - - - - 12 12 12 I 26 I 60 I 98
I-iigher I 36 I 60
- - - - -
24 I - - 28 - 24 64
40
36 I -
12 24 - - 24 24 - - - - 36 88
48 48 - - - 2 12 20 - - 60 70
28 I 40 - - - 4 - - 22 22 60 60 110 126
24 - - - - - - 62 94 - - 62 118
2 20 20 - - 42 42 - 2 - - 62 66
12 12 - 12 10 10 - - 22 34
24 26 - - - - 36 36 - 2 - - 60 64
24 38 24 24 - - - - - 14 35 54 84 130
48 56 24 24 - - - 12 48 56 - 10 120 148
30 62 - - 18 18 - - - 18 - 14 48 112
12 32 - - - - 12 20 12 12 24 44 60 108
24 24 - - - - 12 12 24 62 - - 60 98
18 42 48 74 - - - - 18 42 - - 84 158
78 110 - - - 14 30 30 - - -- - 108 154
16 36 - 18 - - 16 - - 38 34 50 66 142
Total I 362 628 176 232 30 48 172 190 220 432 166 258 1125 1778
10.11 11.17 12.94 9.76
Average I 21.29 I 36.94 I 10.35 I 13.64 1.76 2.82 25.41 1S.17 66.23 104.58

Higher- I - I - I - I - I 12 I 12 1
- 1
- 1401401-1 - 1 52 I 52
MediumI - I - I - I - I 12 I 16 I - I - I 12 12 - - 24 28
54 68 - 20 54 88
24 30 - - - - - - 12 18 - - 36 48
42 46 - - - - - - 12 16 - - 54 62
10 10 - - - 4 12 12 - 4 - - 22 30
36 36 - - - - 36 36
34 I 38 I
- - - I
- - I- - I I 24 24 24 58 86

62
 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
60 60 40 58 116 146 220 402 38 74 946 1356
Total
Average I
24.84 616 3.15
472 32.42 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

63
 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 52
Total - 12 48 48 - - - - - - - - 48 60
46 - - 16 16 24 24 - - - 14 60 100
..:. "erage I 20
10 I 10 I - I - I - - 24 24 12 12 - - 46 46
40 40 24 24 - - - - 64 64
8 24 24 40 40 - - - - 64 72
36 50 - - - - - - 12 12 12 12 60 74
24 24 - - 48 48 - - 10 30 - 10 82 122
20 20 24 24 - - 44 44
90 142 48 56 156 156 168 168 70 90 12 36 544 648
9.0 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 - - 64 108
Total 20 24 - - - - 24 24 20 60 - - 64 108
Average 20 24 I - - - - 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.

Income Family Size

No. of No. of 4 No. of 5 No. of 6 No. of ' 7

_,#3
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

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
 ::;; 3 Family Size Distribution Zones

Table 5.4 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 particularsize for each zone.

Family size (no. of persons ~ 3)

Income Trip 1 2 3 4 5 6 Total

Group

W+E 84 35.00 - 0% 24 10.17 46 19.5 70 29.67 12 5% 236

Higher
140 42.16 04 1.2% 28 8.43 52 15.67 96 28.91 12 3.61 332
T

W+E 182 41.00 64 14.41 56 12.61 36 8.10 94 21.17 12 2.7 444

Higher
306 47.51 66 10.24 66 10.24 52 8.07 138 21.42 16 2.SO 644
T
Medium

W+E 96 29.09 36 10.90 34 10. 48 14.54 68 20.00 48 14.54 330

Medium
266 41.17 42 6.5 66 10.21 54 8.35 162 25.07 56 8.66 646
T

W+E 118 41.54 48 16.90 - 0 34 11.97 58 20.42 26 9.15 284

Lower
204 45.95 00 13.51 - 0 40 9.00 102 22.97 38 8.55 444
T
Medium

W+E 00 SO.84 - 0 - 0 12 10.16 46 38.96 - 0 118

Lower
T 76 41.15 - 0 - 0 12 6.66 86 47.25 8 4.4 182

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 1 2 3 4 5 6 Total
Trip

Group

W+E 196 33.67 32 5.49 68 11.68 118 21.27 72 12.37 96 16.50 582
Higher
368 40.08 56 6.10 126 13.72 118 12.85 124 13.50 126 13.72 918
T
W+E 432 27.55 286 18.23 130 8.29 202 12.88 428 27.29 90 5.74 1568
Higher
846 33.75 372 14.84 236 9.42 310 12.37 598 23.86 44 5.75 2506
T
Medium
84 5.22 16CB
Medium W+E 524 32.58 230 14.30 202 12.56 142 8.83 426 26.49

