111I-.

&" 5 PO RTATION ENGI N EERI NG STU DI ES

.
~T REPORT ON :-

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

-: PREPARED BY :-

:fAIN Ml<H1L R .
(MEMBER, PROJECT GROUP)

-: GUIDE :-
D. A. SHASTRI

CIVIL .ENGINEERING DEPARTMENT

; , ~fGIONALCOLLEGE
OF ENGINEERING
6 TECHNOLOGY
SURAT - 395 007. (GUJARAT)

1998- 99
 DEPARTMENT OF CIVIL ENGINEERING

SARDAR VALLABHBHAI REGIONAL COLLEGE

OF ENGINEERING & TECHNOLOGY
SURA T - 395 007

CERTIFICATE

"'is is to certify that the project, entitled "A Study on Trip Distribution

8haracteristics of Central Zone of Surat City", has been prepared by

JAIN NIJ<.HIL R. Roll. No. 26 , a final year

s:lldent of Civil Engineering,during the year 1998-99, as a partialfulfillmentof

: e requirement for the award of Bachelor of Engineering Degree in Civil

="'gineering of SOUTH GUJARA T UNIVERSITY, SURA T. His work has been

=~und to be satisfactory.

3 JIDED BY:
HEAF f DEPARTMENT

\fft~J~
.

.
Prof D.A. SHASTRI) (Dr B. K. KAITI)
 Acknowledgment
::II
'''''

~ """:;~the procurement of material to the clearjng of conceptual difficulties, If!

::I
~
.,~ :-a.-~ withhold our sincerest thanks to Prof. D.A.Shastri, Civil Engineering IIi'"

:8:a~t, SVRCET, Surat, without whose invaluable guidance and

:::cce73tion theprojectwouldnot havebeenaccomplished.

i..
'i..

II~ ..~d also like to thank Dr. B. K. Katti, Prof. and Head, Civil Engg. III;;;J
j!
:-=-=a7'1ent, whose support and encouragement are transparent in the work it ~
ii
-.'--
..."C i!

-3s:. . lie would like to thank Mr. SUNIL MISTRY (Navsari) for preparing the

PROJECT GROUP ROLL NO.

DEEPAK V.M. (15)
DESAI DHARMESH M. (16)
DHAMI VIJAY M. (17)
DINTYALA SRINADH (18)
DZWANJI NIBHRUTA R. (19)
G. CHANDRAMOHAN (20)
GAJJAR TEJAL S. (21)
GAURAV PARASHAR (22)
GHADIYALI MINESH S. (23)
GHOSH lI71'AL (24)
GOPALAKRLSHNAN R. (25)
JAIN NIKHIL R. (26)
JAW PRADEEPR. (27)

""'i.'>i;;;;.;::~::;~ru;JmIi:Ii!I'''''''';::=:::==~:;'';;',::''''''"'-:::''-"":-r::..-.':!!!!!I!!!~o;;!>;;:,,;_'i1"'::;':::;:~_.::~<;'..:...=;~~~;:::_~=:":~':::':""""~~~-:::':::-"""'~";:-:'~-:-!'''''~,,,,~~:;,,,;,''''';;a,;::~~:
 -

INDEX
.c TOPICS PAGE
INTRODUCTION 1
TRONSPORTPLANNINGPROCESS 4
-. What is the need? 4
Interdependenceof Landuse and Traffic 5
- -. SystemApproachto TransportPlanning 5
:'L Stagesin TransportPlanningProcess 7
- CitizenParticipation 9
- Difficultiesin TransportPlanningProcess 9
Trip Generation 10
- Trip Distribution 13
STUDY AREA 22
-
': . Historical Development of The City 22
; PopulationGrowthand Area of SuratCity 23
-. -. VehicularGrowth 25
::...! Land use Patternof SuratCity 29
-. ...- Traffic and Transportationin SuratCity 32
-- Central Zone Details 36
£. FIELD STUDY 38
. . Survey Method 38
. ...
-.-L Survey Format 42
.!..3 Actual Survey 46
- DATA ANALYSIS 48
':- CONCLUSION 83
REFERENCES 86
 1. INTRODUCTION

- cn=:a:.::;-and industrialization are two of most important factors of

~o=- : . ,zation. Urbanization attracts the surplus labour force from the

.._::1 areas and utilizes it is running the various services which are vital fay

--= :: S:e'"'Ce of town.

.'. -:-: --e g"owth of cities, the requirement for a good transport network

- a.:; ty of transport network to cater to the high demand leads to

~-::>:a:.o'"'of activities at the edges of the town where load is still cheap

::-c :.-crsport capacity exists for each movement of people and goods.

- s =~cult to see a new method of movement appearing in the horizon

.oJ"::-' I be a serious competitor to motor vehicles. The increase in the

- _--=:Jerof motor vehicles will depend upon a number of factors chief

:-/7; :.'1embeing the growth of family income.

~re of the present problems

---6 ost serious effect of increasing urbanization and accelerated traffic

;-::...~'" is severe congestion on street. The condition results in

:7.::eMrated traffic demand, both in time and in space. Parking at a safe

1
::Ja:E S a cst an impossibility in some areas of the city. Loading and

..nca:J-~ ~ goods by commercial vehicles is hampered by too many

~:::.=.-s Congestion results in delay and time loses which leads to

:r.c:r ~s.

Softrtion Approaches

-a,...cuse and city planning controls to be initiated.

~-a.'1Sportationstudies are to be carried out and plans for new

~acs and reorganization of existing network are to be formulated.

-"aflic restraint measures should be initiated including.

a Restriction on Parking

:; Fiscal measurements such as road pricing and entry

charges.

-=-s~x:nation Planning is very essential to effective planning and

-a-a;;;e""'ent of transport in a urban areas with the rapid urbanization,

-a-. if tl1ecities have grown both in population and in size. Also the level

- - e-~""omic activities has gone up. As a result, the total transportation

=e-a-d l1as increased tremendously whereas the infrastructure has not

.:c pace with the requirement though traffic engineering and

- ca-gement techniques provide relief, their application is at local level. It

s :;-erefore imperative that sound transportation planning related studies

:€ :::a~ed and travel behavior be studied by the planner.

2
 ,

- ~E s-ec:c~alargest city of Gujarat, with population of over 20 lacks,

- ::'.'5' ~ ~ 2 km2 area is taken for transportation planning studies in

~:r:>e:-- -""e main emphasis of this studies is on trip generation and

~ u..I:Cr ::""aracteristics of the trips produced in the central zone of the

s.:. ::-, ~e mainobjectiveofthe projectworkare as follows:-

~
::: cJ if Surat city in general and central zone in particular for

:cc~auon, density, road networks, traffic and transportation

- -: sM:1ytrip generation characteristics of central zone Surat city

:~ :.~eoasis of purpose of the trip and socioeconomic parameters.

-: analysis the trip generation and distributioncharacteristics for

--.e central zone through category analysis and zonal destinations

-ssoectively.

--0: :~_ect work involves field and inventory surveys which are home

~,f!oAr based and limited to the central zone of the Surat city. The

:es::.-=:.on of the study area, theoretical background on transportation

='aT'-; process, survey description, trip generation and distribution

3'C .$ 5 are covered in the following chapters.

3
 2. TRANSPORT PLANNINGPROCESS

- _.~ . ..-= a-n:ng is a science that recks to study the problems that arise

;or:rcwc:-g :"a.'1sportation facilities in as urban, regional or national setting

8K 'J: ~ ~a:e a systematic basis for planning such facilities. Since the

. ~ ~= ~;jntries wherethis sciencehas evolvedare mainlyurban

- _.1Ie:. ~€ er"'1phasisis more on urban transport planning. However, the

"'I"I~ := urban transport planning can be applied to regional or

-- - "" ~a.-SDortplanning as well with due changes wherever called for.

~-: = anning is an important part of overall town and country

::Jii8'nn; s""'cs it deals with the transport network which is an important

r-e == a communications. Any charges in the transport system is

::e - ...umber of impacts.

:..~ WHAT IS THE NEED?

:u;r --0:0" vehicles have revolutionized our life and brought comfort,
1!eI -a.>e created problems of congestion lack of safety and degeneration

:r ;--.'r:'-"""e'1l The situation has already become unmanageable in many

1:!W"S ax ::ties.

- :r=e'" :0 Jnderstand the nature of these problems and formulate

:r:t:1:saS ~.. t.ie same and efficient movement of goods and people from

4-
 --- -

.. ]IIIi821: a,-c:r-er,a need for this subject of transport planning has

U .-rERDEPENDENCE OF LANDUSE AND TRAFFIC

.~ "c"'e, and Rapkin made a statement that urban trafficwas a

= - -I :f ;rc ...jse.They declared that the most basic level of action for a

.. ~ $0 :cn of the trafficproblemsis the planning,guidanceand

o :a:=-- of land use. This point was emphasized by Bucharar, who

~ a:. - towns, traffic takes place because of buildings. Just as

--- s a "Ictionof land use, the reciprocal statement that land use is

. '1in::Cr' :~ :-ansport is also true.

-"II! iCe.,: "':erdependence is the key note of modern transport planning.

U SYSTEM APPROACH TO TRANSPORT PLANNING

,.. nrs::c~ planning,a new activityknownas Operations Research has

~ :-ec a'1d found extremely useful. It is mainly concerned with

%IIM= -0; ~+->eperformance of a system. A 'system' is defined as a

::::I""'OE.I
"'''''0Ie. as organized whole, consisting of set of connected things

;r :.ar.:s ...~ose components and inter connections are vital to the

5
 I'

, ~~ -.'0 ..'eelin the systems approach in transport planning can

.. _ __ l!::C=. ;'""1efollowing fig. .

:i .' .l,;xJA~-':O Transport Planning

Decision to adopt planning

~ Problem definition, formulation of goals

Problems, Constraints,

Potentials, forecasting

=. a,..lation of Possible Alternatives and Choices

I Implementation I

~
Operation

Performance Assessment and Review

6
. !!!

