See discussions, stats, and author profiles for this publication at: https://www.researchgate.

net/publication/279900541

Thesis : GIS based urban transportation system

Research · July 2015

CITATIONS READS
2 19,133

1 author:

Dinesh Kumar Azad

Motilal Nehru National Institute of Technology
5 PUBLICATIONS 4 CITATIONS

SEE PROFILE

All content following this page was uploaded by Dinesh Kumar Azad on 08 July 2015.

The user has requested enhancement of the downloaded file.

 A
Dissertation
on

GIS BASED URBAN TRANSPORTATION SYSTEM FOR

ALLAHABAD CITY
Submitted as partial fulfillment of the requirement for the award of degree of

Master of Technology

In

GIS & Remote Sensing

Submitted by

DINESH KUMAR AZAD

(2007GI09)

Under the supervision of

Dr.A.K.SINGH
Professor, Civil Engineering, Department, MNNIT, Allahabad

GIS Cell
Motilal Nehru National Institute of Technology
Allahabad (U. P.) -211004

July, 2009
 GIS CELL
MOTI LAL NEHRU NATIONAL INSTITUTE OF TECHNOLOGY
ALLAHABAD (U. P.) -211004

UNDERTAKING

I declare that the work presented in this dissertation report entitled “GIS based Urban
Transportation System for Allahabad City”, submitted to GIS Cell, Motilal Nehru National
Institute of Technology, Allahabad for the award of the degree, Master of Technology in GIS
& Remote Sensing is my original work. I have not plagiarized or submitted the same work for
the award of any other degree. In case this undertaking is found incorrect, I accept that my
degree may be unconditionally withdrawn.

( Dinesh Kumar Azad )

ii
 GIS CELL
MOTILAL NEHRU NATIONAL INSTITUTE OF TECHNOLOGY
Allahabad (U. P.) -211004

CERTIFICATE

It is to certify that the thesis entitled “GIS based Urban Transportation System for
Allahabad City” submitted by Dinesh Kumar Azad, in partial fulfilment of the requirement for
the award of degree, Master of Technology in GIS & Remote Sensing of Motilal Nehru
National Institute of Technology, Allahabad is a record work carried out by him under my
supervision and guidance.

Dr. A.K.Singh
Professor, Civil Engineering Department
MNNIT, Allahabad

iii
 ACKNOWLEDGEMENT

My sincere gratitude goes to Dr. A.K.Singh, Professor, Civil Engineering Department, MNNIT,
Allahabad for giving his kind consent to act as my thesis supervisor. His individual expertise in
the field of GIS contributed greatly to the refinement and focus of this thesis. I am also grateful
to him for their elaborate and detailed discussion on the subject and for providing me sufficient
help.

I am grateful to my fellow, Mr. Sathiaraj G, Mr. Gaurav Kumar, Mr. Ashish Sahu, & Mr.
Dheerendra Singh for giving their best in collaborative problem solving and discussions.

Finally, I am very thankful to my family, especially to my parent Mr. Baliram and Mrs Kharpatti
Devi and my fiancé Er. Shipra Soni for their moral supports.

This thesis is dedicated to God and my family.

( Dinesh Kumar Azad )

iv
 ABSTRACT

Geographic Information Systems (GIS) have long been recognized as a valuable tool for the
representation and analysis of transportation system and related activities. Through the well-
established vector data structure, GIS has provided an efficient means for organizing basic
transportation related data in order to facilitate the input, analysis, and display of transportation
related results.

In this thesis a brief review of the major GIS data models, related to the transportation is made.
Based on that, a transportation database is prepared in GIS environment for the city of
Allahabad. The GIS database presents all the components related to routing and analysis of
transportation systems, such as various modes of transportation, routes existed for these modes,
road network present in the city, structure of the roads and routes, parking situation in the city
etc.

1
 LIST OF FIGURES

Figure 2.1 Three Views of GIS .................................................................................................13

Figure 2.2 Component of GIS...................................................................................................15
Figure 2.3 Map Making (How a GIS Works) ............................................................................17
Figure 2.4 Overlay Analysis (How a GIS Works) .....................................................................18
Figure 2.5 Raster Data (Data Representation in GIS) ................................................................20
Figure 2.6 Vector Data (Data Representation in GIS) ...............................................................21
Figure 2.7 Modes of Transportation..........................................................................................27
Figure 3.1 Flow chart for Methodology ....................................................................................37
Figure 4.1 Conceptual Database design ....................................................................................47
Figure 4.2 Logical Database Design .........................................................................................48
Figure 4.3 Physical Database Design ........................................................................................48
Figure 4.4 Allahabad Guide Map 1989 .....................................................................................49
Figure 4.5 Uttar Pradesh 63 G/15 Map .....................................................................................50
Figure 4.6 Allahabad Ward Map...............................................................................................51
Figure 4.7 Allahabad Master Plan 2021 ....................................................................................51
Figure 4.8 Allahabad Google Map ............................................................................................52
Figure 4.9 Georeferencing of the Map ......................................................................................59
Figure 4.10 Defining the Projection ..........................................................................................60
Figure 4.11Creation of Shape Files ...........................................................................................61
Figure 4.12 Creation of Layers .................................................................................................62
Figure 4.13Creation of File Geodabase Feature dataset.............................................................64
Figure 4.14Addition of fields in layers .....................................................................................65
Figure 4.15 Data Entry in the Attribute Table ...........................................................................66
Figure 4.16 City Road Network 1989 .......................................................................................68
Figure 4.17 City Road Network 2009 .......................................................................................69
Figure 4.18Allahabad Wards ....................................................................................................70
Figure 4.19 Allahabad Land-used .............................................................................................71
Figure 4.20 Public Transport Terminals ...............................................................................72
Figure 4.21Allahabad Auto/Vikram routes & Stands ................................................................73
Figure 4.22 Allahabad Bus Routes & Stands ............................................................................74
Figure 5.1Old City Roads in Atarsuiya Atarsuyiya and Malviya Nagar.....................................75
Figure 5.2 Arterial Road Network of Old City ..........................................................................76
Figure 5.3Civil line Roads ........................................................................................................77
Figure 5.4 Rest of the City Roads .............................................................................................78
Figure 5.5 Allahabad Parking ...................................................................................................82

2
 LIST OF TABLES

Table 3.1 Population of Allahabad ............................................................................................35

Table 3.2 Ward wise Population and Density .......................................................................... 356
Table 4.1 Data Record Sheet (Frequency of Transportation) .....................................................53
Table 4.2 Data Record Sheet (Route Structure) .........................................................................54
Table 4.3 Allahabad Ward's Population ....................................................................................55
Table 4.4 Data record sheet for road structure ...........................................................................56
Table 4.5 Allahabd Land_used Area (in hectare) ......................................................................57
Table 5.1 Local Transportation by UPSRTC bus ......................................................................79
Table 5.2 Local Transportation by Private Bus .........................................................................80
Table 5.3 Transportation byAuto/Vikram .................................................................................81
Table 5.4 Parking Analysis .......................................................................................................82

3
 TABLE OF CONTENTS

ABSTRACT ............................................................................................................................................ 1
LIST OF FIGURES ................................................................................................................................ 2
LIST OF TABLES .................................................................................................................................. 3
TABLE OF CONTENTS ........................................................................................................................ 4

CHAPTER 1 INTRODUCTION............................................................................................................ 7

1.1 BACKGROUND ..................................................................................................................................... 7

1.1.1 SCOPE OF GIS ............................................................................................................................ 7
1.1.2 URBAN TRANSPORTATION IN INDIA ............................................................................................ 8
1.1.3 TRANSPORTATION IN UTTAR PRADESH........................................................................................ 9
1.1.4 TRANSPORTATION IN ALLAHABAD .............................................................................................. 9
1.1.5 OBJECTIVES ............................................................................................................................. 10
1.1.6 FRAME WORK OF THE THESIS ................................................................................................... 10

CHAPTER 2 LITERATURE REVIEW .............................................................................................. 12

2.1 GEOGRAPHICAL INFORMATION SYSTEM (GIS) .................................................................................... 12

2.1.1 THREE VIEWS OF A GIS ............................................................................................................ 12
2.1.1.1 THE GEODATABASE VIEW ...................................................................................................... 13
2.1.1.2 THE GEOVISUALIZATION VIEW: .............................................................................................. 13
2.1.1.3 THE GEOPROCESSING VIEW.................................................................................................... 14
2.1.2 COMPONENTS OF GIS ............................................................................................................... 14
2.1.3 HOW A GIS WORKS .................................................................................................................. 16
2.1.3.1 INPUT OF DATA ..................................................................................................................... 16
2.1.3.2 MAP MAKING........................................................................................................................ 16
2.1.3.3 MANIPULATION OF DATA ...................................................................................................... 17
2.1.3.4 FILE MANAGEMENT............................................................................................................... 17
2.1.3.5 QUERY AND ANALYSIS .......................................................................................................... 18
2.1.3.6 VISUALIZATION ..................................................................................................................... 19
2.1.4 DATA REPRESENTATION IN GIS................................................................................................. 19
2.1.4.1 RASTER................................................................................................................................. 19
2.1.4.2 VECTOR ................................................................................................................................ 20
(A) POINTS ...................................................................................................................................... 20
(B) LINES OR POLYLINES ................................................................................................................. 21
(C) POLYGONS ................................................................................................................................ 21
2.1.4.3 ADVANTAGES VS DISADVANTAGES OF RASTER AND VECTOR.................................................. 22
2.1.5 ADVANTAGES OF GIS ............................................................................................................... 23
2.1.6 GIS APPLICATIONS................................................................................................................... 24
2.2 TRANSPORTATION.............................................................................................................................. 26
2.2.1 MODE OF TRANSPORTATION ..................................................................................................... 26
2.2.1.1 HUMAN-POWERED TRANSPORTATION ..................................................................................... 27
2.2.1.2 ANIMAL-POWERED TRANSPORTATION .................................................................................... 28
2.2.1.3 AIR TRANSPORTATION ........................................................................................................... 28
2.2.1.4 RAIL ..................................................................................................................................... 28
2.2.1.5 ROAD.................................................................................................................................... 28
2.2.1.6 WATER ................................................................................................................................. 29
2.2.2 CLASSIFICATION OF ROADS ....................................................................................................... 29
2.2.2.1 EXPRESSWAY ........................................................................................................................ 29
2.2.2.2 ARTERIAL ROADS.................................................................................................................. 29

