analytical study of journey to work preferences conference on science and technology for sustainable...

International Conference on Science and Technology for Sustainable Development (ICSTSD)- 2016

ISSN: 2348 – 8352 www.internationaljournalssrg.org 1

Analytical study of Journey to work Preferences

Prof. Nikita A. Karwa Assistant Professor

Department of Civil Engineering P. R. M. I. T. R. Badnera

Amravati, India

Dr. P. A. Kadu Head and Professor

P. R. M. I. T. R. Badnera Amravati, India

Prof. Harshwardhan P. Nistane

Assistant Professor Department of Civil Engineering

P. R. M. I. T. R. Badnera Amravati, India

Abstract— over a period of time, the journey to work trip length goes on increasing due to continuous urban growth. Employment suburbanization has led to a change in land use and transport planning. Activities are spreading far and far because of urban sprawl. This has lead to a dramatic change in the overall travel pattern of an urban area. Travel pattern depends upon the trips generated from residential areas to employment zones, which contributes to the most vehicles km travelled. To forecast travel pattern of an urban area it becomes necessary to find out the travel preferences of the people. So travel preferences of people in an urban area are analyzed to predict the overall travel pattern in integration with land use to minimize use of personalized transport.

Keywords— Travel preferences, journey to work, Transit Oriented Development.

I. INTRODUCTION India ranks second in the world in terms of population after

China as per the 2011 census. India’s Population was 1210.19 million with growth rate of population in the last decade of 17.67%. The growth rate of population in urban and rural area was 31.80% and 12.18% respectively. The urban population is 377.11 million that is 31.22% of the total population. India is at acceleration stage of the process of urbanization. Maharashtra ranks first in terms of urban population, 112.37 million that is 50.83% of total population.[2]

Urbanization is the process, by which large population is permanently concentrated in relatively small areas, forming cities. Urbanization and pace of urbanization has increased rapidly in the last few decades. Cities are growing very fast, in terms of population as well as size. Urbanization has many effects on the city fabric. Increasing population has to be accommodated in the city, which leads to massive growth of slums, haphazard development and unauthorized construction in the city as well in the fringe areas. In addition, the problems of congestion, traffic jams, load on infrastructure and pollution occur due to urbanization. With the population

increase, spread of cities and economic growth, the travel demand has increased tremendously in many cities.[16][17][9]

Urbanization is a vital part of economic development. So for enhancing economic development easy transport of people and industrial goods is very important. Due to increase in the number of private vehicles and less road space, economic development of an urban area is facing many problems. Non motorised transport like walking and cycling has become risky and problem of safety is arising. Also due to population explosion polycentric development is taking place so travel distance has increased considerably. As a result, accessibility issues have increased directly affecting the quality of life of people, especially the poor. [16][17][9]

The Government of India has launched the National Urban Transport Policy (NUTP) in April 2006 under JNNURM to provide financial assistance and specify guidelines for sustainable transport projects in urban cities. The Policy primarily focuses on the mobility of people and not the mobility of vehicles. To achieve this objective, there is a need to study the travel preferences of urban population. In addition, the various parameters that affect commuting pattern and to analyze relations between these parameters to get a deep insight of the transport related problems. [9]

II. LITERATURE REVIEW Jonathan Levine (1990), have studied the effect of

employment decentralization and residential suburbanization upon travel pattern. Workers in the industries located along fringe areas and CBD were surveyed. Factors like Icome level, commuting time, distance and cost were considered. Analysis is done using Multinomial logit model. Findings suggest policy encouraging multifamily housing construction near suburban employment centres for reducing long distance commutes. [8]

Tae-Kyung Kim, Mark Horner and Robert Marans (2007,) have examined home-workspace decisions from a commuting standpoint. Commute durations and personal characteristics

ISSN: 2348 – 8352 www.internationaljournalssrg.org Page 12

are used to analyze individual behavior. It explores how important ‘being close to work’ was in a sample of people’s residential location decisions. Factors considered were comuting, individual characteristics, neighborhood preferences and environmental variables. GIS modeling technique is used to explore previously unanalyzed variables on residential and job locations. The research demonstrates how integrated GIS modeling technique can be utilized to explore new dimensions of housing phenomena. [13]

