CMP RMC

DPR No.
: RMC/JnNURM-CMP-03/08-10
Detail Project Report (DPR) for
Construction and Improvement of

T.P. Schemes Road Network for Rajkot City -
Rajkot (Gujarat )
Project Cost Period
Rs.21254 Lakhs 2008-09 to 2009-10
Date of Preparation Date of Submission
/ /2008 / /2008
Rajkot Municipal Corporation

Dr. Ambedkar Bhawan
Dhebarbhai Road, Rajkot – 300 001
( Gujarat – India)
Ph: 0281-2224133, 2239973; Fax:+91-281-2224258
E-mail: mc_rmc@yahoo.co.in; url: www.rmc.gov.in
DPR No.: RMC/JnNURM-CMP-03/08-10
Name of Project
Construction and Improvement of

T.P. Schemes Road Network for Rajkot City -
Rajkot (Gujarat )
Contents
Contents
1 INTRODUCTION ………………………………. 1
1.1 General
1.2 Need of CMP
1.3 Objective
1.4 Scope & Limitation
1.5 Methodology
1.6 Data Base
1.7 Rajkot City Development Plan & Rajkot CMP
2 CHARACTERISTICS OF STUDY AREA ……………………………. 7

2.1 Historical Background
2.2 Location, Climate Physical Setting & Regional Linkage
2.3 Demographic & Socio economic Profile
2.4 Urban Land Use Structure & Master Plan
3 EXISTING TRANSPORTATION OF THE CITY ……………………………….16

3.1 General
3.2 Vehicular Growth and Composition
3.3 Accidents
3.4 Road Network Characteristics
3.5 Major Transportation Nodes
3.6 Pedestrian and NMV Facilities
3.7 Traffic Characteristics
3.8 Traffic Management
3.9 Intermediate Public Transit System
3.10 Issues and Prospects
4 TRAVEL CHARACTERISTICS …………………………………… 28

4.1 Surveys and Studies
4.2 Objective and Survey Methodology
4.4 Traffic Movement Pattern
4.5 Speed and Delay Characteristics
4.6 Parking Characteristics
4.7 Turning Movement
4.8 Pedestrian Flow Characteristics
4.9 Public Transport and Para Transit Characteristics
4.10 Terminal Characteristics
4.11 Socio-Economic and Travel Characteristics
4.12 Opinion and Public Transport
5 COMPREHENSIVE MOBILITY PLAN …………… ………………………….73

5.1 General
5.2 Urban Transport Planning System
5.3 Land Use Transport Model
5.4 Results
5.5 Integraton of Master Transport Plan into the Master Plan of City
5.6 Urban Development Strategies
5.7 Population Distribution Strategies
5.8 Employment Distribution Strategies
Detail Project Report-1 for JnNURM-BSUP Housing Schemes i

Contents
5.9 Transport Structure Strategies
5.10 Testing of Alternative Strategies
5.11 Evaluation of Alternative Strategies
5.12 Travel Demand Analysis
5.13 Comprehensive Mobility Plan
5.14
5.15 Project Details
5.16 Criteria for Beneficiaries’s selection
5.17 Cost frame work for the dwelling units
5.18 Cost frame work for infrastructure Development
5.19 Security Tenure
6 SUMMNG UP …………………………………… 107

6.1 Conclusion
6.2 CDP & CIP
Detail Project Report-1 for JnNURM-BSUP Housing Schemes ii

Contents
Abbreviations
ALV Annual Legitable Value
APL Above Poverty Line
APMC Agricultural Produce Market Committee
ARV Annual Ratable Value
BOD Bio-Oxygen Demand
BPL Below Poverty Line
BPMC Bombay Provincial Municipal Corporations
BSUP Basic Services to Urban Poor
CA City Administration
CBO Community Base Organisation
CCP City Corporate Plan
CDP City Development Plan
CDS City Development Strategy
COD Chemical Oxygen Demand
CUR Capital Utilization Ratio
DA Dearness Allowance
FOP Financial Operating Plan
GIDC Gujarat Industrial Development Corporation
GMFB Gujarat Municipal Finance Board
GOG Government of Gujarat
GOI Government of India
GPCB Gujarat Pollution Control Board
GSRTC Gujarat State Road Transport Corporation
GUD & HD Gujarat Urban Development & Housing Department
GWSSB Gujarat Water Supply & Sewerage Board
HUDCO Housing & Urban Development Corporation
HH House hold
IMR Infant Mortality Rate
JnNURM Jawaharlal Nehru National Urban Renewal Mission
NGO Non Governmental Organization
NIOH National Institute of Health
OR Operating Ratio
PF Provident Fund
RCC Reinforced Cement Concrete
REA Rajkot Engineering Association
RMC Rajkot Municipal Corporation
RTO Regional Transport Office
RUDA Rajkot Urban Development Authority
SC Schedule Caste
SPM Suspended Particulate Matter
ST Schedule Tribe
SWOT Strength, Weakness, Opportunities and Threats
TDS Total Dissolved Solids
TPS Town Planning Scheme
UDPFI Urban Development Plan Formulation and Implementation
WPR Workers Participation
Detail Project Report-1 for JnNURM-BSUP Housing Schemes iii

Detail Project Report-1 for JnNURM-BSUP Housing Schemes iv
Rajkot Municipal Corporation Introduction
IInnttrroodduuccttiioonn
1
1.1 General
Rajkot is an important urban centre, centrally located in Saurashtra region, in the State of Gujarat.
Located at latitude 200 43’ North and Longitude 700 51’ East, the city is the center for social, cultural,
commercial, educational, political and economic activities of Saurashtra region.
Transportation is the backbone to the development of urban areas. It enables functioning of urban
areas efficiently by providing access and mobility. Passenger transport has an overriding influence on the
functioning of the city. With growth, the mobility needs increases. People’s personal choices and
freedom get expressed in increased ownership and use of personalized vehicles. The public agencies
operating public transport systems often fail to restructure service types to meet with the changing
demand pattern. As a result public transport becomes financially less viable, speeds reduce, and
congestion levels increase and the transportation becomes a source of environmental problem. Vehicles
are major sources of urban air pollution and greenhouse gas emissions. There are economic consequences
as well. Vehicles are major sources of urban air pollution and greenhouse gas emissions.
Traffic, Transportation service and Road network are key indicators to provide the image of city.
There fore to design the strategic plan for Rajkot city is a very critical exercise and hence it is carried out
precisely.
1.2 Need of the CMP
The rapid industrial development, agriculture production coupled with rise in population over the
past decade has contributed in a large-scale increase in traffic in the city. This increasing intensity of
traffic has resulted in the manifestation of a number of problems like traffic congestion, delay, accidents,
pollution etc. which poses a potential threat to the economic vitality and productive efficiency of the city.
The city has a dense road network. Because of the concentration of various commercial and
industrial activities in Rajkot and surrounding towns, the city road network leading to the surrounding
towns is heavily congested.
The regional network includes NH-8B, State Highways (SH-26, SH-27, SH-42) and District
Roads. The influence area, in terms of travel demand, covers the revenue districts of Rajkot. There is
heavy inflow of traffic from the region into the city and vice-versa. The Jamnagar, Gondal and
Viramgaon railway lines pass through middle of Rajkot City.
The role of public transport system for intra city passenger travel is marginal. Rajkot’s major
transport system relies on three wheelers, locally known as ‘Chakdas’. Intra-City bus services are run by
State Transport and private bus operators. Most of the mini buses are operated by private operators.
Keeping in view the growing importance of the transport sector in the city’s fabric, Rajkot
Municipal Corporation has initiated a Short Term Traffic and Transportation study which is linked with
Rajkot City Comprehensive Mobility Plan 1

Rajkot Bus Mass Transport Service. The initiation has also been supported by Department of Urban
Development, Govt of Gujarat as well state home ministry. Besides, Govt of India recently launched
urban Infrastructure development mission for selected 63 cities of India as Jawaharlal Nehru National
Urban Renewal Mission (JnNURM) which also encourages preparing Detail Project Report Bus Mass
Transport Service. The submitted DPR is the part of the above said plan.
1.3 Objectives
The broad objectives of the Detail Project Report (DPR) are to determine a technically and
economically viable Rajkot Comprehensive Plan to meet the requirements of the year 2021. Following
are the specific objectives:
1. Assess the existing road network, traffic and travel characteristics of the study area
2. Review the existing and proposed land use plans for the study area
3. forecast travel demand upto the horizon year 2021 and identify transport system requirements.
4. Identify short, medium and long term transport improvement measures
5. Prepare detailed improvement plans and
6. Prepare plans for financing capital expenditure of the proposed road network traffic and transport
improvement measures
7. Projects phasing
8. Organisational and financial studies
9. prepare detailed improvement plans and
1.4 Scope & Limitation of the Study
The study is limited to Improvement of Road Network, Traffic & Transportation projects for
Rajkot city admeasuring 104.86 sq.kms area which are identified and outlined in City Development Plan.
However, the surveys are carried out to assess nature of traffic out side the Rajkot Municipal Area for
better assessment and analysis.
The study area had a population of 10.02 Lakhs in the year 2001. It recorded an increase of 3.7
Lakhs during the period 1991-2001 at an annual average growth rate (AAGR) of 4.61%. The present
study for the preparation of Detailed Project Report for Improvement of Road Network, Traffic and
Transportation for Rajkot City has a planning period of 20 years i.e. up to 2021.

1.5 Methodology
Followings are the activities which are taken/ grouped. The Comprehensive Mobility Plan is
prepared in line of National Urban Transport Policy (NUTP) of Govt of India.
1. Study of the existing land use pattern of Rajkot City and proposed land use plans/master plans of
urban area. Study of the available reports/plans on traffic and transport situation and related
matters and collection of data from relevant offices.
2. Carrying out primary surveys relating to Traffic Volume Counts at mid-blocks; intersections and
outer cordon points; O-D survey; Speed & Delay study on selected important corridors; Public
Transport survey; Household Survey of 2.0% of the households of Rajkot including those of the
peripheral residential development.
3. Preparation of database related to road network hierarchy, inventory, existing facilities, existing
land use, spatial distribution of problems by nature and intensity, volume counts, directional flow,
accident information, parking and utilities etc.
4. Analysis and interpretation of above data to elicit road network, traffic and travel characteristics
of study area.
5. Undertaking engineering feasibility surveys for the alignment of junctions and critical stretches.
6. Identification of the problems with priority corridors, junctions, zones/areas and carry out traffic
estimates/count etc.
7. Suggesting improvements (widening and strengthening) for optimum utilization of the existing
road network based on the present and forecasted traffic demand.
8. Preparation of detailed junction improvement plans for the priority junctions.
9. Preparation of the improvement and management plan for pedestrian facilities both for ‘along’
and ‘across’ movements and proposals for pedestrian subways.
10. Suggesting ‘on-street’ and ‘off-street’ parking locations and preparation of plans for critical areas.
11. Suggesting locations and specifications for street furniture i.e. road marking and traffic signs.
12. Detailed cost estimates of improvement measures and phasing.
13. Exploring private sector participation not only in implementation / financing of the system but
also management and operation of the systems.
1.6 Data Base

The study is envisaged to base its recommendations mainly on available data from Ministry of
Urban Development, Govt of India Initiated and Govt of Gujarat supported Short Term Traffic and
Transportation Improvement Plan of Rajkot city prepared by Consulting Engineering Service-New Delhi
Report. Beside, Report of Rajkot City Corporate Plan (2003), Rajkot City Development Plan (2005),
Tenders and procedure for Rajkot City Bus Service which was carried out by Rajkot District Collectorate,
have been also studied to prepared.

As part of the study various primary surveys have been conducted. These are:
1. Road Network Inventory
2. Speed & Delay Survey
3. Classified Traffic Volume Count Survey
4. Intersection Turning Movement survey
5. Origin-Destination Survey
6. Household Travel Survey
7. Intermediate Public Transport Survey
8. Parking Survey
9. Pedestrian Count Survey
10. Terminal Studies
11. Delay and Queue Length Survey
12. Marketing Yard Survey
The data collected from various surveys including secondary sources have been collated,
compiled and analyzed.
This report has been prepared based on Govt of India Ministry of Urban Development Financed
“Comprehensive database on primary surveys (Household and Traffic Surveys) carried out by CES” ( Pl.
refer Annexure: ) and secondary data collected from various sources, analysis describing the traffic and
transportation system characteristics, Public transport, Regional Transport Office and traffic details ,
household socio-economic and travel characteristics.
1.7 Rajkot City Development Plan & Rajkot CMP

Government of India has taken important initiation to explore the use of incentives for the State
and city Governments to under take long-standing reforms that impinge on infrastructure, service
delivery & management and up liftment initiatives for urban poor. Such initiatives include the reform
related to geographical and functional fragmentation in city management weak fiscal base and rating and
inefficient service delivery systems. Government of India decided to provide reform linked assistance to
state & ULB in form of Jawaharlal Nehru National Urban Renewal Mission (JnNURM). Basic eligibility
of selection under JnNURM fund is that each JnNURM city must have City Development Plan.
In view of this, Rajkot City Development Plan has been prepared with goal of creating
economically productive, efficient, equitable and responsive city. Rajkot CDP focuses on the
development of economical and social infrastructure strengthening of Rajkot Municipal Corporation and
its financial accounting & budgeting system and procedure, creation of structures. It provides clear path
to city for next seven year to develop outcome focuses city infrastructure.

Rajkot city Development is multi-stage exercise where in public consultation & involvement of
stake holders are kept in main focus and developed on the bases of vision set by stub holder and
identified core values.
The vision which is finalized by working groups of Rajkot CDP is "By ensure optimum use of
resources and sustainability of Urban Environment to provide efficient and cost-effective basic
services to each and every citizen of Rajkot and facilitating economical, social, cultural &
educational development".
As JnNURM mission consists of two submissions, viz. Submission-1, which deals with
Infrastructure development and Sub mission-2, which takes care of Basic Services to Urban poor. The
Rajkot City Development Plan and its CIP also divided in two components which amounts total
Rs.76314 Lakhs over seven years span.
Rajkot City Development Plan has been sanctioned by State level Nodal Agency – Gujarat Urban
Development Mission. It was appraised by National Institute of Urban Affairs (NIUA). The plan is
approved by Central level steering Committee of JnNURM programme (Government of India) on 24th
March 2006.
1.7.1 Policies outlined in Rajkot CDP:

Rajkot City Development plan process was initiated way back in 1999 with the help of USAID,
Urban Development & Urban Housing Department (Govt. of Gujarat) and school of Planning, CEPT,
Ahmedabad. An exercise was made to formulate the CDS for Rajkot city. It was an integrated approach
made by these agencies by using stakeholder analysis. Various Communities based Organization (CBO),
Non- Govt. Organization (NGO), leading city personalities etc., were called for their view and opinions.
Then the plan was formulated for year 2003-2008. in form of Integrated City Development strategies –
City Corporate Plan. The Strategic Plan has been developed in partnership with various stakeholders and
interest group dedicated to the city’s well being. For preparation of Plan from the stakeholders, different
working groups were formed. The Working Group formulated SWOT analysis, VISION for the city and
had identified a Core- Value for the plan. Among these different Working Groups formulated and a city
level seminar was held. Besides, A web site specially for the CDS exercise was launched as
www.geocities.com\ rajkot_cds to facilitate stakeholders to launch their ideas in second phase. More
than 300 suggestions were received from different class of different components of the Plan. On the basis
of which the Plan framework was prepared.
For formulating the Plan, the city residents shared a vision for the future and identify the key
issues facing the city in the short, medium and long-term. By providing clear directions for the future,
priorities were established through consultative process and investment financing decisions made in the
context of their desired future consequences.
Rajkot City Development Plan consists of Five Chapters.

First chapter describe introduction.

Second chapter is based on analysis of the existing infrastructure facilities The purpose of the
analysis is to make a realistic assessment of the city the direction in which it has been moving, and its
strengths and weakness. The chapter consists of in depth analysis of the demographic, economic,
financial, infrastructure, physical and environment, and institutional aspects of the city and implication
thereof for service delivery, management and governance. In this part, the attempt is to develop city
vision. In Environment services water, sewerage, solid waste management & storm water drain are
covered. All services are analyzed by SWOT analysis, strategies are formulated based on goals &
VISION set for the city. Based on formulated strategies service wise input-output & out comes are set.
Similarly for development of social infrastructure, transport & road services exercises have been carried
out.
The sanctioned Rajkot City Development Plan also dealt with slum improvement programme.
City assessment, where in city profile, history & growth of city, settlement pattern , demographic profile
are elaborately discussed. It also covers slum population, projections, city & slum economy, slum area
density, social compositions of slum population, employment profile of slum population, living condition
within slum area and income distribution of different groups of people. In city assessment, land use plan,
housing stock & demand and Development plan etc. have been analyzed. EWS housing schemes is an
effort by Rajkot Municipal Corporation to provide house to urban poor, development of social
infrastructure in slum area are also described. Environment aspects like quality of air, water have been
analyzed. Current situation of water supply, sewerage, storm water, road network, solid waste
management services are analyzed in depth.
Rajkot City Development Plan Chapter-3 sets goals to achieve VISION of Rajkot & objectives of
JnNURM & its reform agenda. This helps to finalize strategies for Rajkot City Development Plan, which
in turns set out comes based on assumption of input & output. It deals with goal - visionary exercise &
JnNURM projects.
Different strategies and program which deal to minimize the gap between present and future are
described in chapter 4. It also gibes Outcomes, Output, inputs, institutional responsibility and need of
capacity building of different line agencies. It also outlines JnNURM Projects for both the missions and
estimates for infrastructure development and basic service to urban poor projects
In last chapter, i.e. City Investment Plan, this provides as estimate of the level of investment that
will be needed to implement the City Development Plan (CDP). In this section, Capital Improvement
Program, Multi-year finance program and Financial Operating Plan have been included.

Rajkot Municipal Corporation Characteristic of study Area
2 C
Chhaarraacctteerriissttiicc ooff S
Sttuuddyy A
Arreeaa
2.1 Historical Background

The city does not have a long history. In about 400 years, it has developed from small hamlet to a
prosperous town of today. It was founded by the then ruler of Sardhar 1608 A. D. on the west bank of
the river Aji as a small fortified town. By Ruler of Sardhar Gradually, it became a Princely State in the
year 1805. Up to 1820 the growth was not too rapid, but after the British Government established its
camp in 1822, the town opened new directions of growth. The British Government developed the old
city area popularly known as Sadar during 1820 to 1870. The old town and Sadar area being part of the
city were developing simultaneously. Both these areas were separated by North-South Railway track
then existed but subsequently railway track was removed. Both these areas merged with each other
resulting in coordinated development of the town.
By the end of 19th century, Rajkot emerged as a premier town having a population of 36,000. At
the time of Independence, Rajkot was capital of Ex-Saurashtra State and has a central location in the
region being a part of Gujarat State. Its importance as a capital is attributed to geographical location, its
cultural heritage and the development potential possessed by the city. Present spread of the city is 104.86
Sq.kms area with population of one million plus. The present level of development of the city is outcome
of the process of progressive development going on since decades.
2.2 Location, Climate Physical Setting & Regional Linkage

Rajkot is situated in the middle of the peninsular Saurashtra in central plains of Gujarat State
of Western India at a height of 138 m above mean sea level. It lies between latitude 20.18 N and
longitude 70.51 E.
Climate: The climate in the city is hot and dry. The average maximum and minimum
temperatures recorded over the last 40 years are 43.5 deg C and 24.2 deg C respectively.
Rainfall: The average annual rainfall is 500mm. However, over the last 60 years, it has been
below normal during 20 years. In these years, the city along with the Rajkot Urban Development Area
(RUDA) faced acute water shortage. The average annual rainfall is observed about 500 mm. in the area.
Physical setting: The industrial development and the urban influence of the city started with
the establishment of the first textile mill in the region towards the end of 1910. About 60 industrial units
came into existence between 1900 and 1920, which induced development of the city to a great extent.
Further, around the year 1940, new industrial estates, residential areas, schools, colleges, cinema houses
came into being. In the earlier period, the establishment of cloth mills in the city led to the development
of new residential areas like Millpara, Harischandra Plot, Gundawadi, Kevdawadi etc. A number of
transport companies established their head offices at Rajkot. The Industrial Estates known as Bhaktinagar
Industrial Estate and Aji Industrial Estate were established. Trade and Industry fast developing in the city

also attracted foreign investment during these periods. With increasing industrial, trade and commerce
activity, there has been tremendous growth in the population of the town. The city has grown up in area
from 150 hectare in 1901 to 10404 hectare in 1998 i.e. it has growth approximately 70 times of its initial
size.
Regional Linkages: Rajkot is head quarter of Rajkot District and the city is connected with
other parts of the country by Rail, Road and Air. There are two railway stations, one at Junction Plot area
and another at Bhaktinager.
There are broad gauge
railway line of Western
Railway between
Viramgam-Okha- Porbandar
and meter gauge railway line
between Jetalsar-Veraval-
Bhavanagar. It is also well
connected by broad gauge
railway line with Delhi and
Bombay the important two
Metropolitan cities of India.
Also there are major roads and NH-8 a links Kandla, NH-8 B links Porbandar and state capital
Gandhinagar. Then, State highways connect Rajkot to other important towns of the region like
Surendranagar, Porbandar, Junagadh, Veraval, Bhavnagar, Amreli, Bhuj, Kandla, Ahmedabad,, Baroda
etc., The city is also served by an aerodrome and linked by air with Baroda, Bhuj, Bombay, Delhi and
Ahmedabad.
2.3 Demographic & Socio economic Profile

The population of Rajkot city is 10,02,000 as per the 2001 census. The population has grown
from 36,151 in 1901 to 10,02,000 by the year
1200000
2001 with an average annual growth rate of
1000000
3.29%.
Population
800000
During independence period Rajkot
600000
city experienced highest growth rate 99.04%
400000
in between 1941 to 1951because of large
200000
immigrants’ refugee from Pakistan. Also in
0
the last decade the city registered the growth
1901
1911
1921
1931
1941
1951
1961
1971
1981
1991
2001
rate of 79.12% , this is attribute to the

Year
increasing the Corporation limit by merging

Table 2.1 Growth Rate

the three surrounding village in June-1998.
Year Population Growth
rate
The trend of population growth is an important indicator and base
1901 36151 --- for the assessment of future requirements of basic in the area for the
1911 34191 -5.42 future. The decade growth rate of Rajkot city from 1901 to 2001 has been
1921 45845 +34.08 shown in Table 2.1.
1931 59122 +28.96 Composition of Population: RMC area and newly merged area
1941 66353 +12.23
during June
1951 132069 +99.04 Table: 2.2. Composition of Growth ( in Lakhs)
1998. The
1961 194145 +47.00 Population increase during
population 1981-91 % of 1991-2001 % of total
1971 300112 +54.58 Year total
1981 445076 +48.30
growth in Composition
1963, the Natural Increase 1.00 22.50 1.43 25.58
1991 559407 +25.69 In-migration 0.14 3.14 0.53 9.48
2001 1002000 +79.12 RMC area Jurisdictional -- -- 2.47 44.19
change
was extended from 38 Sq Kms to 69 Kms. Total Increase 1.14 25.64 4.43 79.25
Again in June 1998 the RMC area was
extended by another 34.865 Sq Kms. This influenced largely in last decade growth rate.
Population Projection: Population projections for the RMC area have been done on the basis
Table 2.3 Population projectios of the past growth trends. It is required to

Year Population Projection Adopted estimate separately RMC area and newly
High Medium Low Population
Projection merged area during June 1998. The
estimate
2011 1,570,000 1,484,500 1,490,000 1,484,500 population growth rate of RMC area has
2021 2,215,000 2,207,000 2,232,000 2,207,000 been given in table. It has been observed
that since last 100 years, the population of Rajkot City has increased at different growth rates. The
growth rate of Rajkot City from 2500000
1901 to 1941 has been calculated as 2000000
Population
1500000
very nominal i.e. 0.15 on average
1000000
annually. After Independence i.e.
500000
after 1951, the rate of population
0
growth of Rajkot City has increased 1971 1981 1991 2001 2011 2021
tremendously. Based on the above Year
population figure for the past

decades, the RMC population (excluding newly merged area)has been projected utilizing ratio methods,
the geometric growth method as well as incremental increase method and graphical method. The growth
rate in higher side found as 3.11% raise per annum, medium as 3.05% and lower growth rate as 2.67%.
However, Population growth rate of newly merged area found population growth rate as 11.79%.
Therefore, combine population growth rate for RMC old area and the merged area calculated. The

combined growth rate found as 4.59% for higher side, 4.05 Medium side and 4.00% for lower side
estimation.
Density: The population of Rajkot city is spread over the 23 wards having the total area of
104.86 sq. kms with an average density of 9556 persons per sq. kms. The forecasted Rajkot population in
year 2011 and year 2021 will be 1.48 million and 2.20 million.
Literacy Rate: Literacy level of Rajkot has always been higher than state literacy levels. With a
total literacy rate of 73.86% in the year 2001, the city has comparatively higher literacy rate than 69.96%
of State literacy rate as well as 54.16% of National literacy rate.
Sex Ratio: Sex Ratio in Rajkot city, according to the 2001 census is 906 females per 1000
males. It is low compared to the state figure of 921.
Slum Population: Rajkot city has 84 notified slum area having population of about 202371. It
is spread in almost all wards. There are total 106574 males & 95769 female including total children of
88865 (30516 children age below 5 yrs & 58349 children age 6-17 yrs.).The caste structure is found as
33.29% SC, 2.47 % ST, 45.22 OBC (Other Backward Class) & 10.02% general.
People Below Poverty Line: Out of 44914 household of slum and urban poor, it is found in
total survey of all household that (survey carried out by united research organization survey, 2002),
32701 HH are living below Poverty line i.e. about 72%. The total population below Poverty line is about
147342 people. Comparing to total population of Rajkot city, which is 10,02,000 as per census 2001, the
BPL population is about 14.7% of city population.
Rajkot Economy Profile: Rajkot has a strong manufacturing economic base, with a market
that extends not only beyond the state of Gujarat, but even the national boundaries. In its early history,
Rajkot was organized around the establishment of cloth mills. More recently, the emphasis has shifted to
small and medium industries dominated by foundries, manufacture of oil engine, machine tools,
engineering and automobile works, castor oil processing, gold and silver jewellery, handicrafts,
readymade ladies garment, spices, medicines and wall clocks. Manufacturing activities are concentrated
in two main industrial estates namely, Aji industrial estate and Bhaktinagar industrial estate; in addition,
many small units are scattered through the city.
For its centralized location, Rajkot has a history of being a vibrant trading centre for the
Saurashtra region. It boasts of a stock exchange, which is linked with the exchanges in Mumbai, Kolkata
and New Delhi. Rajkot also serves as a market town for agricultural produce from the surrounding areas.
Although Saurashtra region is a water scarce region, groundnut, bajra, cotton as well as vegetables is
grown by tapping the limited groundwater available. Groundnut and oil seeds are major crops sold and
processed in Rajkot.
Rajkot from the beginning of Industrialization; paced with the world. There are two main Industrial
Estates viz., Aji Industrial Estate and Bhaktinagar Industrial Estate. Major Industrial sector are - Oil Engine