4
 2.2.2.2(A) MAJOR ARTERIAL ............................................................................................................. 30
2.2.2.2(B) MINOR ARTERIAL ............................................................................................................. 30
2.2.2.3 COLLECTOR ROADS ............................................................................................................... 30
2.2.2.3(A) MAJOR COLLECTOR .......................................................................................................... 31
2.2.2.3(B) MINOR COLLECTOR .......................................................................................................... 31
2.2.2.4 ACCESS ROADS ..................................................................................................................... 31
2.2.2.4(A) MAJOR ACCESS ROADS ..................................................................................................... 32
2.2.2.4(B) MINOR ACCESS ROADS ..................................................................................................... 32
2.2.3 GIS FOR TRANSPORTATION ...................................................................................................... 33
2.2.4 TRANSPORTATION DATABASE .................................................................................................. 33

CHAPTER 3 METHODOLOGY......................................................................................................... 34

3.1 THE STUDY AREA .............................................................................................................................. 34

3.1.1 GEOGRAPHY ............................................................................................................................ 34
3.1.2 DEMOGRAPHY.......................................................................................................................... 34
3.2 SYSTEM REQUIREMENT ............................................................................................................... 38
3.2.1 REQUIREMENT OF GIS .............................................................................................................. 38
3.2.1 HARDWARE & SOFTWARE REQUIREMENT ................................................................................. 38
3.2.2.1 HARDWARES ......................................................................................................................... 38
3.2.2.2 SOFTWARE ............................................................................................................................ 39
3.2.2 IDENTIFICATION OF SPATIAL AND NON-SPATIAL DATA .............................................................. 41
3.3.1 SPATIAL DATA ......................................................................................................................... 41
3.3.2 NON-SPATIAL DATA ................................................................................................................. 41
3.2.3 DATABASE DESIGN .................................................................................................................. 41
3.4.1 CONCEPTUAL AND LOGICAL DESIGN ......................................................................................... 42
3.4.2 PHYSICAL DESIGN .................................................................................................................... 42
3.2.4 DATABASE CREATION .............................................................................................................. 42
1. ASSEMBLING THE DATABASE ........................................................................................................ 42
2. PREPARATION OF DATABASE FOR ANALYSIS .................................................................................. 42
3.5.1 SPATIAL DATABASE CREATION................................................................................................. 43
3.5.1.1 SCANNING............................................................................................................................. 43
3.5.1.2 GEOREFERENCING ................................................................................................................. 43
3.5.1.3 DEFINING COORDINATE SYSTEM ............................................................................................ 44
3.5.1.4 CREATION OF LAYERS ........................................................................................................... 44
3.5.1.5 CREATION OF GEODATABASE................................................................................................. 44
3.5.1.6 UPDATION USING SATELLITE IMAGES ..................................................................................... 45
3.5.1.7 ADDITIONAL DIGITIZATION & QUALITY CHECKING ................................................................ 45
3.5.2 NON-SPATIAL DATABASE CREATION......................................................................................... 46
3.5.2.1 FIELD SURVEY & INFORMATION COLLECTION ........................................................................ 46
3.5.2.2 DATA ENTRY IN THE DATABASE ............................................................................................ 46
3.2.5 INTEGRATION OF SPATIAL AND NON-SPATIAL DATA .................................................................. 46
3.2.6 ANALYSIS OF THE SYSTEM........................................................................................................ 46
3.2.7 RESULT.................................................................................................................................... 46

CHAPTER 4 DESIGN AND CREATION OF DATABASE ............................................................... 47

4.1 DATABASE DESIGN ............................................................................................................................ 47

4.1.1 CONCEPTUAL DESIGN............................................................................................................... 47
4.1.2 LOGICAL DESIGN ...................................................................................................................... 47
4.1.3 PHYSICAL DESIGN .................................................................................................................... 48
4.2 DATABASE CREATION ................................................................................................................. 49
4.2.1 ASSEMBLING OF THE DATABASE ............................................................................................... 49
4.2.1.1 SPATIAL DATA : .................................................................................................................... 49
4.2.1.2 NON-SPATIAL DATA .............................................................................................................. 52

5
 4.2.2 DATABASE PREPARATION FOR ANALYSIS .................................................................................. 57
4.2.2.1 SPATIAL DATABASE PREPARATION ........................................................................................ 57
4.2.2.1.1 SCANNING THE MAPS & DRAWING ...................................................................................... 57
4.2.2.1.2 GEOREFERENCING THE MAPS .............................................................................................. 58
4.2.2.1.3 DEFINING THE PROJECTION ................................................................................................. 59
4.2.2.1.4 CREATION OF SHAPE FILES ................................................................................................. 60
4.2.2.1.5 CREATION OF LAYERS ........................................................................................................ 61
4.2.2.1.6 CREATION OF ROUTES ........................................................................................................ 63
4.2.2.1.7 CREATION OF GEODATABASE .............................................................................................. 63
4.2.2.1.8 CREATION OF FEATURE DATASET ....................................................................................... 64
4.2.2.1.9 IMPORTING THE FEATURE CLASSES INTO FEATURE DATASET ................................................ 64
4.2.2.2 NON-SPATIAL DATABASE PREPARATION ................................................................................ 64
4.2.2.2.1 ADDITION OF FIELDS IN THE LAYERS .................................................................................... 65
4.3 INTEGRATION OF SPATIAL AND NON-SPATIAL DATA..................................................................... 66
4.3.1 DATA ENTRY IN THE ATTRIBUTE T ABLE ................................................................................... 66
4.4 MAP LAYERS OF CREATED GIS DATABASE ................................................................................... 67
4.4.1 CITY ROAD NETWORK.............................................................................................................. 67
4.4.2 ALLAHABAD WARDS: ............................................................................................................... 67
4.4.3 ALLAHABAD LAND-USED: ........................................................................................................ 67
4.4.4 PUBLIC TRANSPORT TERMINALS: .............................................................................................. 67
4.4.5 ALLAHABAD ROUTES: .............................................................................................................. 67

CHAPTER 5 ANALYSIS AND RESULTS ......................................................................................... 75

5.1 ROADS AND TRANSPORTATION ........................................................................................................... 75

5.1.1 ROAD NETWORK DETAILS ........................................................................................................ 75
5.1.2 URBAN TRANSPORTATION ........................................................................................................ 78
5.2.2.1 GOVERNMENT BUS TERMINALS ............................................................................................. 78
5.2.2.1.1 INTER-CITY TRANSPORTATION ............................................................................................ 79
5.2.2.1.2 LOCAL TRANSPORTATION ................................................................................................... 79
5.2.2.2 PRIVATE BUS TERMINALS ...................................................................................................... 80
5.2.2.3 TAXI TERMINALS .................................................................................................................. 80
5.2.2.4 PARKING ............................................................................................................................... 82

CHAPTER 6 CONCLUSIONS AND RECOMMENDATIONS ......................................................... 84

6.1 CONCLUSIONS ................................................................................................................................... 84

6.2 RECOMMENDATIONS................................................................................................................... 85

REFERENCES ..................................................................................................................................... 86

6
 CHAPTER 1

INTRODUCTION

1.1 BACKGROUND

The urban transportation systems are very complex in nature, due to the fact that they combine
different modes of transportation over a limited space in high-density areas with increasing
transport demand. With variety of information needed in the field of Transportation, Geographic
Information Systems (GIS) is used as a valuable tool for the representation and analysis of
transportation systems.

GIS have proven to be an integral tool in addressing the needs of transportation systems.
Through the well-established vector data structure, GIS has provided an efficient means for
organizing basic transportation related data in order to facilitate the input, analysis, and display
of results.

1.1.1 Scope of GIS

Many have characterized GIS as one of the most powerful of all information technologies
because it focuses on integrating knowledge from multiple sources and creates a crosscutting
environment for collaboration. It combines a powerful visualization environment with a strong
analytic and modeling framework that is rooted in the science of geography. This combination
has resulted in a technology that is science-based, trusted, and easily communicated across
cultures, social classes, languages, and disciplines.

Transportation data encompasses a wide range of spatial data entities that are fundamental to
many Geographic Information System and cartographic applications. Transportation data is
normally considered a key element of base maps and served as essential reference data in this
context. Besides its role as reference data, transportation data is at the core of applications, such
as emergency response, routing, urban and regional planning, public transport, municipal service
provision and general purpose mapping.

7
Transport models are used for a wide range of purposes, from local traffic planning to managing
infrastructure at a national level, as parts of other models (for example land-use models), and for
providing the basis for evaluating the environmental impacts of traffic.