Talat Munshi, Mark Brusell, Mark Zuidgeest (2008), have prepared a geo-spatial urban form and travel model. The model is prepared using urban form data derived from census and remote sensing, while travel behavior data from household survey of Ahmedabad. The indicators considered are travel behavior indicators-time, distance, mode, energy consumption and urban form in terms of land use. Each urban form and travel indicator is related internally and externally for obtaining relationship between them. Analysis is done using GIS in spatial models, which has advantage of data capture, data entry, data manipulation and visualization. A Development Relational model is prepared for understanding relationship between indicators, which will act as an operational tool of Government to understand the implication of land use in present and future scenario. [14]

Haixiao Pan, Qing ShenAND Ming Zhang (2008). have examined the effects of urban form on travel behavior for which existing land use and travel survey of the people in four neighborhoods were undertaken. [6]

Angela Astrop (1996) have discussed the travel demand in low income households and the travel behaviour of women by household travel survey of families and travel survey of men and women both for comparison by considering travel based factors such as gender base travel pattern, income level, trip purpose such as work, shopping, education, travel attributes time, distance and cost. The analysis of the data surveyed is done based upon percentage distribution of travel aspects and various travel related problems are examined.[1]

Transportation survey in Pune (2013).A door-to-door survey for Pune's first transportation status report started on 9th may 2013. The survey, conducted by Janwani, a social initiative of the Maratha Chamber of Commerce, Industries and Agriculture (MCCIA), will gather information about the mode of transport people use on a daily basis Pune is the first city to come up with the status report."One of the parameters in the report is the transportation pattern among citizens,". Volunteers have been directed to identify 1,500 to 2,000 households from different areas comprising diverse age groups. "The TSR will help understand where transportation facilities stand with respect to the objectives stated in the municipal corporation's mobility plan. This will help the civic body devise specific projects to achieve the objectives. The report like the civic body's environment status report will be published every year to analyze traffic conditions in the city. Some focus areas will be the quality and affordability of public transport, pedestrian facilities, and road safety and

parking, facilities for cycles, commuting time and pollution.[15]

Comprehensive Mobility Plan, PCMC (2008). Pimpri Chinchwad Municipal Corporation (PCMC) has undertaken an exercise of identifying the service need for urban transport by prepared Comprehensive Mobility Plan (CMP). The Pimpri-Chinchwad Municipal Corporation (PCMC) is working towards improving basic facilities to its citizens and taking large and ambitious projects towards this. Urban transport is one such sector which is being addressed. As part of this exercise, PCMC has profiled the current transportation network and patterns in the city and has projected them for the future. There is urgent need to address the main issues of patronage of public transport, poor level of service of the road network in PCMC and future traffic congestion on city roads caused by private vehicles. Based on these, the needs future urban transport solutions along various corridors of the city have been identified. Road network improvement measures such as road-widening, construction of fly-over and bridges have been recommended. A bus-based rapid Transit system (BRTS) has been chosen as the solution to the public transport service needs of PCMC. The report has been structured to profile the city and the current transportation system to start with, followed by the projected traffic patterns and a forward looking comprehensive mobility plan which tries to integrate land-use planning with the proposed transportation system.[3][10]

CASE STUDY AREA AND SURVEY The study area selected includes Pimpri-Chinchwad

Municipal Corporation (PCMC) limits and its fringe areas. PCMC is a major industrial centre of the Pune region and one of the fast developing cities in Maharashtra. Even the fringe areas of PCMC are developing very fast. This development is taking place in all directions of the city. As per India census 2011, the total population in PCMC is 17,29,359. The decadal growth rate in PCMC is 70.8% which is very high as compared to national and state level which is 17.63% and 16.12% respectively. Sex ratio is 828 females per 1000 males which are low as compared to national and state level which is 940 and 925 respectively. Average literacy rate is 90.9% which is high than the national and state level which is 74% and 84% respectively. More than 60% of the population growth in PCMC has been on account of migration largely due to the employment opportunities prevailing in the region.The increasing trend of industrial and residential areas has completely changed traffic pattern scenario of the urban dweller.