- -- 1

U STAGES IN TRANSPORT PLANNING PROCESS

.:::. - :J"':)C'e'"
aown to five important stages.
:\.
- Sw-t':'.'a c analysis of existing conditions.
- =-:r-~ a"1alysisof future conditions and plan synthesis.
-
- ~- -- adoptionand implementation
, - :..:n: ... 9 study

. Sillneyand Analysisof existingConditions:

-- 5i:iiiI:;E::-egoals that provide direction to the planning effort are set.

,. 1:ri8iiI
""?;a:~ng the socio-economic characteristics, the travel pattern,

... ~ c a-d use pattern and the transportationsystem are analyzed

....

. 1re arry qualifiable relationship between the measurements.

- - II-"ca --odels are then builtto relate the present travel pattern to
.. JSE;rc =~!' socioeconomiccharacteristicsofthe household.

-. -==e: :::C"" Trjp distribution, Trip assignment on the existing network

.. 'TICOE:!
5::.-:are considered at this stage.

. r orecast. analysis of future conditions and plan synthesis :

-;; -". :.a""s are long range in scope and involve planning for 20 to 25

-.s iI ea: T=Jtureland use pattern need to be predicted. Future

7
....

, d...4:r~eMand is tied up with future economic activity and future

8C -s: --e ~ O'Ningforecasts willtake place at this stage. They are:-
a ::--=-::::::.:r of economic activity

Ca ::=c...a::or-forecast (includes age distribution, family size and no. of

-a-<:.e ""'0ds)

c ~-a~ 0"1of future employment pattern

=--=-= ::::.Or' of growth in land use pattern

a Evafuation:

I ,.,.... ::.a; s)"'Stem,a no. of alternative transport plans are feasible for a

per :e :: ;oals and policies. In order to select the best from these, it is
- -~. :::; evaluate each of the alternatives as to how it fulfils the

~ :c ~.ves. Cost/Benefit techniques are often used to evaluate the

a. c:L.~ "'" economic terms. At this stage, it may be necessary to

--- :-e : e.'"1Sand go back to the initialstage of design to evolve further

.. ~cdT1 adoption and implementation:

""' :es a :e'"'1ativesemerging from the evaluation study is selected for

-=c:cr a-c implementation.The stage in which the project is to be

.oJ ec are decided with the consideration for financial resources.

-:..e -e::E-Ssay organization for handling ttle project is built up and the

8
 . ,- I8ng study:

- I. ~x:: planningis a dynamicand complex process, those

~ _ ra.1y about the plan. The urban system and the people
w; t: 3"e'"t deterministic and governed by random behavioring

_
- x'ot 3.-Cpre forces of people may change plans and policies
8e -eeYa~t today may not remain so in the future contact. This

- I!S ~ "'eed for a continuous review and updating of the plan. The

s ::re ::7constant interaction and feedback.

1"e :-a,-soortation plans are essentially intended to serve the

IrJ a-c =:"'151

their aspirations, it's necessary to consult the affected

~ ~ ~rnmunity and give them a voice in the formulation of

s s..c- =-at there will be a minimum of controversies and criticism.

_ 08-HCULTIES IN TRANSPORT PLANNING PROCESS

=-1!cu.;r ~s;derable advance has been made in model building to

118 s-.-=-esize the travel demand. The probabilistic nature of

~ :ec.7,or can make the plans go away. The dynamic behavior of

- 1 ~ "lakes the wh01eprocess interactive with a continuous

..
\'.

9
~
-....

,
. ~ 5 a :;:,:a. lack of experience in the country in devising suitable

i.
J,
.1

,:!
"L,.
'. '
. ::Ja'T1i'1; ~ed".niques.

-~ ...aoG
=ase for planning has not been built up.
C -~ cr:a a..'ti1orities in change don't possess the skill and expertise

. -~ -cce~ methodsof planningare too sophisticatedand costly

'1: :e ..see &ormedium and small sized cities.

- rc -OdeHng work in urban transport planning is generally

,.. ~ . - ::;,'ing stages,

- -rip generation

.. -ripdistribution
c:: "'raffleassignment
... Modelsplit
:r:Je::: S mainly concerned with Trip Generation and Trip
-- ~. 18€-h- see in details, the same topics.

.. 1__' GENERATION
T.. Generation?
-- -~ a.-c odel building phase in the transportationplanning

8Ie- ~ ~n'\.pletion of the phase of surveys, data collection and

~. ~ r C'" y known as Trip Generation.

10
 a To understand the reason behind Trip

::) I To produce mathematical relationships to synthesize

the trip-making pattern on the 'basis of observed trips,

land use data and house hold characteristics.

881: 5 ~ :r-e ".'8f person movement by a mechanized mode by transport,

"'1IIC :-c e~os. an origin and a destination.

-_ ~ :]',',::e-: to two categories:

Home based (having one end at the home)

2 Non home based (neither end at the home)

- . re :-x a'lt classesoftrippurpose

are:
--
.-
_- 'e:::;:

_- .J

- -II. "!::f
the Trip Generation :

- =a- y size and composition

j-
... 11
 - Land use characteristics

e Distance of the zone from the town center

r Accessibility to public transport system and its efficiency.

;;; Employment opportunities, floor space in the industrial

arid shopping units and offices, sales figures in shops

etc..

- Lnear Regression Analysis:

... ~ :: ,'.e Known statistical technique for fitting mathematical

F'S"1C::S ~e:Neen dependent and independent variables. In the care

. ~ D~equation,the dependentvariableis the no. of tripsand

.. .-=.~ ce~~ variables are the various measurable factors that

- _:-C ;er'eration. These independentvariables are the land use

-=c ~~~..,.,jc characteristicsdiscussedearlier.The generalform of

- - =ro- ==:a'1ed is :

V: = a. x 1 + a2X2 + q3x3 anXn + u.

I w'~ - '1umberof trips for specified purpose p.

I. X2. X3,... Xn - independent variables relating to, for

exa~ple, land use socio economic factors,

.~ 85. :r - co-efficient of the respective independent variable X1,X2,

__ ... ::era-ec by linearly regressionanalysis. U - Disturbanceterm,

. . ::::rs:.ar'tand representingthat portion of the value of Yp not

. ~~ :-<6 "'dependent variables.

... 12.
 - - - ~ ysis:

~ s a ethod developed by wootton and pick and has been

tlr ~ l -:-a-soortation studies in U.K. It is based on determining the

lit -=0..0 ss :)..average value of the dependent variable for contain

a.r ~ xres of the independent variables. A multi dimensional

JII.:a,-;.
€5 -::-e categories, each dimension in the matrix representing
_.. e QS!'"'..ariable. The independent variable & themselves are

- - J c- a ::e~ ~tenumber of discrete class intervals.

- ~ 20'S classified on the basis of three factors, VIZ., car

~! -':;:: e and house hold structure. In addition, it is also

.. 1:: :::::rs=er 3 modes of travel viz., self driven car, public

:::~x-- -;ers in a car and trip purposes such as (work, school,

.'" - !ru...c1~gsocial,recreationaland sportsother)

,.. Dtstribution
.
~~...'..
?

:f -::-::5generated in every zone of the area under study has

~ ~:) the various zones to which that trips are attracted.

f'~ - -c _':-"ps endsgeneratedin zone,

": 7Tr :c:s a:+.ractedto zone,

., - .. . 1!Cr s-.a~e determines the number of trips ti-j, which would

K Y:r- :::ne ar'd terminate in zone.

13
 - - ftIiTrio Distribution:

- ae~ -.~:

_ .. tt. Factor Method.

_ _'&:r"'" factor method

t' ~ . erage factor method

". =~ "'Iethod

.. =_-ass method

_ T_ I ct:<: Methods
I. ::;'-a. i'j model

ft - a--er 'TIodel

., -e-. "';.,gopportunities
model
... :.-:-=eting opportunitiesmodel

--- ~ at: :.he highlighted points of all the methods.

-" '" Factor Method

:;"":'A~ :ador methods are based on the assumption that the

-- :.a-e""'S can be projected to the design year in the future by

~<::'S on factors.

'iIcI:T-e:--vd ~sthe oldest of this category and assumes that the

't:r ~ 0 e area is valid for predicting future inter zonal trips.

14
--
 - _ ~ :actor. E, for the entire area under study is calculated by

-- "h: ~_~_re "'0. of trip ends expected in the survey area for the

,- _ CJJ:'. :.""etrip ends in the base year. The future trips between

rc ~ _ are then calculated by applying the uniform factor E to

- I113i!T :-=s oetween zones i and j. Thus

~.=

-- 8:F Factor Method:

. - ;1 ...c a g"owth factor for each zone is calculated based on the

~ '::T~E ~...'tl1 factors calculated for both ends of the trip.

~ 'h..s -cpo-esentsthe average growth associated both with the

\A.-,.:; -amematical relationships represents the principle

~ ~ zone i to zone j.

rt:'S ~"'" zone i to zone j.

= ~ea trip growth factor for zone i.

=~ ::S,..;. ec Tps growth factor for zone j.

.. . ~ e : cd wps for zone i

15
.....
-
 .. ~co trips for zone i.

8h ::a...o.ec
:"'ps for zone j.

~ ~ a.-:'SC:rips for zone j.

~:

11:I: ..-as ""':...oduced by T.J.Fratar and is based on predicting

-C ,ernents by successive appronimations.

~ -e~c the total trips for each zone are distributed to the

~.-:r-e~~s as a first approximation, according to the relative

::i ~ "'1ovement.

ca e r::>"essionof this method is

-- I"'\, Lti-k
I-X
k
:: a. L [Aklak] \-k

Method :

~ :e,'sed by K.P.Furness for this, the estimates of future

_ 3IC :erminating at each zone are required, thus yielding

~ a.""'ddestination growth factors for each zone.