1.1.2 Urban Transportation in India

Indian cities of all sizes are facing the crisis of urban transport. Large cities are facing a rapid
growth of personal vehicles (two wheelers and cars); and in medium & small cities, different
forms of intermediate public transport provided by informal sector are struggling to meet the
mobility demands of city residents. Several attempts have been made by planning authorities and
experts to address these problems. Land use master plans prepared for most metropolitan cities
have a brief chapter on urban transport.

However, planning and development of road infrastructure, regulations for private or public
vehicles, licensing procedures, and operations of state transport undertakings continue to be in
isolation. Despite increasing investments in road infrastructure, clean fuel policies, and metro
construction in few cities, travel conditions for an average citizen have not changed. Therefore,
with increasing urbanization and urban travel demands the business-as-usual scenario must
change.

Urban travel demand has to be understood in the context of differentiated urban growth. Large
differences in income levels and social disparities characterize our cities. This has led to the
development of 'cities within cities'. Each level of the city with its own level of technology and
land-use patterns exists in close geographical proximity with others of different patterns. This is
reflected in travel and traffic patterns existing in cities.

The same road space gets used by modern cars, buses, along with locally developed vehicles for
public transport (three wheelers), scooters & motorcycles, bicycles, rickshaws, animal and
human driven carts. This requires careful understanding and innovative solutions to meet the
diverse demands. Policy framework for optimal modal mix in this context should promote
innovations in road designs, institutional modifications, vehicles designs and innovative financial
schemes. [Tiwari, 2007]

8
1.1.3 Transportation in Uttar Pradesh

Uttar Pradesh is the most populous state in the Indian Union. It has a population density of about
166,052,859 as per the 2001 census. There is an average density of 689 persons per sq km i.e.
1,785 per sq mi. Kanpur is the biggest city in the state. Other big cities are Lucknow - the
political capital of the state, Meerut, Agra, Varanasi, Bareilly, Allahabad, Ghaziabad and Noida.

The state has largest road network in the country, after Maharashtra. It boasts of 31 National
Highways (NH), with a total length of 4,942 km (8.5% of total NH length in India). It has
seventh highest road density in India (1,027 km per 1000 km2 in 2002) and largest surfaced
urban road network in the country (50,721 km, as on 2002). Cities of Kanpur, Lucknow,
Bareilly, Allahabad, Varanasi, Jhansi, Gorakhpur, Agra and Ghazipur are connected to number
of National Highways. New expressways are coming up between Agra and Noida and between
Noida with Ballia (near Ghazipur). [wikipedia]

1.1.4 Transportation in Allahabad

Allahabad is located at 25.45°N 81.84° E in the southern part of the Uttar Pradesh at an elevation
of 98 metres (322 ft) and stands at the confluence of the Ganges, and Yamuna rivers.It covers an
area of 5246 km2. This district lies in the southern part of the state in the Gangetic plain and
adjoining Vindhyan Plateau of India. Allahabad district is surrounded by district Bhadohi and
Varanasi in the East, Kaushambi and Banda in the west, Pratapgarh and Jaunpur in the North and
Banda and Mirzapur in the south. [wikipedia]

Allahabad is located on the junction of National Highway 2 and 27. National Highway 2, one of
the Golden Quadrilateral routes, runs through middle of the city connecting Delhi and Kolkata.
National Highway 96 connects to NH 28 at Faizabad. National Highway 27 which is 93 km (58
mi) long and starts from Allahabad and ends at Mangawan in Madhya Pradesh connecting to
National Highway 7. A four lane access controlled bypass road of 84.7 km aided by World Bank
is nearing its completion. [indfy]

Allahabad has three bus stations catering to different routes - at Zero Road, Leader Road and
Civil Lines. Direct bus service is available from Allahabad to Chitrakoot, Ayodhya, Varanasi,

9
Lucknow and Kanpur. A number of road bridges on rivers Ganges and Yamuna have been built
to connect Allahabad with its suburb towns like Naini, Jhusi etc. A new eight lane access
controlled expressway- Ganga Expressway is also proposed to pass through Allahabad. [indfy]

There are many modes of local transportation for Allahabad city. There is a city bus service run
by the Municipal Corporation of Allahabad, connecting all parts of the city. Auto rickshaws are
also a good option to move around the city and they are also quite affordable. Cycle-rickshaws
are best if one really wants to see nooks and corners of Allahabad. But you should bargain before
fixing the rent. Tempos are the cheapest mode of travelling in Allahabad. They are available at
main points of the city like Kutchery, Railway Station, Mansarovar, Kareli, Rambagh,
Teliyarganj, Naini, Jhunsi, and Civil Lines. [indfy]

1.1.5 Objectives

This research has the following main objectives:

1. To survey the transportation systems existed in Allahabad.

2. To prepare maps showing existing routes and stops for the city using GIS.
3. To prepare GIS database based on the basis of survey for Allahabad transportation.
4. To present components of transport systems in a GIS environment.
5. To analyze transportation system exists using GIS software.
6. To suggest for applying GIS for the systems having spatial informations.

1.1.6 Frame Work of the Thesis

The thesis has five chapters as Introduction, Literature review, Methodology, Works Carried out
and conclusion.

Chapter 1 is Introduction in which Background, Scope of GIS, Transportation in different places

(say India, Uttar Pradesh and Allahabad), Objective of GIS are described.

10
Chapter 2 Chapter 2 is Literature Review which has two parts. First part describes the GIS, its
components, its working and application of GIS. Second part elaborates Transportation,
Transportation modes, Classification of roads.

Chapter 3 is the Methodology. It explains the methodology of GIS used for transportation.

Chapter 4 is about Database design and Creation of database. In this database design and
database creation for the transportation is explained.

Chapter 5 is Analysis and Results in which analysis is done on the basis of database created and
a result have been obtained for the transportation system.

Chapter 6 is the Conclusion and Recommendation in which conclusion is given on the basis of
analysis and some recommendation is given for the other systems.

11
 CHAPTER 2

LITERATURE REVIEW

2.1GEOGRAPHICAL INFORMATION SYSTEM (GIS)

GIS has been defined by many ways, by many people:

“A Geographic Information System is a facility for preparing, presenting, and interpreting facts
that pertain to the surface of the earth. This is a broad definition, a considerably narrower
definition, however, is more often employed. In common parlance, a geographic information
system or GIS is a configuration of computer hardware and software specifically designed for the
acquisition, maintenance, and use of cartographic data.” [Tomlin, 1990]

“A geographic information system (GIS) is an information system that is designed to work with
data referenced by spatial or geographic coordinates. In other words, a GIS is both a database
system with specific capabilities for spatially-reference data, as well as a set of operations for
working with data. In a sense, a GIS may be thought of as a higher order map.” [Star, et at, 1990]

GIS is, “An organized collection of computer hardware, software, geographic data, and
personnel designed to efficiently capture, store, update, manipulate, analyze, and display all
forms of geographically referenced information.” [Foote, et al, 1990]

Thus, “GIS is a systematic integration of Computer Hardware, Software and Spatial Data, for
capturing, storing, displaying, updating manipulating and analyzing, in order to solve complex
management problems.”

2.1.1 Three Views of a GIS

A GIS is most often associated with a map. A map, however, is only one way you can work with
geographic data in a GIS, and only one type of product generated by a GIS. A GIS can provide a

12
great deal more problem-solving capabilities than using a simple mapping program or adding
data. [ESRI]

To support this vision, a GIS needs to support several views (Figure 2.1) for working with
geographic information:

Figure 2.1 Three Views of GIS

2.1.1.1 The Geodatabase view

A GIS is a unique kind of database of the world—a geographic database (geodatabase). It is an

"Information System for Geography." Fundamentally, a GIS is based on a structured database
that describes the world in geographic terms.

It is a spatial database containing datasets that represent geographic information in terms of a

generic GIS data model—features, rasters, attributes, topologies, networks, and so forth.
Fundamentally, a GIS is based on a structured database that describes the world in geographic
terms.

2.1.1.2 The Geovisualization view:

A GIS is a set of intelligent maps and other views that show features and feature relationships on
the earth’s surface. Various map views of the underlying geographic information can be

13
constructed and used as “windows into the geographic database” to support query, analysis, and
editing of geographic information. Each GIS has a series of two-dimensional (2D) and three-
dimensional (3D) map applications that provide rich tools for working with geographic
information through these views.

2.1.1.3 The Geoprocessing view

A GIS is a set of information transformation tools that derive new information from existing
datasets. These geoprocessing functions take information from existing datasets, apply analytic
functions, and write results into new derived datasets. Geoprocessing involves the ability to
program your work and to automate workflows by assembling an ordered sequence of
operations.

All these three views are critical parts of a complete GIS and are used at varying levels in all GIS
applications.

2.1.2 Components of GIS

GIS integrates of five key (Figure 2.2) components [Westminster]:

• Hardware
• Software
• Data
• People
• Method

Hardware
It consists of the computer system on which the GIS software will run. The choice of hardware
system range from 300MHz Personal Computers to Super. The computer forms the backbone of
the GIS hardware, which gets its input through the Scanner or a digitizer board. Scanner converts
a picture into a digital image for further processing. The output of scanner can be stored in many
formats e.g. TIFF, BMP, JPG etc. Printers and plotters are the most common output devices for a
GIS hardware setup.