As per the existing road map of PCMC shown in Fig. 1, NH4 is the spine road which bisects the city into two parts adjacent to the railway line, NH50 passes through eastern part towards Nashik other major roads are Aundh-Ravet road, Mumbai-Pune bypass and Telco road. The road network is highly fragmented in PCMC. The perpendicular network of roads to NH4 needed to be strengthened.


Fig. 1

Existing in PCMC Work destinations in PCMC area are the MIDC area located in the central part and Talwade IT park in northern part. Pune city, Hinjewadi IT park, Talegaon and Chakan MIDC are the major work destinations located outside the PCMC limits as per Fig. 2. The location of these major work destinations has totally changed the overall traffic scenario in the PCMC area. The changes in the existing traffic movement has just pressurized the immediate need to improve the connectivity to the peripheral areas as all the major employment opportunities have shifted from the central area towards the outer hinterland areas.

Fig. 2

Major work destinations in PCMC The indicators considered for the study were type of trip

that is work, type of transit mode, travel attributes-distance, time and cost, gender wise travel, age wise travel, income level wise travel and education level wise travel pattern. Over 300 household samples were surveyed to study the journey to work preferences in PCMC area.

The total vehicles in PCMC are growing at an alarming rate. It has increased from 4,92,742 in 2007 to 11,38,095 in 2014. There is a high dependency of people on personalized motorized transport and also the number of cars and two wheelers are increasing tremendously as shown in Fig. 3. The overall distribution of vehicles in PCMC shows that about 75% vehicles comprise of two–wheelers, 15% cars, 7% other vehicles, 2% auto and 1% cab as per 2014 vehicle registration data.

ANALYSIS

Work trips as per household survey in PCMC area were surveyed which shows that the highest number of work trips is towards the Pune city. Major change can be seen that only 26% of the total work trips are in PCMC area which are mainly along old NH4, Bhosari MIDC and Talwade IT park while rest 74% of the work trips are outside PCMC area as per Fig. 4. Comparing work trips as per sex wise, highest number of work trips for male and female are towards Pune city with 28% and 40%. Female trips are highest 40% towards Pune city due to the presence of tertiary sector activities. Work trips are daily trips which contribute to most of the overall trips through which travel pattern of a particular city is defined. In PCMC, during their trip purpose work people face many problems which directly affect the quality of life of the people.

Fig. 4

Distribution of work trips towards destination areas.

As per Fig. 5, Bike is the most preferred mode for trip purpose work in PCMC, which shows that high dependency of people in PCMC over personalized mode of transport. It will also increase more in the coming future. Due to isolated public transport people prefer to use personalized transport.

Fig. 5

Mode split for trip purpose work.

Rating of people preferences were taken on the basis of ranking from rank 1 to rank 5 where rank 1 is very satisfied, rank 2 is satisfied, rank 3 is acceptable, rank 4 is unsatisfied and rank 5 is unacceptable. The rating of people gives a proper idea about the preferences of people regarding various issues. Bus stop locations are in the range of 0.5km to 2km range in the PCMC area and the preferences rating is about at an acceptable range as shown in Fig. 6. Only villages on the outer periphery face problems regarding bus stop location. Preferences regarding the bus route in PCMC are mostly under acceptable to unsatisfied range as shown in Fig. 7. Public bus route is mostly towards the Pune city while outer periphery areas have a limited frequency bus route system. Proper and efficient public transport system should be