16

--
 of Growth Factor Methods:

v -, -::-::: ::.stribution matrix has to be obtained first, for which

8IJI! s::a-s :>-0 studies with high sampling sizes are needed so as

.. ~a-= '~e smallerzoneto zone movementsaccurately.

~ :0-:-- - original data collected on specific zone to zone

--= e-s ge:s magnified.

WIII"I! =r -e etr,ods provide a measure of the resistance to travel

i8E 31 -:::: ~nat resistance to travel will remain constant. They

L-~:;' -::--: e=ect of changes in travel pattern by the construction of

-- -a:: - -asa.'"'anew network.

re ; t s: g data to discern a relationship between trip making,

-:: :c.e between the zones and the relative attractiveness

tr :-a. e synthetic models have as important advantage that

:IE -S?:: -::: only to predict future trip distributions but also to

'h! ~ . ea: flows.

8J ~." s concepts of gravity, the model as proposed by

BS..res ;, at the interchange of trips between zones in as area

~r::r : e relative attraction between the zones and the

17
--
-
;;. .-:: = _ =::oo..Jlations, or other measure of size of two places.
.oJ; = = ~.:: :e between placer 1 and 2

~ = = =::""'stants

- ;.-
= _ -e

"'1::" :=~e summation is over all places?

:axr:-~TTity models :

-~ a: cased on the statistical theory of probability as the theoretical

~ -:,a- or-o It has been pioneered by schneider and developed by

-.-:; ~= e"t studies.

- --7 :ar-o be generally represented by

= : p D)j

::-::~ cted no. of trip from zone I to j.

- =-a '10. of trip originaflng in zone i.

:: - calculated ~robablllt'/ o{ a trlQtenn~~at~~~ ~ -z.<:me\.

: - -o~altrip destination attracted to zone I.

-:.;. - ':.;ba6iHtyof a trip beinq attracted to a zone and the Q£.obahllil\CQ.{

~

a aes\\1"Iat\o1"l'mt\iat zone A.from of this mode\ is given below:

\r"\P1\1')0\1"19

~~--
-
 =: = :'~:J ations, or other measure of size of two places.

~ -:ISa'""ce :)etween placer 1 and 2

iIe summation is over all places ?

- ~as been pioneered by schneider and developed by

e- ~_= es.

__ :r :E ;&"erally representedby

.
~: trip from zone I to j.

: -c :-~:J originating in zone i.

.-' - :ac Ja:sc :)robability of a trip terminating n zone j.

T1: :es'~ation attracted to zone I.

~ - - -0-. _r a trip being attracted to a zone and the probability of a

.c:'''' - -,:::es- ~..on in that zone A from of this model is given below:

"

19

--
 - .~ opportunities model :

. . TI 'T'O:E' ~ s assumed that the trip interchange between as origin and

~ - CLO""=="'e is equal to the total trips enarating from the origin zone

- ~ :" :--e p"obability that each trip will final as acceptable terminal

. . ~ =ssumedthat the probabilitythat a destinationwill be

IiiDE S ::etermined by two zonal characteristics, the size of the

- .-:O'"::r:: =-~eorder in which it is encountered as trips proceed from

- ._~

.. - _ --
":'
;
-
A

e-w-.

- = :-=cability density of destination acceptability at the point of

.J. = -,- ::: destinations between i and j, when are ranged in order of
..
: = -: Of A destinations between i and j (excluding i) when

II'C ,.. :--::er of closeness.

20

--
- ,.:tillg opportunities model:

r ~$ -xe.. the adjusted probability of a trip ending in a zone is the

~ -' -;,'/0independent probabilities, viz.

~ -eo,.,:~~ula suggested by him is of the form:

=
- 0 P2 e
-j.d
1-2

-"-2
~ - : ="'0. of journeys per day between two places 1 and 2.

% :n: =: =:JOpulations,or other measure of size of two places.

.. - = :: :-a-ce between places a 1 and 2
:.. i :: =:::i'istant
-..,. =_ ---e --_

8Ic-: -:-0:s "mation is overall places j.

21
 3. STUDY AREA

':;IIZone o~ Surat city is taken up as the study area for the

-=r. :r : 0 generation and distribution characteristics. A brief

: -e c rf of Surat in general and the Central Zone in detail

~ :e-c...""

~ IORICAL DEVELOPMENT OF THE CITY

::r s..rat s one of the oldest historical trade center of India. The

:J?c:'::~--e,.,t of Surat dates back to - 300 b.c. Surat was

~ :r;_s 0" the king from sauvira on the back of river Tapi.

=---~j"':s period was known as "Lata". In Skanda-Puran it is

~'J_.a::../ "Brahmpur", "Tapipur" etc. The common story

t"e :rq"" c~ the name of suryapur refers to the time in 1500 -

: IIIIre- Surat was already a city of great trade. In the course of

_ - --A:S , '.'~s .,..,domination changed its Hindu name "Suryapur"

,.. -: Surat. The port of Surat enjoyed great prosperity in the

~ :n: ':- century. However with the rise of Bombay port, Surat
---
= .-.

c: Surat gained momentum during the period of Akbar

"'r-e"" the trade activities increase will the arrival of British

:1.rr.; :.-e regime of Aurangzeb the suburbs Dhastipura,

an: 3e-;u'TIpurawere development.

22
 :r ~-s~uction of outer row of the city wall took place during

--- - ...as 0'1 5th march, 1579, British took hold of the charge of

r :-e'" -a"'d. During the British period in the 18thcentury city had

T3::E ~ fties. In later part of the 18th century with transfer of

_ =-== . r., to Bombay the city suffered severe set back.

~ ::e-:d ~e city was connected with rander by construction of

_ =-=-::sstapi in the year 1877. In 1858 the railway route was

h- Surat to Bombay and in the year 1896 between Surat and

- 3: .a e1. The first steamer was touched Surat port in 1845.

-. :;: Surat was established in 1853.

1'"e :':s- "'aependent period Surat experienced the growth in

;c:'.'--es aong with trading activities.

flCPULATION GROWTH OF SURAT CITY AND AREA

CF SURAT CITY.

a::J" of gujarat has mainly been concentrated in six major

::J:X:I...

.!tr-e-::a.Dad, Baroda, Surat, Rajkot, Bhavnagar & Jamnager.

-:r~_ 3:'0'1variationof Surat city over a vide ranged f time has

r -.a: e 3.1 According to the population distribution, the city

-ost: ~c Ahmedabad. According to the first census of India

23
~ 1:D = a~ 1n 1872, the population of the city of Surat was 107855

DECADAL VARIATlON
.
POPULA TlON NUMBERS %AGE

--= 107855 - -

..... 109844 +1989 +1.84

---- 109229 -695 -.56
..., 119306 +10077 +9.23
--- 114868 -4438 1-3.72
I
...... 117434 +2566 +2.32
..... 98936 -18498 -15.75
.... 223182 +51739 +30.18
-.r 288028 +64844 +29.05
..... 471656 +183630 +63.75
111II 667553 +195897 +41.53
..... 776600 +109047 +16.34
.... 1494600 +718000 +92.52

... ... ~)O ,~ation of the population shows the fluctuating trends,
~ -c-s: J due to the natural calamities such as fires & floods. From

""8: 1: - =.;' : e trends of population had experienced ups & down.

- TE -a:...ral calamities, Surat had experienced the decrease in

r =_e to concentration of port activities in Bombay and

24
 =-~...ent reduction in the port activities at Surat. As regards the census

~s ::f 1931 they are not reliable because of the non cooperation

-= ':;'-6"'£ of the people. Decadal increase during 1981-91 had the

-.~~ ra!e off increase. The city experienced the second increased in the

==- a-::- during the decade 1961-71.Which was an account of rapid

- ::.--a zation in the city and also an account of merger of additional aria

- =-. -~e expansion of Surat city in terms of area is indicated in table

-able 3.2)AREA OF SURATCITY: EXPENSIONTREND

'--- I CITYAREA LOCATION
I CITYAREA
[sq. kms.]
.-.. Inner wall area 1.78

Outer wall area 7.36

-
S. M. C. area 24.01
--=-= S. M. C. area 55.56
I
..!:!:.. S. M. C. area 1111.16

-.
- lEHICULAR GROWTH

... ~ ;-="'~~ of population and growth in nos. of vehicles the traffic

-- '~. ':,- "" t.'1e city has increased considerably during last decade.

~ :"" . e etes under the area of r. 1. o. is given in the table [2.2].

=..~ -.; "'~.Jsion of additional areas and the rapid growth in the

sv-_-c-r; ::-J for the purpose of commercial, social and other works.

25
_.
-
 -e r,frasturcture however remains the same thereby causing congestion

- -e city area.

~,-::~er aspect resulting into this congestion is lack of decentralization of

:::---ercial activities from Chowk Bazar, Bhagal, Navsari Bazar and

=r ::...s other shopping complexes in the all city area. As regards, the

~.a= shments of various commercial, public, Governments offices etc.

~ ~"'cerned the concentration is still in ;the walled city area. This has

~ oed into one directional flow of traffic. The city in the morning

~:=-=-~ snces the concentration of in bound traffic from all the radial roads

:c :...~bound traffic in the evening hours.

-;? .s cular traffic consists of fast moving vehicles like cars, scooters,

a:: s a..:to-rickshaws,buses etc. and slow moving traffic consists of units

.c :-.:' es and carts, tangas etc. The heterogeneity of traffic has added to

~ -a;"'itude and complexity of problems because of segregation

~w: ::- ;ast and slow moving traffic. The growth of vehicular traffic in the

=.V : a-ea have been shown in the Table 3.3.

26
 - -..

-iD : 31 Growth of Vehicles Under The Area Of R.T.O. As On 31st March

I I
=: -:-:::...ia!S I '80 I '81 I '82 I '83 '84
I
I '85 '86 I
I
'87
I i I I
I
I
I
.- :,de I 32323 I 37352 I 43638 I 53424 I 65636 I 78445 I 94434 1116925
i ..