14
Software
GIS software provides the functions and tools needed to store, analyze, and display geographic
information. GIS softwares in use are MapInfo, ArcInfo, ArcView, AutoCAD Map, etc. The
software available can be said to be application specific. When the low cost GIS work is to be
carried out desktop MapInfo is the suitable option. It is easy to use and supports many GIS
feature. If the user intends to carry out extensive analysis on GIS, ArcInfo is the preferred option.
For the people using AutoCAD and willing to step into GIS, AutoCAD Map is a good option.

Figure 2.2 Component of GIS

Data
Geographic data and related tabular data can be collected in-house or purchased from a
commercial data provider. The digital map forms the basic data input for GIS. Tabular data
related to the map objects can also be attached to the digital data. A GIS will integrate spatial
data with other data resources and can even use a DBMS, used by most organization to maintain
their data, to manage spatial data.

People
GIS users range from technical specialists who design and maintain the system to those who use
it to help them perform their everyday work. The people who use GIS can be broadly classified
into two classes. The CAD/GIS operator, whose work is to victories the map objects. The use of
this vectorised data to perform query, analysis or any other work is the responsibility of a GIS
engineer/user.

15
Method
And above all a successful GIS operates according to a well-designed plan and business rules,
which are the models and operating practices unique to each organization. There are various
techniques used for map creation and further usage for any project. The map creation can either
be automated raster to vector creator or it can be manually vectorised using the scanned images.
The source of these digital maps can be either map prepared by any survey agency or satellite
imagery.

2.1.3 How a GIS works

In general GIS performs seven tasks as follows [Westminster]:

i. Input of data
ii. Map making
iii. Manipulation of data
iv. File management
v. Query and analysis
vi. Visualization of results

2.1.3.1 Input of Data

Before geographic data can be used in a GIS, the data must be converted into a suitable digital
format. The process of converting data from paper maps or aerial photographs into computer
files is called digitizing. Modern GIS technology can automate this process fully for large
projects using scanning technology; smaller jobs may require some manual digitizing which
requires the use of a digitizing table.

Today many types of geographic data already exist in GIS-compatible formats. These data can
be loaded directly into a GIS.

2.1.3.2 Map Making

Maps have a special place in GIS. The process of making maps with GIS is much more flexible
than are traditional manual or automated cartography approaches. It begins with database

16
creation. Existing paper maps can be digitized and computer-compatible information can be
translated into the GIS.

The GIS-based cartographic database can be both continuous and scale free. Map products can
then be created centered on any location, at any scale, and showing selected information
symbolized effectively to highlight specific characteristics (Figure 2.3).

Figure 2.3 Map Making (How a GIS Works)

2.1.3.3 Manipulation of Data

It is likely that data types required for a particular GIS project will need to be transformed or
manipulated in some way to make them compatible with your system. For example, geographic
information is available at different scales (street centerline files might be available at a scale of
1:100,000; census boundaries at 1:50,000; and postal codes at 1:10,000). Before this information
can be integrated, it must be transformed to the same scale. This could be a temporary
transformation for display purposes or a permanent one required for analysis. GIS technology
offers many tools for manipulating spatial data and for weeding out unnecessary data.

2.1.3.4 File Management

For small GIS projects it may be sufficient to store geographic information as simple files. There
comes a point, however, when data volumes become large and the number of data users becomes

17
more than a few, that it is best to use a database management system (DBMS) to help store,
organize, and manage data. A DBMS is nothing more than computer software for managing a
database--an integrated collection of data.

There are many different designs of DBMS’s, but in GIS the relational design has been the most
useful. In the relational design, data are stored conceptually as a collection of tables. Common
fields in different tables are used to link them together. This simple design has been widely used,
primarily because of its flexibility and very wide deployment in applications both within and
without GIS

2.1.3.5 Query and Analysis

GIS provides both simple point-and-click query capabilities and sophisticated analysis tools to
provide timely information to managers and analysts alike. GIS technology really comes into its
own when used to analyze geographic data to look for patterns and trends, and to undertake
"what if" scenarios.

Figure 2.4 Overlay Analysis (How a GIS Works)

Overlay Analysis integrates different data layers to look for patterns and relationships. At its
simplest, this could be a visual operation, but analytical operations require one or more data

18
layers to be joined physically. For example, to analyze the impact of urbanization on ecological
characteristics of an area, an overlay could integrate data on soils, hydrology, slope, vegetation,
and land use. Queries could be used to identify sources of pollution, to delineate potentially
sensitive areas, or to plan for increased population growth in the area (Figure2.4).

2.1.3.6 Visualization

For many types of geographic operations, the end result is best visualized as a map or graph.
Maps are very efficient at storing and communicating geographic information. While
cartographers have created maps for millennia, GIS provides new and exciting tools to extend
the art and science of cartography. Map displays can be integrated with reports, three-
dimensional views, photographic images, and with multimedia.

2.1.4 Data representation in GIS

GIS data represents real world objects (roads, land use, elevation) with digital data. Real world
objects can be divided into two abstractions: discrete objects (a house) and continuous fields
(rain fall amount or elevation). There are two broad methods used to store data in a GIS for both
abstractions: Raster and Vector.[Washington]

2.1.4.1 Raster

Raster data type consists of rows and columns of cells, with each cell storing a single value.
Raster data can be images (raster images) with each pixel (or cell) containing a color value.
Additional values recorded for each cell may be a discrete value, such as land use, a continuous
value, such as temperature, or a null value if no data is available (Figure 2.5).

While a raster cell stores a single value, it can be extended by using raster bands to represent
RGB (red, green, blue) colors, color maps (a mapping between a thematic code and RGB value),
or an extended attribute table with one row for each unique cell value. The resolution of the
raster data set is its cell width in ground units.

19
A raster data type is, in essence, any type of digital image represented in grids. Aerial photos are
one commonly used form of raster data, with only one purpose, to display a detailed image on a
map or for the purposes of digitization. Other raster data sets will contain information regarding
elevation, a DEM, or reflectance of a particular wavelength of light, LANDSAT.

Raster data is stored in various formats; from a standard file-based structure of TIF, JPEG, etc. to
binary large object (BLOB) data stored directly in a relational database management system
(RDBMS) similar to other vector-based feature classes. Database storage, when properly
indexed, typically allows for quicker retrieval of the raster data but can require storage of
millions of significantly-sized records.

Figure 2.5 Raster Data (Data Representation in GIS)

2.1.4.2 Vector

A simple vector map, using each of the vector elements: points for wells, lines for rivers, and a
polygon for the lake (Figure 2.6).In a GIS, geographical features are often expressed as vectors,
by considering those features as geometrical shapes. Different geographical features are
expressed by different types of geometry:

(a) Points

Zero-dimensional points are used for geographical features that can best be expressed by a single
point reference; in other words, simple location. For example, the locations of wells, peak
elevations, feature of interest or trailheads. Points convey the least amount of information of
these file types. Points can also be used to represent areas when displayed at a small scale. For

20
example, cities on a map of the world would be represented by points rather than polygons. No
measurements are possible with point features.

(b) Lines or Polylines

One-dimensional lines or Polylines are used for linear features such as rivers, roads, railroads,
trails, and topographic lines. Again, as with point features, linear features displayed at a small
scale will be represented as linear features rather than as a polygon. Line features can measure
distance.

Figure 2.6 Vector Data (Data Representation in GIS)

(c) Polygons

Two-dimensional polygons are used for geographical features that cover a particular area of the
earth's surface. Such features may include lakes, park boundaries, buildings, city boundaries, or
land uses. Polygons convey the most amount of information of the file types. Polygon features
can measure perimeter and area.

Each of these geometries is linked to a row in a database that describes their attributes. For
example, a database that describes lakes may contain a lake's depth, water quality, pollution
level. This information can be used to make a map to describe a particular attribute of the
dataset. For example, lakes could be colored depending on level of pollution.

Vector features can be made to respect spatial integrity through the application of topology rules
such as 'polygons must not overlap. Vector data can also be used to represent continuously
varying phenomena. Contour lines and triangulated irregular networks (TIN) are used to

21
represent elevation or other continuously changing values. TINs record values at point locations,
which are connected by lines to form an irregular mesh of triangles. The face of the triangles
represents the terrain surface.

2.1.4.3 Advantages Vs disadvantages of Raster and Vector

There are advantages and disadvantages to using a raster or vector data model to represent
reality. Raster datasets record a value for all points in the area covered which may require more
storage space than representing data in a vector format that can store data only where needed.
Raster data also allows easy implementation of overlay operations, which are more difficult with
vector data.

Vector data can be displayed as vector graphics used on traditional maps, whereas raster data
will appear as an image that, depending on the resolution of the raster file, may have a blocky
appearance for object boundaries. Vector data can be easier to register, scale, and re-project. This
can simplify combining vector layers from different sources. Vector data is more compatible
with relational database environments. They can be part of a relational table as a normal column
and processed using a multitude of operators.

The file size for vector data is usually much smaller for storage and sharing than raster data.
Image or raster data can be 10 to 100 times larger than vector data depending on the resolution.
Another advantage of vector data is that it is easy to update and maintain. For example, a new
highway is added. The raster image will have to be completely reproduced, but the vector data,
"roads," can be easily updated by adding the missing road segment.

In addition, vector data allows much more analysis capability, especially for "networks" such as
roads, power, rail, telecommunications, etc. For example, with vector data attributed with the
characteristics of roads, ports, and airfields, allows the analyst to query for the best route or
method of transportation. In the vector data, the analyst can query the data for the largest port
with an airfield within 60 miles and a connecting road that is at least two lane highways. Raster
data will not have all the characteristics of the features it displays [wikipedia].