& Machine Tools Rajkot has grown to be main centers for the production of Diesel Engine-‘Low speed Diesel
Engines-Lister Type’ Now the production of high speed Diesel Engine-‘Petter Type’ is also increasing
rapidly. There are about 8000 SSI units in Rajkot out of which 3150 units in Rajkot are producing about
3,00,000 oil engines and parts thereof with a turnover of Rs. 250 Cr. and providing employment.
In Machine Tools, there are many units engaged in Manufacturing Lathes, Pillar and Radial Drill,
Shaping Machines, Wire Nail Machines, Sheet Metal Machineries, Gear Hobbling Machines and Gear
Shaping Machineries. There are many units working and dealing as mini steel projectors, Steel castings,
Rolling Mills, Paper Plant, Rubber Mills, Plastic Products & Machineries, Vehicle Body Building units,
Safety Razors, Agricultural Equipments, Tin making Machineries, Kerosene Stoves, and Domestic
Pressure Cookers & Other Domestic Appliances.
Foundry industry: In Rajkot, there are as many as 400 foundries and forging units who are
engaged in casting & forging Activities.Rajkot is the trade center as it is located in the center of
Saurashtra region. There are more than 33000 shops & establishment registered at RMC. The average
growth rates of shops are 3.05% while commercial establishments are growing at a very fast rate i.e.
more than 10%. Hotel & eating-places are also increasing at comparatively higher rate.
Due to non-availability of
Table: 2.5 Trade & Commerce establishment
data regarding informal sector, it is not
Details 2001-2002
Shops 31825 analyzed. The shops and commercial
Commercial Establishment 3524
Hotels 56 establishments in absolute terms also
Eating Places 952
indicate higher value. As per 2001 data,
Cinema Halls 13
Total 36370 there are 35 shops & commercial
establishments in Rajkot per 1000
population.
2.4 Urban Land Use Structure & Master Plant

Rajkot city is Table: 2.6 Land use Break Up
characterized by a pattern of Land Use Existing Land Use Proposed Land Use as
as per 2001 per DP 2011
multiple land uses. The total Area in Percent Area in Percent
Hectare Hectare
area developed for urban Residential 4247 40.50 5502 52.47
Commercial 209 2.00 279 2.66
activities constitute 77% of the
Industrial 628 5.99 738 7.04
Rajkot Municipal Area. Traffic &
Transportation 1400 13.35 1650 15.74
Residential use occupies about Public & Semi-
public 149 1.42 249 2.38
half of this area, while
Recreational Space 123 1.17 523 4.99
industries occupy a fifth and Agriculture 995 9.49 800 7.63
Water bodies 236 2.25 236 2.25
commercial zones occupy less Vacant Land 1510 14.40 -- --
Other 988 9.42 508 4.84
than 2%. Although a
TOTAL 10484 100 % 10486 100 %

development plan has been prepared, poor implementation and enforcement result in quite different
ground realities. Rajkot is plagued by problems of informal sector including slum development, illegal
colonies and commercial encroachments and lack of industrial zoning and unplanned mixed land use.
The total area developed for urban activities constitute about 77 % of the city area and balances
constitute activities enmarked for vacant land, water bodies and other purposes.
Residential Uses: The residential development is spread over 54 sq.kms. High density of
residential development is found in older parts of city especially Kotak street, Raghuvir para, Ramnath
para, Kumbhar wada, Soni bazaar etc., The densities are low in the newly merged area especially in and
around Kalawad road, Raiya road, 150 feet ring road, University road and in some parts of junction area,
popat para area etc. It is obvious that newly developed area where TP schemes were developed is
planned. However, old city areas like Prahalad plot, Jayraj plot area are developed with a regular street
pattern, well shaped plots but lack of open space. Percentage of residential area to total area is found
51.34% while residential area to developed area is 60.23% .
Commercial Use: Main commercial areas are Soni bazaar, Dharmendra road, Lakhajiraj road, area
around jubilee vegetable market etc. of old city, are described as city area ‘ A’ in GDCR; Yagnik road,
Dhebar road, Gondal road, Jagnath area etc., as city area ‘B’ etc.; and Kalawad road, Amin road,
University road, Raiya road, St.Kabir road, Pedak road etc, are described as ‘Other area” in GDCR’.
Traditionally, dana pith area was for grains & grocery whole sale and retail marketing; Lakhajiraj road,
Cloth market and Dharmendra road for clothing sale; Soni bazaar for jewellry market; sadar for retail
provisions stores etc., are established since long. These commercial activities demand substantial space in
prime areas. The percentage of commercial area to total area is found about 1.89%, while same is to
develop area seems to about 2.11%.
Industrial Use: Two Industrial estates were developed by Gujarat Industrial Development
Corporation. They are Bhaktinagar Industrial Estate and Aji Industrial Estate. Above which,
Sorathiawadi plot area had been developed by private developers as another industrial area. Besides,
National Textile mill, which is closed, occupies very prime land and is spread in huge area. Rajkot city is
developed as an industrial city hence, growth of industries and residences of industrial employees
developed simultaneously which resulted in mixed land use pattern. The percentage of Industrial area to
that of total area and developed area are found 20 % & 22.28% respectively.
Public Purpose Use: Main components of Pubic purpose use can be described as open space, parks
& play ground, recreational space, hospital space, schools, govt. office buildings etc. The major
contribution to the component is by Race Course complex, which has facility of international Cricket
stadium, Indoor Stadium, hockey ground, foot ball ground etc.; garden and fun world & open ground.

Other such space is Shastri Maidan. The total public purpose space to total area is 9% while it is 10%
against developed area.
As per Gujarat Town Planning and Urban Development Act, 1976 it is mandatory to prepare
Development Plan every ten years, which envisages land use planning and control regulations. In order to
ensure a planned growth of the city and it’s surrounding, the Government of Gujarat has declared Rajkot
Urban Development Authority (RUDA) comprising of total 483 sq. kms area. The RUDA is preparing
Development Plan as well as Development control regulation for RUDA as well as RMC area for every
10 years.
The salient features of the proposal of the Development Plan (2011) for RUDA as well as
RMC area are as under:
1. The RMC limit was extended in the year 1998 making the total limit to 105 Sq. Kms. The
surrounding settlements which are on the fringe around the corporation, on the western side i.e.
Mavdi, Raiya and Nanamava have now become part of RMC. These settlements were previously
not in RMC limit and therefore, the thrust of RUDA's sanctioned plan proposals was for
development of these growing villages, at that time.
2. The RUDA urban complex area of 170 Sq. Kms. are likely to be urbanized including the RMC
limits and its peripheral area, has been delineated on the plan showing the different zones for
development such as residential, industrial, commercial, recreational etc. road network and
various reservations for the respective autonomous / statutory bodies under the provisions of the
Act. The rest of the area was shown as an agricultural zone as rural area where the natural
growth of villages and the agricultural activities have to be proposed.
3. The low lying area and land adjacent to Aji Dam on the southwest were not considered
appropriate for human habitation and, therefore, these areas are considered proper for maintaining
it as open areas at city level with recreational activities, tree plantation and other allied purposes.
This may improve the environment of the city. The other large open areas like Race Course,
Shastri Maidan, etc. play a very important role as open-air lungs and for recreational and sport
activity area at city level. These areas are also proposed in the sanctioned development plan
accordingly.
4. The rail and road networks have been duly considered while proposing the new area for the
development of RUDA area. The total developments plan proposals is framed accordingly in
form of corridors along the highways.
5. The existing development as well as other commitments of Govt. (like U.L.C., Master Plan etc.)
within the corporation limits as well as outside, on the fringe areas have been considered as

guiding factor for framing the proposals of the development plan. The ultimate urban form was
an outcome of all these factors.
6. With a view to reduce the pressure due to concentrated activities in the central areas of Rajkot
such as Dharmendra road, Lakhajiraj Road, Dhebar Road, etc. where mainly commercial and
other allied activities, are fully developed. It was proposed to develop a number of local
commercial centers at other places in the outer areas where commercial development can be
developed by general public as well as by organizations like RUDA, RMC, etc.
7. With a view to reduce unnecessary traffic in the city area, it was proposed to develop an inter
state bus stand at 5 different places at different locations along the ring road by pass.
8. The development plan proposals are phased out to be implemented by working out various TP
Schemes at appropriate time for sectorial area, which will ensure the physical and social
infrastructure development.
9. It is also envisaged that for the purpose of providing developed plots to public at large; bulk
acquisition of land for the reservations will make possible to provide for comprehensive
development of plots with social and physical infrastructure, which can be allotted to the public.
The Development Permission and Occupancy Certificate are being issued by RMC in the
Rajkot city as per the provisions specified in the General Development Control Regulation 2000
(GDCR), which is sanctioned under section 17 of the Gujarat Town Planning and Urban Development
Act 1976. The GDCR by way of delegation of powers to RMC as concerned authority can take decisions
in respect to development. Grant of development permission shall mean acceptance by the authority for
the following requirements:
• Permissible built-up area
• Permissible floor space index (FSI)
• Height of a building & its various stories
• Permissible open spaces & setback
• Permissible use of land
• Arrangements of lifts & parking
• Minimum requirements of high-rise building including NOC from Municipal Fire Officer
• Minimum requirement of sanitary facility
• Required light & ventilation
However, it does not give guarantee or take responsibilities of correctness, confirmation,
approval or endorsement of followings:
• title of the land or building
• easement rights
• variation in area from recoded area of the plot or a building

• structural reports and structural drawings

• workmanship and soundness of material used in construction of building
• location and boundary of the plot
F.S.I. Pattern
As per the Development plan Rajkot city is divided in to three areas. They are
1. City Area "A" - Old city area (Walled City area).
2. City Area "B" - Area between
Table: 2.7 General Development Control regulation
Walled area and Railway line
Area Minimum Maximum Maximum
and as shown in development plot Area Built up FSI
plan. area
3. Other Area - Remaining area of City area ‘A’ 25 sq.mts 66% 2.25
the City, and as shown in City area ‘B’ 25 sq.mts 66% 2.00
development plan Other area 25 sq.mts 40 to 65% 1.8
The permissible plot area,

built up area and FSI is described in the Table no. 2.7

Rajkot Municipal Corporation Existing Transportation of the city
3 E
Exxiissttiinngg TTrraannssppoorrttaattiioonn ooff tthhee C
Ciittyy
3.1 General
The intra-city public transport system is essentially road based, provided by buses operated by
GSRTC and supplemented by para transit modes (Auto rickshaw & Chakda). The inter-city bus service is
operated by GSRTC. Presently, only 13 bus routes are operated by State Transport Corporation in the
city and buses are under mofusil operation along designated routes in the city. In addition, there are
private bus services also plying from Rajkot to various urban and rural centers.
However, the public transport is largely occupied particularly in the city by typical six seats
“Chakda Rickshaw”. Due to shape, size and operation all rickshaws are highly vulnerable to
environment, road mishap and rider ship. There is an urgent need to provide efficient city bus service.
Rajkot city has a dense road network. The arterial roads of the city are reasonably wide.
However, all roads other than the arterial roads, are narrow.
Major roads, which provide for regional traffic movement, are:

• Morbi Road
• Ahmedabad Road
• Bhavnagar Road
• Gondal Road
• Kalawad Road
• Jamnagar Road
• Ring Road
Major roads, which provide for East – West traffic movement are:
• Kaiser-e-Hind Bridge Road
• Canal Road
• 80’ Road
• Mavdi Canal
• Raiya Road
• University Road
• Jail Road
Major roads, which enable North – South traffic movement are:
• Dr. Yagnik Road
• Jawahar Road
• Tagore Marg

• Dhebarbhai Road
• Palace Road
Addition to that 150’ ring road provides major share in vehicular movements as it joins two state
highways with National highway.
Major road which crosses the ring road are:
• 80’ Road
• Raiya Road
• University Road
• Kalawad Road
• Amin Road
• Nana Mava Road
• Mavdi Road
Most of the city roads have got intense ribbon development of commercial activities. This attracts
lot of vehicular and pedestrian movement, resulting in large scale parking requirements along these roads.
3.2 Vehicular Growth and Composition

Registered Vehicles: All major types of modes ply on the roads of the city. The number of
registered vehicles in the city has increased from 1,93,454 in 1991 to 4,79,017 in 2001 recording an average
annual growth rate of 9.5%. Table 3.1 presents the registered vehicles in the city. The growth trends of
registered motor vehicles in the city were shown in Figure 3.1.
Table 3.1 Growth Trend of Registered Vehicles in Rajkot City
Sl. No. Vehicle Type Registered Vehicles Avg. Annual Growth
1990 - 1991 1994 – 1995 2000- 2001 Rate (1991-2001)
1 Motor Cycle 1,45,450 1,98,707 3,70,581 9.8%
2 Auto Rickshaw 3,334 4,247 7,162 7.9%
3 Cars & Jeep 15,665 19,772 33,280 7.8%
4 Buses 1,099 1,818 2,418 8.2%
5 Goods Vehicles 20,364 28,382 49,368 9.3%
6 Tractor 7,032 8,844 15,051 7.9%
7 Others 510 813 1,157 8.5%
Total 1,93,454 2,62,583 4,79,017 9.5%

(Source :Regional Transport Office, Rajkot)
Figure 3.1 Growth Trend of Registered Motor Vehicles in Rajkot City
400000
300000
Vehicles
200000
100000
0
1990 - 1991 1994 - 1995 2000- 2001
Year
Passenger Vehicles Goods Vehicles
3.3 Accidents
Table 3.2 gives accident profile of Rajkot during 1992–2007. There is a disturbing trend of
increase in the number of accidents. With the growth of the city and increase in traffic volumes, there will
be increase in the number of accidents. Concerted action is required to ensure safety on the road network
of the city.
Table 3.2 : Accident Data in Rajkot City during 1992 – 2007

Year Fatal Serious Minor Without Injury Total
1992-1993 29 22 151 100 302
1993-1994 46 22 166 88 322
1994-1995 42 22 187 138 389
1995-1996 42 28 228 119 417
1996-1997 40 32 230 110 412
1997-1998 59 59 222 172 512
1998-1999 57 35 257 144 493
1999-2000 42 99 240 39 420
2000-2001 41 128 821 131 1121
2001-2002 41 57 701 132 931
2002-2003 28 59 724 106 917
2003-2004 44 48 732 87 911
2004-2005 50 70 660 98 878
2005-2006 60 41 682 108 891
2006-2007 50 43 663 100 856
(Source: Rajkot Traffic Police)

3.4 Road Network Characteristics

3.4.1 Inventory Details: Appreciation of road network characteristics is important to assess existing
capacity of the roads, identify the constraints, if any, and assess the potential for improvement / up
gradation of the road network to cater the existing and projected traffic demand. For the present study, a
detailed inventory of 175 km of road network has been carried out. The road network inventory data was
analysed in terms of parameters like type of road, ROW, carriageway, type of pavement, service lane
availability, on-street parking, drainage facilities, footpath, and street lighting facilities.
The salient characteristics of major roads are presented in Table 3.3. The ROW on regional roads
varies between 12 m and 66 m. The ROW of city roads vary between 8.8 m and 64.4 m, while the ROW of
roads in central area varies between 6.8 m and 41.5 m. Majority of the roads are undivided. There are large
variations in the ROW and carriageway widths of regional roads such as Bhavnagar Road and Gondal
Road. The central area roads like Laxmiwadi Main Road, Hathi Khana Main Road, Karan Sinhiji Road etc.
have a high degree of encroachment resulting in a large variation of effective carriageway width.
Table 3.3: Salient Characteristics of Major Roads
Effective Carriageway Right of Way (m)
Length Width (m) (ROW) Divided/
Roads
(Km) Undivided
Minimum Maximum Mini. Max.
Roads in Central Area
Canal Road 1.8 7 10 10.9 14.1 Undivided
Dhebarbhai Road 4.8 5.7 16 11.9 26.7 Partly Divided
80’ Road 1.72 11.9 18.2 23.5 24.4 Divided
Jawahar Road 1.07 11 16.9 15.9 28.5 Partly Divided
Kaiser-e- Hind Bridge
1.5 10.5 14.25 24.7 19.8 Partly Divided
Road
Palace Road 0.89 8.4 9.4 12.3 14 Undivided
Kanta Vikas Road 1.05 9 15.9 13.1 21.2 Partly Divided
Laxmiwadi Main Road 0.9 4.5 7 6.8 14.4 Undivided
Kevdawadi Main Road 0.9 4 12 8.9 27.9 Undivided
Hath Khana Main Road 1.7 4 9 7.1 202 Undivided
Karan Sinhiji Road 1.31 5 7 8.1 13 Undivided
Jilla Garden Road 1.17 7.4 9 16.3 17.7 Undivided
Lakhaji Raj Road 0.53 4.2 32.7 10.2 41.5 Partly Divided
Janana Hospital Road 1.31 6 10 8.3 12.5 Undivided
City Roads
Ring Road 19.31 5.4 17 9.9 64.4 Partly Divided
Mavadi Road 3.87 - 6 30.4 Undivided
Raiya Road 4.65 7 17.4 12 24.9 Partly Divided
Dr. Yagnik Road 1.69 9.5 12 14.3 18.2 Undivided
Doodh Sagar Road 2.2 7.5 8 17 17.5 Undivided
University Road 3.24 6.5 6.7 14 24.5 Undivided
Sant Kabir Road 3.16 6 12 12.7 30.4 Partly Divided
Race Course Road 4.8 5.1 19.7 8.8 26.1 Partly Divided
Amin Road 1.82 5 9 12.6 25 Undivided

Table 3.3: Salient Characteristics of Major Roads

Effective Carriageway Right of Way (m)
Length Width (m) (ROW) Divided/
Roads
(Km) Undivided
Minimum Maximum Mini. Max.
Regional Roads
Morbi Road 6.41 6 7 16.9 30.4 Undivided
Bhavnagar Road 8.36 6 12 13.7 61.4 Partly Divided
Gondal Road 10.32 7 16.9 12 49.3 Partly Divided
Kalawad Road 4.85 7.4 15.7 24.7 37.1 Partly Divided
Jamnagar Road 4.41 11 17.5 21 27 Partly Divided
Ahmedabad Road 4.71 15 15 42.1 66.1 Divided
Kotharia Main Road 6.07 8 13 24.5 53 Partly Divided
Source: CES Survey
Table 3.4: Habituated Service Coverage
Total Road Total Kacha Total WBM Total Asphalt
Sr. Ward No
Length in kms. road in kms. Length in km Length in kms.
1 1 27.17 0 0 27.17
2 2 38.36 0 0 38.36
3 3 37.61 0 0.75 36.86
4 4 26.57 0.75 1 24.82
5 5 35.9 1.25 2.5 32.15
6 6 28.76 11 5 12.76
7 7 51.74 7 11 33.74
8 8 18.41 0 0 18.41
9 9 34.95 0.75 0.75 33.45
10 10 46.5 1.25 3 42.25
11 11 39.46 0 0 39.46
12 12 58.2 0 0.75 57.45
13 13 32.65 0 0 32.65
14 14 36.51 4 9 23.51
15 15 20.05 0 0 20.05
16 16 27.48 9 10 8.48
17 17 57.38 12 19 26.38
18 18 50.24 5.5 10 34.74
19 19 28.76 8 10 10.76
20 20 42.1 10 11 21.1
21 21 83.93 38 36.5 9.43
22 22 91.81 10 35 46.81
23 23 41.11 18 18 5.11
TOTAL 955.65 136.5 183.25 635.9
(Source: RMC Traffic Cell)

The following salient characteristics are observed from the study of existing road network.
1. The distribution of
Figure: 3.2 Distribution of road length by ROW
road length by right-
40%
%ROAD LENGTH
35% of-way reveals that

30%
25% 80% of roads in
20%
15%
10% RMC area outside the
5%
0% central area have a
60
10
15
20
30
40
60
ROW upto 30 m.
e
to
to
to
to
to
to
ov
Up
10
15
20
30
40
ab
RIGHT OF WAY (M) while only 20% has
Central Area Rest of RMC
ROW more than 30
m. Figure 3.1shows
the distribution of road length by ROW.
2. The distribution of road length by carriageway in non-central area reveals that 43% of the network
has 2-lane carriageway, while 6% and 7% have single lane and intermediate lane respectively.
About 15 % road network central area has 4 lane or above configuration in central area and 7 % in
Rest of RMC. Majority of road length with 4 lane or above are along Ahmedabad Road, Jamnagar
Road, 80’ Road, Kalawad Road and Ring Road.
3. About 85% of road network in central area and 75% of road network in other than central area have
undivided carriageway and need attention from safety considerations.
4. Nearly 62 percent of the road network in rest of the central area (within RMC) and the whole
network in central area has bituminous pavement. Road length with WBM surface accounted for
36% and is mostly in the extension areas of study area.
5. In majority of the road network (99.5%) in Central Area and 98.7% in Rest of RMC, there is no
provision for service lane, which causes the traffic to use the principal network for all its local
movement needs. This inter-mixing of local traffic with the long distance traffic severely affects the
level of service on the network.
6. Analysis of the pavement condition expressed in terms of surface cracking, rutting,
undulation/bumps, potholes, patches etc. reveals that the general quality of pavement is fair and
on major corridors the incidence of pavement deterioration is low both in central area and Rest of
RMC.
7. Nearly 90 % of the road length does not have roadside drainage facility. About 7 % of road length
has drainage on one side only.
8. Analysis of network inventory data shows that nearly 71% of the road length does not have
footpath facilities thereby forcing the pedestrian to walk on the carriageway thereby reducing the

width for vehicular movement. About 7 % of road length have footpath on one side only. This
means that even the major corridors of traffic movement have no pedestrian facilities.
9. Inventory of availability of street light facility indicates that about two third of the identified
network in non-central area has street lights on one side and in central area it is about 80%. Nearly
20% of the network does not have any street lighting facility endangering the safety of road users at
night.
10. City having 136.50 kms kuchha roads, 184 kms WBM road, 635 kms of asphalt road in developed
total area. (Out of 104.86 sq.kms RMC area, about 70 Sq.kms are developed, remaining area still at
under-development stage).
11. For development of all weather road city, 136.50 kms of roads require WBM and Asphalting, 184
kms. Road require asphalting while half of existing road require strengthen at first instant.
3.5 Major Transportation Nodes

The regional transport system of Rajkot is essentially a road based system. The city of Rajkot is
connected to other parts of the country through a well developed regional road (National and state
highway and District Roads) system. Important amongst them are the Gondal Road (NH-8B),
Ahmedabad Road (NH-8B), Jamnagar Road (SH-26), Bhavnagar Road (SH-27), Morbi Road (SH-42)
and Kalavad Road.
In addition, the city is linked to other parts of the state and the country by railway line. Figures
2.2A & 2.2B shows the regional road and rail system.
The city is also served by a skeletal domestic air service.
3.6 Pedestrian and NMV Facilities
Maximum pedestrian flow per hour across the road was observed at City Hospital (3,010
pedestrians), followed by Dena Bank (1,538 pedestrians) and ST Bus Stand (1,351 pedestrians). Network
inventory data indicates that nearly 71 percent of the road length does not have footpath facilities forcing
pedestrians to walk on the carriageway thereby reducing the width for vehicular movement, and about
seven percent of the road length have footpath on one side only. This clearly indicates that facilities for
pedestrians even on major corridors of traffic movement are lacking and it is imperative that the
vulnerable road user is provided with adequate facilities.
Some roads are having footpaths that are having of varying width from 1.2 m to 1.8 mt. There is
no any pedestrian over bridge or under pass in the city. There are more than 15 junction are identified
very high risk crossings for pedestrian. They are as under
1. Jubilee chowk near Nagrik Bank
2. Dhebar road near ST depot
3. Trikon Baug
4. Corporation Chowk

5. Hospital Chowk
6. Limda Chowk
7. Swaminarayn chowk
8. Jilla Panchayat Chowk
9. Kishan Para chowk
10. Harihar chowk
11. KKV hall Chowk
12. Deluxe Chowk
13. Parewdi Chowk
14. Ranchhodas Asharm Chowk
15. PD Malaviya college chowk
Though sharing of Non Motorized Vehicle is more than 35 %, there is no separate lane/ path/
arrangement for Non-Motorised Vehicle.
Assessment of traffic characteristics of the city help in appreciating the spatial and temporal
features of travel within the area, in estimating level of service obtained on road sections for identifying
the constraints and in formulating policies and strategies. Cordon counts had revealed that on a
representative day 71,864 vehicles (112,201 PCUs) enter and leave Rajkot. National Highways, namely
Ahmedabad Road (NH-8B) and Gondal Road (NH-8B) account for about 51.2 percent of the total
through traffic while Kalawad Road and Morbi Road (SH-42) carry sizeable traffic. Detailed is shown in
Table 3.5 below are road specific traffic counts.
Table: 3.4 Peak Hourly Traffic at Outer Cordon Count Stations
Road Incoming Outgoing Total
Vehicles PCU Vehicles PCU Vehicles PCU
Morbi Road 3,562 5,805 4,304 6,661 7,866 12,466
(10.9) (11.1)
Ahmedabad Road 7,749 14,144 9,400 17,393 17,149 31,537
(23.9) (28.1)
Bhavnagar Road 3,245 4,586 3,236 4,448 6,481 9,034
(9.0) (8.1)
Gondal Road 9,015 13,976 10,624 17,058 19,639 31,034
(27.3) (27.7)
Kalawad Road 5,774 6,616 6,391 7,440 12,165 14,056
(16.9) (12.5)
Jam Nagar 3160 5701 3515 5931 6675 11,632
(9.3) (10.4)
Kotdasanghani road 918 1183 972 1258 1889 2441
(2.6) (2.2)
Total 33,423 52,012 38,442 60,189 71,864 11,2201
Source: CES Report

Table: 3.4 Peak Hourly Traffic at Outer Cordon Count Stations

Road Morning Peak Traffic Evening Peak Traffic
PCU % 16hr PCU % 16hr
Traffic Traffic
Kaiser-e-Hind Bridge Road 1,355 7.8% 1,799 10.3%
Bhavnagar Road at Doodh Sagar Bridge 1,727 7.0% 2,314 9.4%
On Jilla Garden Road at Aji Colony 1,179 8.2% 1,195 8.3%
Kotharia Quarters Road 1,482 6.3% 2,045 8.7%
Laxmiwadi Main Road 1,041 8.3% 1,117 8.9%
Canal Road 2,251 7.4% 2,357 7.8%
Lakhaji Raj Road opposite Ajanta 3,024 9.4% 2,917 9.1%
Showroom
Lakhaji Raj Road near Lakhaji Raj Library 2,822 8.7% 2,600 8.0%
Mahatma Gandhi Road 2,807 9.0% 2,643 8.5%
Janana Hospital 1,055 8.8% 1,042 8.6%
Dhebarbhai Road (High Court) 748 8.7% 669 7.8%
Source: CES Report.
3.8 Traffic Management
In the City Traffic Management is responsibility of Rajkot Police. Rajkot Municipal Corporation
has also set up cell headed by City Engineer, Supported by Deputy Executive Engineer and Assistant
Engineer. The cell is responsible for all kinds of road engineering & traffic related construction issues.
There is good co-ordination between Traffic wing of Police & RMC Traffic Cell.
Figure: 3.3 Traffic Cell in RMC

3.9 Intermediate Public Transit System

During the preparation of Plan the Gujarat State Transport Corporation (GSTC) was operating
buses in Rajkot, providing public transport. City Bus Transport operates daily schedules (each consists of
one or more routes) on routes with main control points at Triangle Garden and Bhaktinagar Circle.
Presently, GSTC operates only on routes wherein schools and colleges are located, operating a negligible
fleet of only 13 buses for 1.2 million population – a substantial shortfall in comparison to the norm of 37
buses per 100,000 population. Inadequate facilities within the mofusil Bus Terminal in terms of bays,
administrative area, boarding/aligning platforms and circulation indicate the need for shifting the mofusil
Bus Terminal. Nowm, RMC with help of Private sector started the city bus service as part of JnNURM
Reforms and now in first phase 50 CNG buses are being put in to service and the bus service ids self
sustained.
Para-transit Characteristics: The predominant modes offering para-transit services in Rajkot
are Chakda and auto rickshaws. On an average, autos operate 16 trips daily and Chakda operate five trips
daily. Dispersal from the bus terminal and the rail terminal is mainly through Intermediate Public Transit
System (IPTS). Auto rickshaws account for a predominant share of 53.9 percent of IPTS at Rajkot
Railway Station and 51.9 percent of IPTS at Bhakti Nagar Railway Station. In the context of growing
travel demand, the multi-dimensions of trips performed, and constraints on public resources, it is
important to recognize the role of para-transit systems and incorporate them in the planning and
development process. While autorickshaws should play a role supplementing buses, they have overplayed
their role and literally removed the bus transport system by their sheer numbers – the gross imbalance
needs rectification.
3.10 Issues and Prospects

3.10.1 Issues Road Networks: In spite of a dense road network, the study area has been
experiencing acute traffic congestion and its associated problems. Some of the outstanding problems
relating to the road network are:
1. Absence of functional hierarchy of road network
2. Absence of pedestrian facilities on majority of the roads including major corridors of traffic
movement.
3. Absence of service lane on majority of the road network results in inter-mixing up of local traffic
and long distance traffic.
4. Narrow road network with restricted capacity particularly in the central area resulting in
congestion and loss of productivity.
5. Absence of development controls along the major arterial routes resulting in proliferation of
commercial activities which is affecting the level of service of the corridor.