developed in order to prioritize public transport over the other means of transport. Rating for private transport that is especially auto is at an unsatisfied range in PCMC area as shown in Fig. 8. Due to inefficient public transport people depend upon autos for work related and other trips to travel. Auto drivers don’t use metre system so people feel that travel by auto is expensive. As per the survey, bike is the preferred mode for work trip in PCMC by both male and female. Rating for travel by bike is in an acceptable range as per the people as shown in Fig. 9. Travel by bike will increase more in coming future so efficient public transport should be implemented to shift the use from personalized to public transport. People in PCMC prefer car/cab mostly for longer journeys. Car trips are mostly towards destination like Pune city, Hinjewadi IT park and Talawade IT park. As per the rating in survey, travel by car is at an unsatisfied range as shown in Fig. 10, due to problems in journey to work such as traffic congestion and require more time. Economically weaker section depends upon cycle for their work trips. As per rating in survey, travel by cycle is in a range of unsatisfied to unacceptable range as shown in Fig. 11. Problems of safety, absence of cycle tracks are mostly problems faced by the people. So emphasis should be given in laying of cycle tracks. Travel by walking is mostly under acceptable to unsatisfied range as shown in Fig. 12. Problems such as no walking tracks in some areas mostly peripheral area and safety issues, walking tracks are occupied by parking in many areas as a result of which people walk on the roads. Emphasis should be given by the government agency for the non motorized mode of transport.

Public transport in PCMC is inefficient as peripheral areas are deprived of public transport. Very low frequency of transport exists in these areas. Rating given by the people for travel by public transport is mostly under acceptable to unsatisfied range as shown in Fig. 13. Problems faced by people from the existing public transport system were surveyed to get a deep insight of the public transport system. Overcrowding is the primary problem faced by the people. Not enough bus route, have to wait for long, not enough bus route and bus location far from house location are the secondary problems faced by the people. Expensive is not the issue as per the survey so high quality public transport can be considered.

Fig. 6

Rating for bus stop location in PCMC area (Source -Primary survey, PCMC)

Fig. 7

Rating for bus route in PCMC area (Source -Primary survey, PCMC)

Fig. 8

Rating for private transport in PCMC area (Source -Primary survey, PCMC)

Fig. 9

Rating for travel by bike in PCMC area (Source -Primary survey, PCMC)

Fig. 10

Rating for travel by car in PCMC area (Source -Primary survey, PCMC)

Fig. 11

Rating for travel by cycle in PCMC area (Source -Primary survey, PCMC)


Fig. 12

Rating for travel by walking in PCMC area (Source -Primary survey, PCMC)

Fig. 13

Rating for travel by public transport in PCMC area (Source -Primary survey, PCMC)

Socio-Economic Travel pattern was surveyed and

analyzed. It was analyzed on basis of age wise, income level wise and education level wise. All the samples were analyzed in terms of range as shown in table number 1.Observations from the age wise distribution of travel pattern shows that work location of the people age are mostly towards Pune city, Hinjewadi and PCMC area. Male prefer two-wheelers while female prefer public bus and two wheeler for their work trips.

Observations from the income level wise distribution of travel pattern as per table no 1. shows that as the income level increases distance to work trip increase for male and female. People in PCMC travel more distance as the income level mainly due to the presence of more employment opportunities outside the PCMC area. Also as the income level increase travel time and travel cost. Work location of the people income level wise shows that most of the trips are towards Pune city, Hinjewadi, PCMC area and Chakan. Observations from the education level wise distribution of travel pattern as per table number 1. shows that as the education level increases distance to work trip increase for male and female. People in PCMC travel more distance as the education level mainly due to the presence of more employment opportunities outside the PCMC area.

Problems were listed out for work trips and preferences of the people were taken. Require more time, traffic congestion and too far are the primary problems faced by the people.

Lack of cycle lanes, walking risky are the secondary problems faced by the people. And poor information, parking problem, poor road connections is the tertiary problems faced by the people as shown in Fig. 14.

The total travel pattern in PCMC with all travel modes shows distribution of desire lines from resident location to work location to get a deep insight of the travel pattern along major and minor roads in PCMC as per Fig. 15. The total travel pattern shows distribution of desire lines mostly along NH4 towards Pune city as 35% of the work trips are towards

Pune city. NH50 also has a considerable distribution of desire line and towards Hinjewadi IT park is also more with 21% work trips. There is an even distribution of desire lines all over PCMC and mostly towards Bhosari MIDC. The average travel distance is 13.2 km, average travel time is 30 min and average travel cost is 20 Rs.