22
2.1.5 Advantages of GIS

The Geographic Information System has been an effective tool for implementation and
monitoring of municipal infrastructure. The use of GIS has been in vogue primarily due to the
advantage mentioned below [gisdevelopment]:

• Planning of project
• Make better decisions
• Visual Analysis
• Improve Organizational Integration

Planning Of Project
Advantage of GIS is often found in detailed planning of project having a large spatial
component, where analysis of the problem is a pre requisite at the start of the project. Thematic
maps generation is possible on one or more than one base maps, example: the generation of a
land use map on the basis of a soil composition, vegetation and topography. The unique
combination of certain features facilitates the creation of such thematic maps. With the various
modules within GIS it is possible to calculate surface, length, width and distance.

Making Decisions
The adage "better information leads to better decisions" is as true for GIS as it is for other
information systems. A GIS, however, is not an automated decision making system but a tool to
query, analyze, and map data in support of the decision making process. GIS technology has
been used to assist in tasks such as presenting information at planning inquiries, helping resolve
territorial disputes, and siting pylons in such a way as to minimize visual intrusion.

Visual Analysis
Digital Terrain Modeling (DTM) is an important utility of GIS. Using DTM/3D modeling,
landscape can be better visualized, leading to a better understanding of certain relations in the
landscape. Many relevant calculations, such as (potential) lakes and water volumes, soil erosion
volume (Example: landslides), quantities of earth to be moved (channels, dams, roads,
embankments, land leveling) and hydrological modeling becomes easier.

23
Not only in the previously mentioned fields but also in the social sciences GIS can prove
extremely useful. Besides the process of formulating scenarios for an Environmental Impact
Assessment, GIS can be a valuable tool for sociologists to analyze administrative data such as
population distribution, market localization and other related features.

Improving Organizational Integration

Many organizations that have implemented a GIS have found that one of its main benefits is
improved management of their own organization and resources. Because GIS has the ability to
link data sets together by geography, it facilitates interdepartmental information sharing and
communication. By creating a shared database one department can benefit from the work of
another-data can be collected once and used many times.

As communication increases among individuals and departments, redundancy is reduced,

productivity is enhanced, and overall organizational efficiency is improved. Thus, in a utility
company the customer and infrastructure databases can be integrated so that when there is
planned maintenance, affected people can be informed by computer-generated letters.

2.1.6 GIS Applications

Computerized mapping and spatial analysis have been developed simultaneously in several
related fields. The present status would not have been achieved without close interaction between
various fields such as utility networks, cadastral mapping, topographic mapping, thematic
cartography, surveying and photogrammetery remote sensing, image processing, computer
science, rural and urban planning, earth science, and geography.

The GIS technology is rapidly becoming a standard tool for management of natural resources.
The effective use of large spatial data volumes is dependent upon the existence of an efficient
geographic handling and processing system to transform this data into usable information.

The GIS technology is used to assist decision-makers by indicating various alternatives in

development and conservation planning and by modelling the potential outcomes of a series of
scenarios. It should be noted that any task begins and ends with the real world. Data are collected

24
about the real world. Of necessity, the product is an abstraction; it is not possible (and not
desired) to handle every last detail. After the data are analysed, information is compiled for
decision-makers. Based on this information, actions are taken and plans implemented in the real
world [gisdevelopment].

Major areas of application

GIS is used in many areas as follows:

• Different streams of planning

It is used for urban planning, housing, transportation planning architectural conservation,
urban design, landscape.
• Street network based application
It is an addressed matched application, vehicle routing and scheduling: location and site
selection and disaster planning.
• Natural resource based application
It is used for management and environmental impact analysis of wild and scenic recreational
resources, flood plain, wetlands, acquifers, forests, and wildlife.
• View shed analysis
GIS is very useful in hazardous or toxic factories siting and ground water modelling, wild life
habitat study and migrational route planning.
• Land parcel based
Zoning, sub-division plans review, land acquisition, environment impact analysis, nature
quality management and maintenance etc. is done using GIS.
• Facilities management
It can locate underground pipes and cables for maintenance, planning, tracking energy use.

25
2.2 TRANSPORTATION

Transport or transportation is the movement of people and goods from one location to another.
Transport is performed by various modes, such as air, rail, road, water, cable, pipeline and space.
The field can be divided into infrastructure, vehicles, and operations.

Infrastructure consists of the fixed installations necessary for transport, and may be roads,
railways, airways, waterways, canals and pipelines, and terminals such as airports, railway
stations, bus stations, warehouses, trucking terminals, refueling depots (including fueling docks
and fuel stations), and seaports. Terminals may both be used for interchange of passengers and
cargo, and for maintenance.

Vehicles traveling on these networks include vehicles of appropriate types such as automobiles,
bicycles, buses, trains, trucks people, helicopters, and aircraft. Operations deal with the way the
vehicles are operated, and the procedures set for this purpose including financing, legalities and
policies. In the transport industry, operations and ownership of infrastructure can be either public
or private, depending on the country and mode.

Passenger transport may be public, where operators provide scheduled services, or private.
Freight transport has become focused on containerization, although bulk transport is used for
large volumes of durable items. Transport plays an important part in economic growth and
globalization, but most types cause air pollution and use large amounts of land. While it is
heavily subsidized by governments, good planning of transport is essential to make traffic flow,
and restrain urban sprawl [wikipedia].

2.2.1 Mode of transportation

A mode of transport is a technological solution that makes use of a particular type of vehicle,
infrastructure and operation. The transport of a person or of cargo may involve one mode or
several modes, with the latter case being called intermodal or multimodal transport. Each mode
has its advantages and disadvantages, and will be chosen for a trip on the basis of cost,
capability, route, and speed [wikipedia] (Figure 2.7).

26
2.2.1.1 Human-powered transportation

Human-powered transport is the transport of people and/or goods using human muscle-power. It
is existed in the form of walking, running and swimming. Although humans are able to walk
without infrastructure, the transport can be enhanced through the use of roads, especially when
enforcing the human power with vehicles, such as bicycles and inline skates. Human-powered
vehicles have also been developed for highly encumbering environments, such as snow and
water, by watercraft, rowing and skiing; even the air can be entered with human-powered
aircraft.

Aanimal-powered Air
Human-powered

Water Road Rail

Figure 2.7 Modes of Transportation

27
2.2.1.2 Animal-powered transportation

Animal-powered transport is the use of working animals for the movement of people and goods.
Humans may ride some of the animals directly, use them as pack animals for carrying goods, or
harness them, alone or in teams, to pull sleds or wheeled vehicles. Animals are superior to people
in their speed, endurance and carrying capacity; prior to the Industrial Revolution they were used
for all land transport impracticable for people, and they remain an important mode of transport in
less developed areas of the world.

2.2.1.3 Air transportation

Air transportation is related to Aviation. Aviation refers to activities involving man-made flying
devices (aircraft), including the people, organizations, and regulatory bodies involved with them.
Aviation is able to quickly transport people and limited amounts of cargo over longer distances,
but incur high costs and energy use; for short distances or in inaccessible places helicopters can
be used.

2.2.1.4 Rail

Rail transport is where train runs along a two parallel steel rails, known as a railway or railroad.
The rails are anchored perpendicular to ties (or sleepers) of timber, concrete or steel, to maintain
a consistent distance apart, or gauge. The rails and perpendicular beams are placed on a
foundation made of concrete or compressed earth and gravel in a bed of ballast. Alternative
methods include monorail and maglev.

2.2.1.5 Road

A road is an identifiable route, way or path between two or more places. Roads are typically
smoothed, paved, or otherwise prepared to allow easy travel; though they need not be, and
historically many roads were simply recognizable routes without any formal construction or
maintenance. In urban areas, roads may pass through a city or village and be named as streets,
serving a dual function as urban space easement and route.

28
The most common road vehicle is the automobile; a wheeled passenger vehicle that carries its
own motor. Other users of roads include buses, trucks, motorcycles, bicycles and pedestrians. As
of 2002, there were 590 million automobiles worldwide.

2.2.1.6 Water

Water transport is the process of transport a watercraft, such as a barge, boat, ship or sailboat,
makes over a body of water, such as a sea, ocean, lake, canal or river. The need for buoyancy
unites watercraft, and makes the hull a dominant aspect of its construction, maintenance and
appearance.

Although slow, modern sea transport is a highly effective method of transporting large quantities
of non-perishable goods. Transport by water is significantly less costly than air transport for
trans-continental shipping, short sea shipping and ferries remain viable in coastal areas.

2.2.2 Classification of roads

It is vital to the movement of people and goods and sound planning to establish a street
classification system which provides for an orderly hierarchy of roads that serve different
functions and are tied to the larger regional road network. Roads can be classified as under
[IRC], [Plan, 2001]

2.2.2.1 Expressway

Function of expressways is to cater for movement of heavy volumes of motor traffic at high
speeds. They are generally signal free by providing with grade separation at intersections.
Parking, loading and unloading of goods and pedestrian traffic are not permitted on these roads.

2.2.2.2 Arterial Roads

Arterial roadways consist of Federal or State highways or heavily traveled streets that carry a
high volume (ADT 10,000+) of regional or intercommunity traffic. Arterial roads form the basic
framework of the transportation network of the Village. Ideally, local streets should have limited
access to arterials and curb parking on arterials should be avoided except where vehicular

29
volumes are light. These streets are not meant to provide access to adjoining lots, and therefore
direct access should be restricted. Arterials should be primary route for truck traffic.