6. Lack of access control particularly along arterial roads results in overloading of major movement
corridors.
7. Absence of control on encroachment of activities, particularly along roads in the central area such
as Laxmiwadi Main Road, Hathi Khana Main Road, Karan Singhji Road etc., resulting in loss of
capacity for traffic and pedestrian movement.
8. More than 950 kms of road are unpaved
9. Poor road surface quality and road side drainage facilities.
10. Poorly designed intersections along major arterial corridors coupled with inadequate machinery
for its management and control.
11. Movement of non-destined traffic through functional areas.
12. Absence of essential street furniture elements such as guard rails, street lights, signals etc.
3.10.2 Issue: Parking: Parking is a serious issue in the study and its management needs topmost
priority. Some of the significant problems associated with parking are:
1. Parking demand is high in central area primarily due to concentrated commercial activities
2. Parking duration is largely short term in nature. Appropriate
pricing policies needs to be evolved which encourages for
short term parkers and discourages long term parking
3. There is an absence of adequate off-street parking facilities as
a result of which parkers are forced to park their vehicles on
the streets reducing the effective with available for
movement of traffic.
4. There is an absence of a comprehensive parking policy for the study area, which enunciates
guidelines on levy of parking fees, Municipalisation of parking spaces, parking norms and
standards, and intensive utilisation of parking areas including air rights exploitation.
3.10.3 Issue: Transportation Nodes
Railway Station: The present Railway Station, on account of its location and function it discharges
has become an area of congestion. Railway Station
Road is encroached by parked vehicles. Some of the
major problems are:
1. Unorganised parking at Station
2. Improper circulation facilities within the station
complex
3. Lack of interchange facilities

Bus Terminals : Some of the major problems associated with

the Bus Terminals are:
1. Roads leading to Bus Terminals are narrow and often
encroached by hawkers, shopkeepers and parked vehicles
2. Road side encroachments are rampant on approach roads
3. Inadequate facilities within the Bus Terminal in terms of
bays, administrative area, boarding alighting platforms and circulation
4. Total lack of terminal planning principles and design criteria in the development and operation of
terminal complexes
5. Absence of interchange facilities
Freight Terminals: There is a total neglect towards planning of freight movement in the city. There
is no freight terminal in the entire Rajkot City for managing the freight movement activities. Most of
the transport agencies are on roadside without any planned facilities.
3.10.4 Other Issues: Some of the other important issues associated with the city are:
1. Over concentration of trade activities within the central area or coupled with limited network
accessible to the central area, results in acute congestion on some of the busy roads in the core.
Some of the locations include Lakhajiraj Road, Para Bazar, Mochi Bazar, Soni Bazar, Sardar
Bazar etc.
2. There is a need to develop Transport System Management (TSM) plans.
3. There is an absence of appropriate institutional framework for planning, development and
maintenance of the city transport systems.
4. The annual budgetary allocations towards city transport system development and maintenance is
almost negligible and needs to be supplemented through other innovative methods of generating
resources.
5. The existing institutional setup for enforcement and management of traffic is severely
handicapped in terms of sufficient manpower and adequate logistics facilities.
6. There is a lack of helpline systems to provide emergency relief to road traffic accident victims
3.10.6 Prospects
Having identified various issues, potentials of the transport infrastructure to alleviate some of the
problems of the city have been identified. These are:
1. Bus Terminal/Station through intensive and multiuse, could be commercially exploited to finance
its redevelopment and expansion programmes.
2. There are a number of vacant areas within or outside the existing Government buildings or public
places, which could be temporarily used for meeting parking needs.

Rajkot Municipal Corporation Travel Characteristics
4 T
Trraavveell C
Chhaarraacctteerriissttiiccss
4.1 Surveys and Studies
To understand the traffic, travel, socio-economic and other characteristics of the study area,
extensive traffic surveys and studies were carried out. Important amongst these are the traffic volume
surveys, origin-destination surveys, road network inventory, speed and delay studies and household travel
survey.
4.1.1 Zoning System: For better understanding of the travel pattern, a total of 75 zones called traffic
analysis zones (TAZs) have been identified. In general the zoning has been done based on connectivity
and importance of town/region with respect to Rajkot City.
Of these, 33 zones are within the study area and the rest 42 are external covering Gujarat state
and Rest of India. Considering the ease of getting required zonal information, administrative wards are
considered as TAZs within the Rajkot Municipal Corporation Area, which accounted for 23 TAZs. The
outgrowth areas have been divided in to 10 TAZs. The 42 external zones are in Gujarat and Rest of India.
For better understanding of travel behavior, important settlements and towns (Gondal, Lodhika,
Wankaner, Paddhari, Junagadh, Tankara, etc.) are given separate zone ID.
The traffic zoning system adopted for the present study is shown in Figure 4.1. The details of
each zone which forms part of the zoning system is as under. For the ease of understanding the travel
behavior of traffic entering and leaving Rajkot urban area, the 75 TAZs in the study area have been
grouped into four categories namely,
Table:4.1 Traffic Zoning System
Details Traffic Zoning
Central Area 5 TAZs
Rest of RMC 18 TAZs
Rajkot Outer Growth 10 TAZs
External Traffic Zones 42 TAZs
(Source: CES Survey)
4.1.2 Secondary Data Collection: Data collection is one of the major stages in transport planning
process. The data to be collected is largely to describe:
• the essential characteristics of the existing demand for travel
• the existing supply of transport including fleet size, operation, cost, performance, regulation and
utilization
• demographic and socio-economic characteristics
• present and proposed land use patterns
• planned transport investments, policy changes and other government actions
The above would largely include the following types of data collection to be undertaken:
• Inventories of transport infrastructure and services

• Travel demand data

• Land use, demographic and socio-economic data
• Budget outlays, expenditure pattern, institutional set up etc.
While planning level information (land use, demographic, socio-economic) and transport policy
related information are largely available from secondary sources, a number of primary surveys were
undertaken to collect information on network, system, travel patterns etc.
4.1.3 Primary Surveys: To fill the identified data gaps, various surveys for collecting the essential data
were carried out. The following primary surveys were identified for development of the demand
forecasting models and preparation of transportation improvement plans:
• Road Inventory
• Speed and Delay Survey
• Classified Traffic Volume Counts
• Origin-Destination Survey
• Household Survey
• Intermediate Public Transit (IPT) User Survey
• Parking Survey
• Pedestrian Surveys
• Passenger Terminal Survey
• Intersection Turning Movement Survey
• Freight Operator Survey
• Delay and Queue Length Survey at Railway crossings
• Marketing Yard Survey
4.1.4 Identification of Screen and Cordon Lines: Cordon line was identified as an imaginary line
engulfing the study area and representing the boundary of the study area. In addition, screen lines running
through the study area were identified to check the accuracy of the data collected and for the purpose of
model validation. Two screen lines have been identified for the study area. A combination of Railway
line and Aji River running north-south through the Rajkot city has been taken as north-south screen line
for understanding traffic movement pattern in the city. An imaginary line has been taken as East-West
Screen line running through the East-West direction and covering the roads like Kalawad Road, Dr.
Yagnik Road, Lakhaji Road, etc. Figure 4.2 shows the identified Cordon lines and Figure 4.3 shows the
two identified screen lines.
4.1.5 Selection of Survey Locations: The survey locations were selected by studying the existing
demographic, geographic and land use pattern of the study area. The locations were selected in such a
manner that they did not cause disturbance to the traffic. The list of surveys and their locations are given
in the Annexure II.

4.2 Objectives and Survey Methodology

The survey methodology adopted for conduct of identified surveys is discussed below:
4.2.1. Road Inventory Survey
Objective: The objective of the Road Inventory survey was to assess the physical characteristics
and conditions of the roads in the study area, identify physical constraints and bottlenecks, assess
potential capacity and identify the extent for its future development.
Methodology: About 175 km of primary road network was identified for road inventory (Figure
4.4). The selected road network was identified in terms of arterial, sub-arterial and collector
roads. The information on road characteristics was collected by visual observation and by
physical measurements. The data collected during road inventory survey included right of way,
carriageway width, surface type, abutting land use, on-street parking, condition of surface drains,
trees (within ROW), traffic control and management measures and other special features.
Outputs: From the road inventory survey, the following outputs have been generated.
• Road Geometrics in terms of various cross sectional elements
• Street furniture like traffic signs, street lighting, guard rail etc.
• Traffic regulation and management measures in force
• Existing LOS, bottleneck points etc.
• Potential capacity of the link based on the right-of-way
• Problems, constraints and potential for working out Traffic Management Plans
(immediate/short term/long term)
• Identification of existing road hierarchy based on physical characteristics
4.2.2. Speed and Delay Survey
Objective: The objective of this survey was to assess the speed and delay characteristics on
existing road network, identify bottleneck locations and their probable causes.
Methodology: Speed & Delay survey on the identified road network was carried out by Moving
Car Method. Two runs each in the peak and off peak hours were made. Information regarding
number of vehicles overtaking the test car, overtaken by test car, number of vehicles in opposite
direction when the test car was moving in the opposite direction, the location, cause and quantum
of delay etc. were noted.
Outputs: The following outputs have been analysed from the Speed and Delay survey.
• Journey Speeds along the corridors
• Running Speeds along the road links between the road junctions
• Delays at intersections and mid-block its cause

The output of the survey helped in identifying congestion locations, evaluating the prevailing Level of
Service on the road network and in developing zone to zone travel time matrix that was used during trip
distribution and traffic assignment stages.
4.2.3. Classified Traffic Volume Count Survey

Objective: Classified Traffic Volume Count surveys were carried out to appreciate the traffic
characteristics in terms of volume, composition, peak hour traffic and directional split.
Methodology: Manual traffic counts were conducted at seven outer cordon count stations and 11
inner cordon count stations.
Outer cordon count stations:
• On Morbi Road (SH-24) after Bedi (OC1)
• On Ahmedabad Road (OC2)
• On Bhavnagar Road (SH-25) Km. 9 after Mahika turn (OC3)
• On Gondal Road (NH-8B) Km. 17.0 near Kisan Petrol Pump (OC4)
• On Kalawad Road (OC-5)
• On Jamnagar Road (OC-6)
• On Kotdasanghani Road (OC-7)
Inner cordon count stations:
• Near Kaiser-e-Hind Bridge (IC-1)
• On at Doodh Sagar Bridge (IC-2)
• On Jilla Garden Road at Aji Colony (IC-3)
• On Kotharia Quarters Road (IC-4)
• On Laxmiwadi Main Road (IC-5)
• On Canal Road (IC-6)
• On Lakhaji Raj Road opposite Ajanta Show Room (IC-7)
• On Lakhaji Raj Road near Lakhaji Raj Library (IC-8)
• On Mahatma Gandhi Road (IC-9)
• At Janana Hospital (IC-10)
• On Dhebarbhai Road (High Court) (IC-11)
At Outer Cordon locations, classified traffic volume count surveys were conducted for 24 hrs. At Inner
Cordon locations, classified traffic volume count was carried out for 24 hrs. at some locations (IC-2, IC-
4, IC-6 and IC-8) and 16 hrs. at some locations (IC-1, IC-3, IC-5, IC-7, IC-9, IC-10 and IC-11). At
Screen Line locations classified traffic volume count was carried out for 16 hrs.

In addition to the above count stations, 19 screen line count stations were selected, out of which 11 count
stations we are on N-S Screen Line and eight were on E-W screen line. The survey was carried out for 16
hrs on a typical working day. The list of locations where screen line surveys were carried out is:
North-South Screen Line (11 Count stations)

• On Kaiser-e-Hind Bridge (NS-1)
• On Jail Road at Doodh Sagar Bridge(NS-2)
• On Bapu Nagar Bridge(NS-3)
• On Gondal Road at Gopal Nagar (NS-4)
• On Kalawad Road at Women's College (NS-5)
• On Raiya Road near Amrapali Cinema (NS-6)
• On Jamnagar Road at Bhomeswar Society (NS-7)
• On Indira Bridge (NS-8)
• Gondal Road Level crossing (NS-9)
• Mavdi Road Level crossing (NS-10)
• On Ring Road at Aji Vashahat (NS-11)
East-West Screen Line (8 Count Stations)
• On Ring Road near Karan Park (EW-1)
• On Dr. Yagink Road at R. K. Mission (EW-2)
• On Dr. Rajendra Prasad Road at Rajkumar College (EW-3)
• On Jawahar Road at L. B. S. Stadium (EW-4)
• On Dhebarbhai Road at Khadi Bhavan (EW-5)
• On Palace Road at Ashapura Temple (EW-6)
• On Bhavnagar Road near Kabrastan (EW-7)
• On Ring Road at R.T.O. Office (EW-8)
In addition to the above mentioned locations mid block traffic volume count at one location, near Swami
Narayan Temple, was also conducted.
Outputs: From the Classified Traffic Volume Count survey data, the following outputs were
obtained:
• Traffic Characteristics in terms of average daily traffic (ADT)
• Hourly variation of traffic in PCUs and Vehicles
• Peak hour flows, Directional distribution of traffic
• Traffic composition and Intensity of traffic along the corridors
Figure 4.5A & 4.5B shows the locations of traffic count stations.

4.2.4. Origin – Destination Survey by Road side Interview Method

Objective: The objective of the O-D survey was to obtain the information regarding the travel
pattern of passenger and goods vehicles and the desire of trips in terms of destined and through
trips.
Methodology: The O-D survey was carried out at all outer cordon and four inner cordon count
stations simultaneously along with classified traffic volume surveys. The survey was done
adopting roadside direct interview method. For outer cordon count stations, the O-D survey was
carried for 24 hours on a sample basis.
Count Stations: The locations of the O-D survey on Outer Cordon are listed below:
• Morbi Road (SH-24) after Bedi (OC1)
• Ahmedabad Road (OC2)
• Bhavnagar Road (SH-25) Km. 9 after Mahika turn (OC3)
• Gondal Road (NH-8B) Km. 17.0 near Kisan Petrol Pump (OC4)
• Kalawad Road (OC-5)
• Jamnagar Road (OC-6)
• Kotdasanghani Road (OC-7)
Output: The O-D survey provided the information regarding the travel pattern in terms of size
and desire, trip purpose and mode of travel. In addition, details of goods movement in terms of
type and quantity of goods, mode used etc. were also obtained.
4.2.5. Household Survey by Home Interview Method

Objective: The objective of the Household survey was to assess the socio-economic and the trip
characteristics of residents of Rajkot City.
Methodology: The survey was carried out on a sample basis covering around 3937 households
in the study area. The households for the survey were selected on the basis of a simple random
sample technique.
The main stages included in the Household Survey were:
• Design of draft questionnaire
• Approval/ modification of draft questionnaire following discussions with the Client
• Appointment and training of enumerators
• Conduct of pilot survey
• Analysis of pilot survey
• Revision of questionnaire as necessary
• Conduct of main survey
• Analysis of main survey data

The questionnaire was divided into three main modules - Household Information, Personal Information
and Trip Information. The questionnaire was designed to incorporate cross-checks on some of the most
important responses which may be difficult to obtain reliably, such as the information on household/
personal income. Details collected include trips performed by the respondent during the last working day
with reference to the day of interview. The details of the trip were broken down into individual stages to
know the characteristics of linked trips. In addition to general information, “an opinion survey” of head
of the household was carried out to assess opinion about the Public Transport System if developed,
preference to use it and ‘willingness to pay’ for the service. The survey provides information on the
socio-economic and personal characteristics at household and individual level. In addition it provides
detailed household trip making pattern and its relation with socio-economic characteristics.
4.2.6. Public Transport Operator Survey
Objective: The objective of the public transport operator survey was to assess the operational
characteristics of public transport modes.
Methodology: The information regarding public transport operation within Rajkot was collected
from GSRTC. The information collected on public transport included number of buses operating in
the city, bus routes, etc., which can be used to determine the operational characteristics in terms of
vehicle utilisation, passengers carried, operating expenses and revenues.
Output: The survey highlighted the operational performance of public transport modes and
issues thereof.
4.2.7. Intermediate Public Transport Survey

Objective: The objective of the survey was to assess operational characteristics of the IPT
operators and user characteristics, identify problems, issues and suggest appropriate policies for
rational development of IPT system in the city.
Methodology: IPT operator survey was conducted at locations where maximum number of trips
by IPT (Auto Rickshaws, Chakdas etc.,) originated and destined. In all 31 Chakda and 338 auto
rickshaw operators were enumerated. The IPT drivers were interviewed to elicit information
about operational cost, income and other characteristics. In addition IPT users surveys were also
conducted wherein 367 IPT road users were interviewed to assess their trip pattern along with
their trip purpose and trip cost.
Outputs: The IPT Survey provided information relating to trip characteristics of users in terms of
origin and destination of trip, purpose of trip, frequency and cost of trip and IPT (Auto)
operational characteristics in terms of route of operation, vehicle utilisaton, passengers carried,
operating cost and revenue.

4.2.8. Parking Surveys

Objective: The main objective of parking survey was to assess the parking demand and supply
characteristics, identify issues & constraints and suggest appropriate policies for meeting the
demand.
Methodology: The parking demand survey was conducted at selected locations (Figure 4.6). The
survey provided information on utilization of parking space by hour of the day, parking space
turnover rates and the length of time the parking spaces were occupied. The parking surveys were
conducted in city core area and near the terminals. The parking survey was conducted for 12
hours (8 AM to 8 PM) at 28 locations. The survey locations were presented in Table 4.2.
Table 4.2 Parking Survey Locations
Sr. Name of the Road/Location On or off-street Parking
1 Bhupendra Road On-street Parking
2 Dhebarbhai Road- Bhabha Hotel to M.G.Road On-street Parking
3 Dhebarbhai Road-Union Bank to Kanta Vikas Gruha On-street Parking
4 Dharmendra Road On-street Parking
5 Dhan Rajni Complex at Yagnik Road On-street Parking
6 Dr. Yagnik Road (Near Ramkrishna Ashram) On-street Parking
7 Ghee Kanta Road On-street Parking
8 Harihar Chowk On-street Parking
9 Jawahar Road On-street Parking
10 Backside of Dhan Rajni & Heera Panna Complex On-street Parking
11 Jagnath Plot On-street Parking
12 Jagnath Temple On-street Parking
13 Kadia Nav lane Street On-street Parking
14 Kotharia Naka Off-street Parking
15 Lakhajiraj Road East On-street Parking
16 Lakhajiraj Road West On-street Parking
17 Mahajan Trust Hospital Road On-street Parking
18 M.G.Road On-street Parking
19 Palace Road On-street Parking
20 Panchnath Temple On-street Parking
21 Soni Bazar Main Road On-street Parking
22 Police Chowki to Phulcchab Chowk On-street Parking
23 Rajkot Railway Station Main Road On-street Parking
24 Rajputpara Main Road On-street Parking
25 Triangle Plot to Dharmesh Chamber On-street Parking
26 Sardar Nagar Main Road On-street Parking
27 Ramkrishna Dairy Main Road On-street Parking
28 S.T.Stand Off-street Parking

Outputs: The parking survey provided information on the parking supply and demand
characteristics in terms of accumulation, composition duration and turnover. Photo-1 shows the
on-street parking on Dr. Yagnik Road and Photo-2 shows the off-street parking at Jagannath.
4.2.9. Pedestrian Count Surveys
Objective: The objective of this survey was to assess the pedestrian flows across the important
roads and to suggest measures for the safe movement of pedestrians at intersections and at mid
blocks. The list survey locations a presented in Table 4.3.
Methodology: The pedestrian count survey was conducted at nine locations on important roads
and at important intersections. The survey was conducted for 16 hours i.e. 7 AM to 11 PM at the
following locations:
Table 4.3 Location of Pedestrian Count Surveys
Sr Location Type of
Location
1. S T Bus Stand, Dhebarbhai Road Mid Block
2. Jawahar Road Intersection
3. Triangle Bagh Intersection
4. City Hospital Intersection
5. Jubilee Garden Intersection
6. Hanuman Madhi Intersection
7. Dena Bank Intersection
8. Gundavadi Hospital Intersection
9. Swami Narayan Temple Mid Block
Figure 4.7 shows the locations of pedestrian surveys.
Outputs: From the pedestrian survey, information relating to the intensity of pedestrian volume
across important roads in the study area was obtained. This data is useful to plan for pedestrian
facilities at important intersections
4.2.10. Intersection Turning Movement Surveys
Objective: The objective of this survey was to assess the traffic flow characteristics at the
intersection.

Methodology: The survey was carried out for 16 hours on a normal working day at 15 junctions in
the city. The survey locations of turning movement count stations are listed in Table 4.4. The
location of the turning movement surveys are shown in Figure 4.8.
Table 4.4: Locations of Intersection Turning Movement Count Survey
Jn. No. Location
JN-02 Kanta Vikas Chowk
JN-03 Bhut Khana Chowk
JN-04 RMC Chowk
JN-05 Lodhawad Chowk
JN-06 Shakti Vijay Ice Cream T- Point (Patel Dharmshala)
JN-07 Makkam Chowk
JN-08 Mavadi Pathak Chowk
JN-09 Kotecha Chowk
JN-10 Hanuman Madhi Chowk
JN-11 Yagnik T – Point
JN-12 Ashton Cinema Chowk
JN-13 Virani High School Chowk
JN-14 Chunara Madi Chowk
JN-15 PTC Chowk
Outputs: The following outputs were obtained from the intersection turning movement survey.
• Traffic on approach legs and total intersection volume.
• Peak hour movements at intersections.
Turning movement data was used in preparing geometric improvement plans for the intersections.
4.2.11. Passenger Terminal Surveys
Objective: The objective of the terminal

study was to assess the physical
characteristics (size, space), operational
characteristics (bus, passenger flow) and
user characteristics (origin, destination,
mode, trip length and travel cost) at bus and
railway stations. Photo shows ST Bus
terminal.
Methodology: The survey was carried out for 16 hours at three terminals (at Bus Terminal and
Two Rail Terminals). In all 1,950 passengers were interviewed comprising 804 bus passengers

and 1,146 rail passengers. The details of survey locations along with the sample passengers
covered at each location are shown in Table 4.5.
Table 4.5 Locations of Passenger Terminal Survey
Sr Terminal Name No of Passengers interviewed
1. S.T. Bus Stand 804
2. Rajkot Railway Station 1146
3. Bhaktinagar Railway Station
Total 1950
Output: The bus terminal survey provided an insight into the dispersal pattern of passengers
along with its physical characteristics.
4.2.12. Marketing Yard Origin & Destination Survey

Objectives: The main objective of Marketing Yard Survey was to capture the local and regional
movement of different type of commodities from or to the marketing yard.
Methodology: The Marketing Yard Origin and Destination Survey were conducted for 24 hrs,
along with classified traffic volume count at three gates of the marketing yard, from where the
vehicles enter and exit.
Output: Estimation of local and regional movement of different type commodities from or to the
marketing yard.
Assessment of traffic characteristics of an urban area is important to appreciate the problems of
movement in the area and understanding of the need for organising the same in an efficient and
economical manner. Traffic characteristics help in appreciating the spatial and temporal features of travel
within the area, relationship of traffic intensity with network capacity and prevailing level of service
obtained on various corridors of the area. This appreciation and understanding is essential for identifying
the present conditions and constraints, formulating proper policies and strategies, selecting relevant
systems and designing the individual components of the system.
To assess the traffic characteristics in the study area, classified traffic volume counts and origin-
destination studies have been carried out at a number of locations identified along outer cordon, inner
cordon and screen line as outlined above .
4.3.1. Average Daily Traffic
Outer Cordon: On an average 71,864 vehicles (1,12,201 PCUs) enter and leave Rajkot Urban
Area every day as observed at the outer cordon locations. Table 4.6 shows the average daily
traffic density at the outer cordon locations. National Highways, namely Ahmedabad Road (NH-
8B) and Gondal Road (NH-8B) account for about 51.2% of the total entering and leaving traffic.
Among other highways, Kalawad Road carries maximum traffic (16.9%) followed by Morbi
Road (SH-42) with 10.9% of total incoming and outgoing traffic (Figure 4.9). No major

Figure 4.9 Location wise Contribution of Average Daily Traffic at Outer Cordon
Kotdasanghani Road
Morbi Road
2.6%
10.9%
Jamnagar Road
9.3%
Kalaw ad Road
16.9%
Ahmedabad Road
23.9%
Gondal Road Bhavnagar Road

27.3% 9.0%
imbalance in directional distribution has been observed across different outer cordon locations.
Overall the directional distribution for all the locations put together is 47% in favor of incoming
vehicles and 53% in favor of outgoing vehicles.
Table 4.6: 24-Hour Traffic at Outer Cordon Count Stations
Direction Total
Cordon
Road Incoming Outgoing
ID Veh. PCU
Veh. PCU Veh. PCU
7,866 12,466
OC-1 Morbi Road
3,562 5,805 4,304 6,661 (10.9) (11.1)
17,149 31,537
OC-2 Ahmedabad Road
7,749 14,144 9,400 17,393 (23.9) (28.1)
9,034
OC-3 Bhavnagar Road
3,245 4,586 3,236 4,448 6,481 (9.0) (8.1)
19,639 31,034
OC-4 Gondal Road
9,015 13,976 10,624 17,058 (27.3) (27.7)
12,165 14,056
OC-5 Kalawad Road
5,774 6,616 6,391 7,440 (16.9) (12.5)
11,632
OC-6 Jamnagar Road
3,160 5,701 3,515 5,931 6,675 (9.3) (10.4)
Kotdasanghani 2,441
OC-7
Road 918 1,183 972 1,258 1,889 (2.6) (2.2)
All Locations 33,423 52,012 38,442 60,189 71,864 1,12,201
Directional Split (%) 47% 53% 100%
(Note: Figures in bracket indicate percentage share of total) (Source :CES Survey)

Inner Cordon : In all 3,55,369 vehicles (2,31,271 PCUs) enter and exist inner cordon daily.
Table 4.7 presents the traffic volume at various locations along with their respective shares in the
total volume (Figure 4.10).
Table 4.7: Average Daily Traffic at Inner Cordon Count Stations (16 Hours)
Total Vehicles % Share
Inner
Sr Location Name in Total
Cordon Nos. PCU
Traffic
1. IC-1 Near Kaiser-e-Hind Bridge 23,026 17,385 7.5
2. IC-2* Doodh Sagar Bridge 29,579 23,204 10.0
3. IC-3 On Jilla Garden Road at Aji Colony 20,471 14,359 6.2
4. IC-4* Kotharia Quarters Road 34,491 21417 9.3
5. IC-5 Laxmiwadi Main Road 19,974 12,548 5.4
6. IC-6* Canal Road 44,500 27876 12.1
Lakhaji Raj Road (opp. Ajanta
7. IC-7 53,865 32,140 13.9
Showroom)
Lakhaji Raj Road near Lakhaji Raj
8. IC-8* 50,480 30456 13.2
Library
9. IC-9 Mahatma Gandhi Road 49,319 31,218 13.5
10. IC-10 Janana Hospital 18,076 12,052 5.2
11. IC-11 Dhebarbhai Road (High Court) 11,588 8,616 3.7
Total at Inner Cordon 3,55,369 2,31,271 100
Figure 4.10 Location wise Contribution of 16-Hour Traffic at Inner Cordon Among the four roads,
2.6%
where 24 hour count was
Morbi Road
10.9% done, the most used
Jamnagar Road
9.3% corridors for accessing
Ahmedabad Road central area (except Jilla
23.9%
Kalaw ad Road
Garden Road with 8.6%)
16.9% are Lakhaji Raj Road,
Canal Road and Kotharia
Gondal Road
Quarters Road with a
27.3%
Bhavnagar Road share of 13.2%, 12.1%
9.0%
and 9.3% respectively of
the total traffic incoming and outgoing from the central area. Among the remaining seven roads, where
16 hour count was done, the highly utilised corridors providing access to the central area are Lakhaji Raj
Road and Mahatma Gandhi Road with the share of 13.9% and 13.5%.