Fig. 14

Problems faced for work trip in PCMC area (Source -Primary survey, PCMC)

The travel pattern of train is along a narrow band along the train corridor passing through central area in PCMC as per Fig. 16. The train network in PCMC is isolated and east west area in PCMC is not addressed by the train. Only 4% work trips of the overall work trips are through train which is very low. The car trips are mainly towards Pune city with 38% out of the work trips through car. 29% of car trips are towards Hinjewadi and 22% of car trips towards Talawade due to presence of IT parks. Car trips along NH4 are high comparatively as per Fig. 17. High bus traffic is along NH4 as high frequency buses are towards Pune city. Bus trips are slightly on NH50 and towards Hinjewadi IT park. Less bus trips perpendicular to the NH4 which results in attraction of private vehicles as per Fig. 18. The desire line diagram of two-wheeler traffic shows even distribution of two-wheeler traffic all over the PCMC area as per Fig.19. The two-wheeler traffic is mostly along NH4, NH50 and Aundh-Ravet road. The survey shows that high dependency of people in PCMC upon two-wheelers.

Fig. 15

Overall Travel pattern for trip purpose work.


Fig. 16

Travel pattern by Train

Fig. 17

Travel pattern by Car

Fig. 18

Travel pattern by Bus

Fig. 19

Travel pattern by Bike Highest numbers of trips are along the NH4 so a high

capacity transit system like metro should be provided with feeder system in PCMC. PCMC will grow towards Chakan and Hinjewadi so east-west corridors should also be developed. Provide high frequency high capacity bus transit on all important corridors and develop new corridors between Pune and PCMC. Right now, Old NH4 and Aundh Ravet road carry most of the traffic between Pune and PCMC Area. With growth of Hinjewadi IT park and Intermodal, logistic hub in Talegaon more population will be migrated in coming future and more travel problems can be caused so integrated land use and transport plans should be incorporated.

Transit Oriented Development (TOD) is proposed along the transit corridors as shown in Fig. 20. It is achieved by proposing high-rise development along the transit node with high densities around junctions and near transit terminals. A proposed TOD zoning has been prepared to balance and

strengthen the transit corridors. Higher density (Higher Floor Space Index - FSI) and higher order land uses (such as commercial) have been proposed along the proposed transportation corridors, with emphasis on nodes on these corridors. It is expected that these zones will be provided with higher level of services. As per development plan, right of way of 30m to 61m has been proposed which will also help to implement TOD along these transit corridors. It will overall lead to more destinations near the transit stations, better image of PCMC, and lower cost per rider, reduced traffic problems, business activity and better tax revenue along the transit corridor. This will overall improve the ridership of public transport. The overall objective to prioritize public transport and shift of the people from using personalized transport to public transport system can be achieved.

Fig. 20 Proposed Transit Oriented Development in PCMC.

CONCLUSION This paper presents a review about the journey to work

preferences study of the people. Travel behavior and travel pattern are studied using social aspects such as age, sex, income level wise and education wise, which get a deep insight of the travel related issues. Travel preferences survey should be done every year in an urban area so that growth of the city and future travel pattern can be predicted for sustainable growth of the urban area. It will really help for the transportation study required for the development plan. It will also help in locating future residential and work zones in an urban area. Future scope of this study will be including all overall trips such as recreational, shopping and educational trips. Feasibility study of Transit Oriented Development for PCMC. Considering travel trips from Pune city area.

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[3]. Comprehensive Mobility Plan, Pimpri Chinchwad Municipal Corporation, (Nov 2008).

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[5]. Erric Elder, (2011) “The impact of accessibility on the spatial form of Functional urban regions” PHD thesis report 2011.


[6]. Haixiao Pan, Qing ShenAND Ming Zhang, (2008) “Influence of Urban form on travel behavior in four Neighborhoods of Shanghai” published in Urban Studies, 46(2): 275-294 in 2008.

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