--- = =.5-""'2..'1
i 3604 [ 3701 3868 ! 4196 4674 5225 I 6048 I 6983
. 1016 1112 1402 I 1466 1554

--er- ;.'o;:orCar 143 225 1125 1282 1466

'OIIO!:r..-a-- I 6458 6768 7674 8240 8784 9711 11001

:.': - ! 118 115 122 172 196 204 204

i i
- ;:: __--er II 89 ! 93 98 ! 151 280
I i
:-::-c.o :::. <:: 37 38 40 ! 40 37
I !
::;""'== =-=':S . e!"ide 49 49 I
i
49 I 61 71 86 92 104

-.- --:::r"
- -= 34 I 45 48 48 52
- .w__.= I i
--::.. 3825 3937 4200 4517 I 4890 5764 5806
-. 184 204 I 210 219 218 221 229
I
- =--
- -.... , 36 36 I 35 34 I 34 34 34 34
i
958 1152 1383 1719 2141 2524 2898 3266
I !
- I
-- 2784 3052 4006 4160 4406
I 3377 , 3602 I 3828
:...- =-=.
-- -- -.",. 57 57 57 I 58 ! 58 I 58 I 58
-
-- 3925 4290 I 4960 I 4891 5176 5407 5796
_--iiiiiiI
....... 46 49 52 55 58 64 71 72
- I
- 45 64 83 84 91 97 I 102
I
- :a. 82577 I 97597 t112946 1131997 1158447
I 55425 I 61963

21
-
~ LANDUSE PATTERN OF SURAT CITY

... ::r. ~Dlex started developing with the construction of port, goods

811[ :2::-: ~a1<et and custom house as well English factories etc. All

~ p.SX'"'1ents were on the eastern bank of river Tapi. These activity

~~ connected to the railway station. Surat has developed along

~ r -no ~ in the walled city area. The commercial activities were

EC :- ~"'emain road while the rear side was developing mostly for
- .:L a activities.

.. ABle::::-.'" fact is divided into two parts by the inner wall & outer

~.. -6""T
lftftef wa\\ed area, the c\t~ pattern was de\le\oped w\th the
U LAND USE PATTERN OF SURAT CITY

". =-. :o plex started developing with the construction of port, goods

-= ::z: e arket and custom house as well English factories etc. All

'II8!E :e. e ooments were on the eastern bank of river Tapi. These activity

- -=::::: a-e connected to the railway station. Surat has developed along

~ -::- "oad in the walled city area. The commercial activities were

~~ C'" the main road while the rear side was developing mostly for

... ~r:er-:. a activities.

r-w .a -=-= :; ~y,in fact is divided into two parts by the inner wall & outer

- - -"'er walled area, the city pattern was developed with the

~::.- :::..e units at chow\< on the bank of the river, the trade and

~ ~ .:._""etionswere intensified in the Chow\< Bazar and Mulla Chakla,

. c:. a'1dother place. Besidesthis area while Machhlipith(fish

e- c'.a c;th (grain market) Kelapith. shows the development of

;al::-=:: """arkets. All the roads leading to this market area are

'. I!IIX€': "'m commercial streets with window shopping character. The

-.: ...sc=<memon this road shows that the ground floor is used for

-.' e _Q p..Jrposesand the first floor and above floors are used mostly

... ~s and to someextentfor residentialpurposes.

". .alee ~ty is divided into 22 parts, out of which residential in nature.

". .ale:: :: tj area is having all types' of markets viz. Cotton-silk textiles,

29
 : :-:..;.-:~5 Cloths, Medicine, Hotels restaurants, Vegetables markets and
.8IIE..;.-s e~c. On the station road leading towards chowk there are a

~:::: :- :: "'ema houses. The nature of land use pattern is residential-

=.,:--- =-s:"'a. The Table shows the pattern as per 1978 data.

--abJe 3.4.1) LAND - USE PATTERN OF SURAT CITY.

-
. ...: Activity Area in acres % Area

=es dential 2935.12 21.38

.
- :: ........,ercial 264.00 1.92

- -=strjal 754.45 5.49

- =-= c Purpose 442.61 3.22
=
. en and O.S. 55.54 0.40
.;; -
- :=,...-8oorts 67.32 0.49
-
- :a=s 480.89 3.05

-
;;
.:.;;" tural 8734.74 63.60

~ -~ ::a" up of different corridor of Surat city has been shown in

,.. ~ :: existing land use of Surat Municipal Corporation area

~ 1! ~ :-e ertire walled city is concentrated with mixed nature of land.

~ -= -::l...SoE--Od industries, especially the power-looms, jari, diamonds

8Ir -=rs. ~ :;O"'lmercially activities. Northern portion of Katargam is

30
:E"a,=ceed into industrial estate. Similarly, the Southern portion i.e.

.~='::-a. Thus, the corporation area is having industries in its north and

!Ii:L.-:- e<cept in Athwa lines. There is hardly any clear residential area

-::= --:: mixed land use in the city. As regards the open spaces, it has

:I!Er :cssible to get plots reserved as open spaces.

--e -s:. r..rtional and recreational areas in the city area not evenly

:::s:-::,_-ec and those which are available are not properly developed. This

"':CiS ::-:a:ed imbalance land use pattern. Due to uncontrolled development

~ : -. aco<sin open spaces.

-iIDoe 3.4.2) LAND USE ACTIVITIES ALONG MAJOR CORRIDORS

CITY CORRIDORS LAND USE

...d,rma Corridors-Navsari Highway : Industrial

jh'1a - Majura - Magdalla Corridor : Industrial &

Residential

: ...n')as Road : Residential &

Industrial

::;ap"'der- Adajan - Olpad Corridor : Residential

- ~ -'"Oli Corridor : Residential

- ~a"'a - Varachha - Kamrej Corridor : Industrial

: ~oli Corridor : Industrial &

Residential

31
 : ! TRAFFIC AND TRANSPORTATION IN SURAT CITY.

:: ~ VEHICULAAR TRAFFIC

= 2:: :: growth in number of vehicles are observed in last three decades

::_e ~o increase in population, industrial development has already been

- ;- g'lting in table 3.3. It is intrusting to note than the number of vehicles

= :-er1omenal.

---: -arure of the traffic on the city road network is mixed type comprising

:- -a'"'f categories of both fast and slow modes. Bicycles dominate the

: :-. .ehicles whereas two and three wheelers dominate the faster

===~'"'/. The traffic (percentage) composition observed on the main road

:; ~s s-ow below:

Scooters A utorickshaws Cars Trucks/Buses

:5-50 35-60 20-30 5-10 2-5

- .e-'"de characteristics of various modes differ in a significant way

=-=a.red with homogeneous traffic. There by pressing for indigenous

:: -: ::::::erationplans for the city.

" :: -:-=... .xed traffic flow is observed on Surat road network in the range of

:: =:...,;.. to 4000 PCU/h during peak period. The studies conducted in

-:: -=;a;d at S.V.R. collage of Engineering main road, Bhagal-

~~a-= -Station road and Kotsafil road in CBD area, Chowk-Rander

32
-
-:-:-= -Sf":. e market-Kadodara road, Station-Kamrej road in non-CBD area

==~: -a. e :>6aktraffic in the range of 750 to 1000 PCU/h.

- -7 :::eational speeds of various modes are influenced by many factors

: _:- ~ j"e traffic volume and composition, road geometric, pedestrian

-:;- _= O'1S,side parking etc. and vary from mode-to-mode and driver to

:- =~ Because of mixed traffic conditions and lack of overtaking

: :=:~ ~ des during peak period. The speeds of the fast modes have been

:-~: zeo between 15-20 Km/h, irrespective of the type of vehicle. The

: :~=s Of the fast modes have further declined by 25% in case of two-way

- = -: Cow conditions. 50-60% rise in these speed values is indicated in

: _-SA --::sarea because of low traffic volume.

- :-es and work places form the base of origins and destinations of trips.

. a~::...s land uses are the eventual traffic generating and attracting

::---e'"5. The residential sectors of the various T.P. schemas and C.B.D.

~:a ~selfare the traffic generators while the industrial belt of Udhna and

Aa-.a."gam,the main transport terminals like central bus stand and railway

~-a' C"'i. Shopping corridor of Chowk-Tower and recreational centers near

:e - Gate, Chopati and marketing center on Ring Road area the major

=--c magnets of the city. As the office complexes and educational

-s:.~'tes are scattered over the city. They have varied mixed influence on

=~ c generation.

33
Station-Chowk and Udhna Gate Katargam form the two major traffic

corridors in East-West and North-South directions respectively in the CBD

area. Athwa Gate-Chowk-Rampura-Laldarwaja and Station-Udhna 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 limited road space has resulted in

number of traffic problems in the city. The growth of traffic and road space

have not been balanced to result in throttling situation particularly in

C.B.D. area. The problems can be identified as under:

I. Congestion and Delays,

ii. Reduced Operational Speeds,

iii. Parking,

iv. Pedestrian facilities.

34
 - - :0"gestion is the outcome whenever the traffic density

- -; =e J o"d the capacity of the road. Such congestion virtually is

,;~~: :...""9 peak hours and its impact takes considerable time to

.-. : -- -""e other situations of traffic congestion's are by the interruption

. t_ :. ::-:Jssingstreams at the inter-sections. Third kind of congestion

'~ -: -e '"'8rrow roads of bottleneck conditions to create backlog in a

~ :--:--:7""snon. Apart from these, the reduced capacity on account of

4IiF: :.:-. -;; a'1dpedestrians interruptions add to the congestion.