Screen Line Counts: A combination of Railway line and Aji River running North-South
through the Rajkot city has been taken as North-South screen line for understanding traffic
movement pattern in the city and 16 hours classified traffic counts were conducted at the crossing
facilities. In all, the survey was conducted at 11 locations.
• North-South Screen Line: On an average every day 4,82,296 vehicles (3,56,535 PCU) cross
the North-South Screen Line, of which Kalawad road at Women’s College alone accounts for
15.2 % followed by Raiya Road near Amrapali cinema with 12 % traffic. Ring Road (at Aji
Vashahat) contribution was the least with only 12,725 vehicles (2.6%) passing through this
location (Figure 4.11). Table 4.8 presents the 16 Hr. traffic count at the 11 screen line count
stations.
Table 4.8: Average Daily Traffic at Screen Lines (North-South) (16 hours)
Screen Total Vehicles Share in
Line ID Location Name Veh. PCU Total (%)
NS-1 Kaiser-e-Hind Bridge 80,443 60,844 16.7%
NS-2 Jail Road at Doodh Sagar Bridge 38,542 29,579 8.0%
NS-3 Bapu Nagar Bridge 53,209 41,127 11.0%
NS-4 Gondal Road at Gopal Nagar 36,363 24,574 7.5%
NS-5 Kalawad Road at Women's College 73,182 48,737 15.2%
NS-6 Raiya Road near Amrapali Cinema 57,717 35,017 12.0%
NS-7 Jamnagar Road at Bhomeswar Society 26,396 21,819 5.5%
NS-8 Indira Bridge 18,365 12,144 3.8%
NS-9 Gondal Road Level Crossing 36,200 28,558 7.5%
NS-10 Mavdi Road Level Crossing 49,154 35,844 10.2%
NS-11 Ring Road at Aji Vashahat 12,725 18,292 2.6%
Total at North-South Screen Line 4,82,296 3,56,535 100.0%
(Source: CES Survey 2001)
Figure 4.11 Location wise Contribution of 16 Hr. Traffic at North-

South Screen Line
NS-10 NS-11
10.2% 2.6% NS-1
16.7%
NS-9
7.5%
NS-2
8.0%
NS-8
3.8%
NS-3
11.0%
NS-7
5.5%
NS-5
NS-6 NS-4
15.2%
12.0% 7.5%

• East-West Screen Line: An imaginary line has been taken as East-West Screen line which runs
in East-West direction and covering the roads like Kalawad Road, Dr. Yagnik Road, Lakhaji
Road, etc. Classified traffic volume counts were conducted at eight locations for 16 hours.
Average daily traffic (16 hours) crossing East-West screen line was 3,43,483 vehicles (2,39,734
PCUs) (Table 4.9).
Among eight screen line points the share of Jawahar Road was maximum (24%) and the
contribution of Ring Road near Karan Park is minimum (Figure 4.12).
Table 4.9: Average Daily Traffic at Screen Lines (East-West) (16 hours)
Sr Inner Total Vehicles Share in
Cordon Location Name Nos. PCU Total (%)
1. EW-1 Ring Road near Karan Park 18,741 13,397 5.6
2. EW-2 Dr. Yagink Road at R. K. Mission 71,515 43,395 18.1
3. EW-3 Dr. Rajendra Prasad Road at 31,316 18,550 7.7
Rajkumar College
4. EW-4 Jawahar Road at L. B. S. Stadium 80,730 55,411 23.1
5. EW-5 Dhebarbhai Road at Khadi Bhavan 38,810 26,469 11.0
6. EW-6 Palace Road at Ashapura Temple 43,502 27,120 11.3
7. EW-7 Bhavnagar Road near Kabrastan 28,131 19,295 8.0
8. EW-8 Ring Road at R.T.O. Office 30,738 36,097 15.1
Total 3,43,483 2,39,734 100
(Source: CES Survey 2001)
Figure 4.12 Location wise Contribution of 16 Hr. Traffic at East-West Screen

EW-8 Line
15.1%
EW-1
5.6%
EW-7 EW-2
8.0% 18.1%
EW-3
7.7%
EW-6
11.3%
EW-5 EW-4
11.0% 23.1%
4.3.2. Traffic Composition

Outer Cordon: Composition of traffic varied considerably from road to road. In general national
highways, state highways and other roads exhibited similar characteristics in their respective group
(Table 4.10). Of the total traffic, crossing outer cordon, freight vehicles have a share of 31.0 % and
passenger vehicles 69.0%. Figure 4.13 presents the broad composition of traffic at outer cordon

locations. On an average slow moving vehicles have a very low share in the total traffic crossing outer
cordon. The share of public transport vehicles is only 5.0 percent. Roads carrying heavy truck traffic
such as Ahmedabad Road, Bhavnagar Road, Gondal Road, Jamnagar Road and Morbi Road exhibit
lower shares of slow moving traffic. Major corridors of freight movement include Ahmedabad Road
(43%), Morbi Road (33%), Gondal Road (30.0%) and Jamnagar Road (19.0%).
Table 4.10 Traffic Composition at Outer Cordon Count Stations
Slow Moving
Fast Moving Vehicles Vehicle
Cordon Name of the
Car/ Truc Tracto ADV/ Total
Road 2W Auto Bus Chakda LCV Cycle
Jeep k r HDV
OC-1 Morbi Road 29.7 0.8 18.7 5.5 12.5 8.0 21.4 1.5 0.1 1.8 100.0
Ahmedabad
OC-2 19.4 0.4 19.0 6.5 13.6 10.0 29.6 0.7 0.2 0.6 100.0
Road
Bhavnagar
OC-3 36.8 0.9 19.7 6.7 11.2 10.1 12.7 1.1 0.1 0.8 100.0
Road
OC-4 Gondal Road 28.3 1.3 22.9 6.5 12.7 5.3 20.5 1.3 0.0 1.3 100.0
Kalawad
OC-5 50.1 2.1 15.3 2.2 11.4 3.9 6.4 3.4 0.1 5.0 100.0
Road
Jamnagar
OC-6 28.3 1.2 15.4 7.0 14.5 5.6 25.6 1.6 0.0 0.8 100.0
Road
Kotdasangha
OC-7 49.1 1.9 2.6 1.0 20.7 3.5 2.0 6.5 1.3 11.5 100.0
ni Road
All Locations 34.5 1.2 16.2 5.0 13.8 6.6 16.9 2.3 0.3 3.1 100.0
Figure 4.13 Traffic Compositions at Outer Cordon Locations
ADV/HDV Cycle
0.3% 3.1%
Tractor
2.3%
2W
34.5%
Truck
16.9%
LCV
6.6%
Auto
1.2%
Chakda
13.8%
Bus Car/Jeep
5.0% 16.2%
The share of two wheelers was the highest on Canal Road with 64.4 % followed by Mahatma Gandhi
Road with 59.4 %. Slow moving traffic share was the highest on Dhebarbhai Road with 45.9 % of total
traffic followed by Bapu Nagar Bridge at Aji Colony with 40.6 %. The highest share of IPTs was

observed at Bhavnagar Road at Doodh Sagar Bridge (21.8%) and the lowest share at Bapu Nagar Bridge
(6.8%) respectively.
Inner Cordon: Within the city area, movement of freight vehicles is restricted to a few corridors
and the domination of private modes especially two wheelers increases considerably. Of the total traffic
crossing inner cordon, slow vehicles account for 27.3%. Motorised passenger vehicles have a share of
69.3 %. Public transport (Bus) and freight vehicles have a very minor share with 0.2% and 3.3%
respectively in the total traffic. Of all the inner cordon locations, the cycle traffic contributes to a
maximum share of 42.6% on Dhebarbhai Road near High Court (Table 4.11).
Table 4.11 Composition of Traffic at Inner Cordon Count Stations
Slow Moving
Fast Moving Vehicles
Inner Vehicle
Name of the Road Total
Cordon Car/ ADV/
2W Auto Bus Chakda LCV Truck Cycle
Jeep HDV
Kaiser-e-Hind Bridge
IC-1 50.7 12.6 1.9 0.1 8.6 0.5 0.5 1.9 23.2 100.0
Road
Bhavnagar Road at
IC-2 44.8 21.8 1.6 0.3 2.4 0.7 0.6 3.0 24.7 100.0
Doodh Sagar Bridge
Bapu Nagar Bridge at
IC-3 44.6 6.8 1.6 0.2 4.9 0.6 0.9 1.6 39.0 100.0
Aji Colony
IC-4 Kotharia Quarters Road 47.1 20.2 1.7 0.2 2.5 0.2 0.2 0.6 27.4 100.0
IC-5 Laxmiwadi Main Road 56.4 16.9 1.5 0.1 1.3 0.1 0.2 1.0 22.5 100.0
IC-6 Canal Road 64.4 13.8 4.2 0.7 1.2 0.3 0.2 0.8 14.4 100.0
Lakhaji Raj Road
IC-7 opposite Ajanta 56.9 15.9 2.4 0.1 0.7 0.0 0.0 0.7 23.3 100.0
Showroom
Lakhaji Raj Road near
IC-7a 58.7 18.3 3.2 0.1 1.1 0.1 0.1 0.5 17.9 100.0
Lakhaji Raj Library
IC-9 Mahatma Gandhi Road 59.4 14.3 1.7 0.6 2.4 0.0 0.0 0.9 20.7 100.0
IC-10 Janana Hospital 48.5 15.3 1.5 0.1 3.4 0.1 0.2 1.5 29.5 100.0
Dhebarbhai Road
IC-11 38.0 12.8 0.7 0.0 2.3 0.1 0.2 3.3 42.6 100.0
(High Court)
All Locations 51.8 15.3 2.0 0.2 2.8 0.2 0.3 1.4 25.9 100.0
4.3.3. Peak Hour Traffic
One of the features of urban traffic is its temporal variation, the study of which is important from
the point of view of transportation system planning. It is important to appreciate the temporal needs as
manifested by traffic flow and plan the transport system and services to efficiently meet these needs at
desirable levels of service.
Outer Cordon: Peak hour traffic and its share in the daily traffic at outer cordon location is
presented in Table 4.12. Peak hour traffic observed at outer cordon locations ranged from 6.2% to 9.1%.
The peak traffic share decreases with increase in ADT. However, Ahmedabad Road, Morbi Road and
Kalawad Road have registered higher peak traffic.

Table 4.12: Peak hour traffic at Outer Cordon Locations

Peak Hour
Cordon Name of the Road ADT Traffic % of Peak Hour
(PCUs) (PCUs) ADT
OC-1 Morbi Road 12,466 997 8.00 6 PM to 7 PM
OC-2 Ahmedabad Road 31,537 2,392 7.59 8 PM to 9 PM
OC-3 Bhavnagar Road 9,034 683 7.56 6 PM to 7 PM
OC-4 Gondal Road 31,034 1,908 6.15 6 PM to 7 PM
OC-5 Kalawad Road 14,056 1,285 9.14 9 AM to 10 AM
OC-6 Jamnagar Road 11,632 721 6.20 6 PM to 7 PM
OC-7 Kotdasanghani Road 2,441 187 7.65 10 AM to 11 AM
All Locations 1,12,201 7,516 6.70 6 PM to 7 PM
Inner Cordon : At inner cordon locations, which are basically connecting to residential
localities, pronounced morning and evening peaks are observed.
Morning and evening peak hour traffic at the inner cordon locations is presented in Table 4.13.
Table 4.13: Peak Hour Traffic at Inner Cordon Locations
Morning Peak Traffic Evening Peak Traffic
Inner
Name of the Road % of 16 Hour % of 16 Hour
Cordon PCU PCU
Traffic Traffic
IC-1 Kaiser-e-Hind Bridge Road 1,355 7.8% 1,799 10.3%
Bhavnagar Road at Doodh Sagar
IC-2 1,727 7.0% 2,314 9.4%
Bridge
IC-3 On Jilla Garden Road at Aji Colony 1,179 8.2% 1,195 8.3%
IC-4 Kotharia Quarters Road 1,482 6.3% 2,045 8.7%
IC-5 Laxmiwadi Main Road 1,041 8.3% 1,117 8.9%
IC-6 Canal Road 2,251 7.4% 2,357 7.8%
Lakhaji Raj Road opposite Ajanta
IC-7 3,024 9.4% 2,917 9.1%
Showroom
Lakhaji Raj Road near Lakhaji Raj
IC-7a 2,822 8.7% 2,600 8.0%
Library
IC-9 Mahatma Gandhi Road 2,807 9.0% 2,643 8.5%
IC-10 Janana Hospital 1,055 8.8% 1,042 8.6%
IC-11 Dhebarbhai Road (High Court) 748 8.7% 669 7.8%
Peak hour traffic as percentage of 16-hour traffic has been observed to be between 6.3% and
9.4% in the morning peak and that for the evening peak is 7.8 % and 10.3 % respectively.
4.4 Traffic Movement Pattern
In order to understand travel desire pattern of the traffic entering/ leaving the study area, Origin-
Destination surveys were conducted for 24 hrs simultaneously with the classified traffic volume count
survey at all the outer cordon locations. In addition, O-D surveys for 16 hrs were conducted at four

locations along Inner Cordon. In this section, details on travel desire characteristics, trip length, mode of
movement, purpose of travel, loading pattern of freight vehicles etc. have been presented.
4.4.1. Passenger Traffic

Movement Pattern by Location: Travel pattern varied largely amongst different locations. Location
wise travel pattern of motorised passenger traffic at the outer cordon is presented in Table 4.14. Internal-
external traffic accounts for 39% share, external-internal traffic accounts for 55% share and ‘through’
traffic for a low six percent. The through traffic is more predominant on Ahmedabad Road and Jamnagar
Road. The location wise ‘through’ traffic is presented in Figure 4.14.
Table 4.14: Location-wise Movement Pattern of Passenger Vehicles at Outer Cordon
Outer Cordon Location
Location ID Internal to External to External to % Through
Total
External Internal External Traffic
OC-1 2144 2402 160 4706 3.4%
OC-2 236 7396 995 8627 11.5%
OC-3 1892 1420 155 3467 4.5%
OC-4 5118 6493 713 12324 5.8%
OC-5 5364 4170 297 9831 3.0%
OC-6 1331 1767 261 3359 7.8%
OC-7 664 464 6 1134 0.5%
All 16748 24113 2586 43448 6.0%
% Share 39% 55% 6% 100%
Destined Traffic 40,862
% Share of destined
41% 59%
traffic
Figure 4.14: Share of Through Traffic (Passenger) at Outer Cordon
12
10
% Through Traffic
8
6
4
2
0
OC-1 OC-2 OC-3 OC-4 OC-5 OC-6 OC-7
Location
Movement Pattern by Mode: Table 4.15 shows the movement pattern of passenger vehicles by
type of vehicle. Cars, followed by buses and two wheelers, account for maximum share in total
‘through’ traffic.

Table 4.15: Mode Wise Movement Pattern of Passenger Vehicles at Outer Cordon
Vehicle Type Internal to External to External to Total
External Internal External
Two Wheeler 7,720 (38.7) 11,711 (58.8) 494 (2.5) 19,925 (100)
Auto 291 (46.2) 304 (48.2) 36 (5.6) 631 (100)
Tempo/Chakda 2,785 (42.1) 3,658 (55.3) 171 (2.6) 6,615 (100)
Mini Bus 372 (43.2) 446 (51.8) 43 (5.0) 861 (100)
Bus 938 (37.3) 1,057 (42.1) 519 (20.6) 2,514 (100)
Car 4,075 (34.7) 6,442 (54.8) 1,240 (10.6) 11,757 (100)
Cycle 568 (49.6) 495 (43.2) 83 (7.3) 1,146 (100)
Total 16,748 (38.5) 24,113 (55.5) 2,586 (6.0) 43,448 (100)
Figures in brackets indicate percentage (Source: CES Survey)
Average Occupancy: Average mode-wise occupancy at various Outer Cordon point locations is
presented in Table 4.16. Occupancy varies from 1.5 to 2.0 for two wheelers and 26 to 39 for buses. It
is observed that the occupancy of different modes on all major routes is almost the same.
Table 4.16: Average Mode-wise Occupancy at Outer Cordon Points
Vehicle Type Outer Cordon Location
OC-1 OC-2 OC-3 OC-4 OC-5 OC-6 OC-7 Overall
Two Wheeler 1.70 1.68 1.66 1.66 1.54 1.60 1.83 1.66
Auto Rickshaw 3.78 5.05 2.91 3.02 2.64 2.82 3.94 3.36
Car/Jeep/Van 3.61 4.13 3.81 3.72 3.11 3.81 3.36 3.70
Tempo 4.76 4.87 4.22 4.38 4.52 5.13 6.00 4.78
Mini Bus 27.48 15.09 21.84 18.11 13.91 14.79 21.00 20.25
Bus 33.20 37.78 34.41 38.77 38.28 36.27 26.83 36.68
Movement Pattern of Passenger by Mode: An estimated 2,40,336 passengers enter and leave the
city by various modes (Table 4.17).
Table 4.17: Passenger Movement Pattern by Mode of Travel

No. of Passenger Trips Total Trips
Vehicle
Internal to External to External to
Type No. %
External Internal External
Two 12143 23000 3600 38744 (16.1)
Wheeler
Auto 995 1174 312 2481 (1.0)
Chakda 13591 18367 2415 34374 (14.3)
Mini Bus 8235 8368 1158 17761 (7.4)
Bus 38630 35410 23029 97069 (40.4)
Car 14061 26385 7020 47466 (19.7)
Cycle 902 987 553 2442 (1.0)
Total 88556 113691 38089 240336 (100.0)
It is observed that buses and minibuses account for 48% share in total passenger trips movement at
outer cordon. Further buses account for 60% share in the total ‘through’ trips.

Trip Purpose: The OD survey data was analysed for types of movement by trip purpose. The
results are presented in Table 4.18. Majority of trips were made for the purpose of work (37.7%),
business (24.5%) and social (17.4%) purposes.
Table 4.18: Distribution of Vehicle Trips by Purpose (%)
Purpose of Trip
Type of
Religious/ Total
Movement Work Business Education Social Shopping
Tourism
I-E 43.4 25.0 3.9 15.3 1.4 11.1 100.0
E-I 40.0 25.2 1.1 16.4 8.5 9.0 100.0
E-E 29.6 23.3 1.1 20.7 2.9 22.4 100.0
Total 37.7 24.5 2.0 17.4 4.2 14.1 100.0
Note: I = Internal, E = External, Internal to Internal trips are not included (Source : CES Survey)
4.4.2 Freight Vehicles

Movement Pattern by Location: Data collected from Origin-Destination survey has been
analysed to study the travel pattern of freight vehicles at the outer cordon. Table 4.19 presents the
movement pattern of freight vehicles. While External-Internal movement accounts for 32% share,
Internal-External movement accounts for 39% share and through traffic for 29% share respectively.
Table 4.19: Location-wise Movement Pattern of Freight Vehicles
Outer Cordon Location
Locat % Through % Share of
Location Internal External External
ion Traffic at through
Name to to to Total
ID each traffic in
External Internal External cordon total traffic
OC-1 Morbi Road 681 672 601 1954 30.8% 11.1
OC-2 Ahmedabad Road 1721 2772 1650 6143 26.9% 35.0
OC-3 Bhavnagar Road 421 512 264 1197 22.1% 6.8
OC-4 Gondal Road 1536 1039 1597 4171 38.3% 23.7
OC-5 Kalawad Road 577 863 235 1675 14.0% 9.5
OC-6 Jamnagar Road 683 745 752 2179 34.5% 12.4
OC-7 Kotdasanghani Road 51 182 14 247 5.8% 1.4
All 5669 6783 5113 17565 29.1% 100.0
% Share 32% 39% 29% 100%
The share of ‘through’ traffic is maximum at Ahmedabad Road (35%) closely followed by Gondal Road
(24%).
Movement Pattern by Mode of Travel: The mode wise movement pattern of freight vehicles is
presented in Table 4.20

Table 4.20: Mode-wise Movement Pattern of Freight Vehicles

% Share
Internal to External to External to in
Vehicle Type Total
External Internal External Through
Traffic
LCV 1985 (42.1) 2067 (43.8) 667 (14.1) 4719 (100.0) 13
Trucks-2A 2602 (29.4) 2658 (30.0) 3601 (40.6) 8861 (100.0) 70.4
Trucks- 3A &
240 (18.7) 343 (26.7) 702 (54.6) 1285 (100.0) 13.7
MAV
Tractor 266 (27.5) 652 (67.4) 49 (5.1) 968 (100.0) 1.0
Trailer 575 (33.2) 1064 (61.4) 93 (5.4) 1733 (100.0) 1.8
Total 6701 (32.3) 5719 (38.6) 5113 (29.1) 17565 (100.0) 100.0
Figures in brackets indicate percentage share in total (Source: CES Survey)
Major share in total ‘through’ traffic comprised mainly trucks (84.1%) followed by tractors
(13.7%) and LCV (13%) respectively.
Commodity Movement: The distribution of freight vehicles, by commodity carried, are
presented in Table 4.21.
Table 4.21: Distribution of Freight Vehicles by Commodity
Tractor,
2 Axle 3 Axle & Chakda
Commodity LCV Tractor &
Trucks MA Trucks (Freight)
Trailer
Empty Vehicles 30.4 46.4 9.1 5.7 8.4
Coal 12.0 65.8 16.5 3.3 2.3
Other Minerals (Bauxite, Lime Stone
10.1 77.9 6.9 1.3 3.8
etc.)
Food Grains (Rice, Wheat, Pulses etc.) 21.7 59.0 5.2 3.5 10.6
Cash Crops (Cashew, Beetle nut,
Groundnut, Coconut, Tea, Coffee, Silk, 24.2 57.6 6.3 3.6 8.3
Cotton, Sugarcane etc.)
Fruits & Vegetables 42.7 30.1 5.2 2.2 19.7
Forest Products (Wood, Pepper, Spices,
24.7 49.2 12.3 4.2 9.6
Grass etc.)
Building Materials & Hardware
(Bricks, Stone, Tiles, Sand, Soil, 12.2 54.9 5.7 22.5 4.7
Chips)
Petroleum Products (Diesel, Petrol,
12.8 77.7 4.0 1.3 4.1
Kerosene, Oil, Grease, Bitumen)
Chemicals, Acids & Gas 12.1 62.0 20.0 1.2 4.6
Iron & Steel 20.4 53.8 12.6 4.9 8.4
Cement 8.7 75.0 13.2 0.9 2.1
Fertilizer 13.6 70.4 8.3 0.0 7.7
Sugar, Jaggery & Other Provisions 34.8 40.6 11.6 2.1 10.9
Textile & Textile Products 12.4 82.4 2.6 0.0 2.6
Machinery 26.3 42.0 8.2 5.4 18.2
Rubber & Rubber Products & Leather
32.4 40.5 10.8 0.0 16.2
Products
Live stocks 18.2 59.1 0.0 9.1 13.6
Other Manufacturing Products, Parcels
16.4 67.1 6.2 1.1 9.1
(Electrical & Electronic Goods,

Table 4.21: Distribution of Freight Vehicles by Commodity

Tractor,
2 Axle 3 Axle & Chakda
Commodity LCV Tractor &
Trucks MA Trucks (Freight)
Trailer
Containers, Plastics, Medicines etc.)
Miscellaneous Goods (Milk, Poultry
Products, Fish, Water, Empty 24.7 56.0 6.6 1.9 10.9
Cylinders etc.)
Misc. (Mixed) 2.4 30.4
10.7 53.7 2.9
Paper 0.0 36.9
13.1 37.7 12.3
Furniture 2.8 33.5
9.9 47.4 6.4
Figure 4.15 shows graphically the distribution of freight vehicles by Commodity type.
Figure 4.15 Distributions of Freight Vehicles by Commodity
% of Freight Vehicles
100
80
60
40
20
0
Empty
Others
Building
Chemicals
Materials
Minerals
Fertilisers
&
Com m odity Type
LCV 2 A Trucks 3 A & MA Trucks Tractors Chakda (Freight)
4.5 Speed and Delay Characteristics

Journey speed is an important characteristic of traffic. Its measurement is frequently required in
transport planning particularly to evaluate the road network system, to provide vital inputs to transport
demand modeling process and assist in economic analysis of improvement plans. For the present study
about 175 km of road network in the city was identified for carrying out the speed and delay study.
4.5.1 Spatial Speed Profile: Figure 4.16 shows the average journey speeds observed on the road
network in study area. From the figure, it is observed that the speed ranges on major arterial roads of
Rajkot are as under:
% share of Road Length
70
60 Central Area
50 Rest of RMC
40
30
20
10
0
Upto 10 10-20 20-30 30-40 > 40
Average Journey Speed (kmph)
Figure 4.16: Distribution of Road Length by Average Journey Speed

The spatial analysis of speeds on the road network indicates that there is a marked difference in average
speeds between the central area and outside central area. The distribution of road length by journey
speeds is presented in Table 4.22.
Table 4.22: Distribution of Road Length by Average Speeds

Speed (Km/hr) % of Road Length
Central Area Rest of RMC
Up to 10 7.8 0.6
10 – 20 62.8 14.2
20-30 26.4 40.8
30-40 3.0 26.5
> 40 0.0 17.9
Total 100.0 100.0
About 71% of road length in the Central Area has speeds less than below 20 kmph. On the other
hand 85% of road length in Rest of RMC has speeds are exceeding 20 kmph.
4.5.2 Speed Profile by Carriage Width & Type: It is generally observed that higher speeds are
observed on roads where carriageway widths are more (Table 4.23).
Table 4.23: Distribution of Road Length by Carriageway Width & Average Speed
Upto 10 11-20 21-30 31-40 > 40
Single Lane 17.24 14.69 6.16 0.00 0.00
Intermediate
44.51 34.02 21.44 13.59 45.66
Lane
2-Lane 18.50 31.65 37.03 31.90 22.14
3-Lane 9.72 8.03 6.35 10.07 0.00
4-Lane 10.03 11.16 27.98 43.19 32.20
More than 4-
0.00 0.45 1.03 1.25 0.00
Lane
Total 100 100 100 100 100
The distribution of road length by type of carriageway and average speed is shown in Table 4.24.
Table 4.24: Distribution of Road Length by Speeds & Type of Carriageway

Carriageway Journey Speeds (Kmph)
type Upto 10 11-20 21-30 31-40 >40 Total
Undivided 2 31 33 14 20 100
Divided 1 14 35 26 23 100
It is observed that high speeds are observed on roads with divided carriageway.
4.6 Parking Characteristics

