ANALYSIS OF TEXTILE GOODS VEHICULAR

MOVEMENT IN AHMEDABAD CITY

A PROJECT REPORT

Submitted by

HARSHIT PANCHAL (161310140030)

HIMANSHU PRAKASH (161310140011)
ABHISHEK PARMAR (161310140034)

In fulfillment for the award of the degree

Of

Bachelor of Engineering
in
Civil and Infrastructure engineering

Adani Institute of Infrastructure Engineering, Ahmedabad.

Gujarat Technological University, Ahmedabad

September, 2019
 Adani Institute of Infrastructure Engineering
Department of Civil & Infrastructure Engineering
2019-20

CERTIFICATE
DATE: 23/9/2019
This is to certify that the dissertation entitled “Analysis of textile goods vehicular
movement in Ahmedabad city” has been carried out by,

HIMANSHU PRAKASH 161310140011

HARSHIT PANCHAL 161310140030

ABHISHEK PARMAR 161310140034

Under my guidance in fulfillment of the B.E. in Civil and Infrastructure Engineering

(7th semester) of Gujarat Technological University, Ahmedabad in academics year of
2019-20.

_________ _________
Guided by: Head of Department

Dr. H. R. Varia Dr. H. R. Varia

 Acknowledgement
We express our deep sense of gratitude to our final year project guide Dr. H. R.
Varia, Head of department, Adani Institute of Infrastructure Engineering, for guiding us for
our project, providing guidance, enough supervision and constant motivation during our
entire project. His consecutive criticism helped us to make best out of us.

We would also like to express our gratitude to Mr. Jagdishbhai Rajuprohoit, owner
of Rajguru Fabric Mills for constantly guiding us, providing necessary help, giving deep
understanding of Textile trading in Ahmedabad City and for providing moral support.We
would like to thanks Dr. A.V. Thomas (Director AIIE), Dr. V. M. Patel, Principal AIIE for
and to other faculty member without whom this project have been distant reality.
 Abstract
Analysis of Urban Goods Movement is one of the most unexplored area of study in traffic
engineering. While movement of goods at regional, National and at International level is
backbone of national and world economy. The Government of India has proposed a freight
corridor for movement of goods at pan India level. In urban areas Goods constitute major
portion of traffic movement in urban areas. Various types of goods travels at multiple
location in urban areas and making multiple trips round the city which makes it necessary
for monitoring of goods in urban areas.

Textile industry is the second largest employment providing industry in India. And
movement of goods around India and in urban area makes it necessary for having analysis.
Trading of textile goods take majorly in kalupur and kankaria area of city while Dyeing unit
lies majorly in the industrial area of Narol, Naroda and Vatva. Processing unit lies majorly
in madhupura, Raipur, Revdi Bazaar and Bapunagar. After carrying out of analysis of
movement of goods we found that it has characteristics of organized route in the city.
 LIST OF FIGURES

Figure 1: % Goods Vehicle in Total Traffic Volume 19

Figure 2: % Categorized Goods Vehicle 19
Figure 3: Urban Goods Vehicular Movement in Ahmedabad City (Satellite View) 20
Figure 4: Urban Goods Vehicular Movement in Ahmedabad City (Plain View) 21
Figure 5: Raw Textile Goods Vehicular Trips to Ahmedabad 22
Figure 6: Trip Frequency Analysis 23
 LIST OF TABLES

Table 1: Traffic Volume Survey from Kalupur to Kankaria 14

Table 2: Traffic Volume Survey from Kankaria to Kalupur 15
Table 3: Traffic Volume Survey from Kankaria to TransStadia 15
Table 4: Traffic Volume Survey from Kalupur to TransStadia 16
Table 5: Traffic Volume Survey from TransStadia to Kankaria 16
Table 6: Traffic Volume Survey from TransStadia to Kalupur 17
Table 7: Traffic Volume Survey from Kalupur to Sumel 17
Table 8: Traffic Volume Survey from Kankaria to Sumel 18
Table 9: Traffic Volume Survey from TransStadia to Sumel 18
Table 10: Travel Time to each Location 23
 TABLE OF CONTENT