The spacing between arterial streets should, generally, not exceed one to two miles. They are
noted for their lack of residential entrances directly onto the road (except in older or denser
communities); they are designed to carry traffic between neighbourhoods, and have intersections
with collector and Access roads.

Often, commercial areas such as shopping centres, gas stations and other businesses are located
on them. Arterial roads also link up to expressways and freeways with interchanges.

2.2.2.2(a) Major Arterial

Major arterial streets are generally the extension of regional access roads where they enter the
Village. State Routes and county roads are typically the highest traffic volume corridors in the
region. Service to abutting land uses is prohibited or strictly controlled to assure safe and
efficient movement of through traffic.

2.2.2.2(b) Minor Arterial

Local streets interconnecting with and augmenting the major arterial system. This system places
more emphasis on land access and distributes traffic to smaller geographic areas than major
arterials.

2.2.2.3 Collector Roads

A collector road is a low or moderate-capacity road which is below a highway or arterial road
level of service. Collector roads tend to lead traffic from local roads or sections of
neighbourhoods to activity areas within communities, arterial roads or (occasionally) directly to
expressways or freeways.

Collector roads can have many different characteristics. Some urban collectors are wide
boulevards entering communities or connecting sections. Others are residential streets, which are

30
typically wider than local roads, although few are wider than 4 lanes wide except in extremely
dense areas. Some small-scale commercial areas can be found on collector roads in residential
areas. Key community functions such as schools, churches and recreational facilities can often be
found on residential collector roads. The same description, substituted for industrial or rural
purposes, can be found on collector roads in those areas.Collector Streets serve the dual function
of moving traffic from arterials to the local street system (ADT 3,500). These streets are intended
to provide direct access to abutting properties and should be restricted to through truck traffic.

The category is sometimes subdivided into major and minor collector roads, with the former
category being for the more important and busier of the two types of roads, although such
subdivisions are far less common than with arterials.

2.2.2.3(a) Major Collector

Major collector streets penetrate neighborhoods, collect traffic from local streets within
neighborhoods, and channel it on to the arterial street system. Collectors primarily provide
access to adjacent land uses and carry local traffic movements within residential neighborhoods,
and commercial and industrial areas. Collector streets are not intended to interconnect adjoining
neighborhoods or to carry regional through traffic. The spacing between collector streets should,
generally, not exceed one-half mile.

2.2.2.3(b) Minor Collector

Minor Collector Collects traffic from local roads. It tend to feed predominantly residential traffic
from side streets into major collectors or arterials and bring all developed areas within a
reasonable distance of a major collector or higher classification road. It has lower traffic volumes
than major collectors.

2.2.2.4 Access Roads

Any street or narrow stretch of paved surface that leads to a specific destination, such as a main
highway is an access road.

31
An access road is a non-limited access road running parallel to a higher-speed road, usually a
freeway, and feeding it at appropriate points of access (interchanges). In many cases, the access
road is a former alignment of a road already in existence when the limited-access road was built.
In other cases they may be built prior to construction of the limited access road. In urban areas,
access roads are frequently one-way roads when they exist on both sides of a highway. In more
rural ones, such roads are typically two-way.

Access roads provide access to homes and businesses which would be cut off by a limited access
road and connect these locations with roads which have direct access to the main roadway.
Frontage roads give indirect access to abutting property along a freeway, either preventing the
commercial disruption of an urban area that the freeway traverses or allowing commercial
development of abutting property. At times, they add to the cost of building an expressway due
to costs of land acquisition and the costs of paving and maintenance.

2.2.2.4(a) Major Access Roads

Major access roads serve a dual function of providing access to abutting properties as well as
providing through or connecting service between other higher roads. Major access roads may
have significant local continuity and may operate at relatively high speeds. Because of the
possibility of through traffic, there may be a meaningful segment of traffic that includes
unfamiliar drivers. Major access roads are usually paved, but may be unpaved in some areas.
Collector roads having very low-volume is treated as major access roads.

2.2.2.4(b) Minor Access Roads

Rural minor access roads serve almost exclusively to provide access to adjacent property. The
length of minor access roads is typically short. Because their sole function is to provide access,
such roads are used predominantly by familiar drivers.

Minor Access roads generally serve residential or other non-commercial land uses. Speeds are
generally low for the local environment, given the purpose of the road and short trip
lengths.Minor access roads are frequently narrow, and in some areas may function as one-lane

32
roads. Minor access roads can be either paved or unpaved. Traffic is largely composed of
passenger vehicles or other smaller vehicle types.

However, such roads need to be accessible to school buses, fire trucks, other emergency vehicles,
and maintenance vehicles such as snot plows and garbage trucks. Access roads serving
commercial or industrial land uses are classified separately.

2.2.3 GIS for Transportation

GIS for Transportation is a broad expression that includes all of the activities that involve the use
of Geographic Information Systems for some aspect of Transportation planning, management, or
science. Government agencies, research institutions, and members of private industry are just
some of the entities that routinely build Transportation-GIS applications. These applications can
involve any mode of transportation (truck, automobile, train, ship, taxi, airplane, etc.), or may
consider other transportation related objects such as pavement, stop signs, or construction
equipment. T-GIS applications can be used to monitor traffic accidents that have occurred in the
past, or they can plan for changes in the transportation network design for the future. The breadth
of the field of T-GIS provides many opportunities for the development of new and innovative
applications, and at the same time presents challenges to those who will try to integrate such
diverse activities [Lotfi].

2.2.4 Transportation Database

GIS stores spatial data with logically linked attribute information in a GIS storage database
where analytical functions are controlled interactively by a human operator to generate the
needed information products. Transportation Networks are generally represented as a set of
points and a set of lines that represents connections between those points. Although the points
may be referred to as nodes or vertices, and the lines may be called arcs or links, the idea of
connectivity is independent of the terminology used. The connectivity of a network is often
referred to as its topology.

33
 CHAPTER 3

METHODOLOGY

Flow chart of methodology is shown in Figure 3.1. The methodology is described in the
subsequent section as under.

3.1 THE STUDY AREA

Allahabad City has been selected as study area, which has a complex road network and
transportation system. It has various road network and transportation mode in the different part
of the city. Main city has irregular roads where as Civil line has a systematic road network.

A brief description of the characteristics is discussed in subsequent sections.

3.1.1Geography

Allahabad is located at 25°45´ N latitude and 81°54´ E longitude in the southern part of the Uttar
Pradesh at an elevation of 98 meters (322 ft) and stands at the confluence of the Ganga and
Yamuna rivers. It covers an area of 5246 km2.Allahabad district is surrounded by district
Bhadohi and Varanasi in the East, Kaushambi and Banda in the west, Pratapgarh and Jaunpur in
the North and Banda and Mirzapur in the south.

3.1.2 Demography

The Census of India (COI) 2001 has considered the city of Allahabad in three regions namely the
Municipal Corporation of Allahabad (MCA), the City Outer growth (OT) and the Allahabad
Cantonment (CB). The Municipal area of the city, 82 km2 has a population of 975,393 and is
divided into 70 wards for administrative convenience. The CB area has 7 wards and supports a
population of 24,137 persons.(Table 3.1)

34
Apart from these areas, the city is bounded on three sides by Ganga ,Yamuna and its growth
across the river by the bridges. These are Phaphamau to north, Jhusi to east and Naini to south
and considered as the Outer growth areas and consist of 17 wards. Therefore excluding the CB
area, the city has 87 wards and a population of 1,018,092.
Year Area Total Population
2001 Municipal Corporation 975393
Municipal Corporation + Outer Growth 1018092
Cantonment Board 24137
Table 3.1: Population of Allahabad

If the city is taken alone, it has a population of 975,393 persons and is divided into 80 wards.
(Table 3.2)

Ward Population Ward Population

Ward Ward Ward Ward
Population Density Population Density
Name No Name No
(2001) (pph) (2001) (pph)
Sulem Sarai 1 13749 192.26 New Basti 41 10600 492.87
Chak Daudi
Sadiabad 2 12365 117.21 42 11498 59.08
Nagar
Jaintipur 3 11348 108.73 Katara 43 13786 387.82
Rajapur 4 12498 205.15 Pura Parain 44 13280 156.66
Mumford-
5 13980 260.02 Civil Area II 45 13087 69.65
ganj
Ashok Nagar 6 10560 87.51 Chak Bhatai 46 10369 125.85
Ishwar Saran
7 11728 142.58 Azad Square 47 10659 93.50
Ashram Area
Chandpur
Neem Sarai 8 13946 115.58 48 10739 156.37
Salori
Pritam
Shiv Kuti 9 13134 157.78 49 13379 177.83
Nagar
Chak
Civil Area I 10 13934 55.09 50 11132 123.24
Raghunath
Quazi Pur 11 13080 132.04 Katghar 51 11774 226.50
Malakraj 12 10612 268.64 Karaila Bag 52 13394 48.28
Harwara 13 13596 83.50 Alopi Bag 53 10650 289.61
Alen Ganj 14 13980 25.39 Salori 54 12408 172.46
Himmat Ganj 15 13521 333.98 Chaukhandi 55 10521 264.04
Bakhsi
Chak Niratul 16 11275 291.43 khurd 56 13619 73.95
(Daraganj)
Nyaya Marg
17 12062 74.41 Sarai Gari 57 11333 611.55
Area
Engineerin-g
18 13329 66.38 Dariabad II 58 10996 362.13
College Area
Mundera 19 11438 39.67 Dara Ganj 59 12245 51.17