Parking surveys are intended to provide information on the parking demand, extent of the usage
of parking facility and availability of parking space. In the present study parking data was collected at
major parking locations (on-street & off-street) within the central area. The surveys were conducted for

12 hours at 28 locations of which 26 were on-street and two were off-street. In the present study the
parking characteristics have been analysed in terms of parking accumulation, composition of parked
vehicles and parking duration. Equivalent Car Space (ECS) norms were adopted for expressing different
types of vehicles into a common unit.
4.6.1. Maximum Parking Accumulation: Comparison of peak parking accumulation along road
sections on major corridors (Table 4.25) indicates that a peak hour accumulation varies between 80
vehicles (Jaganath Temple) to 1277 vehicles (Dhebarbhai Road-Union Bank to Kanta Vikas Gruha).
Table 4.25: Maximum Parking Accumulation on Major Corridors
Peak Hours
Sr. Accumulation
Name of Road/Junction Peak Period
Total
ECS
Vehicles
1 Bhupendra Road 17:30 - 18:00 202 47
2 Dhebarbhai Road - Bhabha Hotel X-ing to M.G.Road 12.00 - 12.30 1245 291
3 Dhebarbhai Road-Union Bank to Kanta Vikas Gruha 11.30 - 12:00 1277 442
4 Dharmendra Road 18:30 - 19:00 283 65
5 Dhan Rajni Complex at Yagnik Road 19:00 - 19:30 111 25
6 Dr.Yagnik Road (Near Ramkrishna Ashram) 18:30 - 19:00 1023 268
7 Ghee Kanta Road 20.00-20.30 246 57
8 Harihar Chowk 11.00 - 11:30 320 78
9 Jawahar Road 11.30 - 12:00 393 106
10 Backside of Dhanrajni & Heera Panna Complex 19.30 - 20.00 127 29
11 Jagnath plot 18:30 - 19:00 349 125
12 Jagnath Temple 12.00 - 12.30 80 28
13 Kadia Nav lane Street 18:30 - 19:00 93 14
14 Kotharia Naka 12.30 - 13.00 207 53
15 Lakhajiraj Road East 19:00 - 19:30 956 191
16 Lakhajiraj Road West 12.30 - 13.00 465 146
17 Mahajan Trust Hospital Road 13.00 -13.30 107 37
18 M.G.Road 12.00 - 12.30 652 129
19 Palace Road 18:00 - 18:30 323 119
20 Panchnath Temple 17.00 - 17:30 301 70
21 Panchnath Road 12.00 - 12.30 101 41
22 Police Chowky To Phulcchab Chowk 12.00 - 12.30 273 67
23 Rajkot Railway Station Main Road 9.00 - 9.30 762 204
24 Rajputpara Main Road 12.00 - 12.30 446 146
25 Triangle Plot to Dharmesh Chamber 20.00-20.30 762 161
26 Sardar Nagar Main Road 19.30 - 20.00 331 83
27 Ramkrishna Dairy Main Road 19:00 - 19:30 183 40
28 S.T.Stand 9.00 - 9.30 488 257
4.6.2. Composition of Parked Vehicles: Generally on an average the two-wheelers and cycle traffic
constitute major share of parked vehicle with 61% and 27% share respectively. The demand by other
modes like auto-rickshaws, cars and others is not significant. Two-wheelers parking have a high share

(84.5%) and the share of cycles was less (15.5%) on Dhan Rajni Complex on Yagnik Road. The share of
both two wheelers and cycles was maximum on Kadia Nav Lane Street (100%) and minimum on Rajkot
Railway Station-Main Road (59.2%). The two wheeler share varies between 40% and 85%. Parking of
freight vehicles is very less on many of the surveyed locations.
4.6.3. Parking Duration: The average parking duration for two wheelers varies between 34 minutes (S
T Stand) and 81 minutes (Dhan Rajni Complex at Yagnik Road) with an overall average of 63 minutes
(Table 4.26). Similarly the duration for cars varied between 30 min on Dharmendra Road and Triangle
Plot to Dharmesh Chamber to 102 min at Mahajan Trust Hospital. The average duration freight vehicle
was around 30 min.
Table 4.26: Average Parking Duration at Various Locations ( in Min)
Name of Mini
Sr. TW Car Auto Chakda LCV HCV MAV Bus
Road/Junction -Bus
1 Bhupendra Road 67 57 38 30 30
Dhebarbhai Road
- Bhabha Hotel
2 62 90 40 46 30 105
X-ing to
M.G.Road
Dhebarbhai Road-
Union Bank to
3 64 74 42 48 58 50
Kanta Vikas
Gruha
4 Dharmendra Road 62 30 38 30
Dhan Rajni
5 Complex at 81 30
Yagnik Road
Dr.Yagnik Road
6 (Near Ramkrishna 61 57 43 43 30
Ashram)
7 Ghee Kanta Road 66 67 36 33
8 Harihar Chowk 58 55 51 30
9 Jawahar Road 61 70 50 40 30
Backside of
Dhanrajni &
10 64 56 52 30
Heera Panna
Complex
11 Jagnath plot 50 50 43 54 30
12 Jagnath Temple 54 68 37 40
Kadia Nav lane
13 79
Street
14 Kotharia Naka 80 86 45 30
Lakhajiraj Road
15 81 63 38 33
East
Lakhajiraj Road
16 63 66 38 40 33
West
Mahajan Trust
17 71 102 33 39
Hospital Road
18 M.G.Road 58 31 35 33 30

Table 4.26: Average Parking Duration at Various Locations ( in Min)

Name of Mini
Sr. TW Car Auto Chakda LCV HCV MAV Bus
Road/Junction -Bus
19 Palace Road 60 57 35 42 30
Panchnath
20 60 72 51 30
Temple
21 Panchnath Road 48 62 46 35
Police Chowky
22 To Phulcchab 63 95 49 61 30
Chowk
Rajkot Railway
23 Station Main 39 35 39 36 30 30 30 30
Road
Rajputpara Main
24 73 74 43 57 37
Road
Triangle Plot to
25 Dharmesh 81 30 44 55
Chamber
Sardar Nagar
26 50 45 39 32
Main Road
Ramkrishna Dairy
27 65 34 35 30
Main Road
28 S. T .Stand 34 35 37 32 30 30 38
4.7 Turning Movement
4.7.1. Peak Hour Traffic : Turning movement data collected at 15 intersections has been analysed to
study the movement pattern and performance of intersections. Total traffic at the intersection is expressed
both in vehicles and passenger car units. Table 4.27 presents the salient findings of the intersection
survey.
Table 4.27: Peak Hour Traffic at Intersections
Morning Peak Evening Peak
Jn. No. Location Period Period
Vehicles PCU Vehicles PCU
(hrs) (hrs)
JN-01 Nagarik Bank Junction 11-12 7585 5447 18-19 8653 6040
JN-02 Kanta Vikas Chowk 11-12 7361 5178 17-18 6313 4446
JN-03 Bhut Khana Chowk 11-12 5203 3691 18-19 6490 4464
JN-04 RMC Chowk 11-12 7164 5019 18-19 8191 5674
JN-05 Lodhawad Chowk 10-11 4904 2856 17-18 4744 2762
JN-06 Shakti Vijay Ice Cream T- Point 11-12 3380 2165 18-19 3250 2075
JN-07 Makkam Chowk 11-12 5508 3864 18-19 6290 4112
JN-08 Mavadi Pathak Chowk 11-12 6805 5279 18-19 6765 5123
JN-09 Kotecha Chowk 10-11 7952 5069 18-19 10279 6291
JN-10 Hanuman Madi Chowk 10-11 3294 2143 18-19 4240 2646
JN-11 Yagnik T – Point 12-13 4926 2920 18-19 7285 4301
JN-12 Ashton Cinema Chowk 11-12 6404 4048 18-19 8706 5250
JN-13 Virani High School Chowk 12-13 5392 3291 18-19 6364 3790
JN-14 Chunara Madi Chowk 08-09 2840 2224 18-19 4825 3040
JN-15 PTC Chowk 12-13 2809 2460 16-17 2437 2416

Contrary to normally observed temporal variation of traffic in urban areas, the peak hours
at Yagnik Point, Virani High School and PTC Chowk is observed in the noon hours. Such
behavior may be explained or attributed to the time when full scale commercial activity starts in
the central area. The establishments start functioning from 11:00 AM onwards. At most of the
locations the morning peak is observed to be between 11 AM to 12 Noon. In general the evening
peak occurred between 6 PM and 8 PM. Among the surveyed intersections maximum morning
peak traffic is observed at Nagarik Bank Junction (5447 PCU) and the highest evening peak at
Kotecha Chowk (6291 PCU).
4.8 Pedestrian Flow Characteristics

In order to study and assess the requirement of pedestrian facilities in areas of intense pedestrian
movement, pedestrian surveys were conducted at nine important locations for 16 hours to assess the
pedestrian flow characteristics along with the present control measures.
The peak pedestrian flow across the road observed at various locations is presented in Table 4.28.
Table 4.28: Peak Pedestrian Flow at Selected Locations
Total Pedestrian Flow
Location Peak Hour (hrs)
(across)
S T Bus Stand, Dhebarbhai Road 18-19 1,351
Jawahar Road 12-13 1,015
Triangle Bagh 18-19 1,015
City Hospital 17-18 3,010
Jubilee Garden 18-19 893
Hanuman Madhi 10-11 581
Dena Bank 18-19 1,538
Gundavadi Hospital 18-19 1,051
Swami Narayan Temple 18-19 174
Of all the locations, the maximum flow per hour across the road was observed at City Hospital
(3010 pedestrians) followed by Dena Bank (1538 pedestrians) and S.T Bus Stand (1351 pedestrians).
Table 4.29 shows the values of PV2 at the two mid block locations along with possible remedial actions
for pedestrian flow management.
Table 4.29: Control Measures for Pedestrian Traffic
Location PV2 x 108 Present Control Suggested Control Strategy
Measures
S.T Bus Stand, Dhebarbhai Road 100.0 Uncontrolled Pedestrian Signals are required
Swami Narayan Temple 5.45 Uncontrolled Pedestrian Signals are required
(Source : CES Survey)
4.9 Public Transport and Para Transit Characteristics
Public Transport System is one of the important and essential components of a transport plan. In
the present study public transport/ para-transit operators and users survey was carried out to assess the
general characteristics and their problems and needs. In all 31 Chakda operators, 338 auto rickshaw
operators and 367 users were enumerated in the survey. The survey was conducted at major transport
activity nodes.

4.9.1 System Characteristics: Intra-city public transport system of the city is road based, mainly
provided by few buses and Intermediate Public Transport (IPT) modes. Presently there are only 52 buses
operated by State Transport Corporation in the city and 15 buses are under mofusil operation along
designated routes in the city. The City Bus Transport System is operated by 170 drivers and conductors
each, supplemented by 40 mechanical staff and 25 administration staff including a Depot Manager and
two Traffic Inspectors.
The inter-city bus operations are predominantly handled by GSRTC from the S.T. terminal to
other towns and cities of the district and other parts.
4.9.2 Operational Characteristics: The predominant modes offering public transport/para transit
services in the study area are buses, Chakda and auto rickshaws. City Bus transport operates 46 schedules
(each consists of one or more routes) daily on 208 routes with the main control points at Triangle Garden
and Bhaktinagar circle. The City buses operate through congested areas like Sony Bazar, Sardar Bazar
etc. which severely affects their operational performance.
Table 4.30 shows the salient operational characteristics of the intermediate public transport
services. Auto rickshaws carry nearly twice the number of passengers (51) compared to Chakdas (30) per
day. Average trip length is high for Chakdas which is possibly on account for lower fare structure of
Chakda.
Table 4.30: Operational Characteristics of IPT Services
Characteristics Auto Chakda
Maximum Operational Time (hrs) 18 16
Average duration of service (hrs) 13 11
Average kms/day (km) 89 67
Maximum distance traveled (km) 200 200
Maximum Trips/day 35 12
Average Trips/day 16 5
Average Trip Length (km) 5.4 13
Average Passengers carried/day 51 30
Dead km/day (km) 19 24
Passenger km/day (km) 4391 980
Daily operational expenses and incomes of the two intermediate public transport systems are
Table 4.31: Daily Average Operational Expenses and Income
Sr. Item Auto Chakda
A) Expenses
Average Hiring Charges/day (Rs.)
1 Charges/day (Rs) 51 100
2 Fuel Cost/day (Rs) 85 70
3 Maintenance Cost/day (Rs) 16 33
B) Net Income (Rs/day) 135 150
(Source : CES Survey)

4.9.3 Operators Characteristics : Besides the operational details of the para transit systems, Operator
survey comprising 31 Chakda operators and 338 auto operators also provided details about the individual
operator which are presented below:
1. 69.2% of auto operators and 74.2 % of Chakda operators own their vehicles.
2. Chakda operators were found to have the short working experience with 53% of operators having
less than 10 years. Nearly 15% of auto rickshaw operators have operating experience of above 20
years.
3. Nearly 87% of Chakda operators and 77% of auto operators are operating between 10 to 16
hours/day. Auto operators have on an average a higher operating duration (13 hrs/day) than
Chakdas (11 hrs/day).
4. While 86.6% of the Auto rickshaw operators operate between 50-150 km/day, in case of Chakda
only 84.9 % operate between 50 & 150 km. On an average, a single auto operates 89 km/day
while Chakda operates 67 km daily.
5. About 85% of Chakda operators perform less than 10 trips/day. 45% of Auto operators perform
between 15 to 20 trips and 9.4% perform greater than 25 trips. On an average, autos operate 16
trips daily and Chakdas operates five trips in a day.
4.9.4 User Characteristics: A user survey comprising of 370 users of IPT systems was conducted to
assess their characteristics. The characteristics are briefly presented below:
1. Maximum users (37%) lie in the age group 30-40 years followed by 20-30 years (30.1%)
2. Majority of the users are with qualification of Intermediate (39.2%).
3. Maximum users (38.6%) belong to ‘Working Class’ (Service) followed by Businessmen (18.9%)
and Housewives (17%).
4. Majority of the users (52.8%) belong to income category of Rs. 2000-5000 per month.
5. The three major purposes of travel of the users are work (17.2%), shopping (15.8%) and ‘other’
trips (51.6). Education trips account for 6.8 % share.
4.10 Terminal Characteristics
4.10.1 Passenger Terminals: Passenger surveys were carried out at three terminals (1 Bus and 2 Rail)
to assess the physical characteristics (size, activity, distribution), operational characteristics (bus and
passenger flow) and user characteristics (origin, destination, mode of travel, trip length, trip time and trip
cost). In all 1950 passengers were interviewed comprising 804 bus passengers and 1146 rail passengers.
4.10.1.1 Bus Terminals
Physical Characteristics: The State Transport Bus Terminal is located on eastern side of
Dhebarbhai road at Karanpara. It is surrounded by RMC office on its Northern side, Masonic hall
on the Southern side and Kanak Road on the Eastern side. Gujarat State Transport operates a

number of buses from this terminal to different locations in Rajkot District, in Saurashtra Region
and Gujarat.
Access & Dispersal Characteristics : Mode of Travel: The modewise distribution of
passenger trips for access and dispersal movement to and from the terminal is shown in Table
4.32.
Table 4.32: Distribution of Passenger Trips by Mode of Travel
Mode % of Trips
2 – Wheeler 4
Auto 39
Chakda 6
Mini Bus 1
Standard Bus 20
Car/Jeep/Taxi 1
Cycle 12
Walk 17
Total 100.0
Auto is a predominant (39%) mode of dispersal followed by bus (20%). The share of walk is 17% while
it is 12% in care of cycles.
Purpose of travel : Work (13.7%) trips and education (19.4%) trips together account for major
purposes of travel. The purpose wise distribution of trips is presented in Table 4.33.
Table 4.33: Purpose-wise Distribution of Passenger Trips
Purpose % of Trips
Work 13.7
Business 7.3
Education 19.4
Social 11.3
Shopping 1.9
Religious/ Tourism 4.2
Total 100.0
4.10.1.2 Rail Terminal
Physical Characteristics :There are two Railway Stations namely, Central Railway Station
(also called as Rajkot Railway Station) and Bhakti Nagar Railway Station. The Central Railway
Station caters to Express, mail and local trains, whereas the Bhakti Nagar Railway Station caters
only to local trains.
Central Railway Station: Central Railway Station is located near Collector’s Office on
junction road. The station has two terminals, one for long distance broad gauge trains which has
three platforms and another one for short distance meter gauge trains which has two platforms.
Western Railway operates trains to Porbandar, Secunderabad, Coimbatore, Jabalpur, Bhopal,
Mumbai, Bandra, Delhi, Puri, Trivendrum, Ernakulam, Dehradun, Jammu-Tawi etc, through this
station. Meter gauge trains are operated daily to Bhavnagar, Junagadh, Veraval, Visavadar and

Wansajaliya from Rajkot Station. Passenger demand is around 10,000 per day with about 5,600
outward passengers and about 4200 inward passengers. About 1300 people visit this station every
day along with passengers. Due to efficient inter-city bus operation by the private operators in the
city, the passenger demand on the rail system is low.
Bhaktinagar Railway Station: Bhaktinagar Railway station is used for local trains. Only four
trains operate through this station and pass this station 14 times a day. Average passenger load is
500 per day.
Access & Dispersal Characteristics: Mode of Travel : Auto rickshaws account for
predominant share (53.9 % at Rajkot Railway station and 51.9% at Bhakti Nagar Railway station)
followed by walk mode (22.2 % at Rajkot Railway station and 34.5% at Bhakti Nagar Railway
station). The mode-wise distribution of access and dispersal trips to and from the terminal is
Table 4.34: Distribution of passenger trips at Rail Terminal by

Mode of Travel (in %)
Mode Stations
Bhakti Nagar Rly Stn Rajkot Rly Stn
2 – Wheeler 7.9 9.6
Auto 51.9 53.9
Chakda 0.2 0.7
Mini Bus 0.0 0.4
Standard Bus 0.0 4.6
Car/Jeep/Taxi 1.1 6.0
Cycle 4.3 2.6
Walk 34.5 22.2
Total 100.0 100.0
Purpose of Travel : Social Trips and religious tourism trips (19%) are major purposes of travel
observed at both the railway station.
The purpose wise distribution of trips is presented in Table 4.35.
Table 4.35: Distribution of Passenger trips by Trip Purpose
Stations
Purpose Bhakti Nagar Rly. Stn. Rajkot Rly. Stn.
Work 15.5 13.3
Business 14.5 7.0
Education 9.5 6.6
Social 20.1 27.7
Shopping 1.4
Religious/ Tourism 20.7 26.4
Return Home - -
Others 18.3 19.0
Total 100.0 100.0

4.10 .1.3 Marketing Yard Characteristics

Marketing yard is the place from where the wholesale trading of vegetable, agriculture products,
cotton etc., take place. The main purpose of marketing yard survey is to capture the local and regional
movement of different types of commodities from or to the marketing yard. The Origin and Destination
survey, for 24 hrs, along with classified traffic volume count for 24 hrs at all the three gates of the
marketing yard was conducted.
Table 4.36 gives the distribution of vehicles by commodity carried. The share of empty vehicles
entering (38.8%) into the yard is more than the vehicles leaving (34.4%) from the marketing yard. The
movement of fruits and vegetable is comparatively high.
Table 4.36 :Distribution of Vehicles by Commodity Type

Commodity Type Entry Exit
Empty 38.8 34.4
Coal 0.2 0.1
Other Minerals 0.1 0.1
Food Grains 4.7 18.2
Cash Crops 22.0 6.1
Fruits & Vegetables 30.2 38.4
Forest Products 0.0 0.3
Paper 0.0 0.0
Building Materials & Hardware 0.1 0.3
Petroleum Products 0.0 0.0
Chemicals, Acids &Gas 0.0 0.0
Iron & Steel 0.0 0.0
Cement 0.1 0.2
Fertilizer 1.3 1.3
Sugar, Jaggery & Other Provisions 0.0 0.0
Textile & Textile Products 0.0 0.0
Machinery 0.0 0.0
Rubber Products 0.0 0.0
Live stocks 0.0 0.0
Other Manufacturing Products, Parcels 0.8 0.1
Miscellaneous Goods 1.7 0.7
Total 100 100
Overall the trading of fruits & vegetables, food grains and cash crops are predominant in the marketing
yard.
4.11 Socio- Economic and Travel Characteristics
An appreciation of the demographic, socio-economic and travel characteristics of the people of an
area is important to understand the travel needs of the people, preferences for travel modes, ability to pay
for travel their desires of travel within the area besides the household socio economic characteristics
during a typical working day. Such an understanding helps in rational policy formulation, decision
making and in identification of relevant transport system to serve the area.

Household Travel Survey was carried out, comprising of 3937 households spread over 34 traffic
zones to elicit the necessary socio-economic and travel characteristics. The zone wise number of samples
selected for the household survey is presented in the Table 4.37.
The data analysis has also been carried out at the following three-spatial levels:
1) Central Area, Comprising of Zone 1,2,3 9 and 11
2) Rest of RMC, Comprising of Zone 4 to Zone 8, Zone 10 and Zone 12 to Zone 23
3) Rajkot Outgrowth (OG), Comprising of Zone 24 to Zone 33
Table 4.37: Household Survey - Zone wise Sample Size

Total No. of HH Percent of
Zone No. Area Name
Households surveyed HH surveyed
1 Ward No.1 4,571 93 2.0
2 Ward No.2 4,937 100 2.0
3 Ward No.3 5,392 108 2.0
4 Ward No.4 5,716 113 2.0
5 Ward No.5 11,628 233 2.0
6 Ward No.6 10,034 203 2.0
7 Ward No.7 10,319 205 2.0
8 Ward No.8 5,113 104 2.0
9 Ward No.9 3,822 76 2.0
10 Ward No.10 8,096 162 2.0
11 Ward No.11 5,668 112 2.0
12 Ward No.12 6,467 129 2.0
13 Ward No.13 8,577 171 2.0
14 Ward No.14 7,219 148 2.1
15 Ward No.15 5,477 116 2.1
16 Ward No.16 4,694 94 2.0
17 Ward No.17 10,459 209 2.0
18 Ward No.18 8,339 167 2.0
19 Ward No.19 11,110 222 2.0
20 Ward No.20 6,034 120 2.0
21 Ward No.21 14,756 297 2.0
22 Ward No.22 8,572 169 2.0
23 Ward No.23 19,908 399 2.0
24 Motamava & Munjka 995 26 2.6
25 Vavdi 419 10 2.4
26 Kotharia (Part) 2,289 50 2.2
27 Mahika 299 8 2.7
28 Anandpar 1,312 26 2.0
29 Bedi 507 10 2.0
30 Manharpar 490 10 2.0
31 Madhapar 676 16 2.4
32 Parapipaliya 303 10 3.3
33 Ghanteshwar 920 21 2.3
Total 1,95,118 3,937 2.0

In addition, characteristics at the zonal level also have been analyzed and presented. The
household data collected, as part of the field surveys, has been analyzed under the following heads:
i) Household socio-economic characteristics

ii) Personal characteristics
iii) Trip characteristics
4.11.1 Household Socio-Economic Characteristics: Household Size : The average household size
in the study area was 4.87 which vary from 4.85 in central area to 4.66 in rest of RMC and 5.26 in
Rajkot OG respectively. Household size of Rajkot OG was higher compared to central area and rest
of RMC indicating concentration of large size families on the periphery of the city and beyond.
Household Income : The average household income in the study area was observed to be Rs.
6,029 with higher monthly incomes in household of central area (Rs. 7081), followed by rest of
RMC (Rs. 6090)and Rajkot OG (Rs. 4272) respectively. The distribution of households under
various income groups reveals that majority of the households (31.5%) fall within the income
range of Rs. 4,500 to Rs. 7,500, followed by 20% of households each in the range of Rs. 1500 to
3000 and 3001 to 4500 per month respectively (Table 4.38).
Table 4.38: Distribution of Households by income (%)
Area
Income Range Central Rest of RMC Rajkot Overall Study
(Rs.) Area Outgrowth Area
Up to 1500 2.2 2.9 6.4 3.0
1500-3000 9.6 20.8 42.2 20.4
3001-4500 16.6 20.9 24.6 20.5
4501-7500 37.0 31.2 21.9 31.5
7501-10,000 19.2 13.0 2.7 13.3
10,001-15,000 11.0 6.9 0.5 7.1
15,001-20,000 2.7 2.5 0.0 2.4
>20,000 1.6 1.6 1.6 1.6
Total 100.0 100.0 100.0 100.0
Vehicle Ownership: The average vehicle ownership in the study area was 1.92 vehicles
(including Cycles) and 1.07 vehicles (excluding Cycles) per household. Two wheelers and cycles
are the most common vehicles owned as reflected by a high proportion of vehicle ownership of
two wheelers (51%) and cycles (44%). Table 4.39 shows the distribution of households by type
of vehicle owned. The high proportion of personalised vehicles by household is also a reflection
of inadequate public transport system in Rajkot City.
Table 4.39: Distribution of Households by Type of Vehicle Owned
Vehicle Type Area
Central Area Rest of RMC Rajkot Outgrowth Study Area
Two Wheeler 50.5 46.3 38.9 46.5
Car 5.7 3.4 1.1 3.6
Car & TW 5.4 3.3 1.1 3.4

Table 4.39: Distribution of Households by Type of Vehicle Owned

Vehicle Type Area
Central Area Rest of RMC Rajkot Outgrowth Study Area
Cycle 33.4 42.0 46.9 41.1
Others 0.1 0.9 3.8 1.0
No Vehicle 5.0 4.0 8.0 4.3
Total 100.0 100.0 100.0 100.0
(Source: HH Survey)
The dependence of household on cycle increases in outer areas as compared to central areas
reflected from a proportion of household owing cycles in these areas.
Household Expenditure Pattern : Household expenditure analysis provides an idea of the
relative priority a household attaches to its expenditure on transport vis-à-vis competing
expenditure on other activities. Household expenditure pattern in the study area shows that food
expenditure accounts for the maximum proportion (32% of household income) of total
expenditure. The details of expenditure pattern are presented in Table 4.40
Table 4.40: Household Expenditure on Different items of Consumption (Rs./month)

Consumption Items
Area Food Housing Education Transport Health Other
Central Area 2,542 577 310 539 199 296
Rest of RMC 1,981 554 248 530 212 400
Rajkot OG 1,610 282 102 383 159 263
(Source: HH Survey)
On an average, household spends about Rs. 483 per month on transport, which is about eight percent of
total household income (Table 4.41). Rajkot OG people, though spend least amount (Rs. 383) on travel
but spend more proportion (9%) their income as compared to other areas.
Table 4.41: Household Expenditure on Travel
Average Income Average Expenditure on
Area Percentage Share
(Rs/month) Travel (Rs./month)
Central Area 7081 539 7.6
Rest of RMC 6090 521 8.5
Rajkot OG 4272 383 9.0
Overall 6029 483 8.0
(Source: HH Survey)
It is observed that 25% of households spend around Rs.500 to Rs.1,000 per month on travel per month,
while 91% of households spend less than or equal to Rs. 1000 per month on travel (Table 4.42).