- ::::: ;, e"tually have influence on vehicle operational speeds, air and

"='::;.; :: -::0" and frustration to culminate in abnormal delays and

, - ~: =a.el time. With the narrow road space and bare minimum

~-?" :acilities, most of the roads in CBD area and radial corridors

r:E - :.--a-ar,estan, Varachha Road etc. are highly congested and traffic

~ - -= . ::'"O;Jghtto a stand still often during peak periods. Congestion as

- ~ : s ~ the city at the inter-section and certain road section have

=--;- :::.'.~ the speed of all fast modes to a very low level. Specific

.:I::~ -: s regard can be mentioned as Chowk, Bhagal, Delhi Gate,

'te, 'S: 3aza:" inter section etc. The Nehru-Bridge on river Tapti is another

~= ; ~f ajor bottleneck for the traffic to link CBD and western zones

-- ----- --

35
A 3 km distance between chowk and station takes as much as 20-25

minutes time for a city bus. Because of the space constraints for the roads

in CBD area, Parking itself is a major issue for the vehicle owners.

Similarly, Bus Parking for loading unloading as adding hindrance for the

traffic flow and creates flow blockage. The heavy pedestrian flow in CBD

area, particularly in chowk-station area poses a serious problem for the

pedestrians and the traffic flow. The necessary pedestrian facilities in

terms of winder footpaths do not exit, nor is there any possibility of

providing the same. This results in pedestrians on the carriage way.

3.6 CENTRAL ZONE DETAILS

Surat is the 13thmost populous city in the state of Gujarat in India. It is

ranked second after Ahmedabad and its position in south Gujarat is

naturally number one. The National Highway No.8 running from

Ahmedabad to Mumbai is about 17km to the east of the Surat. It has

under gone concentric development due to the river Tapti. The Surat city

is mostly developed at Central Zone. This zone mainly contains the area

of Chowk, Navasari Bazar, Bhagal and Delhi Gate. The total area of the

Central Zone is about 11 sq. km.

The Central Zone is most congested in traffic and population in Surat

city. This zone includes the commercial as well as residential areas. The

population of this zone is about 431677.

36
~"'e Central Zone of Surat city is mostly for commercial purposes.

-"'erefore, there are various kind of activities like working (Business &

service purposes), education (school), and recreational etc.

37
 4. FIELD STUDIES

Any transportation planning study needs collection of data/information

through field surveys and inventory survey. It is therefore necessary to

brief the various survey methods commonly employed in this regard.

4.1 SURVEY METHOD

The following are some of the survey methods that are usually employed:

i) Home interview surveys.

Ii) Commercial vehicle surveys.

iii) Taxi surveys

iv) Road side interview surveys

v) Post card questionnaire surveys

'vi) Registration number surveys

(vii) Tag surveys

viii) Public transport surveys

(i) Home Interview Surveys.

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

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

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

general characteristics of the house hold influencing trip making.

38
--e 1nformationon travel pattern includes number of trips made, their

=--;',., and destination, purpose of trip, travel mode time of departure from

:~g'" are time of arrival at destination and so on.

-e '1formation on household characteristics includes types of dwelling

'1umbering residents, age, sex, race, vehicle ownership, number of

:- .c"s. family income are so on. Based on these data it is possibleto

":-a:e the amount of travel to household are zone characteristics are

.
::~ sop equations for trip generation rates.

=-:ca...seof the wide variety of data that can be collected by the home.

--9"'. ew technique and the high lost involved, it is necerssary to

~"a.-::ardizethe procedure for such surveys.

S oractical and unnecessary to interview all the residents of the study

~:.a Since travel patterns tend to be uniform in a particular zone, it is

: --:: ent if a sampling procedure is employed. The size of the sample is

- S-G ;' determined on the basis of the population of the study area, and

- e s:andards given in table of the bureau of public roads are often used.

39
 (Table 4.1) B.R.D. standards for sampling size for home

interview survey.
:Jopulation of Study Area Sample Size

...,"'der50000 1 in 5 house holds

5::>000 - 150000 1 in 8 house holds

. 50000 - 300000 1 in 10 house holds

3.:0000 - 500000 1 in 15 house holds

500000 - 1000000 1 in 20 house holds

:.er1000000 1 in 25 house holds

e sample is selected in an unbiased way from the register of electors of

a.uation list.

.:. "'umber of techniques are available for the home interview survey. The

-_interview techniques involves interviewing as many members of the

-::...5e hold on possible are directly recording all the information. In an

-::--e questionnaire technical ,the interviewer collects only details of the

-:: 5e hold characterization, leading forms for household residents to

:;:: Oletein regard to travel information.

- :iOth the above methods, it is necessary to send out a letter to the

se ector households prior to the proper interview, explainiry the nature,

-=ortance and objectives of the survey and eliciting their cooperation. In

:i~ ~on, wide publicity is given to the survey in the local phone, radio &

40

~-- ---
levision. usually the full interview technique is more expansive , and it

ay be possible to collect thee needed information only at thee rate of

..ght interviewers per eight hour in a day per interviewer. The home

uestionnaire technique is more speedy and it may be possible to cover

out 20 house holds per day. While thee face interview technique yields

'ary accurate data, the same can't be said of the home questionnaire

ethod. The information to be collected from the home interview survey

n broadly be classified under two groups:

home hold information

journey data

e home hold information contains information such as address, size of

me hold, age and sex structure of home hold earning much has,

pation, place of work, number of motor/vehicles owner, house hold

e journey data contains information on all journeys made dating the

.....~ouspurposes of trip, mode of travel etc.

e survey forms are generally standardizes for this purpose and the

estions are structured carefully to avoid ambiguity. The usual practice

1:0have the household information in thee front of the form and thee trip

...ation on the back of the form. The form should designer so that the

.a can be easily coded.

41
 SURVEY FORMAT

umber of techniques are available for the home interview survey in this

,e we are adopted the home questionnaire techniques. In this, the

~iewer collects details of the house hold characteristics, living forms

: regard to travel information.

~'1is survey format, the home questionnaire includes family travel

;"acteristics. The interviewer collects details of the family travel

;"acteristics under five parameter. The parameter are as follow:

-1 ) family size

21family activity particular

31family income per month

4 no of vehicles

5 purpose wise trip characteristics

(1) Family Size

..,this question we collect details regarding family size in the form of

~urnber of children and number of adults in the house, then total

ernbers in the house by adding number of children and number of

a:::...ilts.

42
(2) Family Activity Particular

'1 this question we collect information regarding family activity

particular in the form of number of students go to school or college and

umber of members regarding to working and non-working. Non-

Norking member is nothing but total member - working members.

(3) Family Income per month

In this question we collect information regarding family income per

month in the form of different income category. The classification is on

the following basis.

Sr.no. Category Income Range Rs./month

1. Higher > 15,000

2. Higher Medium 10,000 - 15,000

3. Medium 6,000 -10,000

4. Lower Medium 3,000 -6,000

5. Lower < 3,000

(4) No. of vehicles

In this question we collect data regarding no. of vehicles in the form of

different vehicle mode say 2wh, 3wh, 4wh and bicycle.

43
 15) Purpose wise Trip Characteristics

... this question we collect information regarding purpose of trip,

destination of trip, types of mode of transport, travel time taken by trip

., minute, travel length or trip length in km with respect to work,

education, recreation, social. In the case of destination of trip, this

survey is carried out in the central zone of Surat city. Surat city is

divided in to 6 zone, we already give no. to zone in clock wise direction

for example central zone-1, north zone-2, east zone-3, south zone-4,

south west-5, west zone-6. In destination we note zone no. instead of

zone name, finally we gate total trip for different purpose in each zone.

"T""eTypical Survey format is shown as follows:

44
 CIVIL ENGINEERING DEPARTMENT
S.V.R. COLLEGE OF ENGG. & TECH., SURAT
TRANSPORTATION ENGINEERING STUDY
)P DISTRIBUTION CHARACTERISTICS OF CENTRAL ZONE
(SURAT)
RVISOR DAY :
NO. DATE:
.....ON TIME:
TRAVEL CHARECTERISTICS

AMILY SIZE
DREN ADUL TS TOTAL

AMIL Y ACTIVITY PARTICULARS

VO. OF STUDENTS NO. OF MEMBERS
HOOL COLLEGE WORKING NON-WORKING

AMIL Y INCOME PER MONTH

ER I HIGHER-MEDIUM MEDIUM LOWER-MEDIUM LOWER

,
I

t-..JUMBEROF VEHICALES

[Bicycle 2wh 3wh 4wh

PURPOSE WISE TRIP CHARACTERISTICS.

RPOSE WORK EDUCA TION RECREA TION SOCIAL TOTAL
!,vA TION
I I I

i=
fEL TIME

LENGTH

45
L'3 ACTUAL SURVEY

W=-er t.'1ecompletion of survey format, the actual survey is carried out in

!:e ::...Fferent
location of central zone of Surat city in such way it covers

r-c e area of central zone of Surat city.

-e nterviewer goes to house of house hold in central zone of Surat city,

.e- 4rst he introduces him and then he gives some idea about his work

rc after this he gives brief about survey format. Now, he ask one by one

Les~jOnin order with great respect and whatever answer is replied by

C~ hold he notes very systematically in his survey format. After this,

e ""'oves on next house and this way the interviewer is carried out his

i€ a.so notes his name, roll no., location of central zone, time, date and

c:. on which the survey is carried out. Finally, we get good amount of

c:-aprints which severs us purpose of surveyor field study. In this survey

C J8.ly we have collected about 400 data points at the end of survey

r.;~. The sample size is very small compare with the survey norms.

c.'.ever, to high expenses, large man power and too much time involved

. =0 lecting the work is restricted. It is expected that the small sample

"2, give required trend.

46
~~ the collecting all the data prints from the interviewer, it is shorting on

basis of family size and after this shorting on the basis of family

'TIe per month which explain in detail in the chapter of the data

.Jsis.