1042 38.56 348 12.88 250 9.25 204 7.55 642 23.76 216 7.99 2702
T

W+E 144 34.12 48 11.37 12 2.84 48 11.37 158 37.44 12 2.84 422
Lower
364 50.98 54 7.56 40 5.60 48 6.72 188 26.33 20 2.80 714
T
Medium

W+E 36 100% - - - - - 36
Lower
T 48 77.49 - - - 14 22.58 - 62

69
 Family Size (no. of persons = 5)
Income Trip 1 2 3 4 5 6 Total

Group
W+E 74 29.83 66 26.62 12 4.83 a:> 24.19 24 9.67 12 4.83 248
Higher
104 31.7 88 26.83 16 4.88 a:> 18.29 40 12.19 20 6.1 328
T

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 1266
Medium

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 9.79 796
Medium

Lower W+E - - - - - - -

T - - - - - - -

70
 Family Size (no.of persons = 6)

Income Trip 1 2 3 4 5 6 Total

Group
W+E - - - - - - - - - - - - -
Higher
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 1.4 560

Medium

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

W+E 52 15.66 48 14.45 - 0 46 13.85 130 39.15 56 16.86 332

I Lower

T 80 19.41 60 14.56 12 3.0 46 11.16 158 38.34 56 13.60 412

Medium

Lower W+E - 0 12 25 - 0 - 0 - 0 36 75 48

T 24 33.33 12 16.67 - - - 36 50 72

71
 Family Size (no. of persons ~ 7)

Income Trip 1 2 3 4 5 6 Total

Group
W+E 362 32.15 176 15.63 3:1 2.66 172 15.27 220 19.54 166 14.74 1126
Higher
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
Higher
T 616 45.42 60 4.42 58 4.27 146 10.76 402 29.64 74 5.45 1356
Medium

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 5.55 648
Medium

Lower 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 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

Total Trip Distribution

(Family size 3)
6.0% Destination

23.31% I FiJ1 I

45.71% '821
I~:I
9.67% 1.51
~
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)
Destination
6.94%
23.80% rm1l
38.24% 1_21
03
04
I
_5 I
11161
8% 10.48%

75
 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
,., 1:.
W+ETripDistribution
(Family Size =4) Destination
6.68%

25.71 % 31.6%
~
\112
03
04
1.5
12.09% ~ 14.13% la6
' '
9.77%

.r Total Trip Distribution

(FamilySize = 4) Destination

7.75% 111
23.1% .2
38.2% 103
I
04
9.73%
.5
Gl6
9.33% 11.88%

76
 W + E & Total Trip Distribution
FamilySize: 5 (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 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
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 Distribution
Family Size =5 Destination
3.67%

fl
'821
'03
104
13.03% 1.5
lEIS 1

11.53% 12.01%

"
" Total Trip Distribution Family Size = 5
Destination
4.42%
111I11
I I
.2
41.1% 03

11.13% I~~I
~
11.08%

77
 W + E & Total Trip Distribution
Family Size: 6 (No. of Person)
Income 1-1 1~ 1~ 14 1-5 1-6

Group W+E T W+E T W+E T W+E T W+E T W+E T

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 Distribution

Family Size = 6 Destination
6.11% '
1111
24.23
33.17% .2 1

I
03
04
.5
12.11 IEl61

Total Trip Distribution

F '1 S. _6 Destination
12.70% ami y Ize-
111
.2
26.27
03
04
1
.5
11161
11.80

78
 W + E & Total Trip Distribution
Family 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

W + E & Total Trip Distribution

Family Size = 6
Destination
7.29%

21.25% ~
.2
03
I04
I::
~
11.07%

Total Trip Distribution

Family Size = 6
Destination
8.20% r l
81
.2
25.61% 33.85%
03
04
.5
116
8.94%

79
(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 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

W+E . Trip Distribution

Destination

6.09% Ifl11
23.21%) 1821
ID3 1

14.06% ""<..
I~:I
10.620/0 ~

W + E' -" . Trip Distribution

Destination

2.035% 15.38%
111
.2
03
31.34% 04
.5

82
 ..,
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. Downes J. D. "Household and person Trip Generation

John Esen. S. & models", TRPL SR 401. Transport and Road

MowellD. Research Laboratory, U.K,1978.

2. 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. 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.

5. 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 levels and model choice for

Suryanarayana selected Indian Cities", Traffic Engineering,

& Bhatt No.12, 1990, PPL - 48.

87