Table 4.42: Distribution of Household by Expenditure on Travel (%)

Expenditure on Central Rest of RMC Rajkot Study
Travel (Rs.) Area Outgrowth Area
0-50 1.9 1.7 9.8 2.2
51-100 4.5 7.5 12.0 7.3
101-200 12.0 15.8 19.0 15.5
201-300 14.0 14.0 17.4 14.1
301-400 15.9 13.9 13.0 14.1
401-500 16.7 11.8 7.1 12.2
501-1000 26.7 25.6 18.5 25.4
1001-1500 5.4 5.9 1.6 5.7
>1500 2.9 3.7 1.6 3.5
(Source: HH Survey)
The average travel expenditure in absolute terms, increases with increase in income. However as % share
of household income it decreases with increase in income though inconsistently (Table 4.43).
Table 4.43: Average Monthly Household Expenditure on Travel by
Income Groups
Average Expenditure on % Expenditure in
Income Range(Rs.)
Transport(Rs.) Total Income
Up to 1500 138 9.2
1500-3000 224 7.5
3001-4500 366 8.1
4501-7500 506 8.4
7501-10,000 736 8.4
10,001-15,000 997 8.0
15,001-20,000 1231 7.0
> 20,000 1609 6.4
Figure 4.17: Variation of Transport Expenditure as share of HH Income
10
9
% Share of Transport
8
Exp. in HH Income
7
6
5
4
3
2
1
0
1500-
3001-
4501-
10,001-
15,001-
Up to
10,000
>20,000
1500
3000
4500
7500
15,000
20,000
7501-
Income Ranges (Rs.)
Figure 4.17 shows graphically the variation in transport expenditure as share of household income.

Earners : While 56% of the households have single earners in the family, 26% of the households
have two earners in the family and 14% of the households have three or more earners in the
family. The overall average number of earners per household was observed to be 1.55
Students: The distribution of households by numbers of students revealed that 41% of families
did not have a student amongst them, 25% had one student and 24% had two students
respectively. The average students/HH in the study area was 1.07.
4.11.2 Personal Characteristics :The following salient findings emerged regarding the personal
characteristics of resident population:
1. Population distribution under different age groups reveals that majority population (66%) in
the study area was in the age group of 15 to 45 while eight percent were above 60 years.
2. The Sex Ratio (number of females per thousand males) in the study area was observed as 903
3. Overall 89% of the total population was literate with majority of the population (41%) in the
study area having primary education qualification followed by 33% of the population having
secondary education qualification.
4. Service/Business constituted 28% of population with 4% employed as casual labour while
unemployed population share was 8.25% while retired population was 5.43%. Students
accounted for 23% share in population.
5. The estimated work force participation rate (WFPR) in the study area as estimated from
household survey was 32%.
6. Nearly 87% of the workforce was employed in the private sector.
4.11.3 Trip Characteristics: Data on trip information has been analyzed with a view to assess the
travel characteristics in the study area. The travel and socio-economic characteristics will form
the basis in
Figure 4.18 : Distribution of Trips by Mode in Study Area
constructing the travel
demand model for the
study area. PT& Others
Walk
13.0%
Total Trips: An 28.0%
Cycle
estimated 13.0 21.0%
lakh trips were

performed on an
Two Wheeler
average day by the 38.0%
households in the
study area of the total trips. Out of the total trips Central Area contributed about 12%, while
the Rest of RMC and Rajkot OG contributed 85% and 3% share respectively.

Per Capita Trip Rate: The overall per capita trip rate (PCTR) observed in the study area
was 1.29 (including walk), and 0.92 while (excluding walk) respectively (Table 4.44). Spatial
analysis of PCTR reveals that the highest vehicular PCTR was observed in Rest of RMC
(0.95) followed by central area (0.90). The PCTR of Rajkot OG was the lowest with 0.53.
Table 4.44: Per Capita Trip Rate
Trip Rate Trip Rate
Area
(incl. Walk) (Excl. Walk)
Central Area 1.21 0.90
Rest of RMC 1.32 0.95
Rajkot OG 0.89 0.53
Study Area (overall) 1.29 0.92
(Source: HH Survey)
Mode of Travel: The distribution of trips amongst different modes (Figure 4.47) shows that the
share of two wheeler trips was highest (38%) followed by walk trips (28%). The share of non-
motorised modes (walk and cycles) accounted for 49% share. The distribution of trips by mode
across different areas in the city is presented in Table 4.45. Proportion of walk and cycle trips in
Rajkot OG were high as compared to central area. Further the present share of public transport in
total demand is very low (9%).
Table 4.45: Distribution of Trips by Mode
Area
Mode Central Rest of RMC Rajkot Study
Area Outgrowth Area
Walk 26 28 40 28
Two Wheeler 43 38 19 38
Cycle 16 22 22 21
PT & Others 15 12 19 13
Total 100 100 100 100
(Source: HH Survey)
Purpose of Travel: Trip distribution by purpose of travel (Table 4.46) shows that work,
business and education account for 42%, 15% and 31% respectively while shopping trips account
for
Figure 4.19: Distribution of Trips by Purpose in Study Area
Auto Others
8.0% 5.0%
Walk
28.0%
Cycle
21.0%
Two Wheeler
38.0%
only 4% share (Figure 4.19)

Table 4.46: Distribution of Trips by Purpose (%)

Area
Purpose Central Rajkot Study Area
Rest of RMC
Area Outgrowth
Work 31.60 42.42 60.82 41.74
Business 24.94 14.45 1.14 15.26
Education 32.98 30.49 34.40 30.91
Shopping 2.51 4.22 0.91 3.91
Social 4.52 4.41 0.91 4.31
Recreation 0.25 0.38 0.46 0.36
Health/Hospital 0.00 0.44 0.00 0.37
Other Purpose 3.20 3.19 1.37 3.13
Total 100 100 100 100
(Source: HHSurvey)
Trip Length: The overall average trip lengths observed were 3.71 km and 4.75 km including
and excluding walk trips respectively. Trip length frequency distribution (TLFD) showed that
majority of the trips had trip lengths up to 1 km (31%), followed by 1 to 2 km (20%) (Table
4.47). Figure 4.20 shows graphically the distribution of trips by length.
Table 4.47: Distribution of Trips by Trip Length (%)

Trip Length Percentage of Trips
Range(in Km) Including Walk Excluding Walk
0-1 30.5 33.3
1-2 20.0 20.2
2-3 16.4 16.0
3-4 11.8 11.2
4-5 8.1 7.2
5-6 4.6 4.4
6-7 3.0 2.7
7-8 2.1 1.9
8-9 0.6 0.5
9-10 0.7 0.7
> 10 2.3 2.0
Total 100.0 100.0
Figure 4.20 Distributions of Trips by Trip Length
35
30 Incl. Walk
25 Excl. walk
% of Trips
20
15
10
5
0
0-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10 >10
The average trip length varies from a low of 2.93 km in central area to 3.84 km in rest of RMC area with
an overall ATL of 3.71.
Table 4.48: Spatial Distribution of Trips by Trip Length (%)
Area
Trip Length
Central
(in Km) Rest of RMC Rajkot OG Study Area
Area
0-1 32.6 29.8 41.3 0.5
1-2 26.0 19.5 11.6 20.0
2-3 20.6 15.9 11.9 16.4
3-4 9.3 12.3 7.5 11.8
4-5 4.9 8.5 9.1 8.1
5-6 2.4 4.9 6.9 4.6
6-7 1.3 3.2 2.5 3.0
7-8 0.9 2.2 3.5 2.1
8-9 0.5 0.6 0.1 0.6
9-10 0.2 0.7 2.7 0.7
> 10 1.3 2.4 3.0 2.3
Average Trip
2.93 3.84 3.21 3.71
Length(Km)
(Source: HH Survey)
Figure 4.21 Spatial Distributions of Trips by Trip Length.
45
40 Central Area
Rest of RMC
35
30
% of Trips
25
20
15
10
0
0-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10 >10
Distance Range (km)

Figure 4.21 shows spatial distribution of trips by trip length

Average Travel Parameters :Analysis of the data for average trip length (ATL) shows that
walk trips had an ATL of 1.09 km, scooter trips 3.93 km and car 14.26 km respectively. Average
trip cost (ATC) for two wheeler, auto and car were Rs. 3.00, Rs. 4.00 and Rs. 21.00 respectively.
The details are presented in Table 4.49
Table 4.49: Average Trip Length, Time and Cost by Mode

Average Trip Average Trip Average Trip
Mode
Length (km.) Cost (Rs.) Time (Min.)
Walk 1.09 0 21
Two Wheeler 3.93 3 31
Auto Rickshaw 3.72 4 38
Tempo/ Chakda 5.84 5 31
Cycle 3.10 0 27
Car/Jeep 14.26 21 62
Govt. Car/ Van 5.75 0 47
Taxi 7.63 14 51
Shared Vehicle 5.35 4 70
Tonga 2.39 4 21
Mini Bus 13.57 9 380
Chartered/Contract Bus 1.60 7 390
ST Bus 21.57 11 119
Company Bus 7.09 7 28
Rail 154.44 53 382
(Source: HH Survey)
Average Trip Length by Purpose: The purpose wise distribution of average trip length
indicates that amongst all trip purposes 'Social' trips had maximum average trip lengths (9.4 km)
followed by 'Work' trips (4.2 km) and 'Business' trips (3.9 km). The average trip length for
education trips was 2.2 km. The purpose wise average trip length for the study area is presented
in Table 4.50
Table 4.50: Average Trip Length by Purpose of Trip
Purpose Average Trip Length (Km.)
Work 4.2
Business 3.9
Education 2.2
Shopping 2.3
Social 9.4
Recreation 2.0
Health/Hospital 2.8
Return Home 3.8
Other Purpose 2.7
Purpose & Mode of Travel Inter-relationship: It is observed that majority of trips by cycle
(53%) and two wheeler (52%) are for work purpose while in case of autorickshaws (48%) and
walk (50%), education is the predominant purpose of travel.

Purpose and Trip Length Relationship: It is observed that 83% of work business trips and
93% of education trips are confined upto a distance of 5 km indicating the compact urban
structure of the city.
Mode of Travel and Trips Length Relationship : About 82% of two wheelers, 89% of cycles
and 83% of auto have trip length upto 5 km.
4.12 Opinion on Public Transport
An opinion survey was carried in the study area to ascertain opinion on existing public transport
system and identify measures by which public transport system in the city could be improved. A total of
500 users were enumerated as part of the survey which was carried out along with Household Survey.
The survey revealed that taxi is not used for intra-city travel very much as revealed by the fact that 59%
people have no opinion on Taxi (Table 4.51). Auto as an IPT mode is serving well as indicated by the
survey. Only 6% people say that their performance is poor. Tempo/Chakda performance is not very good.
Table 4.51: Opinion on Various Public Transport Modes (%)
Very
Mode Good Satisfactory Poor No Reply Total
Good
Mini Bus 13.1 39.2 24.8 17.7 5.2 100.0
Tempo 9.6 24.3 17.8 23.5 24.9 100.0
Auto 30.1 43.4 19.2 5.6 1.8 100.0
Taxi 10.3 6.0 9.7 14.7 59.3 100.0
The reasons cited by people on the performance of various public transport modes are
shown in Table 4.52.
Table 4.52: User Response on the Reasons cited on the Merits and Demerits of
Public Transport Modes (%)
Reason Mini Bus Tempo/Chakda Auto rickshaw Taxi
Advantages
Easy Availability 16.2 27.0 35.8 18.4
Cheap fare 25.5 44.3 20.9 -
Comfortable 24.8 9.3 12.7 26.2
Safe 27.7 - - 28.2
Good Area Coverage 4.0 14.3 20.6 11.7
Other Reasons 1.8 5.0 9.9 15.5
Total 100.0 100.0 100.0 100.0
Disadvantages
Bad Crew Behavior - 10.0 15.5 -
Non-availability 37.0 12.0 - 39.0
Not Comfortable 16.6 23.0 12.1 -
Costly 25.0 - 44.8 50.0
Unsafe - 34.0 15.5 -
No Effective Control 10.5 15.0 - -
Other Reasons 11.0 6.0 12.1 11.0
Total 100 100 100 100

In case of minibuses factors such as non-availability of buses followed by expensive fares and
uncomfortable environment are the area of concern. In case of para transit system, high fare structure is
the principle reason which inhibits people to travel by these modes.
Various suggestions to improve the existing public Transport are presented in Table 4.53. It is
observed that while serve parameters such as improvement in frequency, punctuality and coverage are
prime areas of improvement in case of bus service while improvement in vehicle quality is cited a main
area of improvement of in case of auto and taxi.
Table 4.53: Users Response for Improving the Public Transport System
Suggestions Bus Chakda/Tempo Auto Taxi
Increase the Fleet 16.5 5.3 3.0 8.5
Area coverage to be increased 25.2 12.3 3.8 13.6
Improve frequency in Peak Hour 14.2 4.5 4.4 4.0
Better Quality of Vehicles 8.5 39.2 38.2 22.0
Punctuality to be Improved 11.0 4.5 3.4 5.1
More Comfortable 8.2 14.6 18.4 15.3
Better Crew Behavior 3.1 10.1 9.9 2.8
Reduce Fare 13.3 7.8 18.4 27.1
Others Suggestions 0.2 1.7 0.4 1.7
Total 100.0 100.0 100.0 100.0
Stated Preference Survey: Willingness to pay survey was conducted on the users to assess the
amount users were willing to pay for various scenarios of travel time savings. Table 4.54 show
the salient results of the stated preference survey for different scenarios (time savings from 10
min to 1 hour) It was found that people were willing to pay a maximum of Rs.10 for 60 minutes
time saving (Table 4.55).
Table 4.54: Stated Preference Survey Results
Average Travel Time to Work 19 Min
Average Fare (Rs.) Rs 4.00
Acceptable Walking Time from Home to nearest Station 6 Min
Acceptable Walking Distance from Home to nearest Station 0.6 Km
Acceptable Waiting Time 7.5 Min
Acceptable Travel Time 12 Min
Extra Willingness to Pay for Improved Public Transport Rs. 2.50
Table 4.55: Willingness to Pay for Different Scenarios of Time Saving
Time Saving Willingness to Pay (Rs.)
10 minutes 4.00
20 minutes 5.00
30 minutes 6.00
40 minutes 8.00

50 minutes 9.00
60 minutes 10.00
Users acceptability to various levels of fare on proposed public transport system was also
solicited (Table 4.56).
It is observed that user acceptability for fare at levels beyond Rs. 5.00 drops drastically
(Figure 4.22)
Table 4.56: Acceptability of Fare Levels for Proposed Public Transport System (%)
Fare Level
Acceptable Neutral Not Acceptable Total
(Rs. / Trip)
2 96.8 1.3 1.9 100.0
3 78.6 17.8 3.5 100.0
4 63.8 17.3 18.9 100.0
5 48.3 18.2 33.4 100.0
6 29.6 20.7 49.7 100.0
7 14.8 16.0 69.2 100.0
8 9.9 7.8 82.4 100.0
9 5.3 5.6 89.0 100.0
10 3.9 2.6 93.5 100.0
Figure 4.22: Acceptability of Fare Levels for Proposed Public Transport System
120
Acceptable
100 Neutral
Not Acceptable
80
% of Trips
60
40
20
0
2 3 4 5 6 7 8 9 10
Trip Length (km)
In spite of a dense road network, the study area has been experiencing acute traffic congestion.

Rajkot Municipal Corporation Comprehensive Mobility Plan
5 C
Coom
mpprreeh
heen
nssiivvee M
Moob
biilliittyy P
Pllaan
n
5.1 General
One of the principal steps in the Urban Transport Planning System (UTPS) is the establishment of
quantifiable relationship between movement and land use facility pattern. In order to establish such a
relationship conventional four stage Urban Transport Planning System (UTPS) is proposed to simulate
the travel behavior pattern of the residents of study area. UTPS has been widely used in the past and
contemporary transportation planning studies across the globe. The accuracy in calibrating this model has
tremendously increased over the years due to availability of latest computing tools and complex modeling
software. For the present study TRIPS –an advanced transport planning software, has been used to
calibrate the conventional four-stage urban transport planning system model.
The four stages of the UTPS are:
1. Trip Generation – the decision of trip makers to make trips for a given purpose
2. Trip Distribution – the choice of trip destination
3. Modal Split – the choice of travel mode, and
4. Trip Assignment – the choice of travel routing (path) over the transport network
The analysis of information obtained from the household survey, roadside interview surveys, traffic
counts and travel demand data together with land use and socio-economic data aggregated at the zonal
level forms the database to develop various components of travel demand model.
5.2 Urban Transport Planning System

This is the first stage of the travel demand modeling process. Two types of trip generation
analysis normally are carried out which are referred to as Trip Production and Trip Attraction.
5.2.1 Trip Production: The term trip production is used for trips generated by traffic zones and is
associated with trips generated at residential end. The trip production usually depends on
explanatory variables like household income, vehicle ownership, family size and composition,
land use characteristics, distance of zone from town centre, accessibility to public transport etc.
5.2.2 Trip Attraction: Trip Attraction is associated with trips generated at the non-residential end like
work places, shopping area etc. Trip attraction also is specified by purpose i.e. work, education,
others etc. The main variables, which affect trip attraction rates, are employment, floor space
area, student enrolment, and distance from CBD etc.
Trip Generation models are generally developed using regression analysis approach and a zonal
trips prediction equation is developed. Typically the functional form will be a multiple linear regression
model is:

y = b0 + (b1 x1) + (b2 x2) + (b3 x3)+…………....+(bn xn) + e

A simple one variable model is represented as:
y1 = b0 + (b1 x1) + e
where y = dependent variable; xi = independent variable (i = 1, ….n) ;b0 = constant term;
b1 = coefficient of independent variables (i = 1, ….n);e = error term
n = number of observations
While developing the zonal regression model, attention has to be paid to the following essential criteria:
• Independent variables should not be inter-correlated
• Independent variables must be capable of interpretability and are measurable
• The size of intercept in relation to the mean value of dependent variable should be small
• The signs of the regression coefficients must be logical
In the present study zonal regression models have been developed for both trip productions and trip
attractions for all trips.
5.2.3 Trip End Models:
5.2.3.1 Model Input Generation
Out of various planning variables identified, information relating to selected variables was
collected for the study area and compiled at the zonal level based on their availability from secondary and
primary sources. Table 5.1 shows data compiled for zone wise planning input variables for the base year.
Table 5.1: Rajkot Urban Area - Base Year Zone wise Model Input Planning Data – 2001
Zone ID Population Workers Employment
1 24000 7946 23129
2 25500 7776 20764
3 29000 9866 8732
4 29800 10035 17496
5 61000 19705 5974
6 51600 22359 15666
7 52300 16883 20538
8 26600 9278 10799
9 22300 7149 6941
10 41700 13912 12071
11 27800 8570 16646
12 33600 9648 8742
13 41000 14099 12953
14 36800 11449 3799
15 26100 7700 20737
16 25600 11677 4063
17 59200 20138 12691
18 46400 16777 23083
19 58300 20286 9442
20 35500 11349 18516
21 76400 25825 9576
22 39100 11979 9071

Table 5.1: Rajkot Urban Area - Base Year Zone wise Model Input Planning Data – 2001
Zone ID Population Workers Employment
23 96700 32897 12932
24 5238 1888 3547
25 2143 686 5312
26 11016 3433 14361
27 1721 770 675
28 7272 2472 3154
29 3312 990 3894
30 2793 1244 407
31 3744 1760 2139
32 1624 788 3695
33 3853 1732 1518
Total 1009016 343066 343063
5.2.3.2 Model Development
Trip end models were developed for intra-city trips, while all the other trips i.e. internal-external,
external-internal and external-external were modeled mode wise by growth factors method. A number of
variables were incorporated in the trip end models using stepwise multiple linear regression analysis. The
variables finally selected for development of zonal least square regression models were as under:
1. Population
2. Zonal Income
3. Employment
Table 5.2 shows the zonal inputs for developing trip production and attraction models.
Table 5.2: Zonal Inputs for Trip Generation Model for the Base Year – 2001
Home Based Trips Zonal
Zone Trip Trip Population Income Employment
Productions Attractions (Rs. Million)
1 19112 86707 24000 36.39 23129
2 24461 69047 25500 34.89 20764
3 23637 16940 29000 32.98 8732
4 38073 49113 29800 49.72 17496
5 67531 9154 61000 64.41 5974
6 49815 28664 51600 54.13 15666
7 53782 70907 52300 70.85 20538
8 34503 43738 26600 49.18 10799
9 27745 25198 22300 40.65 6941
10 40230 30492 41700 37.88 12071
11 34482 88832 27800 41.57 16646
12 35748 58003 33600 54.59 8742
13 50821 43476 41000 49.94 12953
14 49986 18776 36800 55.82 3799
15 25179 72073 26100 33.39 20737
16 25257 10933 25600 28.24 4063
17 44922 27474 59200 57.12 12691
18 32076 47321 46400 43.47 23083
19 38920 21336 58300 52.22 9442

Table 5.2: Zonal Inputs for Trip Generation Model for the Base Year – 2001
Home Based Trips Zonal
Zone Trip Trip Population Income Employment
Productions Attractions (Rs. Million)
20 24281 40695 35500 29.41 18516
21 75271 19151 76400 96.06 9576
22 51925 63325 39100 84.27 9071
23 118340 60871 96700 165.65 12932
24 3753 782 5238 3.92 3547
25 1753 852 2143 1.83 5312
26 5554 964 11016 7.05 14361
27 918 415 1721 1.96 675
28 3390 223 7272 5.12 3154
29 1449 752 3312 3.04 3894
30 2363 430 2793 1.73 407
31 1797 1549 3744 3.52 2139
32 574 450 1624 1.04 3695
33 1858 863 3853 3.35 1518
5.2.3.3 Trip Production

The best fit equation obtained for trip production taking zonal population and zonal income as the
independent variable is
Trip Production=0.4245 population + 0.000474 Zonal Incombe - 948 (R2 = 0.95)
(t stat=4.933) (t stat=7.61) (t stat=-0.64)
The equation overall is observed to be statistically significant.
5.2.3.4 Trip Attraction :
The best fit equation obtained for trip attraction taking zonal employment as the independent variable is:
Zonal Trip Attraction= 3.0229 Employment + 65.362 (R2 = 0.78)
(t stat=10.54) (t stat=0.0186)
The equation was observed to be statistically significant. Chart 5.1 shows the scatter diagram.
Chart: 5.1: Scatter Diagram of Trip Attraction vs Employment
100000
90000 y = 3.0229x + 65.362
80000 R 2 = 0.7766
70000
60000
Trips
50000
40000
30000
20000
10000
0
0 5000 10000 15000 20000 25000 30000
Employm ent

5.2.4 Trip Distribution:

This is the second stage of the four stage travel demand modeling process. The purpose of trip
distribution is to develop a procedure that synthesises the trip linkages between traffic zones. In other
words trip distribution is used for simulating the travel pattern, by distributing the production and
attraction end of trips, into different traffic zones, based on some deterrence function. Several methods
for synthesizing horizon year trip distribution matrices have been developed and used in transport
planning studies. In the present study Gravity Model has been adopted.
5.2.4.1 Gravity Model: The Gravity Model is a heuristically derived expression for synthesizing trip
interchanges. The basic premise of Gravity Model is that the trip magnitude between two zones i and j is
directly proportional to the number of trips produced in zone i, number of trips attracted to zone j, and
inversely proportional to some function of the spatial separation of the two zones,
Tij α Pi Aj [1/f(dij)]
The equation can be rewritten as
Tij = Ai Bj Pi Aj F(Cij)
where
Tij = Trips between zone i to zone j
Pi = Productions from zone j
Aj = Attractions to zone j
Ai & Bj = Row/column balancing factor
F(Cij) = Cost deterrence from zone i to zone j
= e-αtij (tij)-β
where
tij = Travel time / distance / generalised cost from zone i to zone j
α,β = Parameters to be calibrated.
The main criteria for calibration checks are:
i) Shape of observed and simulated trip length frequency distribution curves should be
relatively close to one another
ii) The difference between the average trip lengths should be within ±3%
5.2.5 Model Calibration:
5.2.5.1 Travel Impedance Matrices
For calibrating a gravity model one of the basic inputs besides the O/D matrix is the zone to zone
travel impedance matrices. The base year network comprises of 33 internal and seven external zone
centroids, 207 nodes and 307 links excluding dummy links. Shortest paths between zone to zone were
generated through TRIPS software. The impedance matrix for public and private modes was developed
separately based on public transport network and highway network respectively.

5.2.5.2 O-D Matrices

O-D Matrices were generated separately for private vehicles, public transport trips, and
commercial vehicle trips. However, the calibration of matrices was undertaken for private vehicle, public
vehicle trips and as well as for all mode trips. Chart 5.2, 5.3 & 5.4 show the desire lines for passenger
trips by private mode, public transport mode and commercial vehicle respectively for the base year.
5.2.5.3 Calibration Results
Several functional forms of deterrence functions were attempted. Finally exponential distribution
based deterrence functions were accepted for its statistical significance. Table 5.3 shows the salient
calibration parameters for public transport & private transport vehicle trips.
Table 5.3: Result of Gravity Model Calibration

Mode Mean Trip Length (in min) Calibration Parameter
Observed Estimated α β
Public 19.91 19.89 1.127060 -0.135110
Private 15.4 15.4 -0.111561 -0.125652
All Modes 15.53 15.52 -0.0867637 -0.124633
Chart 5.5, 5.6 and 5.7 gives the comparison between the observed and modeled trip length
frequency distribution for public, private and all modes trips respectively.
Chart 5.5: Trip Length Frequency Distribution for Public Transport Trips
9000
8000
7000 Observed
Trips
Estimated
6000 Trips
No. of Trips
5000
4000
3000
2000
1000
0
3 6 9 12 15 18 21 24 27 30 33 36 39 42 45 48 51 54 57 60 63 66 69 72 75 87
Travel Time (in min)

Chart 5.6: Trip Length Frequency Distribution for Private Transport Trips
200000
180000
160000 Observed
Trips
140000
Estimated
No. of Trips
120000
Trips
100000
80000
60000
40000
20000
0
3 6 9 12 15 18 21 24 27 30 33 36 39 42 45 48 51 54 57 60 63 66 69 72 75 78 81
Chart 5.7: Trip Length Frequency Distribution for All Mode Trips
200000
180000
160000 Observed
Trips
140000
Estimated
Trips
No. of Trips
120000
100000
80000
60000
40000
20000
0
3 6 9 12 15 18 21 24 27 30 33 36 39 42 45 48 51 54 57 60 63 66 69 72 75 78 81
5.2.6 Model Split:

Modal Split sub-model of travel demand modeling is used to distribute the total travel demand in
two or more mode categories. These categories are public transport riders and personal/private vehicle
riders. The demand can further be split into different modes.

The socio economic demand variables used to explain mode choice behavior are income, vehicle
ownership, household size, residence location etc. The supply variables are in-vehicle time, waiting time,
travel time travel cost, transfer time etc.
5.2.6.1 Public Transport Share: In the context of urban transport planning in Indian cities, modal split
models have not been constructed in majority of the cases owing to factors like paucity of reliable and
accurate data, changing dynamics of urban areas, changing policy decisions etc. Hence a normative
modal share has been adopted based on the recommendation of the Study Group on Alternative Systems
of Urban Transport setup by Government of India. According to this Study Group, the proposed modal
share in favor of public transport by varying city size is as follows:
Table 5.4: Result of Modal share in favor of public
Transport
City Size (m) Modal Share (PT) (%)
<1 30
1.0 35
1.5 40
3.0 50
6.0 70
9.0 75
In the present study a normative modal share of 40% has been adopted for the year 2021.
5.2.7 Traffic Assignment:
Traffic Assignment is the fourth and the final phase of the four stage UTPS. The purpose of the
traffic assignment is to develop a technique that simulates the way in which the trips between each origin
and destination pair distribute over the links of their respective networks.
There are three traffic assignment techniques used in urban transport planning. These are:
1. All or Nothing Assignment
2. Capacity Restraint Assignment
3. Multipath Traffic Assignment
Capacity Restraint Assignment technique, which is more sensitive in terms of network behavior and
which takes into account the speed flow relationships for speed adjustments, has been adopted for the
present study. Incremental Capacity Restraint Assignment Technique has been adopted and assignment
carried out using TRIPS software.
5.2.7.1. Speed-Flow Relationship: The speed flow relationship required at the traffic assignment stage
has been developed based on base year speed-delay studies and suitably moderated to eliminate any
aberrations. Table 5.5 a & b shows the relationship between the speed and V/C-ratio for various link
type defined based on lane configuration for central area roads and outside the central area roads.