ACKNOWLEDGEMENT 3
ABSTRACT 4
LIST OF FIGURES 5
LIST OF TABLES 6
TABLE OF CONTENT 7
CHAPTER 1: INTRODUCTION 8
1.1 INTRODUCTION 8
1.2 NEED OF STUDY 10
1.3 LITERATURE REVIEW 11
CHAPTER 2: METHODOLOGY 14
2.1 DATA COLLECTION 14
2.2 DATA ANALYSIS: 19
2.2.1 DESIRE LINE DIAGRAM: 20
2.2.2 TRIP FREQUENCY ANALYSIS: 22
CHAPTER 3: CANVAS 24
3.1 AEIOU CANVAS 24
3.2 EMPATHY CANVAS: 25
3.3 PDC CANVAS 26
3.4 IDEATION CANVAS 27
CHAPTER 1: INTRODUCTION

1.1 INTRODUCTION

Textile industry is the second largest employment providing industry after agriculture
industry in India. It provides an employment to both skilled and unskilled labors. 35 million
people gets direct employment through textile industry. There are wide variety of textile
goods getting manufactured in India. Cotton, Jute, Hosiery, Chicken, Nylon and many other
variety of goods produce in our country. India is 2nd largest jute producing country in the
world and export 11.04% of total textile goods. Textile industry has major 4 steps in
production. Production of Yarn then grey, dyeing and making of final cloth.

Yarn is made from fiber, basically yarn is long thread made from raw fiber. Then this yarn
is weaved together to make clothe. This cloth is further kept in dying process and final cloth
is produced. Which is further made in to various types of dresses, suits, pants etc. Yarn
production majorly takes place in Southern part of India. Coimbatore, Thiruvanthapuram,
Pondicherry are major yarn producing cities of India. This manufactured yarn produced is
further exported to other parts of country for further process. In Gujarat Surat has major
handloom industry where production of “TAKA” (plain cloth) known as weaving of clothes
takes place. This weaving of clothes is further supplied to various parts of states. In
Ahmedabad major trading center for textile goods lies at New Cloth Market, Kalupur. Sumel
business parks, Kalupur and Kankaria. Textile goods are imported and exported at various
location of country from here. 90% trading of textile goods of Ahmedabad takes place at
this location. Dyeing of clothes is made in industrial sector of Narol and Naroda. Production
of readymade garments takes place at Raipur, Revdi bazaar, Thakkarbappanagar, Bapunagar
and various other location of city. This readymade garments are further supplied to retailer
or other locations in country. This is organized way of trading taking place in Ahmedabad
city. The characteristics of routes are well defined and major transportation of goods takes
place on Auto rickshaw, Peddle Rickshaw, Lawry and Tata Ace. This type of vehicles are
small in size and are convenient for transportation in Ahmedabad city. Every type of vehicle
has different capacity and transportation of good takes place as per client’s requirements.
1.2 NEED OF STUDY
Taking view of this, it becomes extremely essential to appreciate the nature and magnitude
of goods travelling in and around the city. It becomes necessary to include movement of
goods traffic while planning transportation system, including administrative, industrial,
commercial etc. Therefore, the magnitude of goods generation depends widely on
characteristics and function of city. As the location of wholesale market, retailer’s shops,
industrial estate, trucks terminal has significant effect on the movement of goods in the city.
Therefore it becomes necessary to have scientific and rational approach with respect to
spatial planning of city. Effective spatial planning of city leads to effective goods movement
in the city avoiding long distance for goods movement as well as efficiency of traffic
movement.

The identification of urban goods movement are done as follow.

1. Goods movement between urban area and external location. This type of movement
are directly to and fro from cities and town.

2. Intra city goods movement.

Intra city movements of good in urban areas mostly takes place by small trucks and
tempos and other vehicles of various sizes. These movement includes movement of
goods from industrial estate to wholesale market or retailers which include semi-
finished or finished goods.