41
 5. DATAANALYSIS

rip Generation

er the completion of survey work data analysis is carried out. The

tegory analysis approach also called cross classification method is

mployed for analysis. In this work, the data is first shorted on the basis of

amily size and then after family income group per month.

e analysis tables indicated the categories of family and income group

re prepared considering each data point and putting it in appropriate

tegory generation and distribution analysis is carried as follows:

,able 5.1 shows the, W + E trip and total trip generated from central zone

o different zone with regard to different family income group. This table

Iso gives total no. of trip and total of W+E trip for particular income group

f particular family size. Finally from this table we collect average trip of W

E and total of particular income group of particular family size.

48
 Family Size (No. of Person::; 3)
ZONE
TOTAL
1 2 3 4 5 6

".r+E W+E W+E W+E W+E W+E W+E T

T1 T2 T3 T4 Ts T6
- 10 - - - - - - 24 30 12 12 36 52
- 26 - .- - - - - - - - - - 26
- - - - - - 12 14 - 2 - - 12 16
"'2 26 - - - - - - - 10 - - 12 36
- 6 - - - - - - 36 42 - - 36 48
24 24 - - - - - 2 10 10 - - 34 36
38 38' - 2 - - - - - - - - 38 40
"'0 10 - - - - 12 14 - 2 - - 22 26
- - - - - 4 12 12 - - - - 12 16
- - - 2 24 24 10 10 - - - - 34 36
84 140 - 4 24 28 46 52 70 96 12 12 236 332
8.4 14 - 0.4 2.4 2.8 4.6 5.2 7 9.6 1.2 1.2 23.6 33.2
24 48 - - - - - - 12 12 - - 36 60
- 8 - - 12 12 - - 12 14 - - 24 34
24 40 - - - - - - - - - - 24 40
- 20 - - - - - - 24 24 - - 24 44
22 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 12 - - - - - - - 2 - - 12 14
- - - - 12 12 - 6 - - - - 12 18
12 18 - - - - - - - 4 - - 12 22
- - - - - - 10 10 - 10 12 12 22 32
10 10 - - 10 16 - - - 6 - - 20 32
- - - - - - - 6 12 12 - - 12 18
36 52 - - - - - - - 6 - - 36 58

49
 10 14 - - 10 10 - - - 4 - - 20 26
- - - - - 4 12 12 - 2 - - 12 18
- - 24 24 - - - - - 2 - 4 24 30
- 26 - - - - - - - - - - - 26

182 306 64 66 56 66 36 52 94 138 12 16 444 644

:! 8.67 14.57 3.04 3.14 2.67 3.14 1.71 2.47 4.47 6.57 0.57 0.76 21.14 30.67
. - 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
96 266 36 42 34 66 48 54 68 162 48 56 330 646
e 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

12 16 - - - - - - - - - - 12 16
.., - 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 16

50
 24 24 - - - - - - - 2 - - 24 26
- - - - - - - - 12 24 - - 12 24
I - 8 - - - - - 6 - - - 20 14 34
- 8 - - - - - - - - 14 12 12 20
- - -
I

I 10 16 - - - - - 12 - 10 16
12 12 - - - - - - - - - - 12 12
118 204 48 60 - - 34 40 58 102 26 38 284 444
je 7.86 13.6 3.2 4.0 - - 2.26 2.66 3.87 6.8 1.73 2.53 18.93 29.6
24 26 - - - - - - 36 38 - - 60 64
12 16 - - - . - - - 10 40 - - 22 56
24 26 - - - - - - - - - - 24 26
- 8 - - - - 12 12 - 8 - 8 12 36
60 76 - - - - 12 12 46 86 - 8 118 182
15 19 - - - - 3 3 11.5 21.5 - 2 29.5 45.5

prking T1 = Total Trip in Zone-1

cation T = T1 + T2 + T3 + T4 + Ts + Ts

51

-
 Family size (No. of person = 4)

ZONE
e TOTAL
1 2 3 4 5 6
p

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

T1 T2 T3 T4 Ts T6
r - 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 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
196 368 32 56 68 126 118 118 72 124 96 126 590 960
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
- - - - 20 40 12 24 - - - - 32 62
24 30 - - 12 12 - - - - - 4 36 46
- - 12 14 - - - 12 - - - - 12 28
- 16 - - - - 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 46 - - - - - - - - - - 36 48
- 20 12 12 - - 12 16 - - - - 34 48
20 20 - - 10 14 - 4 - - - - 30 38
I
I
I
52 I
- - - - - 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 62 - - - - - - 12 12 - - 36 74
- 14 - - - - - - 36 36 - 12 36 62
- 1
24 36 - - - - - 24 24 - 16 48 76
- - - - - - - - 16 t
4 26 36 36 56
i
12 24 36 36 - - - - - 8 - - 48 68 t
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 54 - - 12 12 - - - - 36 66
- - - 6 - - 24 24 - - - 10 24 40
- - - - 12 12 - 4 - 20 - 20 12 36
24 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 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
2 - - - - 14 14 12 24 12 12 38 52
22 14 14 - - - - - - - 8 34 44
- 34 34 - 4 - 20 - - - - 34 58
32 14 14 - 10 - - - - - - 34 56
32 14 14 - - - - - - - 10 34 56
846 286 372 130 236 202 310 428 598 90 144 1558 2684
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
- - - 24 24 - - - - - - 24 32
4 - - - - - - 32 40 - - 32 44
24 - - - - - - 24 24 - - 36 48
4 - - - - - - 24 28 - - 24 32
32 12 12 - - - - - 20 - 20 36 64
10 - - 12 12 20 20 - - 12 - 32 44
32 - 10 - - - - 24 24 - - 36 66
14 - - - - - - 24 24 - 8 24 46
10 10 22 14 14 - - - - - - 24 46
36 24 24 - - - - - - - 4 48 64
60 - - - - - - - - - - 48 60
- - - - - 28 28 - 10 - 14 38 52
- 10 10 - 12 12 24 - - 10 - 22 46
34 - - 10 10 - - - - - 12 30 56
48 - - - - - - - 12 - - 36 60
34 - - - - - - 10 14 - - 34 48
78 - - - - - - - - - - 48 78
36 - - - - - - 24 36 - - 48 72
24 14 14 - - - - - 14 - 14 38 76
36 - - 24 24 - - - - - 18 48 78
26 - - - - - - 24 40 - - 38 66
14 - - - - - - - 14 - 24 38 52
- - - 12 12 - - 10 24 24 12 22 48
20 - - - - - - 48 48 - 8 48 76
48 - - - - - - - 16 - - 36 64
12 - - - - - - 12 36 - - 24 48

54
2 16 - - 14 14 - - 10 12 - - 36 42
- 4 - - 24 24 - - - 6 - - 24 34
0 10 - 10 - - 12 12 - 14 - - 22 46
14 12 12 - - - 8 24 24 - - 36 58
2 32 - - - - - - 24 24 - 8 36 64
32 - - - - - - - 16 - - 24 48
22 - - - - - - 24 24 - 12 36 58
- 10 - - - - - 10 - - 12 32
40
112 24 24 - - - - - - - - 48 64
34 24 24 - - 12 12 - - - - 36 70
I 28 60 60 - - - - - - - - 60 88
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 - 24 - - - - - - 40 64
24 - - - 10 20 20 - - - - 30 54
12 - 12 - - - - 10 10 10 10 20 44
- - 24 - - 28 28 - - - - 28 52
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
1042 230 348 202 250 142 204 426 642 84 216 1606 2700
9 21.26 4.69 7.10 4.12 5.10 2.89 4.16 8.69 13.10 1.71 4.40 32.77 55.10

24 - - - 4 - - 38 38 - - 38 66
46 - 6 - - - - - - - - 36 52
14 - - - - - - 36 46 - - 36 60
36 - - - - - - 24 32 - - 36 58
38 - - - - - - - 4 - - 36 42
8 - - 12 12 - - 12 12 12 12 36 44
16 12 22 - 16 - - 12 12 - - 24 50
50 12 12 - - - - - - - - 48 62
48 12 12 - - - - - - - - 36 60

55
 -

Family Size (No. of Person = 5)

ZONE
TOTAL
1 2 3 4 5 6

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

T1 T2 T3 T4 Ts Ts
- 2 36 36 - - - - - 4 - - 36 42
12 32 - 10 - - 12 12 - - 12 12 36 66
12 20 - - 12 12 - - 24 32 - 8 48 72
- - - - - 2 48 48 - 2 - - 48 52
22 22 - - - 2 - - - 2 - - 22 26
28 28 30 32 - - - - - - - - 58 60
74 104 66 88 12 16 60 60 24 40 12 20 248 318
12.33 17.33 11 14.66 2 2.66 10 10 4 6.67 2 3.33 41.33 53
24 36 - - - - - - 24 40 - - 48 .76
- 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 20 - - - - 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 10 - - - - 20 40
10 10 - - 10 10 12 14 - - - - 32 34
- - 24 24 12 14 - - - - - - 36 38
- - - - 10 14 20 20 - - - - 30 34
- - - 4 12 12 20 - - - - - 32 36
46 52 - - - - - - - 12 - - 46 64
436 522 58 68 140 164 168 172 218 308 22 32 1042 1266
16.77 20.07 2.23 2.61 5.38 6.30 6.46 6.61 6.38 11.84 0.85 1.23 40.07 48.70
24 26 - - 10 10 - - - 2 - - 36 38
- 24 - - 12 12 - - 24 24 - - 36 60
36 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 12 - - - - - - 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 30 - - - - - - - 10 - - 12 40
12 20 - - - - - - 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