35
 Ward Population Ward Population
Ward Ward Ward Ward
Population Density Population Density
Name No Name No
(2001) (pph) (2001) (pph)
Jhulelal
Mutthi Ganj
Nagar (Lukar 20 11031 83.70 60 12080 1253.16
I
Ganj)
Phapha Mau 21 11307 58.33 Khalasi Line 61 11734 706.10
New Katara 22 13771 130.77 Meera Pur 62 10953 207.02
Krishna
23 13662 430.01 Shah Ganj 63 10817 386.51
Nagar
Pura
Madhawa pur 24 10654 216.59 Manohar 64 12780 222.68
Das
Bhardwaj
25 13690 264.19 Dariyabad I 65 13660 273.65
Puram
South
Govindpur 26 12611 185.00 66 10603 302.10
Malaka
Muirabad 27 11994 133.54 Ram Bagh 67 10752 176.55
University Mutthi Ganj
28 11126 73.29 68 10875 308.43
Area II
Transport
29 13422 107.07 Sadia Pur 69 12179 354.81
Nagar
Teliar Ganj 30 12907 227.18 Tulsi Pur 70 10551 207.80
Medical Narain
31 13105 96.43 71 10602 385.08
College Area Singh Nagar
Sultan Pur
Ganga Nagar 32 10710 162.36 72 12584 280.28
Bhawa
Malviya
Chakiya 33 12422 143.06 73 13295 468.76
Nagar
Bahadur
Minhaj Pur 34 11011 274.49 74 10961 671.42
Ganj
Om Prakash
Nagar
35 12251 214.45 Meer Ganj 75 11815 547.76
(Sabhasad
Nagar)
Jahagirabad 36 12788 23.42 Kareli 76 13740 142.76
Baghambari
Bakshi
(BHS) 37 13593 213.53 77 13650 505.36
Bazar
Colony
Colonel Ganj 38 13402 89.59 Atala 78 13316 963.69
Mehdauri 39 13559 215.64 Attar Suiya 79 11996 716.77
Daira Shah
Beni Ganj 40 11375 121.92 80 10435 432.09
Ajmal
Table 3. 2: Ward wise Population and Density

36
 Study Area

System Requirement Analysis

Identification of Spatial and Non-spatial Data

Database Design

Spatial Non-spatial
Database Creation

SOI Maps & Engineering Drawings Statistical Registry of Roads

Scanning, Image Registration &

Digitization Field Survey & Information
Collection

Different Layers of Digital

Maps such as Roads, Stops
& Ward Boundaries

Updated Digital Map

Data Collection Sheets with
Additional Digitization Updated Road Statistics

Quality Checking of spatial Data

Final Updated Digital Maps Attribute Database in MS Office

in GIS Environment Excel 2003

Integration in GIS Environment

Analysis

Result
Figure 3.1 Flow chart for Methodology

37
3.2 SYSTEM REQUIREMENT

3.2.1 Requirement of GIS

Transportation data are available in the form of traditional paper road maps, engineering
drawings and road statistics registers. Voluminous and scattered data, maps in different formats
and scales creates difficulty in accessing the statistical information of a map feature etc. So a
need is felt to have a more scientific and systematic approach accessing the statistical
information from these data.

In this context, the inherent capabilities of the technology offered in a GIS are looked upon as a
valuable tool to successfully fulfill the specified requirements. A project for utilizing it to
prepare a GIS based Urban Transportation System is conceptualized with the objective of
creating a GIS database of roads & transportation that would induce efficiency and accuracy in
analyzing the Transportation system in Allahabad.

3.2.1 Hardware & Software Requirement

In this we study what type of Softwares and Hardwares we require for the research work. There
are following Softwares and Hardwares used in the present work.

3.2.2.1 Hardwares

Hardware are needed for scanning the maps, processing the work and displaying the result.
Hardwares which are needed for a GIS project are described as under.

Vidar Select P42

It is a scanner which is designed to give professionals the best in very high speed monochrome
scanning with the additional option of quality color scanning for special jobs. The scanner’s 42"
imaging area handles oversize E-size/A0 engineering drawings, architectural sketches,
blueprints, sepias, detailed maps, drawings and large color posters.

38
High resolutions, easy maintenance, user replaceable parts and Automatic Thickness Adjustment
Control (ATAC) are all combined in the Select P42 making it the perfect device for effective and
reliable high-production scanning.

HP DesignJet 500 (42)

It is a plotter which is used for plotting the map on paper. The HP DesignJet 500 (42") Plotter
delivers clear, crisp images with rich and uncompromising image quality. This plotter delivers
Hewlett Packard quality which has been the reason that the 500 series has been the best selling
plotter for several years.

In addition, HP Zoomsmart scaling technology allows easy printing from any Microsoft
Windows application. The Hewlett Packard Designjet 500 is the perfect choice for graphics and
technical professionals who want an all-purpose plotter that is smart, durable, and reasonably
priced for their personal office or small to medium sized workgroup.

Personal Computer
A PC having Dual core 2.4 GHz processor along with 512 MB RAM and 120 GB hard disk has
been used. All of processing from Scanning to Displaying the result has been done with the help
of this PC.

3.2.2.2 Software

There are following softwares which are used in the GIS based applications:

Arc GIS 9.1

ArcGIS is an integrated family of GIS software products for building a complete GIS. It consists
of four primary frameworks for deploying GIS:

(i) ArcGIS Desktop—An integrated suite of professional GIS applications comprised of three
main software products: ArcView, ArcEditor, and ArcInfo.

39
ArcInfo: It is the most complete desktop GIS which includes all the functionality of ArcEditor
and ArcView. There are following components of ArcInfo (ArcGIS Desktop) which has been
used for the thesis.

a. ArcToolbox: It was used for transformation of the projection system and mossaicing of
maps.
b. ArcCatalog: It was used for creating Feature datasets and Personal geodatabase.
c. ArcMap: It has been used for the registration (Georeferencing & Rectification) and
digitization of the map.

(ii) Server GIS—ArcIMS, ArcGIS Server, and ArcGIS Image Server

(iii) Mobile GIS—ArcPad and ArcGIS Mobile for field computing

(iv) ESRI Developer Network (EDNSM)—Embeddable software components for developers to

extend GIS desktops, build custom GIS applications, add custom GIS services and Web
applications, and create mobile solutions.

ArcGIS Desktop includes an integrated suite of comprehensive desktop applications ArcMap,

ArcCatalog, ArcToolbox, and ArcGlobe.

Microsoft Office Excel 2003

In Microsoft Office Excel 2003, it is possible in the worksheet to group and act upon related
data. A list on existing data or a list from an empty range can be created. When a range is
specified as a list, it is possible to manage and analyze the data independent of other data outside
of the list.

MS Office 2003
It has MS Word, MS Excel, and MS PowerPoint etc. MS Excel was used for preparing the data
sheet which was brought while surveying. MS WORD and MS PowerPoint were used for
preparing the report.

40
3.2.2 IDENTIFICATION OF SPATIAL AND NON-SPATIAL DATA

After analyzing the system requirement the entire system architecture is framed around the two
major building blocks of a GIS enabled system: the Spatial and the Non-spatial data.

3.3.1 Spatial Data

Spatial data are available in the geographical form which contains the location and shape of
geographic features. Maps use three basic shapes to present real-world features: points, lines, and
areas (called polygons).

Spatial layers that required to be incorporated into the system are identified and the work of
spatial data creation for the transportation system is taken up in collaboration with Allahabad
Guide Map (1:20,000 scale) as base maps, ward map and Google maps.

3.3.2 Non-spatial Data

Non-spatial data are in the attribute (tabular) form. These are the descriptive data that GIS links
to map features. Attribute data is collected and compiled for specific areas like states, census
tracts, cities, and so on and often comes packaged with map data.

When implementing a GIS, the most common sources of attribute data are our own databases
combined with data sets you buy or acquire from other sources to fill in gaps. Attributes that
required to be attached to the spatial data layers, and are thought of considerable significance
while planning and monitoring of the transportation system, are identified.

3.2.3 DATABASE DESIGN

In this the requirements identified in the earlier stages are reviewed and used to design the
database. There is no single correct procedure for designing database. The database design
process is not linear. There are feedback loops between the conceptual and logical design and the
physical design.

41
3.4.1 Conceptual and Logical Design

It determines database contents and how to logically organize the data in the database. This
design is based on the concept of a shared database using the geodatabase. Conceptual design is
a top-level concept of “how the database will work?” The logical design is a detailed layout that
fills in the conceptual design in accordance with a specific data model.

3.4.2 Physical Design

It decides which source of data is used for the system. In this final layout of each geographic
dataset and independent table is made. This design establishes a standardized naming convention
for spatial, attribute, and related file data. This is a detailed translation of the conceptual design
into a physical layout.

3.2.4 DATABASE CREATION

Database creation is a two-step process which is as follows:

1. Assembling the Database

The data we need for the project exists in the several places and in different formats. In order to
conduct our analysis, we must find the data, get information about it, and copy it into the
appropriate work space. ArcCatlog lets explore and organize data efficiency.

2. Preparation of Database for Analysis

We determine which layers are currently usable and which require additional processing for use
in the analysis.

Some of the common tasks involved in preparing database for analysis include:

• Checking data quality-making sure the data is accurate and up-to-date.