3. Movement of goods in urban area for household.

Residential movement of goods consists of the pickup and delivery cost, terminal
handling cost, the line toll cost, ownership and packaging cost and other hidden cost
of goods.
The movement of goods in urban areas in city creates conflicts with the movement of
passenger traffic in the city. Which creates traffic congestion in city. Movement of semi-
finished and finished goods between industrial sectors and between wholesale and retail
shop owner creates more traffic congestion. Therefore it becomes necessary to analyze the
movement of goods in city as well as goods coming and going to outside location.
1.3 LITERATURE REVIEW

a) URBAN FREIGHT MODELLING

By. Christian Ambrosini, Jean-Louis Routhier

Nowadays all industrialized and developing country has understood the importance of
logistics for development of economy. The freight movement in country is backbone of
an economy out which urban goods movement is crucial part. In most countries urban
planners stills consists movement of goods based on commodity flow. Which is
irrelevant according to this research paper. The reasons is that goods flow represents the
real demand whereas vehicle trips ensue the logistical decision. Moreover the data
collection is still based on the land use and transportation and doesn’t satisfy the need
of management of goods which makes the movement of goods inefficient in the city.
The current way of modelling is old and is not suitable for the future purpose. Various
innovative models are currently in experimental state or at development stage in
developed country like USA and Europe. They are based on tour based modelling, which
try to make a link between commodity flows generation per establishment and urban
logistics. This model use itinerary modelling procedures essentially based on
probabilistic methods.
There is always an imperative need to integrate goods transport in a systematic approach
towards urban logistics as a whole. Indeed, on on-hand goods transport is subject to
competition due to consignor’s pressure and globalization, and on other side distribution
condition worsen due to increasing congestion of traffic and leadin to negative impacts
on environment.
b) Modelling freight behavioral aspects of urban freight movement in supply
chains,
Jeroen H. K. Boerkamps, Arjan J. Van Binsbergen, and Piet H.L. Bovy.

The conceptual framework indicated in this research has much to offer for those who
are wishing to develop model in freight movement. Model and concepts developed
in this research can help widely to develop model such as goods trips and has wide
variety of applications. It gives details insights in operations of logistics, trade
relationships and spatial development. This research paper also indicates the
environmental impacts and assessments. The model used in this is applied on small
area but can have wider and larger applications. This model was based on the civic
case study in which alternative for freight movement was compared and analyzed.
This freight modelling suggest that movement of freight in underground distribution
can have less negative environmental impacts, high distribution efficiency, less
congestion, high volume of goods and less time. For this type of operation
centralized urban distribution center are not good options because tempos, auto-
rickshaw, trucks have high rate of emissions. This type of channel low distribution,
low frequency, less efficiency and higher emission rate and also results in the higher
congestion in traffic.

This case study is solely based on change in urban distribution methods and if
applied properly with changes in supply chain can have positive effect on
environment and intercity transport. If applied properly. For application of this, there
is also need to take opinion of shippers, transporters and receivers. Because without
taking them in to account everything will be futile and there will be no benefits to
users and on the contrary they will be faced by extra cost and will decrease the
logistical operations.
 c) Analysis of GPS urban goods movement.
Pascal pluvinet, Jesus Gonzalzez, Christian Ambrosini.

The aim of this paper was to understand and investigate the impact of GPS survey
techniques on urban goods movement characterization and diagnosis. The implementation
of this GPS survey techniques has real time data collection and characterization of routes.
The GPS data collection is based on smart phone application. After testing and assessment
data is calibrated with R Software. The study has finally indicated the complementarity
between GPS data collection and traditional method for survey of urban freight movement.

The results from GPS data correctly shows the trip length, trip distribution, fuel
consumption emission and CO2 emission and can be estimated correctly. The method
proposed in this software is application based and has everything online which makes it
flexible for both driver and surveyor to carry out the survey properly. With respect to
traditional method this GPS data collection has given better characterization of route as
compared to traditional methods but traditional methods like Home Interview Survey,
License plate Survey, Spot speed study, interview technique, pen paper survey has been
remain essential for in depth studies concerning a good knowledge behavior of the
stakeholders and of the logistic chains. It seems to be an appropriate way to understand well
goods vehicle flows. Finally, it was found that combination of several techniques is essential
to find relations between urban logistics and land use, in order to improve efficiently local
authority’s decisions. The following study was carried out in the Bino city situated in Spain.
The main backdrop of this method is that issues related to loading, type of loading and other
practice cannot be carried out on this. It was proposed to improve the interface of the
software like to add form where driver can add the various details like weight of goods,
volume of goods, information about the company and parking studies. The main limitation
of this software was that it concerns the diver of confidentiality and the tracking of goods
by transport authorities. The quality and quantity of data collected in this survey was in
extremely good and has given more accurate details of freight movement in the city. They
can easily identify the type of street they are travelling, the time to travel from origin to
destination, trip length etc can be easily measured accurately via this method.
 CHAPTER 2: METHODOLOGY
The below flowchart shows the methodology adopted in the project:

2.1 DATA COLLECTION

Data collection is the primary part of our project. The method adopted was, videography at
the circle from 8 am to 11 am in the morning and 4 pm to 7 pm in the evening.