R
- 4 - - - 2 24 24 20 20 - - 44 50
"'0 10 12 12 - - - 10 - 2 - - 22 34
.
"'2 36 - 10 - - 36 36 - - - - 48 82
- 24 - - - - - - 6 48 - - 60 84
24 40 - - - - - - 24 24 - 8 48 72
- - - - 24 26 - - - - - - 36 42
24 24 12 12 - 2 - - - - - - 36 48
24 24 12 12 - - - - - - - - 36 36
- 4 - - 24 24 - - - 4 - - 24 32
48 48 - - - - - - - 48 - - 48 96
- - - - - - - - 10 20 - - 10 20
74 806 122 142 208 216 182 222 370 457 40 60 1395 1916
p 51 21.78 3.29 3.83 5.62 5.83 4.91 6.0 10.0 12.35 1.08 1.62 37.70 51.78
- 8 24 24 - - - - - - - - 24 32
4
- 38 24 24 - - - - - - - - 48 50
"4 38 - - - - - - - - - - 24 38
2 32 - - - - - - - - - - 12 32
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
2 I 16 24 24 - - - - - - - - 36 40
2 14 - - - - - - 20 26 - - 32 40
- - - - - - -
J 2
2
14
36
-
-
36
14
-
-
-
2
-
-
-
-
-
-
18
18
18
18
18
30
18
60
36
50
48
40
79
72
16 I 42 12 12 - 36 - - - - - - 48 70
4 I 24 12 12 - 2 - - - - - - 36 38
S4 I 332 154 178 24 64 24 24 100 120 48 78 554 735
41 19.52 9.05 10.47 1.41 3.76 1.41 1.41 5.88 7.05 2.82 4.58 32.58 45.93
- - - - - - - - - - - - -
I
- - - - - - - - - - - - -
- - - - - - - - - - - - -

59
 FamilySize (No.of Person= 6)
ZONE
TOTAL
1 2 3 4 5 6

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

T1 T2 T3 T4 Ts Ts
- - - - - - - - - - - - - -
- - - - - - - - - - - - - -
- - - - - - - - - - - - - -
36 38 - - - - 12 12 - 2 - - 48 52
- 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
122 148 42 50 86 102 84 84 132 168 - 8 466 560
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
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
"'2 12 - - 24 26 - - - 2 - - 36 40
"'2 14 - - 12 - 12 12 - 6 - - 36 44
- - 12 12 - - 24 24 - - - 12 36 48
20 20 - - - - 12 12 - 6 - - 32 38
366 472 96 120 120 140 86 98 150 204 12 52 830 1086
"'.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
- - 36 36 - - 24 24 - - - - 60 60
- - - - - - - - 36 36 - - 36 36
I
- - - - - - - - 40 40 24 24 64 64
- I - - - - - -
I 16 12 12 30 42 42 70
28 I 28 - - - - - - - 4 20 20 48 52
- 12 - - - - 24 36 12 12 60 96
- - - 12 22 22 - - - - 22 34
2 I 3_6
52 II 80 48 60 - 12 46 46 130 158 56 56 332 412
42 111.42 6.85 8.57 - 1.71 6.57 6.57 18.57 22.57 8.0 8.0 47.42 58.85

- 24 12 12 - - - - - - 36 36 48 72
- 24 12 12 - - - - - - 36 36 48 72
- 12 12 - - - - - - 36 36 48 72
I 24

61

-
 Family Size (No. of Person ~ 7)
ZONE
:
TOTAL
1 2 3 4 5 6 ...

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

T1 T2 T T4 Ts E T6

36 60 - - - - - - 12 12 12 26 60 98
24 36 - - - - - - - 28 - - 24 64
- 40 12 24 - - 24 24 - - - - 36 88
- - 48 48 - - - 2 12 20 - - 60 70
28 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
362 628 176 232 30 48 172 190 220 432 166 258 1125 1778
9.76 1S.17
21.29 36.94 10.35 13.64 1.76 2.82 10.11 11.17 12.94 25.41 66.23 104.58
- - - - 12 12 - - 40 40 - - 52 52
- - - - 12 16 - - 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 38 - - - - - - - 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
""2 616 60 60 40 58 116 146 220 402 38 74 946 1356
2484 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

- - - - - - 36 56 36 36 - - 72 92
- - - - 24 24 24 24 - - - - 48 38
- - - - - 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
8 78 - - - - - - - - - - 48 78
1'"
"" 10 - - 10 18 - - 12 12 - - 32 40
- - - - 12 12 - - 20 32 10 10 42 54
"2 12 - - 36 36 - - - - - - 48 48
24 58 - 8 - - 18 18 - 24 - - 42 108
52 - - - - - - - 4 - - 48 56
....... 20
L.., 12 12 12 - - -
12 2 10 10 54 56
......
L 12 - 10 - - 48 48 - - - - 60 70
"6 16 36 36 - - - - - 8 - - 52 60
....,
L. 58 - - - - 26 26 - - -
18 38 102

63
 - - - 24 24 - - 30 48 - - 54 72
- - - - 10 56 56 - - 56 66

p 6 I ;2 96 172 194 188 220 234 322 46 50 914 1198

5.04 3.42 4.5 8.1 9.2 8.9 10. 11.1 15.3 2.1 2.3 43.5 57.04
7 9 3 5 47 4 3 9 8 2

- - - - - 12 12 12 12 - - 24 24
- - - 28 28 24 24 - - - - 52 52
12 48 48 - - - - - - - - 48 60
4S - - 16 16 24 24 - - - 14 60 100
O - - - - 24 24 12 12 - - 46 46
- - - 40 40 24 24 - - - - 64 64
- - 8 24 24 40 40 - - - - 64 72
50 - - - - - - 12 12 12 12 60 74
24 - - 48 48 - - 10 30 - 10 82 122
.. - - - - 20 20 24 24 - - 44 44
"42 48 56 156 156 168 168 70 90 12 36 544 648
14.2 4.8 5.6 15.6 15.6 16.8 16.8 7.0 9.0 1.2 3.6 54.4 64.8

24 - - - - 24 24 20 60 - - 64 108
24 - - - - 24 24 20 60 - - 64 108
24 - - - - 24 24 20 60 - - 64 108

64
 (Table 5.2) Trip Generation (Avg. weighed trip)

-at=:..; = 2 shows no. of samples for particular income group of particular

. s.ze and average of trip generated by different income group of

-:r- 'y size. From this we get weighted average trip for each family

Family Size

',"0. of '3 No. of 4 No. of 5 No. of 6

No. of I ' 7
sample sample sample sample sample

O 33.2 15 64 6 53 - - 17 104.58
"'''1
. 30.67 51 52.62 26 48.70 10 56.0 19 71.36

7 38.00 49 55.10 37 51.78 21 51.71 21 57.04

5 29.60 13 53.69 16 45.93 7 58.85 10 64.8

... 45.5 1 62.00 1 30 1 72.00 1 108

5'" 33.55 129 55.07 86 49.59 39 I 54.61 168 174.81

~ ::ec:ed that no. of person in family increases the trip of general for is

S "'1inimum for family size ~ 3 & maximum for family size ~ 7 are

=-=-=-;e value observes are in range of 33.55 for family size ~ 3 to

65
 (Table 5.3) Trip Generation (% Families & total trips)

- 3: e 5.3 shows family size, % of families, total no. of family in central

=--= ror particular family size average weightage of trips, family size &

TE . :otal trips for different family size.

% of Families I No. of Family I Average weighted Total Trips

of trips / family
-
17.22 14867 33.55 498787.85

33.16 28629 55.07 1576599.03

I

122.10 19080 49.59 946177.20

I
I

- i 10.03 8659 54.61 472867.99

15091 74.81 1128957.71

117.48
+----
1100 I 86326 I- I 4623389.78
I

=- j' ~nt :

,'I~ -2. e expected that total trips are generated by family size "C.7is more

i - ~..Jmfor familysize s;3

66
...
..
-
..
 ~ 3 Family Size Distribution Zones

""""able 5.4 shows distributing trip from central zone to different zone and

a so shows % of trip with respect to total trip of W + E & total trip of all

::ones for particular income group of particular size for each zone.

Family size (no. of persons:::; 3)

"come Trip 1 2 3 4 5 6 Total

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

- 7gher
306 47.51 66 10.24 66 10.24 52 8.07 138 21.42 16 2.50 644
T
.'edium
W+E 96 29.09 36 10.90 34 10. 48 14.54 68 20.00 48 14.54 330
" 'edium

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

-CHer
204 45.95 00 13.51 - 0 40 9.00 102 22.97 38 8.55 444
T
" 'edium

00 50.84 - 0 - 0 12 10.16 46 38.98 - 0 118

-CNer W+E

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

T

:omment:

Trip distribution is more central zone to central zone for all income

group.

Trip distribution is minimum for central zone to west zone. 6 for all

income group.

67
I
I
..I
.t goes on increasing as family size increases up to certain limit for

both above zone.

t is very obvious that central zone being commercial centre of the

c;ty attracts more trips than any other zone. This true for trip

generated for central zone.

r,e west zone having more residential land and attracts less no. of

trips and that true for social nature of west zone.

68
 Family Size (no. of persons = 4)

Income 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 40.00 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

W+E 524 32.58 230 14.30 202 12.56 142 8.83 426 26.49 84 5.22 1600
Medium
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
48 77.49 - - - 14 22.58 - 62
T

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 00 24.19 24 9.67 12 4.83 248

Nigher
104 31.7 88 26.83 16 4.88 00 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 3J8 24.33 32 2.53 1266
Medium

Wedium W+E 574 38.37 122 8.16 208 13.9 182 12.16 370 24.73 40 2.67 1496

T 806 42.42 142 7.47 216 12.37 220 11.58 456 24.00 00 3.16 1900

Lower W+E 194 35.66 154 28. 24 4.14 24 4.41 100 18.38 48 8.82 544

332 41.70 178 22.36 64 8.04 24 3.01 120 15.07 78 9.79 796
Medium T

Lower W+E - - - - - - -

- - - - - - -
IT 1 1 1 1 1 1

70
 Family Size (no.of persons = 6)

come Trip 1 2 3 4 5 6 Total

3roup

W+E - - - - - - - - - - - - -
....gher
T - - - - - - - - - - - - -

W+E 122 26.18 42 9.0 86 18.45 84 18.0 132 28.32 - 0 466

-;gher
T 148 26.42 50 8.92 102 18.21 84 15.0 168 30 8 1.4 560
" edium
W+E 366 44.1 96 11.56 120 14.45 86 10.36 150 18.07 12 1.44 830
'. edium
T 472 43.46 120 11.0 140 12.90 98 9.0 204 18.78 52 4.79 1086

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

...ower

T 80 19.41 00 14.56 12 3.0 46 11.16 158 38.34 56 13.00 412

.,tedium

W+E - 0 12 25 - 0 - 0 - 0 36 75 48
...ower
24 33.33 12 16.67 - - - 36 50 72
T

71
 .