Table 5.5 a: Speed - Flow Equation for Different Link Types in Out Side Central Area
Link Type Equation R2 Value
Single Lane (One Way) Y=-0.0009*X2-0.0863*X+23.472 0.892
2
Single Lane (Two Way) Y=-0.0006*X -0.0084*X+22.01 0.601
Intermediate Lane (Two Way) Y=-0.0008*X2-0.0864*X+32.22 0.754
Two Lane (Two Way) Y=-0.0014*X2-0.005*X+34.962 0.602
2
Three Lane (Two Way) Y=-0.0004*X -0.1611*X+31.375 0.566
Four Lane Undivided (Two Way) Y=-0.0011*X2-0.1444*X+36.741 0.612
2
Four Lane Divided (Two Way) Y=-0.0001*X -0.1875*X+34.711 0.633
Six Lane Divided (Two Way) Y=-0.0027*X2-0.00086*X+39.224 0.656
Table 5.5. b: Speed - Flow Equation for Different Link Types in Central Area
Link Type Equation R2 Value
2
Single Lane (One Way) Y=-0.0002*X -0.0676*X+23.421 0.806
Single Lane (Two Way) Y=-0.0002*X2-0.0322*X+20.103 0.664
2
Intermediate Lane (One Way) Y=-0.0004*X -0.0424*X+ 18.19 0.843
Intermediate Lane (Two Way) Y= -0.0009*X2 -0.0137*X+ 23.82 0.934
Two Lane (Two Way) Y= -0.0003*X2 -0.1711*X+ 32.015 0.674
Three Lane (Two Way) Y= -0.0003*X2 -0.1272*X+ 28.873 0.647
Four Lane Undivided (Two Way) Y= -0.0002*X2 -0.2041*X+ 35.44 0.8891
Four Lane Divided (Two Way) Y= -0.0006*X2 -0.2673*X+ 39.325 0.606
Eight Lane Divided (Two Way) Y= -0.00211*X2 -0.00228*X+35.428 0.793
5.2.7.2 Assignment Process Adopted

Traffic assignment on the network has been carried out by broadly grouping the traffic into various
categories:
i) Commercial Vehicles
• Regional
• Intra-city
ii) Passenger Vehicles
• Private Modes & Para Transit
• Public Transport (Tempo & Mini bus)
The broad steps followed before carrying out the trip assignment were:
i) The public transport matrix comprising city buses, minibuses and chakdas was assigned
on the public transport network. It was followed by loading of commercial vehicles on the
road network traversed by commercial traffic.
ii) Loading of private vehicle trips followed after converting the passenger matrices by
private vehicles into peak hour PCU units and it was loaded on total road network. The
assignment is carried out based on the travel time assessed on each link. The commercial
vehicle trips and public transport trips were assigned as pre loads based on all or nothing
assignment technique. Private vehicle trips were assigned using incremental capacity
restrained technique.

5.2.8 Validation of Trip Assignment:

The validation of trip assignment was carried out by comparing the assigned link volume with the screen
line volume counts. Table 5.6 shows the variation in the observed & estimated flows.
Table 5.6: Comparison of Observed & Estimated Link Volumes in Base Year (in PCSu)
Name of Screen line Estimated Observed % Change
North- South Screen line 30176 30646 1.55
East-West Screen line 20457 20507 0.24
It is observed that the observed and estimated flows are within + 10% variation which is considered
acceptable from validation point of view.
Assessment of Level of Service: After carrying out the trip assignment and obtaining link flows, a
comparison was made with the link capacity to identify the prevailing level of service. It was observed
that of the total 203 km of road network, more than 50 percent of road length is operating under
congested conditions with LOS-D and above. Nearly 34 percent of road length (68.52 km) has v/c ratio
exceeding one, which indicates that in peak hour the traffic volumes exceed the link capacity leading to
severe bottleneck situations. Table 5.7 presents the distribution of road length by v/c ratio and
corresponding LOS.
Table 5.7: Distribution of Road Length by V/C Ratio and Level of Service
V/C Ratio Road Length % of Road Length LOS
Less than 0.2 26.75 13.19 A
0.21-0.5 62.54 30.83 B
0.51-0.7 11.9 5.87 C
0.71-0.85 21.15 10.43 D
0.85 and above 80.53 39.70 E
202.87 100.00
5.3 Land Use Transport Model
Land use patterns greatly influence the transport system and hence it is inevitable that transport
planning has its foundation on the knowledge of land use activities. One of the primary objectives of
planning any land use and transport system is thus to ensure that there is an efficient balance
between the land use activity and transport capability.
Models, which study the impact of transport system on the land use pattern of the city, are called
as Land Use Transport Models (LUTM). While the conventional transport models that come from the
family of Urban Transport Planning System (UTPS) require projected land use pattern for the case study
area for projecting travel demand pattern, the family of Land Use Transport Model (LUTM) may be used
to estimate a land use allocation and the associated travel demand simultaneously. These models require

much less information to be specified exogenously to the model. In addition, these models are very
sensitive to some of the major development policy variables.
5.3.1. Lowry Model: The Lowry model has generated more interest than any other single urban
model. It conceives urban activities in terms of three broad categories, which are:
1) Employment in basic industries (Basic Employment)

2) Employment in population serving industries (Service Employment)
3) The household or population sector.
Basic Employment is defined as employment in those industries whose products or services

depend on the markets external to the region under study. The important assumption with respect
to basic employment, however, is that its location within a region is independent of the
population and services employment distribution of that region. On the other hand location of
Service Employment is dependent upon the population distribution in the region. Typical of the
industries that might be considered as basic are the various primary industries, manufacturing,
national financial institutions, and university employment. Retail trade and personal services are
typical of the population-servicing industries, as well as elementary school and high school
employment. Household Sector consists of the residential population in the area
In the model, the spatial distribution of basic employment is allocated exogenously. The
spatial distribution of households and population serving employment are calculated by the model.
The zonal allocation rules for both households and service employment are specified within the
model structure. In addition, the constraints on the maximum number of households for each zone
and the minimum population serving employment thresholds for zone are also specified.
The model starts with the given distribution of ‘Basic’ work places by each zone and with
certain specifications as to land available for residential settlement in each zone. The model
distributes around each cluster of work place a residential population, which can supply adequate
labour force. This spatially distributed population forms the base for location of population
servicing activities. The market potential of each location is evaluated and service employment is
spatially distributed in proportion to these potentials. In new rounds of calculations, the residences
of retail and service employees are located. This event changes the distribution of residential
population, so that market potentials are recalculated. Iterations proceed in this manner until a co-
distribution of all employment and residence is achieved within the constraints of available land,
efficient scales of operation for enterprises and density ceiling for residential population.
5.3.2 Garin Lowry Model : The Garin Lowry model is a reformulation of the Lowry model and
incorporates spatial interaction gravity models within the overall framework and integrates these

models within the economic base methodology. Literature review suggests that it is conceptually a
better model than original Lowry model. Besides, its main advantage is in terms of technique and
cost. Data requirements are fairly light and it provides valuable information on future alternative
policies for a region. It is also highly flexible in its use.
Functional Structure: From a level and distribution of basic employment, the model first
allocates basic employees to residential zones. Then the population associated with these basic
employees is found. This population demands service from retail employees, which are allocated
in service centres. In turn these retail employees are allocated to residential areas and the
associated population required to be serviced is found. Further increments of population and
service employment are derived and allocated, until this process converges, that is, until further
increments of population and retail employment are small enough to be ignored.
5.3.3 Model Inputs
The input requirement for the analysis and calibration of the model are:
i) Number of zones in the study area
ii) Basic and service employment
iii) Total population and households of each zone
iv) Percentage of allowable error between the model and calibrated allocation with
reference to households and trips
v) Number of iterations required
vi) Travel time matrix
vii) α and γ Values (behavioural parameters)
viii) Labour force participation rate (f) and retail employment scale factor (a)
ix) Trip length Frequency distribution (observed)
x) Population holding capacity constraint
xi) Minimum service employment constraint
5.3.4 Expected Outputs
The main outputs from the model comprise of:
i) work trip interchange matrix
ii) trip length frequency for work trips
iii) zonal household allocation
iv) service trips interchange matrix
v) service trip length frequency distribution
vi) zonal total employment allocation
vii) total trip interchange matrix
viii) trip length frequency distribution for total trips

For the present study Garin-Lowry version of Land Use Transport Model has been used.
5.3.5 Calibration Mechanism
1. The aim of the LUTM is to simulate the distributed population and employment in the study area.
While calibrating the model to base year observed data the model attempts to match the observed
distribution of population and service employments within the constraints of population holding
capacity and service employment. In case if any violation in allocation of population occurs in
terms of its exceeding holding capacity (observed population), the attraction variable is modified
resulting in the correction of allocated in subsequent iteration.
2. Similarly, in case of any violation in service employment in terms of minimum allowable service
employment size, a correction is applied. For those zones where allocation of service employment
is less than allowable minimum, these are provided zero allocation and total of their allocations
relocated in remaining zones of higher allocations.
3. The calibration process flow Figure for the model is shown in Chart 5.8. As per the flow Figure,
the model initially checks for the increment in population and service employment within the
convergence limits. If it is satisfactory, then it checks for the population and service employment
constraints. Only after both the constraints are satisfied, that the model enters transport loop
where it attempts to match the observed work trip and service trip distribution. If it fails to satisfy
the criterion of matching mean trips length within the defined limit of error, the deterrence
parameter of each work trip and service trips distribution are modified and the model proceeds for
next iteration. This deterrence parameter loop ensures the match of observed mean trip length
with mean trip length of model generated trips. This also ensures match of the trip length
frequency distribution. This procedure continues till all the constraints of population and service
employment as well as those related to trip matrices are fully met.
5.3.6 Model Input Generation

5.3.6.1 Basic Employment
As described earlier, Basic Employment is an employment in those industries whose products or
services depend on the markets external to the region under study. In the present study, the employment
in the sectors such as cultivators, agricultural labour, livestock forestry, mining/quarrying, manufacturing
(large and medium) and other services like employment in financial institutions, bank heads, universities
and central government departments/institutions are considered as Basic employment while the rest of
employment is considered under non-basic employment. Based on the definition of basic and service
employment the following categorisation of employment has been adopted:

Employment by Type of Classification

Table: 5.8 Rajkot Employment Details
Sr Category Classification
1 Primary Sector Basic
2 Secondary Sector
- Industries
• Large and Medium Scale
Industries Basic
• Small Scale Industries Basic/Service
• Household Industries, Service
Construction Service
3 Tertiary Sector
- Trade & Commercial
• Wholesale Basic
• Retail Service
- Other Services
- Government Service
• Central / State Basic
• Local Service
- Educational Services
• University Basic
• Schools Service
- Others Service
In the absence of secondary data at zonal level, the information as available from the household
survey on workers has been used to derive zonal typologies of workforce in basic and non-basic sectors.
5.3.6.2 Planning Parameters

The flowing inputs for calibrating the LUTM for the base year were derived:
1. Total Population : 10,02,000
2. Total Employment : 3,43,065
3. Total Basic Employment : 1,05,180 (30.65%)
4. Total Service Employment : 2,37,885 (69.35%)
5. Labour Force Participation Rate : 2.94
6. Retail Employment Scale factor : 0.2357
7. Average Work Trip Cost (Rs.) : 15.70
8. Average Non Work Trip Cost (Rs.) : 15.25

Table 5.9 provides the base year planning data for various zones of the study area.
Table 5.9: Base Year Planning Data

Zone Population Basic Retail Total
Employment Employment Employment
1 24000 1100 22029 23129
2 25500 1195 19569 20764
3 29000 2670 6062 8732
4 29800 2062 15434 17496
5 61000 4433 1541 5974
6 51600 566 15100 15666
7 52300 9325 11213 20538
8 26600 490 10309 10799
9 22300 6169 772 6941
10 41700 4681 7390 12071
11 27800 1632 15014 16646
12 33600 1042 7700 8742
13 41000 1166 11787 12953
14 36800 956 2843 3799
15 26100 1296 19441 20737
16 25600 2951 1112 4063
17 59200 3905 8786 12691
18 46400 2354 20729 23083
19 58300 7014 2428 9442
20 35500 11561 6955 18516
21 76400 1639 7937 9576
22 39100 953 8118 9071
23 96700 2511 10421 12932
24 5238 3099 448 3547
25 2143 4854 458 5312
26 11016 13976 385 14361
27 1721 167 508 675
28 7272 2831 323 3154
29 3312 3467 427 3894
30 2793 13 394 407
31 3744 1637 502 2139
32 1624 3039 656 3695
33 3853 426 1092 1518
Total 1009016 105180 237883 343063

5.3.7 Calibration
5.3.7.1 Controls: The calibration of land use transport model is aimed at matching the observed
distribution of population and employment in the study area. Further, the transport loop of the models
works for simulating the trip length frequencies and mean trip length.
The following controls are adopted for meeting the calibration requirements:
1. The population and service employment increments were terminated when they reached a value
within 0.05 percent of the respective observed (base year) value.
2. The minimum threshold values of service employment were set as 50.
3. The best value of impedance parameters α and λ are selected in iterative process. The best α
value is selected based on minimum standard error between allocated and observed population
keeping λ constant. Similarly best λ is selected based on minimum standard error between
allocated and observed employment keeping α constant and the process is continued till there is
no change in the permanent values.
4. The values of α and λ are moderated to match the observed and estimated mean trip costs for
work and non-work trips within 3% error margin and matching of trip cost frequency distribution.
5. The base year zonal population is taken as the holding capacity constraint for calibration
purposes.
5.4 Results
Table 5.10 shows the calibration results in terms of population and retail employment allocated to zones.
Table 5.10: Model Allocated Population and Employment in Calibration
Zone Population Allocated Retail Employment Allocated
1 23992 23990
2 25492 24539
3 28991 10089
4 29792 19072
5 60986 6219
6 51589 12842
7 52285 19490
8 26592 13367
9 22291 6822
10 41681 14176
11 27789 26852
12 33583 15964
13 40982 16848
14 36779 3871
15 26090 19505
16 25589 3198

Table 5.10: Model Allocated Population and Employment in Calibration

Zone Population Allocated Retail Employment Allocated
17 59184 5755
18 46393 14359
19 58286 9009
20 35491 17280
21 76366 4961
22 39078 12362
23 96629 8106
24 5234 3167
25 2143 4911
26 11015 14060
27 1713 167
28 7271 2953
29 3310 3527
30 2756 13
31 3739 1718
32 1614 3150
33 3829 612
Total 1008554 342954
The other calibration results of the model are shown in Table 5.11.
Table 5.11: Calibration Results from Model

Calibration Variables Magnitude
Calibration parameter
- Work Trips (α) 0.201
- Other Trips (γ) 0.174
Observed Mean Trips Costs (Rs.)
- Work Trips 15.70
- Other Trips 15.25
Estimated Mean Trip Costs (Rs.)
- Work Trips 13.917
- Other Trips 13.823
Calibration
- Population Allocated 1008554
- Employment Allocated 342954
The comparison of observed and estimated trip length frequency distributions are shown in Chart
5.9. It is observed that observed frequencies reasonably match the estimated frequencies in all the trip
length classes.

5.5 Integration of Master Transport Plan in to the Master Plan of City

5.5.1 Land Use: Land use pattern of a city or town is essentially a reflection of its economic
and social form and structure. Of the defined study area given in chapter 2, out of 6796 hectares of the
developed land 65.3 % was under residential use, 3.4% was under commercial use, 9.5% under Industrial
use, 2.9% under Recreational use, 7.2% under Public & Semi-public and 11.7% under Transportation
use. As per Rajkot Development Plan – 2011, an area of 15,398 ha is proposed to be developed. The
share of areas under Industrial and Public/Semi Public use is proposed to increase while share of area
under transportation declines between 2001-2011 as reflected from Table 5.11. Table 5.12 shows the
land use pattern in Rajkot for the period of 2001-2011. For Horizon year 2021 the proposed land use
pattern a proposed in 2011 have been assumed to remain valid for 2021. Accordingly the zone-wise land
use distribution for 2021 has been worked out which is presented in Annexure III.
Table 5.12: Land Use Pattern in Rajkot (2001-2011)
Developed Area (2001) Proposed Developed Area (2011)
Sr Use
Ha % Ha %
1. Residential 4435 65.3 10009 65
2. Commercial 233 3.4 423 2.7
3. Industrial 647 9.5 2051 13.3
4. Public & Semi Public 492 7.2 798 5.5
5. Recreation 195 2.9 841 5.2
6. Transportation 794 11.7 1276 8.3
Total 6796 100 15398 100.0
(Source: Rajkot Development Plan 2011 and CES Survey)
5.5.2 Density Pattern: Density is an important issue in city planning and development. It affects the
allocation of land, a scarce resource and decides the quality of the environment. The density is expressed
normally in terms of gross density (overall density of population in urban area), developed area density
(density of population over developed area) and residential density (density of population over residential
land). The densities in the study area are as follows:
• Gross Density 35 pp/ha
• Developed Area Density 148 pp/ha
• Residential Density 227 pp/ha
The distribution of density over the spatial frame of the city has been analysed by considering prevailing
densities in sectors carved out by distances in increment of one km from CBD.
The best fit equation for the gross residential density is as given below.
Gross Residential Density (GRD) in ppha
GRD = 603.11e-0.2859x
where x = distance from CBD (R2 = 0.97)

Chart 5.10: Curve fitted to the gross residential density with distance from CBD
800
Gross Residential Density
700 y = 429.8x-0.75
R² = 0.806
600
500
y = 603.1e-0.28x
400 R² = 0.968
300
200
100
0
0 1 2 3 4 5 6 7 8 9
Distance from CBD (km)
Expon. (Residential Density 2001) Power (Residential Density 2001)
5.6 Urban Development Strategies

Based on the selected regional development pattern, the assigned size of Rajkot city needs to be
accommodated within the city limits. A number of imperatives have been identified which need to be
incorporated while devising a comprehensive strategy package formulated to guide the development.
5.6.1 Planning Imperatives
• Planning Period: The planning period is taken as 20 years. The horizon year for all estimates and
planning programme will be 2021.
• Population Size: The Rajkot Study Area estimated population by 2021 would be 22,07,000. Such a
growth presents an opportunity and poses a challenge. It needs to be organized in terms of its economic
base, social structure and spatial distribution in an optimal manner. The spatial urban form must enable
the city to be efficient, productive and competitive.
• Density: Density is an important issue in city planning and development. It affects the allocation of land,
a scarce resource and decides the quality of the environment. A judicious balance between conservation of
land and enhancement of urban environment and aesthetics needs to be made in deciding the density of
development. Presently, the overall gross population density of RMC is 92 ppha. Population density
would become 140 ppha and 208 ppha respectively for the horizon years 2011 and 2021 respectively (It is
assumed that the RMC area remains as 104.86 Sq.km i.e. 10486 ha). In selecting a density level two
alternatives strategies need to be carefully considered, analysed and selection made. They are
‘Brownfield’ and ‘Greenfield’ development strategies. The first aims at conservation of land and
accommodation of all future development under the present developed area. The second extends into
green agricultural peripheral area to achieve low density development. Both the strategies have major

impacts on built environment quality, development costs, trip length, infrastructure cost, transport
technology etc. Generally a city level gross density of 100 to 200 ppha is considered acceptable.
• Economic Base: The economic base of the city is important to sustain the growth of the city and
maintain the standard of living. Considering the regional importance of Rajkot, a balanced mixed
economic base comprising industry, education, trade and commerce, administration and tourism will be
appropriate.
• Work Force Participation Rate (WFPR): The workforce participation rate (WFPR) increased from
35% in 1981 to 38.5%in 1991. The occupational structure of the workforce in the year 1991 is shown in
Table 5.13.
Table 5.13: Occupational Structure of Workers in Rajkot (1991)
Sr. Occupation Workers
No No. %
1. Cultivators 1,381 0.83
2. Agricultural Labours 2,934 1.76
3. Livestock and forestry 1,979 1.19
4. Mining and Quarrying 262 0.15
5. Construction 8,490 5.10
6. Manufacturing & Processing in HH Industry 2,649 1.59
7. Manufacturing & Processing in Other than HH Industry 53,434 32.14
8. Trade & Commerce 41,427 24.92
9. Transport, Storage & Communication 16,596 9.98
10. Other Services 34,474 20.74
11. Marginal Workers 2,580 1.60
Total Workers 1,66,206 100.00
(Source: Revised Draft Development Plan of RUDA – 2011 (Part I))
The WFPR of Rajkot in 2001 is 34% (based on Household Survey). The WFPR during the
horizon year (2021) is expected to be 35%. The proposed occupational structure for 2021 adopted is
primary (4.5%), secondary (34.5%) and tertiary (61%).
• Per Capita Trip Rate: The per capita trip rate (PCTR) of Rajkot study area is 1.29 including
walk and 0.92 excluding walk. With economic
development, higher vehicle ownership, good
public transport system and increased mobility
the PCTR would increase. A vehicular PCTR of
1.60 for 2021 has been adopted for travel
demand forecast.
Existing
• Modal Share: The modal share in favour of
Proposed
public transport (bus, minibus & Chakdas) in
Rajkot is very low (around 12%). In the context
of resource conservation (land, energy), Chart 5.11: Brown Field Development
Strategy Concept
sustained development and environmental

quality, it is necessary to improve the public transport share to a level of around 50%. This is
adopted for purposes of public transport technology selection and planning.
• Technology: As of now the predominant travel modes are bicycles and 2-wheelers. Public
Transport technology is conventional buses (standard and mini). However as the city grows and
travel demand increases it is necessary to identify more appropriate technology to service the city
needs.
5.7 Population Distribution Strategies
The population holding capacities have been estimated based on a range of desirable residential
densities which not only accommodate the targeted population in the study area but at the same time also
provide reasonable environment quality. Five alternative strategies of population distribution have been
framed. These are:
5.7.1 Brown Field development (P1): This strategy aims at conservation of land and
accommodation of all future development under the present developed area. It implies accommodating
the proposed 22.07 lakh population at an overall gross density of 77 ppha and residential density of 493
ppha. The gross residential density based on the present density gradient profile varies between 700 - 800
ppha in the central area to 470 ppha in the periphery. The urban structure is mono-centric in nature.
5.7.2 Master Plan Development with City Level Density Patterns (P2): This strategy aims at
extending development into the peripheral area resulting in a relatively lower average gross residential
density of 218 ppha. Here the gross residential density varies between 202 ppha in peripheral areas to
550-775 ppha in central area.
5.7.3 Twin City Development (P3): This strategy is based on development of poly-nuclei concept
wherein a new activity node south of Jamnagar Road at existing Airport is proposed to be developed.
This nuclei would predominantly have public/semi public offices and would support a population of
around 0.55 million. The average gross residential density adopted for the existing city and proposed city
are 203 ppha and 236 ppha respectively. The gross residential density variation is from 25 ppha to 450-
600 ppha in the existing city and from 85 ppha to 500 ppha in the new city.
5.7.4 Tri Centre Development (P4): This strategy is again a variant of poly-nuclei structure wherein
the average gross residential densities are 250 ppha, 194 ppha and 192 ppha for existing city, new city
(east) and new city (west) respectively. The average gross residential density varies from 85 ppha to 420-
500 ppha in the existing city, 70 ppha to 280 ppha in the new city (east) and 110 ppha to 300 ppha in the
new city (west) respectively.
Table 5.14 shows the population distribution under alternate strategies in various sectors in the year
2021.