Table 1: Traffic Volume Survey from Kalupur to Kankaria

Kalupur to 3W
Kankaria 2W 3W Tempo 4W LCV HCV BUS Laari Total
8:00 to 8:30 am 169 80 23 43 4 4 10 4
8:30 to 9:00 am 146 96 12 37 2 4 13 2
9:00 to 9:30 am 236 101 33 67 4 7 16 3
9:30 to 10:00 am 298 77 46 76 6 11 7 1
10:00 to 10:30 am 278 122 54 99 12 9 12 2
10:30 to 11:00 am 310 156 67 102 17 6 12 5
4:00 to 4:30 pm 319 137 58 71 8 3 7 8
4:30 to 5:00 pm 380 121 66 78 19 6 4 2
5:00 to 5:30 pm 301 150 77 88 23 8 6 5
5:30 to 6:00 pm 269 161 54 61 15 3 9 2
6:00 to 6:30 pm 264 179 76 78 7 4 13 5
6:30 to 7:00 pm 289 156 56 54 11 1 19 3
3259 1536 622 854 128 66 128 42 6635
 Table 2: Traffic Volume Survey from Kankaria to Kalupur

3W
Kankaria to Kalupur 2W 3W tempo 4W LCV HCV BUS Laari Total
8:00 to 8:30 am 299 123 69 34 28 5 1 4
8:30 to 9:00 am 376 143 31 46 13 5 5 3
9:00 to 9:30 am 401 146 78 74 19 8 9 6
9:30 to 10:00 am 321 121 87 121 8 3 3 8
10:00 to 10:30 am 412 167 102 77 12 9 13 3
10:30 to 11:00 am 464 201 91 91 13 11 12 4
4:00 to 4:30 pm 494 206 67 105 23 5 3 7
4:30 to 5:00 pm 399 167 43 76 14 6 7 1
5:00 to 5:30 pm 464 195 53 99 36 3 13 5
5:30 to 6:00 pm 521 156 32 89 26 2 17 8
6:00 to 6:30 pm 550 167 78 88 13 1 12 3
6:30 to 7:00 pm 599 179 56 102 17 6 7 2
5300 1971 787 1002 222 64 102 54 9502

Table 3: Traffic Volume Survey from Kankaria to TransStadia

Kankaria to 3 3W 4
TransStadia 2W W tempo W LCV HCV BUS Laari Total
8:00 to 8:30 am 76 21 9 17 2 7 2 1
8:30 to 9:00 am 98 34 12 9 3 3 5 2
9:00 to 9:30 am 123 17 23 13 5 1 3 3
9:30 to 10:00 am 105 34 12 34 7 2 2 1
10:00 to 10:30 am 121 41 17 39 2 5 1 3
10:30 to 11:00 am 81 37 27 23 6 1 6 2
4:00 to 4:30 pm 65 13 14 12 3 1 7 4
4:30 to 5:00 pm 56 27 34 23 8 3 1 1
5:00 to 5:30 pm 75 23 24 37 7 2 4 1
5:30 to 6:00 pm 91 13 19 20 5 9 12 2
6:00 to 6:30 pm 102 27 23 21 4 4 6 1
6:30 to 7:00 pm 87 40 20 30 9 5 7 2
1080 327 234 278 61 43 56 23 2102
 Table 4: Traffic Volume Survey from Kalupur to TransStadia