Family Size (no. of persons 7)

me Trip 1 2 3 4 5 6 Total

:jrJ

er W+E 362 32.15 176 15.63 3:> 2.66 172 15.27 220 19.54 166 14.74 1126

628 35.12 232 12.97 48 2.68 190 10.62 432 24.16 258 14.43 1788
T

roer W+E 472 49.89 ED 6.34 40 4.22 116 12.26 220 23.25 38 4.01 946

T 616 45.42 ED 4.42 58 4.27 146 10.76 402 29.64 74 5.45 1356
'ium

ium W+E 202 22.10 72 7.88 172 18.82 188 20.57 234 25.ED 46 5.03 914

T 316 26.38 96 8.01 194 16.20 220 18.36 322 26.88 50 4.17 1198

sr W+E 90 16.54 48 8.82 156 28.68 168 3:>.88 70 12.87 12 2.20 544

T 142 21.92 56 8.64 156 24.07 168 25.93 90 13.88 36 5.55 648
r::ium

'ier W+E 20 28.57 24 34.29 26 37.14 70

T 24 22.22 24 22.22 ED 55.55 108

72.
(Table 5.5) PI chart

~or individual family size table 5 shows that distribution of W + E & total

trip from central zone to different zone including central zone to central

zone also. It covers different income group of different zone. It shows total

W + E trip distribution of particular income group for particular zone for

'"'dividual family size and also shows that total W + E trip for individual

zone & finally shows that % of trip distribution for particular zone with

"egard to total W + E trip distribution for all zone.

Comment:

n,at % of trip distribution is for income in central zone & minimum in case

o~central zone to west zone (6) as for reason discussed earlier.

73
 Total Trip Distribution
FamilySize : 3
- '77e
.:p 1-1 1-2 1-3 1-4 1-5 1-6 Total
.
- ;-er 140 4 28 52 96 12

-',' 306 66 66 52 138 16

,':um 266 42 66 54 162 56

204 60 - 40 102 38

...er 76 - - 12 8 8
- 2170
;-a 992 172 160 210 506 130
-- 45.71 7.92 7.37 9.67 23.31 6.00

Total Trip Distribution

(Family size 3)
6.0% Destination

23.31%
45.71%

9.67%

7.92%

74

--
 Destination

~
\82
103
\04
..5
9.77%
Icsl
' '

'r'" Total TripDistribution

(Family Size =4) Destination
7.75%

38.2%

9.33% 11.88%
.

W + E & Total Trip Distribution

Family Size: 5 (No. of Person)
me 1-1 1-2 1-3 1-4 1-5 1-6

:;roup 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

'""'\4 436 522 58 68 140 164 168 172 218 308 22 32

;
" 574 806 122 142 208 216 182 222 370 457 40 60
M 194 332 154 178 24 64 24 24 100 120 48 78

....M
"Potal 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%
fi1l
182(
ID3
D4
13.03% I
.5
11161
12.01%

Total Trip Distribution Family Size = 5

4:42'<fb
 W + E & Total Trip Distribution
Family Size: 5 (No. of Person)
e 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

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%

182
11111
103
104
13.03% 1.5
11161

Total Trip Distribution Family Size = 5

Destination
4.42%
rB1l
I I
82
41.1% 03

11.13% I~:I
~
11.08%

77
 W + E & Total Trip Distribution
Family Size: 6 (No. of Person)
e 1~ 1~ 1~ 1-5 1-6
','-E W+E T W+E T W+E T W+E T W+E T

--
."'" "148 42 50 86 102 84 84 132 168 - 8
366 472 96 120 120 140 86 98 150 204 12 52
""
80 48 60 - 12 46 46 130 158 56 56
...,
.
""- - - - - - -
12 12 36 36 48
564 712 198 230 206 254 216 228 412 566 104 164
33 "I 33.05 11.64 10.67 12.11 11.80 12.70 10.58 24.23 26.27 6.11 7.61
Total Trip = 2154
Total W+E Trip = 1700

W + E & Total Trip Distribution

Family Size = 6 Destination
6.11%
24.23

12.11

Total Trip Distribution

Destination
12.70%Family Size = 6
111
.2
26.27
03
04
.5
116
11.80

78
 W + E & Total Trip Distribution
Family Size: T(No. of Person)
,-,:- 1-1 1-2 1-3 1-4 1-5 1-6
rV+E T W+E T W+E T W+E T W+E T W+E T
362 628 176 232 30 48 172 190 220 432 166 258
472 616 60 60 40 58 116 146 220 402 38 74
202 316 72 96 172 194 188 220 234 322 46 50
90 142 48 56. 156 156 168 168 70 90 12 36
20 244 - - - - 24 24 20 60
"'146 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
04
.5
1i6
11.07%

Total Trip Distribution

Family Size = 6
Destination
8.20% , ,
111
.2
25.61% 33.85%
03
(34
.5
116
8.94%

79

-
 -
.~'~

(Table 6) PI chart

ab\e 6 shows different income group in different zones. It was total

c stribution of including all family size W+E trip & total trip including W+E &
recreation and social trip for particular income group of all type of family

categories for different zone including central zone to central zone also.

~-"'aJlyalso gives the total trip for each family income group including all

zones and % of trip distribution with respect to total trip of all type of

"come group.

Comment:

For part 1 data shows that the more contact in trip distribution compare to

other income group. It is maximum for medium income group and the

o"deny descrese from high medium. It shows, lower medium & lower.

80
(Part II) PI chart

~. s table also shows total trip of W+E & total trip for individual income

~~ of all type of familyfor particular zone.

: a so gives total trip for particular zone including all the family sizes &

~ccrne groups & finally % of trip distribution with respect to total trip for all

zcr-e ffor particular zone including all family sizes & income groups.

Comment:

:rip distribution is more for central zone to central zone & minimum for
::::e"tfalzone to west zone.

81
 6. CONCLUSION

The study of trip generation and trip distribution characteristics' with ,I

reference to the central zone of Surat city has provided following

important observation.

As the family size increases from ~ 3 to ~ 7 total no. of trips generated

increases from 34 to 75 trips per family per week. Similarly the no. of trips

increases as the income goes up from lower middle category to high

income category. However significant trip generation is observed for very I

low income group. This perhaps due to more no. of working members

-..:~:..::::=-:;..-~ ,;,...::-=-= :-:.:-'":: : ~=:_.=:-:-.:::: : :.:.::=-::::::":':-~-::.:: ___ u

- -- ~ -- "'-'..- ~,...~ ~
-.. ..-------

------

..

~ - - ~ --=-""":
- - - - - - - -- --- ~
group.

On the basis of sample survey and category analysis, It is estimated that

central zone of Surat city with 86326 no. of families generate 4623389.78

no. of trips per week. Le. 660484.25 trips per day. This works out to 1.53

no. of trips per person per day. It is to be noted that these are vehicular

trips only. Le. walking trips are excluded.

83
Higher middle and middle income group has exhibited trip distribution in

favour of intra zonal trips compared with the other categories. It is very

obvious that very high income group have shifted their resident to suburbs

and low income group families can not effort resident in the central zone

which dominated by commercial zone activities and hence, high land and

building prize.

The inter zonal trip distribution analysis shows that nearly 34% of trips

generated from central zone terminate in central zone only. This is

because of central zone in cooperates CBD of the city.

. Distribution for rest of the zone is 11.92%, 10.62%, 14.06%,

23.21% and 6.09% for inter zonal trips between 1 - 2, 1 - 3, 1 - 4,

1 - 5 and 1 - 6 respectively.

. South west zone (no. 5) of the city has education and government

offices located within. This accounts for 23.21% trips distributed.

. Zone no. 6 which render.

. Adajan area is located on the other side of the river Tapti and is

mainly residential hence, very low (6.09%) trip distribution is

observed between zone 1 to zone 6.

. Trip generation and trip distribution study can be extended for

formulation of trip distribution model with information on trip

84
 generation for all the zone, travel time or travel cost, and parameter

to reflect on zonal attractiveness.

e Trip distribution analysis helps in identify the main corridors of

movements. This forms basis for any major urban transportation

planning project such as public transport facility and also in

deciding priority for transportation improvement scheme.

85
 REFERENCES
'" j
Downes J. D. "Household and person Trip Generation
John Esen. S. & models", TRPL SR 401. Transport and Road

Mowell D. Research Laboratory, U.K,1978.

I

.....
L.. Kadiyali L.R. "Traffic Engineering Transport Planning" I

Khaanna Pub., New Delhi. 1987. I

,
3. Maunder D.A.C. "Household and travel characteristics on "I
II
two middle income residential colonies of
I
Delhi", TRPL SR 755, Transport and Road I

Research Laboratory, U.K.1982. 1

.
'"' Maunder D.A.C. "Household characteristics in their
I

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, .I

I
I
IRRIL,U.K., 1984. I
. I
,...
o. Maunder D.A.C. "Trip rates and travel pattern in Delhi", I
India, TRPL, RRI, U.K. 1984. ,

Narayan P. "Model split and Transportation Planning in I

India", Indian Highways, Indian Road I

.
I
I

Congress, New Delhi vo1.3, No.2, Feb 1975.

..

86
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I
\