Table: 5.14 Population Distribution under Alternate Strategies

Alternate Strategies
Zone P1 P2 P3 P4
1 43023 37296 30209 29057
2 44275 41874 33616 30836
3 44250 44883 36338 34986
4 61379 51342 36973 41707
5 132889 111244 85196 96682
6 116540 95783 81994 94751
7 112183 95234 74004 79083
8 52981 44255 32951 35821
9 27060 34451 27525 27659
10 88673 75750 57475 60512
11 55343 46224 34410 37409
12 71630 61138 46157 48925
13 87912 74336 152505 110489
14 80697 67723 171595 102787
15 53322 44651 32639 36202
16 65819 66201 52947 59749
17 96360 115287 92871 111591
18 101118 84405 66234 103236
19 81000 113251 87950 82729
20 70506 58861 43775 57543
21 180390 172492 137119 165486
22 100174 99659 80302 90725
23 259983 270584 436256 361311
24 25842 46269 100701 110272
25 10274 17251 7200 15378
26 37107 50814 30823 43334
27 9171 15987 5063 13669
28 29174 48261 22663 11544
29 15025 25321 16236 18115
30 10010 25570 14452 12937
31 13933 19189 15299 13360
32 8788 15219 24790 31936
33 19867 35796 38346 36778
Total 2206698 2206601 2206614 2206599
5.8 Employment Distribution Strategies

The employment distribution strategies broadly follow the strategies for population distribution.
The total basic employment in the present study is assumed to comprise of 80% of formal manufacturing
industrial (industries other than household industries) employment, 50% of formal trade & commerce
employment, 20% of formal transport / storage employment and 50% of formal employment in public &
semi-public services. All other employment is treated as non-basic (service).
The share of formal employment in percentage terms of the total employment in various sectors
of employment, based on empirical studies, adopted in this study are:
• Manufacturing - 85%

• Trade and Commerce - 40%

• Services - 30%
• Transport and Storage - 50%
For Twin City and Tri Centre development, it is assumed that the nuclei zones in these new cities would
have 30% each of formal trade and commerce and services employment and 50% each of informal trade
and commerce and service sector employment.
In the present study it is assumed that the land use pattern as proposed in Master Plan 2011 would hold
good for 2021 also. To quantify employment based on Land Use Plan, employment densities have been
adopted based on prevailing patterns in Rajkot and other cities in India.
The following five employment strategies have been evolved:
• Mono – nucleus structure
• Multi – nuclei structure (non-uniform)
• Multi – nuclei structure (Twin city)
• Multi – nuclei structure (Tri centre)
• Multi - nuclei structure ( Corridor Oriented)
Mono –Nucleus Structure Strategy (E1) :In this strategy without any intervention, the employment
opportunities will witness natural growth in the present activity centres. Thus all additional
employment may get concentrated in the present activity nodes. The following employment densities
were adopted in calculating the basic employment.
• Manufacturing industry other than household industry @ 261 emp./ha of industrial land
• Trade/Commerce @ 179 emp/ha of trade and commerce land
• Transport and Storage @ 11 emp/ha of transport and storage area
• Services @ 53 emp./ha of public/semi public area
Multi –Nuclei Structure (Non-Uniform) Strategy (E2) : In this strategy it is assumed that with the
planning intervention the additional employment will get concentrated around the proposed industrial
areas and commercial areas as proposed in the Master Plan 2011. Two types of employment densities
have been adopted in this strategy. In the zones where there is no additional industrial land proposed
as per Development Plan - 2011, the employment densities of the respective land use as adopted in
employment strategy (E1) are applied whereas in the zones where there is an additional industrial
land proposed, modified industrial employment density norms have been adopted taking into account
the land use pattern of the study area and the corresponding employment to be allocated.
The modified employment density norms adopted are:
• Manufacturing industry other than household industry @ 85 emp./ha of industrial land
• Trade/Commerce @ 90 emp/ha of trade and commerce land
• Transport and Storage @ 6 emp/ha of transport and storage area

• Services @ 25 emp./ha of public/semi public area

Multi –Nuclei Structure (Twin - City) Strategy (E3): This strategy is similar to the second
strategy, but the difference is that 30% of basic employment in trade & commerce and in public &
semi-public services will get concentrated in the nuclei zone. In addition, 50% of the service
employment in trade & commerce and in public & semi-public services will also get concentrated
around the nuclei. The rest of the employment will be distributed as discussed in strategy E2.
Multi – Nuclei Structure (Tri Centre) Strategy (E4): This strategy is similar to the Strategy E-3.
Instead of two nuclei, three nuclei are proposed. One is at the junction of Ahmedabad Road and
Eastern Ring Road on eastern side in zone 17, another one is at Airport area near Jamnagar Road in
Zone 14 and the third one is the existing CBD Nucleus.
Table 5.15: shows the zone wise employment distribution under alternate strategies for 2021.
Table 5.15: Zone wise Employment Distribution under Alternate Strategies

Alternate Strategies
Zone E1 E2 E3 E4
1 27549 27549 27549 27549
2 25536 25536 25536 25536
3 15596 12064 10670 10584
4 21826 22326 22326 22326
5 39034 32763 22382 32378
6 26689 20474 17147 19928
7 45597 28845 23722 24998
8 12562 14929 14929 14929
9 19678 13151 11350 11560
10 29926 20320 16037 16816
11 20887 21387 21387 21387
12 17864 13792 10360 11028
13 21705 16624 23791 17404
14 19673 15144 81409 64274
15 25406 25906 25906 25906
16 20939 17919 14049 16792
17 29720 33699 27311 41033
18 27220 28498 28498 28498
19 33451 31285 27372 21849
20 41528 23887 23807 21586
21 43145 37843 29939 36050
22 23928 22769 18209 20511
23 62267 60037 68431 56872
24 12318 16903 20538 21780
25 13156 13009 6637 15437
26 39542 38537 21454 45486
27 2246 4176 1835 3004
28 12601 30952 15546 5790
29 11024 23049 11883 5576
30 2092 5833 2527 2292
31 6552 13827 16412 13347
32 8645 32313 52807 42943
33 5136 19680 23282 19578
Total 765038 765026 765038 765027

5.9 Transport Structure Strategies

In order to develop an integrated mass transport system for the study area, it is necessary to assess
the future travel demand, which would decide the type of system necessary to cater the forecasted
demand. Five alternative transport network options have been evolved based on combinations of road and
Mass Transit System networks. These alternative transport network options are briefly discussed below:
5.9.1 N -1 Do Nothing - Existing Road Only: This network comprises of the existing road network
as developed by the Consultants from the road inventory survey.
5.9.2 N-2: Development Plan Road Network: This network comprises of the road network as
proposed in the Development Plan – 2011. The network form is largely an extension of existing road
network identified by the road inventory survey and other additional links proposed in the Development
Plan. The proposed road network system in the Development Plan is assigned with 45 m, 24 mm and 18
m right of way. The missing links of ring road between Morbi road and Gondal road is assigned with 45
m ROW while the new bypass between Jamnagar road and Gondal Road is also assigned 45 m ROW.
The outer ring between Morbi road and Gondal road is assigned 24 m ROW. The hierarchy of new roads
is decided based on the ROW assigned and their character. The through roads are designated as arterials
and the roads providing access to arterial are designated as sub-arterial and the roads collecting and
distributing traffic from and to sub-arterial roads are designated as collector roads.
5.9.3 N-3: Modified Development Plan Road Network: In this strategy, in addition to the road
network as proposed in the Development Plan - 2011, an additional link is added from Mahatma Gandhi
society till Ring road along the river as part of the proposed road network.
5.9.4 N-4: Modified Development Plan with BRTS (HCBS): In this option along with the
proposed road network in N3 strategy, High Capacity Bus System in form of Bus Rapid Transit System
is also added. In this option along with the proposed road network in N3 strategy, three corridors of High
Capacity Bus System (HCBS) are also added.
5.9.5 N-5: Modified Road Network with LRT : This strategy has the same road network as in
N3- strategy in addition to the Light Rail Transit System. The corridors selected for the LRTS are same
as that of HCBS. The total length of both the corridors also remains same. The numbers of stations in
north-south and in east west corridors are 11 and 12 respectively.
5.10 Testing of Alternative Strategies
• LUTM Application: The Land Use Transport Model (LUTM) calibrated for the study area in the
base year has been used for evaluating the alternative scenarios. The assumptions adopted in the
forecast are:
1. The structural parameters like population multiplier and the service ratios as computed from base
year data are assumed to remain valid in the horizon year.
2. The deterrence parameters calibrated for work and service trips are used for forecast

3. The attraction weights derived in the calibration are used for the forecast
Incremental allocation of population and employment are carried out for alternative strategies
• Model Inputs: The horizon year model inputs adopted for testing running the model are:
1. Total Population : 2207000
2. Total Employment : 765000
3. Total Basic Employment : 244840
4. Total Service Employment : 520160
5. Labour Force Participate Rate : 3.12498
6. Service Employment Scale factor : 0.230067
7. Calibrated Parameters
• Alpha = 0.201
• Lamda = 0.174
In addition the impedance matrices for road only (Alt. N1-N3 scenario) and road /rail (Alt. N4 – N5)
scenarios have been developed based on the following assumptions.
5.10.1 Road only Network Scenario (N1): The fully developed road network as proposed in the
Master Plan 2011 has been considered as road network only scenario (N2). The lane configuration is
decided based on ROW assigned is Development Plan 2011 A.D and functional hierarchy of the roads
like arterial, sub-arterial and collector. Table 5.16 shows the lane configuration as per ROW and
hierarchy of roads.
Table 5.16: Proposed Lane Configuration as per RoW

Right of way (Row) in metres Roadway development
RMC Area Outside of RMC Area
18 2 lane 2 lane
24 4 lane 4 lane
30 6 lane 4 lane
36-45 - 6 lane
60 - 6 lane (with service road)
75 - 6 lane (with service road)
The network length considered is 423 km which includes addition of 219 km of road length to the
existing road network of 204 km. As far as speeds on the proposed network are concerned, the observed
speeds in the existing road network have been taken as initial speeds. For the new roads, the initial speeds
assumed are:
Arterial - 40 km/h in Central Area
60 km/h outside Central Area

Sub-Arterial - 25 km/h Central Area
40 km/h outside Central Area
Other roads - 25 km/h
5.10.2 RMTS Network Scenario (N4-N5): The RMTS network has been developed which includes
RMTS corridors & stations located close to activity nodes. The speed of rail based system on the RMTS
has been assumed to be 32 kmph. In general the average inter-station spacing is between one km to three
km depending on activity & density pattern along the corridor. The zones through which RMTS network
passes together with zones lying within one km distance to the station have been directly connected to
station. For other zone centroids lying outside the immediate catchments area of one km, interchange
from road to rail & vice-versa is proposed. The following interchange (transfer) penalties have been
adopted:
1. Road node to RMTS - 2 minutes
2. RMTS to Road node - 5 minutes
3. RMTS to RMTS - 2 minutes
5.10.3 Testing of Alternative Scenarios: In all 14 alternate scenarios evolved out of various
combination of population, employment and transport network have been tested using the Land Use
Transport Model developed for the study area.
The test results are shown in Table 5.17.
Table 5.17: Comparison of Mean Trip Time in Alternate LUTM Scenarios

Population & Employment Distribution Strategy
Mean Trip Time (min.)
with Network Options
P1E1N1 15.4074
P2 E2N2 15.019
P2 E2N3 15.0187
P2 E2N4 14.2498
P2 E2N5 14.2874
P3 E3N2 15.4691
P3 E3N3 15.4688
P3 E3N4 14.7653
P3 E3N5 14.8347
P4 E4N2 15.498
P4 E4N3 15.4979
P4 E4N4 14.7579
P4 E4N5 14.8075
P5 E5N5 14.5751

5.11 Evaluation of Alternative Strategies

Comparative evaluation of alternate strategies shows that population and employment distribution
strategy (P2E2) with network strategy N4 gives the least mean trip time. Hence, the population and
Employment distribution strategy P2E2 with network strategy N4 has been adopted for horizon year
travel demand forecasting.
Table 5.18 shows the zone-wise projected population and employment for 2021 obtained as an output for
the best LUTM scenario (P2E2N4).
Table 5.18: Zone wise Projected Population and Employment for 2021
Zone No. Population Service Employment Total Employment
1 36674 54381 55699
2 41250 47743 49025
3 44260 12662 15696
4 50718 37220 39482
5 110600 3149 13575
6 95143 24769 25361
7 94582 25882 35694
8 43631 30118 30674
9 33828 1883 8471
10 75099 15630 20612
11 45590 54042 55849
12 60487 23804 25017
13 73668 33074 34362
14 67019 6963 8149
15 44014 47211 48701
16 65480 1582 6129
17 114604 11001 21524
18 83758 20491 24538
19 112586 4116 12480
20 58236 10153 22851
21 171737 10028 12041
22 98944 22330 24533
23 268949 16758 20707
24 45591 358 8333
25 16638 549 10895
26 50199 253 30698
27 15381 53 1090
28 47627 179 22965
29 24665 307 19725
30 24836 241 898
31 18548 399 11191
32 14430 381 32184
33 34957 1801 15198

5.12 Travel Demand Analysis

The transport demand forecast for horizon year 2021 was based on the land use plan evolved out
of land use transport model (LUTM) application. The transport models developed for the base year
together with the parameters calibrated in the base year have been used in estimating the transport
demand on the proposed transport network for the horizon year – 2021. The population and employment
estimates as obtained from the LUT model in the horizon year (P2E2N4 Strategy) have been used for
projecting the horizon year zonal trip generations and attractions.
For applying the transport model for the horizon year, the following inputs were identified:
i) Zonal population & employment
ii) Zone to zone travers time impedance matrices
iii) Base year trip end models & trip distribution calibration parameters
5.12.1 Trip End Forecasts: The calibrated trip end equations for the daily person trips made within the
study area were applied on the projected planning variables to get future trip ends. These future trip ends
were suitably moderated to account for impacts of changing socio-economic parameters (e.g, income
which, is expected to double in another 20 years) to result in an overall vehicular PCTR of 1.6. Table
5.19 shows the travel demand forecasts for 2021.
Table 5.19: Daily Travel Demand Forecasts for Horizon Years (2007-2021)
Passenger Trips
Year Intra-city Inter-city Total
2007 13,66,772 3,27,804 16,94,516
2012 18,74,104 4,52,831 23,26,935
2017 25,76,999 6,23,115 32,00,114
2021 34,92,237 8,06,714 42,98,951
5.12.2 Trip Distribution
5.12.2.1 Regional Traffic
The regional traffic forecast has been based on estimated growth rates as under:
i) Through Traffic
Table 5.20: Trip distribution: Regional Traffic
Type Growth Rate - (%)
Private vehicle traffic 6.06
Commercial vehicle traffic 5.26
Bus 5.26

ii) Destined Traffic

Table 5.21: Trip distribution: Destined Traffic
Type Growth Rate - (%)
Private vehicle traffic 6.75
Commercial vehicle traffic 3.92
Bus 6.75
Based on the above growth rates the external trip components of the respective vehicle matrices
were estimated.
5.12.2.2 Intra-city Traffic
The future zonal passenger trip ends estimated were distributed by applying the base year
calibrated gravity model and the horizon year zone-zone impedance matrixes.
5.12.3 Modal Split
Studies all over the world have revealed that with the introduction of mass transit system the
modal share in favour of public transport normally increases. The existing modal split in favour
of public transport is 17%. For the present study a normative modal share of 50% based on the
recommendations of the Study Group on Alternative Systems of Urban Transport set up by
Government of India has been adopted for the year 2021 with the assumption that Rajkot Mass
Transit system (RMTS) along with bus would form the public transport system.
Table 5.22: Forecasted Daily Trips by Public
Transport for Horizon Years (2007 to 2021)
Year Public Transport Trips
2007 2,73,354
2012 6,55,936
2017 10,30,799
2021 17,46,119
Based on above forecast of daily trips for all scenario assigned trips for various Network
scenarios can be estimated as under:
Table 5.23: Assigned Trips for Various Network Scenarios
Total Passenger Km Total Passenger Hrs
Scenario
Private Public Total Private Public Total
Do Nothing 16642490 12448087 29090577 16423256 12109196 28532452
Development Plan 15673205 15339923 31013128 2362200 1566064 3928264
Modified
15676638 15344230 31020868 2362025 1565827 3927852
Development Plan
Modified
Development Plan + 12429671 19040048 31469719 591687 940587 1532274
Standard Bus
Modified
Development Plan + 12463390 19685220 32148610 594343 907976 1502319
BRTS

5.13 Comprehensive Mobility Plan
Based on the above analysis and models, the city Traffic & Transportation Comprehensive mobility
plan is prepared for the improvement of overall transportation. The phasewise program as part of
comprehensive mobility plan is suggested as under.
1. Immediate Improvement Measures (2007-08)
1. Implementation of the proposed traffic circulation system within Central Area
2. Improvement of the Central Area internal road network in terms of improvement of geometrics,
provision of footpaths, pavement strengthening etc.
3. Development of non pedestrian network for central area.
4. Development of NMV lanes
5. Improvement of peripheral roads in central area
6. Operation of traffic signals
7. Reorganization of on-street parking and enforcement of parking management strategies.
8. Revision of parking norms and standards and develop policy of parking fees.
9. Establishment of Rajkot Bus Transport Service with an estimated fleet of 200 buses, development
of six bus depots and one central Workshop
10. Setting up of RTC ( Rajkot Transport Company)
11. Setting up of a Traffic Engineering & Management Unit (TEMU) in RMC
12. Setting up of Rajkot Transport Development Fund
13. Improvement in logistics support to Traffic Police
2. Short Term Improvement Measures (2007-2009)
1. Conduct of techno-economic and engineering studies and preparation of functional plans and
designs for_
a. Improvement of Arterial roads
b. ROB/RUB’s
c. Pedestrian subways
d. Terminals, depots and workshops
e. Parking facilities
2. Preparation of Traffic Management Plan (TMP) for other areas and their implementation
3. Improvement of all identified intersections including geometrics and control systems at:
a. Rana Chhodas Ashram Chowk
b. Junction of Mavdi Road x 150’ TP Road
c. Swaminarayan Temple Junction on Kalawad Road
d. Junction of Sant Kabir Road x 60’ TP Road
e. Junction of Nana Mava Road x 150’ TP Road

f. Anand Bunglow Chowk on Mavdi Road

g. Junction of Nana Mava Road x TP Road towards Lakshmi Society
h. Astron Cinema Chowk
i. Virani Chowk
j. Chunara Madi Chowk
k. PTC Chowk
l. Hanuman Madi Chowk
m. Nagrik Bank Junction
n. Kanta Vikas Gruha Chowk
o. Buthkhana Chowk
p. Lodhawad Chowk
q. Patel Dharmashala
r. Makham Chowk
s. Yagnik T-Point
4. Formulation and implementation of traffic education and enforcement measures
5. Bus Route network planning and scheduling to be taken up on a scientific and comprehensive
manner
6. Development of off-street parking facility
7. Construction of RUB’s (5)
a. Nanamava Road and Rajkot – Gondal Railway Line crossing
b. Mavdi Main Road and Rajkot – Gondal Railway Line crossing
c. Raiya Road and Rajkot – Gondal Railway Line crossing near Amarapalli Cinema Mavdi
Main Road and Rajkot – Gondal Railway Line crossing
d. Proposed Western Ring Road and Rajkot – Jamnagar Railway Line crossing
e. Proposed northern Bypass and Rajkot – Morbi Railway crossing
8. Widening of ROB’s (1)
a. Jamnagar Road and Rajkot – Jamnagar Railway Line crossing
9. Widening of river bridges (3)
a. On Keserhind Bridge road across Aji River
b. On Dood Sagar road across Aji River
c. On 80 feet road across Aji River
10. Engineering Study for pedestrian subways
11. Acquisition and allotment of land for transport sector programs
12. Restructuring/ strengthening of existing transport related organizations
13. Preparation of project reports
14. Improvement of existing freight and bus terminals

3. Medium Term Improvement Measures (2007 – 2011)

1. Improvement of radial arterial roads
2. Construction of Master Plan (new major) roads
3. Widening of river bridges (2)
a. On Sant Kabir road across Aji River
b. Two locations on Ring Road across Aji River
4. Construction of New River Bridges (4)
a. Across Aji River on Bypass on Ring Road (W) near Bedi
b. Across Aji River on proposed road passing through Madhapar between Jamnagar Road
and proposed bypass near Manharpur
c. Across Aji River on proposed road from northern ring road to eastern ring road.
d. Across Aji river on proposed eastern bypass
5. Construction of ROB/RUB (5)
a. Ring Road and Rajkot – Morbi Railway Line crossing near IOC
b. Gondal Road and Rajkot – Gondal Railway Line crossing
c. Bhagvatipara Railway crossing
d. Railnagar area Railway crossing
e. Proposed Western Ring Road and Rajkot – Jamnager Railway Line crossing
6. Construction of pedestrian Bridge (3) at_
a. Hospital Chowk
b. Triangle Garden
c. S T Bus Stand.
d. Near Swaminarayan temple kalawad road.
7. Development of inter-city bus terminals
8. Development of bus infrastructure like terminals, bus stops, shelters, etc.
9. Completion of detailed techno-economic and engineering studies for proposed RMTS and
operation of the first leg of systems.
10. Institutional arrangement for promotion of IPT and introduction of newer technologies
11. Initiation of evaluation studies
12. Preparation of Planning, Operation and Management Plan for bus system
13. Development of Off-street parking facilities
14. Development of truck terminals on Gondal Road & Jamnagar Road, and a Transport Nagar on
Ahmedabad Road
4. Long Term Improvement Measures ( 2011 – 2021)
1. Completion of a all Master Plan roads
2. Full phase implementation of Rajkot Mass Transport Plan to cater 40% of the population.

3. Construction of flyovers (5) at _

a. Ring road and Railway line crossing at nr. Village Ronki
b. 80’ wide road nr. Kothariya road.
4. Development of inter-state bus terminals on Ahmedabad Road and Gondal Road
5. Preparation of route network plan for bus services in coordination RMTS

Rajkot Municipal Corporation Summing up..
6 S
Suum
mmmiinngg uupp....
6.1 Conclusion
Rajkot, an important urban centre located in Saurashtra region, is fast emerging as a centre of
trade and commerce serving the state in general and the region in particular. The increasing intensity of
traffic as a result of rapid industrial development and commercial development has resulted in
manifestation of problems like congestion, delays, accidents, pollution etc.
The city of Rajkot is connected to other parts of the country through a well developed regional
road system comprising important roads such as Gondal Road (NH-8), Ahmedabad Road (NH-8B),
Jamnagar Road (SH-26), Bhavnagar Road (SH-27), Morbi Road (SH-42) and Kalawad Road. It had a
registered vehicle population of 0.48 million in 2000 increasing at an average annual rate of 9.5 percent
during 1991-2001Keeping in view the growing importance of transport sector in the city’s physical,
social, economic and environmental fabric, the Rajkot Municipal Corporation, with active support of
Urban Development & Housing Department, Government of Gujarat and Ministry of Urban
Development, Government of India have initiated a Comprehensive Traffic and Transportation study for
the city of Rajkot Urban Area and thereafter Rajkot City Mobility Plan. The plan has been prepared in
line of National Urban Policy.
The objective of this Plan is to ensure safe, affordable, quick, comfortable, reliable and
sustainable access for the growing number of city residents to jobs, education, recreation and such other
needs within the city. This is sought to be achieved by incorporating urban transportation as an important
parameter at the urban planning stage rather than being a consequential requirement. Encouraging
integrated land use and transport planning in all cities so that travel distances are minimized and access to
livelihoods, education, and other social needs, especially for the marginal segments of the urban
population is improved. It encourages greater use of public transport and non-motorized modes by
offering Central financial assistance for this purpose
Besides, Govt. of India recently launched urban Infrastructure development mission for selected
63 cities of India as Jawaharlal Nehru National Urban Renewal Mission (JnNURM) which also
encourages preparing Detail Project Report for Comprehensive plan for Improvement of Road Network,
Traffic and Transportation for Rajkot City Mass Transport System in suitable model.
6.2 CDP & CIP
Typically transport infrastructure investments are funded by budgetary support from Government
/ Local bodies, loan from financial institutions, public equity and internal resources generated by the
agencies and enterprise engaged in providing transport services. Resource Generation is the first stage of
infrastructure development. It is concerned with efficient allocation of financial resources, which
requires careful project formulation, appraisal and investment programming. The second stage in the
process is Infrastructure Creation which requires cost-effective management of project construction. The

last stage is Service Provision, which involves effective operation and maintenance of infrastructure and
delivery of services produced. Considering constraints of fund development and taking JnNURM as
opportunity. Rajkot City Development plan envisages following Capital Improvement Plan for
Improvement of traffic & Transport of Rajkot city as specified in Rajkot city Mobility Plan. Rajkot City
Development Plan envisages developing safe, smooth & secure movement of vehicle and pedestrian .It is
also aimed to provide wall to wall covered surface. Therefore, out come set for the road network is “all
city roads to be paved.” Out come for Traffic sets as smooth vehicular and pedestrian movement.
Followings are Traffic Matrix, which describes the outcomes, outputs, inputs & reform agenda
for JnNURM which are set for development of JNURM projects
Rajkot City Development Plan JnNURM Matrix for Transportation Component
Reform element : All weather road for all
O
u • All city roads will be paved or tarred before end of year 2010.
t • Pothole Free Major – 32 roads
C • Roads with street furniture
o • All roads with street light facility before end of year 2010.
m
e
O Before end of plan period_
u • Metalling of 155 kms of road
t • 355 kms. Tar road
p • 650 kms. Asphalt road
u • Two under bridge & two fly over bridges
t • Area lighting & streetlight at every 40 mts.
• All slum area will be linked with city road network by paved road
• Development of efficient public transport system before year 2008
I
n • Increasing private sector participation
p • Infrastructure spending Rs. 45000 Lakhs over 5 years
u • Capacity building programs for RMC employees
t
JnNURM Reform Indicators
Mandat ory
1. Policy on pro-poor adopted, with full costs reflected on budget
2. All 84 slum area will be covered with Road & streetlight facility
Optional
3. Professionalization of service provider agencies through granting of adequate
operational autonomy over human resource management, procurement, revenue
and expenditure functions, within prescribed regulatory frameworks

1.7.3 Rajkot CMP Projects Identified in the CDP
Projects identified in City Development Plan (2005-2012)

Road works Projects
No. Details Year Rs. In Lakhs
2005- 2006- 2007- 2008- 2009- 2010- 2011- Total
06 07 08 09 10 11 12
1 Road Metalling works - 155 200 200 200 200 200 150 150 1300
kms
2 Road Asphalt Carpeting 400 400 400 400 400 450 450 2900
work - 320 kms
3 900 900 900 900 900 900 900 6300
Road Asphalt Recarpeting
work -550 kms.
4 Development of 100 100 100 100 50 50 50 550
beautification of approach
roads - 8 Nos. - 40 kms
5 Const of Over bridge at 0 500 1000 1000 0 0 0 2500
Gondal road
6 Const of underpass at Raiya 0 0 0 0 500 500 500 1500
road
7 Widening of existing 0 0 0 0 0 200 200 400
underpass at Sardarnagar &
B/H Hemugadhivi
auditorium
8 Construction of fly over at 0 500 750 750 1000 0 0 3000
kalavad road x 150' road
9 Const of under pass at 0 200 500 500 0 0 0 1200
Railnagar
10 Const of under pass near 0 0 0 0 250 500 500 1250
Bhagwati para
Total 1600 2800 3850 3850 3300 2750 2750 20900
Phase wise percentage 7.66 13.40 18.42 18.42 15.79 13.16 13.16 100
Traffic Projects
1 Development of Pay & Park 0 25 50 25 50 25 50 225
complexes at 3 places
2 Improvement of City bus 0 10 10 10 10 20 20 80
stops - 550 places
3 Improvement of street 40 30 30 30 60 60 60 310
furniture -32 roads
4 Development of Cycle track 0 5 5 5 10 0 0 25
- 5 roads
5 Installation of traffic signal 20 20 20 20 0 0 0 80
system -15 nos.
6 Improvement of city bus 10 20 20 20 20 20 20 130
service - LS
Total 70 110 135 110 150 125 150 850
Phase wise percentage 8.24 12.94 15.88 12.94 17.65 14.71 17.65 100
*********

CMP RMC

Diunggah oleh

Informasi Dokumen

Deskripsi Asli:

Judul Asli

Hak Cipta

Format Tersedia

Bagikan dokumen Ini

Bagikan atau Tanam Dokumen

Opsi Berbagi

Apakah menurut Anda dokumen ini bermanfaat?

Apakah konten ini tidak pantas?

Hak Cipta:

Format Tersedia

CMP RMC

Diunggah oleh

Hak Cipta:

Format Tersedia

DPR No.

Detail Project Report (DPR) for

Construction and Improvement of

Project Cost Period

Rs.21254 Lakhs 2008-09 to 2009-10

Date of Preparation Date of Submission

Rajkot Municipal Corporation

Construction and Improvement of

2 CHARACTERISTICS OF STUDY AREA ……………………………. 7

3 EXISTING TRANSPORTATION OF THE CITY ……………………………….16

4 TRAVEL CHARACTERISTICS …………………………………… 28

5 COMPREHENSIVE MOBILITY PLAN …………… ………………………….73

Detail Project Report-1 for JnNURM-BSUP Housing Schemes i

6 SUMMNG UP …………………………………… 107

Detail Project Report-1 for JnNURM-BSUP Housing Schemes ii

Detail Project Report-1 for JnNURM-BSUP Housing Schemes iii

1.2 Need of the CMP

Rajkot City Comprehensive Mobility Plan 1

1.4 Scope & Limitation of the Study

Rajkot City Comprehensive Mobility Plan 2

1.6 Data Base

Rajkot City Comprehensive Mobility Plan 3

1.7 Rajkot City Development Plan & Rajkot CMP

Rajkot City Comprehensive Mobility Plan 4

1.7.1 Policies outlined in Rajkot CDP:

Rajkot City Comprehensive Mobility Plan 5

First chapter describe introduction.

Rajkot City Comprehensive Mobility Plan 6

2.1 Historical Background

2.2 Location, Climate Physical Setting & Regional Linkage

Rajkot City Comprehensive Mobility Plan 7

2.3 Demographic & Socio economic Profile

rate of 79.12% , this is attribute to the

Rajkot City Comprehensive Mobility Plan 8

Table 2.1 Growth Rate

Table 2.3 Population projectios of the past growth trends. It is required to

tremendously. Based on the above Year

population figure for the past

Rajkot City Comprehensive Mobility Plan 9

Rajkot City Comprehensive Mobility Plan 10

2.4 Urban Land Use Structure & Master Plant

Rajkot City Comprehensive Mobility Plan 11

Rajkot City Comprehensive Mobility Plan 12

Rajkot City Comprehensive Mobility Plan 13

Rajkot City Comprehensive Mobility Plan 14

• structural reports and structural drawings

development plan Other area 25 sq.mts 40 to 65% 1.8

The permissible plot area,

Rajkot City Comprehensive Mobility Plan 15

Major roads, which provide for regional traffic movement, are:

Rajkot City Comprehensive Mobility Plan 16

3.2 Vehicular Growth and Composition

Rajkot City Comprehensive Mobility Plan 17

(Source :Regional Transport Office, Rajkot)

Figure 3.1 Growth Trend of Registered Motor Vehicles in Rajkot City

Table 3.2 : Accident Data in Rajkot City during 1992 – 2007

Rajkot City Comprehensive Mobility Plan 18

3.4 Road Network Characteristics

Rajkot City Comprehensive Mobility Plan 19

Table 3.3: Salient Characteristics of Major Roads

Rajkot City Comprehensive Mobility Plan 20

35% of-way reveals that