Kalupur to 3W
TransStadia 2W 3W tempo 4W LCV HCV BUS Laari Total
8:00 to 8:30 am 136 23 7 17 21 7 27 2
8:30 to 9:00 am 98 37 12 24 17 12 13 2
9:00 to 9:30 am 167 49 23 36 12 7 19 3
9:30 to 10:00 am 213 37 12 61 9 3 8 0
10:00 to 10:30 am 256 21 17 33 10 13 12 2
10:30 to 11:00 am 198 28 21 46 14 10 10 9
4:00 to 4:30 pm 113 31 14 52 23 3 21 12
4:30 to 5:00 pm 145 34 23 44 14 7 14 2
5:00 to 5:30 pm 189 23 24 61 23 21 23 3
5:30 to 6:00 pm 213 56 17 45 26 13 26 4
6:00 to 6:30 pm 298 47 21 35 21 12 23 5
6:30 to 7:00 pm 330 70 22 56 12 15 27 4
2356 456 213 510 202 123 223 48 4131

Table 5: Traffic Volume Survey from TransStadia to Kankaria

TransStadia to 3W
Kankaria 2W 3W tempo 4W LCV HCV BUS Laari Total
8:00 to 8:30 am 96 17 5 27 28 14 14 2
8:30 to 9:00 am 102 31 17 34 13 6 17 5
9:00 to 9:30 am 145 19 27 46 19 2 15 3
9:30 to 10:00 am 201 23 8 71 8 4 8 2
10:00 to 10:30 am 167 37 12 34 12 10 11 5
10:30 to 11:00 am 124 43 31 66 13 3 9 9
4:00 to 4:30 pm 98 12 15 62 23 5 8 7
4:30 to 5:00 pm 103 14 33 23 14 6 11 5
5:00 to 5:30 pm 82 23 21 65 36 10 9 4
5:30 to 6:00 pm 123 19 24 45 26 16 16 12
6:00 to 6:30 pm 178 34 22 49 13 15 23 6
6:30 to 7:00 pm 159 47 19 58 17 12 15 7
1578 319 234 580 178 103 156 67 3215
 Table 6: Traffic Volume Survey from TransStadia to Kalupur

TransStadia to 3W
Kalupur 2W 3W tempo 4W LCV HCV BUS Laari Total
8:00 to 8:30 am 27 12 13 15 1 1 1 2
8:30 to 9:00 am 34 17 12 29 6 2 6 0
9:00 to 9:30 am 46 27 15 17 3 3 4 3
9:30 to 10:00 am 78 12 9 43 5 1 1 0
10:00 to 10:30 am 56 17 12 35 2 2 4 2
10:30 to 11:00 am 69 31 13 19 9 9 10 5
4:00 to 4:30 pm 62 15 19 12 7 5 3 0
4:30 to 5:00 pm 23 33 14 14 5 2 5 4
5:00 to 5:30 pm 31 21 9 24 4 0 3 3
5:30 to 6:00 pm 45 24 13 19 9 6 11 4
6:00 to 6:30 pm 59 34 21 29 6 5 7 2
6:30 to 7:00 pm 73 24 17 45 9 4 12 1
603 267 167 301 66 40 67 26 1537

Table 7: Traffic Volume Survey from Kalupur to Sumel

Kalupur to 3W
Sumel 2W 3W tempo 4W LCV HCV BUS Laari Total
8:00 to 8:30 am 102 27 13 23 12 0 0 2
8:30 to 9:00 am 122 47 26 34 37 0 0 1
9:00 to 9:30 am 136 34 17 46 49 0 0 1
9:30 to 10:00 am 167 54 41 49 35 0 0 0
10:00 to 10:30 am 121 57 43 56 23 0 0 0
10:30 to 11:00 am 98 56 21 48 28 0 0 0
4:00 to 4:30 pm 88 62 16 50 27 0 0 1
4:30 to 5:00 pm 96 39 12 36 34 0 0 0
5:00 to 5:30 pm 106 65 23 32 23 0 0 0
5:30 to 6:00 pm 143 45 29 34 52 0 0 0
6:00 to 6:30 pm 102 67 36 63 45 0 0 1
6:30 to 7:00 pm 123 58 45 73 67 0 0 1
1404 611 322 544 432 0 0 7 3320
 Table 8: Traffic Volume Survey from Kankaria to Sumel

Kankaria to 3 3W
Sumel 2W W tempo 4W LCV HCV BUS Laari Total
8:00 to 8:30 am 23 11 11 17 3 0 0 2
8:30 to 9:00 am 12 21 23 24 5 0 0 2
9:00 to 9:30 am 33 34 19 29 3 0 0 3
9:30 to 10:00 am 46 21 8 34 7 0 0 0
10:00 to 10:30 am 54 12 12 23 5 0 0 0
10:30 to 11:00 am 67 31 13 10 9 0 0 0
4:00 to 4:30 pm 58 15 21 12 7 0 0 0
4:30 to 5:00 pm 66 33 14 23 5 0 0 0
5:00 to 5:30 pm 77 33 19 37 7 0 0 3
5:30 to 6:00 pm 54 24 16 29 11 0 0 0
6:00 to 6:30 pm 76 23 13 21 6 0 0 1
6:30 to 7:00 pm 56 21 7 28 10 0 0 0
767 279 176 287 78 0 0 11 1598

Table 9: Traffic Volume Survey from TransStadia to Sumel

TransStadia to 3W
Sumel 2W 3W tempo 4W LCV HCV BUS Laari Total
8:00 to 8:30 am 32 9 4 4 2 0 0 2
8:30 to 9:00 am 46 20 5 2 9 0 0 2
9:00 to 9:30 am 49 36 13 4 15 0 0 2
9:30 to 10:00 am 55 29 18 6 8 0 0 0
10:00 to 10:30 am 76 19 8 12 12 0 0 0
10:30 to 11:00 am 51 23 19 17 18 0 0 0
4:00 to 4:30 pm 33 8 7 8 15 0 0 0
4:30 to 5:00 pm 43 12 9 17 21 0 0 0
5:00 to 5:30 pm 39 17 12 16 17 0 0 1
5:30 to 6:00 pm 45 33 13 15 21 0 0 1
6:00 to 6:30 pm 49 40 17 11 19 0 0 1
6:30 to 7:00 pm 75 31 9 10 10 0 0 0
593 277 134 122 167 0 0 9 1302
2.2 DATA ANALYSIS:
By carrying out the Traffic volume survey outside the Sumel Bussiness Park-II, the result
obtained was that 16% of Goods Vehicle is contributing the Total Traffic at that Circle.
Below is the obtained Pie Chart of Total Vehicles % and Goods Vehicle %,

% Goods Vehicle in Total Traffic Volume

6555,
16%

33342,
84%

Total vehicles Goods Vehicles

Figure 1: % Goods Vehicle in Total Traffic Volume

Also, the Goods Vehicle is also catagorized into different vehicles i.e. 2 Wheelers, 3
Wheeler Auto Rickshaw, 3 Wheeler Tempo, 4 Wheeler (Tata Ace) and the % of each
Catagorized above mentioned vehicles are showm in Pie Chart given below.

% Categorized Goods Vehicle

6, 9,
13,
2% 2%
3%

119,
32%
227,
61%

Passenger Auto Rickshaw 3 wheeler Tempo

Figure 2: % Categorized Goods Vehicle

2.2.1 DESIRE LINE DIAGRAM:
Desire lines are used to illustrate on a map the flows of people or Goods from point to point
based on the values from the matrix. The trips between the pair of the zones are represented
by the straight line connecting the centroids of the 2 zones and having a bandwidth drawn
to a suitable scale to represent the actual volume of trips.

A common trip classification is dividing trips into their starting points and destinations. In
this way it is indicated that each transport movement has a beginning and an end, and the
path that connects these two points. Spatial presentation of a trip creation process is known
as Desire Line Grids.

Figure 3: Urban Goods Vehicular Movement in Ahmedabad City (Satellite View)

Formal and functional purpose of space represents the group of relations with other uses of
space. Given that each of land uses has specific requirements for transports, transport is the
key activity factor in the zone and is associated with specific land use. Therefore by
analyzing the creation of trips, the relationship between the respective activities of area and
of transport movement is determined I order to use that relationship to estimate the
prospective size of transport demand. This, demand is usually expressed by the number of
trip ends. End of the trip is defined as the beginning or the end of the trip. Each trip has trip
from home to work, has two ends – one that represent the starting point and another that
represents the trip destination, or where one end is the origination and the other is the trip
attraction.

Figure 4: Urban Goods Vehicular Movement in Ahmedabad City (Plain View)

 Figure 5: Raw Textile Goods Vehicular Trips to Ahmedabad

2.2.2 TRIP FREQUENCY ANALYSIS:

Traffic survey was carried outside the Sumel Bussiness Park-II at the Circle viz. Parekh
Towar Circle. Traffic Survey was carried out total 6 Hours, 3 hours Morning (Peak & Non-
Peak) hours and 3 Hours Evening (Peak & Non-Peak) Hours. There were total 12 paths viz.

● Kankaria to Kalupur, Trans Stadia and Sumel Bussiness Park-II

● Kalupur to Kankaria, Trans Stadia and Sumel Bussiness Park-II
● Trans Stadia to Kankaria, Kalupur and Sumel Bussiness Park-II
● Sumel Bussiness Park-II to Kankaria, Kalupur and Trans Stadia

In Traffic Survey, all types of Vehicles were counted like 2 Wheeler, 3 Wheeler (Passenger
Auto Rickshaw & Goods Carrying Auto Rickshaw), and Goods carrying Vehicles like 3
Wheeler Tempo, Tata Ace, 4 Wheeler Tempo and Heavy Commercial Vehicles (HCV).

Based on the above Traffic Survey Data, calculation of Total vehicle passing during the 6
hours of time were calculated and counted the % of Total Goods Vehicle only. So, from the
Traffic Survey we concluded that Total 16% of Goods Vehicle are contributing to Total
Traffic.

In Trip Frequency Analysis, graph of Total Number of Trips (Y-axis) vs. Travel Time (X-
axis) is plotted. From the graph, one can know the maximum number of trips happening
during the day in the particular period of travel time. Below is the obtained data from the
Traffic Survey,

Table 10: Travel Time to each Location

No. of
Processing unit Travel Time Trips
Safal 0-5 39
New Cloth Market 6-10 178
Dhalgarwarh 11-15 71
Revdi bazaar 16-20 133
Madhupura, Dani Limda 21-25 161
bapunagar 26-30 61
bapunagar 31-35 51
Naroda 36-40 63
Naroda 41-45 245
Narol 46-50 279
Thakkarbapa nagar 51-55 101
Thakkarbapa nagar 56-60 79
Total Trips = 1461

Trip Frequency Analysis ( 6 hrs/day)

300 279
245
250

200 178
No of Trips

161
150 133
101
100 71 79
61 63
51
50 39

0
0-5 6-10 11-15 16-20 21-25 26-30 31-35 36-40 41-45 46-50 51-55 56-60

Travel Time (min.)

Figure 6: Trip Frequency Analysis

CHAPTER 3: CANVAS

3.1 AEIOU CANVAS

AEIOU is an investigative tool to help interpret observations gathered by ethnographic
practices in the field. It is an Observation tool. Its two primary functions are to code data,
and to develop building blocks of models that will ultimately address the objectives and
issues of a client.

The environment includes the business park itself. The interactions can be with owner of
shops, security, rickshaw drivers, truck drivers and visitors. The objects involved are textile
goods, clothes, taka and mills. The users in the scene or system involved are traders,
rickshaw drivers, mill owners, laari owner and last but not the least important, the customers.
3.2 EMPATHY CANVAS:
A User Empathy Map is used to help in the discussion about the needs a user has. Using it
allows you to focus on what was observed, and what can be inferred about your different
user groups’ beliefs and emotions. Developing a better understanding of the person for
whom you are designing your product with the Empathy Map helps you synthesize
observations and draw out unexpected insights.
3.3 PDC CANVAS
The Product Development Canvas consists of the various sections as User, Purpose,
Experience (User Fee i.e. User’s feelings, expectations, and experience from the developed
product – imagine/visualize this), Functions, Features, components and validation/re-
validation. Working on a PDC is an iterative exercise, once done first-hand, more and more
revisions will enhance the product development spine. Create versions, more of it over a
period of time. Improve each version or break-it-down to specific needs of the visualized
product.
3.4 IDEATION CANVAS
Ideation is the mode of the design process in which you concentrate on idea generation.
Mentally it represents a process of ‘going wide’ in terms of concepts and outcomes. Ideation
provides both the fuel and also the source material for building prototypes and getting
innovative solutions into the hands of your users.

The owner of shops, traders, vehicles owner has been included in people whole all are the
part of the system. Activities taking place are trading, movement of goods and import. The
possible solutions that can be done is route analysis, GPS survey, traffic signals and trip
frequency analysis, which will help in developing a better model for the traders for efficient
movement of goods vehicle in the city.