• Converting data between formats.
• Automating data by, digitizing, scanning, converting, or geolocating
• Defining coordinate systems

42
 • Projecting layers in a new coordinate system
• Merging adjacent layers

3.5.1 Spatial Database Creation

3.5.1.1 Scanning

SOI Maps, Engineering Drawing and Satellite images are taken up as base maps for the project.
These maps are scanned and converted into different format like TIFF, JPEG as required.

3.5.1.2 Georeferencing

Scanned map datasets don't normally contain spatial reference information (either embedded in
the file or as a separate file). With aerial photography and satellite imagery, sometimes the
locational information delivered with them is inadequate and the data does not align properly
with other data we have.

Thus, to use some raster datasets in conjunction with other spatial data, we need to align, or
georeference, to a map coordinate system. Georeferencing raster data allows it to be viewed,
queried, and analyzed with other.

The general steps for georeferencing a raster dataset are:

1. Add the raster dataset that is to be aligned with the projected data in ArcMap.
2. Add control points that link known raster dataset positions to known positions in map
coordinates.
3. Save the georeferencing information when the alignment (also referred to as registration) is
satisfactory.
4. Optionally, permanently transform the raster dataset.

43
3.5.1.3 Defining Coordinate System

Coordinate systems enable geographic datasets to use common locations for integration. A
coordinate system is a reference system used to represent the locations of geographic features,
imagery, and observations such as GPS locations within a common geographic framework.

Types of Coordinate Systems

There are two common types of coordinate systems used in GIS:

 Geographic Coordinate Systems: It is a reference system that uses latitude and longitude to
define the locations of points on the surface of a sphere or spheroid. A geographic coordinate
system definition includes a datum, prime meridian, and angular unit.

 Projected Coordinate System: It is based on a map projection such as transverse Mercator,

Albers equal area, or Robinson, all of which (along with numerous other map projection
models) provide various mechanisms to project maps of the earth's spherical surface onto a
two-dimensional Cartesian coordinate plane. Projected coordinate systems are sometimes
referred to as Map Projections.

3.5.1.4 Creation of Layers

Different layers such as Roads, Stops, and Ward Boundaries are created with the help of Shape
files. First the shape files are created in ArcCatlog to store the line, polygon or point features
then these layers are created (digitized) in ArcMap. These digitized layers are then imported in
the Geodatabases.

3.5.1.5 Creation of Geodatabase

The geodatabase is a collection of geographic datasets of various types used in ArcGIS and
managed in either a file folder or a relational database. It is the native data source for ArcGIS
and is used for editing and data automation in ArcGIS.

44
Types of geodatabase
There are three kinds of geodatabases supported by ArcGIS as follows:

a. File geodatabase- It stores datasets in a folder of files on the computer. Each dataset is held
as a file and can be up to 1 TB in size. File geodatabases can be used across platforms and
can be compressed and encrypted for read-only, secure use.

b. Personal geodatabase- It stores its datasets in a Microsoft Access .mdb file on disk. The
storage sizes of personal geodatabases are effectively limited to between 250 and 500 MB for
the entire geodatabase and are only supported on Windows.

c. ArcSDE geodatabase- It stores datasets in a number of optional DBMSs including Oracle,

SQL Server, DB2, Informix. It supports many editors, many readers, and multiusers. ArcSDE
geodatabases are needed to manage versions or historical archives in the geodatabase.

We should choose file or ArcSDE geodatabases for larger storage of the datasets, or if we do not
know what kind of geodatabase we should create, this is a good default choice.

3.5.1.6 Updation using Satellite Images

Spot Images obtained by Google Earth has been used for the Updation of our digitization. For
this various segments of Allahabad Spot Images are obtained and mossaiced in a single raster
dataset. Thus we have an updated digital map map for our analysis.

3.5.1.7 Additional Digitization & Quality Checking

Addition digitization has been done after getting the updated image. In this step extra roads and
boundaries is edited to extract the updated information. When Updation is done then its spatial
quality is checked with the helps of Experts and Registered organization.

In this way a final digital image of whole transportation system is prepared in the GIS
environment.

45
3.5.2 Non-spatial Database Creation

3.5.2.1 Field Survey & Information Collection

Statistical registry of roads has been obtained from PWD road directory and other transport
organization. Various taxi stands and bus stations have been surveyed for collecting the real data.
For this data collection sheets are prepared with updated road statistics data.

3.5.2.2 Data Entry in the Database

Collected data with updation has been then entered in the Database through the application
software like MS Office Excel 2003.

3.2.5 INTEGRATION OF SPATIAL AND NON-SPATIAL DATA

Spatial data and the Tabular data residing in the MS Excel are integrated in GIS environment
using ArcInfo.

3.2.6 ANALYSIS OF THE SYSTEM

Transportation system of the city is analyzed with the help of prepared database through attribute
table. In this availability of transportation modes, its frequency, fleet size and road network are
analyzed through the system developed for transportation using GIS.

3.2.7 RESULT

Finally the result is obtained in the form of Thematic Map which has all the information about
the transportation system available in the city. This GIS based transportation system is stored as
a soft copy, which can be explored whenever needed to any organization or person.

46
 CHAPTER 4

DESIGN AND CREATION OF DATABASE

4.1 DATABASE DESIGN

Database design is divided into major activities, such as conceptual design, logical design and
physical design which are discussed in subsequent sections.

4.1.1 Conceptual Design

Conceptual design is the first step in database design where the contents of the intended database
are identified and described. This step is intended to describe “what the GIS will do.” This is is
shown in Figure 4.1

Georeferencing of the Maps

Creation of Shape Files

Digitization of Layers

Preparation of Geodatabases

Figure 4.1 Conceptual Database Design

4.1.2 Logical design

It is a detailed layout that fills in the conceptual design in accordance with a specific data model.
It deals with “how the GIS will be implemented?” it is shown in Figure 4.2

47
 Spatial Data GEOGRAPHICAL INFORMATION Maps
SYSTEM

City Roads: National Roads:

• Arterial Roads • National
• Collector Roads Highways
• Access Roads Stands • State Highways
• Bus Stands
• Taxi Stands
• Intermediate Stops
• Common Stands

Public Transport:
• Taxi Routes
• Bus Routes

Figure 4.2 Logical Database Design

4.1.3 Physical Design

In this logical data model was represented in the schema. In this final layout of each geographic
dataset and independent table has been made. It is shown in Figure 4.3

GIS Database

Spatial (Map Layers) Database: Attribute Database:

• Land use/Ward/Parcels/zones • Habitations-Census details,
• Roads & Routes Area, population, Social
• Place of Interests/ Bus/Taxi data structure.
Stands • Road Details- Class, subclass,
road width and Condition data
• Parcel –building categories,
name etc

Raster and Map for Urban

Integration of Transportation of
Vectorisation of
Data Allahabad City
maps

Figure 4.3 Physical Database Design

48
4.2 DATABASE CREATION

Database for the system has been created in two steps. In the first step Spatial and Non-spatial
data has been collected. In the second step these data has been prepared for analysis of the
system.

4.2.1 Assembling of the Database

Spatial data has been obtained from several departments in different formats and Non-spatial
data has been collected through field survey. In order to conduct my analysis, these data has been
copied into Thesis Folder. Detail of collected data is given as under:

4.2.1.1 Spatial Data :

 Allahabad Guide Map (Scale 1: 20000): It is a SOI Map which was used as a base map.
The scanned survey map of Allahabad city is shown in Figure 4.4

Figure 4.4 Allahabad Guide Map

49
 Uttar Pradesh 63 G/15 Map (Scale 1: 50000): It is also a survey of India map which is used
as a reference map to georeference the Allahabad Guide Map.it is shown in Figure 4.5

Figure 4.5 Uttar Pradesh 63 G/15 Map

50
 Allahabad Ward Map: It is a drawing which has been obtained by Municipal Corporation
of Allahabad (MCA) (Figure 4.6)

Figure 4.6 Allahabad Ward Map

 Allahabad Master Plan 2001 Map: It is obtained by Allahabad Development Authority.

Figure 4.7 Allahabad Master Plan 2021

51
 Allahabad Google Map:
Snaps of various parts of Allahabad have been captured through Google Earth. Then these
snaps have been mossaiced into a raster dataset. It is shown in Figure 4.8

Figure 4.8 Allahabad Google Map

4.2.1.2 Non-spatial Data

These are statistical data which were obtained in tabular form from different location and
departments.

 Route Data
The data related to public and private transport routes were collected. It included origin and
destination of routes, fleet sizes, frequencies, mode of transportation etc. Allahabad Taxi Union
and Allahabad Municipality Bus Union were contacted for collecting these data. Data record
sheets were prepared for this purpose. The format of these sheets are shown in Table 4.1 and
Table 4.2.

52
 URBAN TRANSPORTATION TERMINAL SURVEY
Frequency of Transportation
Name of Surveyor:
Day/Date: Start Time: End Time:

Time of Day Occupancy

Average Trips in a Day
Route No

Mode of Frequency Remark

Transportation From To

Table 4.1: Data Record Sheet (Frequency of Transportation)

53
 URBAN TRANSPORTATION TERMINAL SURVEY
Route Structure of Public Transportation Mode
Name of Surveyor:
Day/Date: Start Time: End Time:

Intermediate Stops

Seating Capacity
Route No

Fleet Size
Mode of Origin Destination 1 2 3 4
Transportation

5 6 7 8

Table 4.2 Data Record Sheet (Route Structure)

54
 Demographic Data:
The ward wise population data have been obtained from Allahabad Municipality Corporation.
The data is given in Table 4.3

Table 4.3 Allahabad Ward's Population

55
 Attribute Data for Road Network:
The attribute data for road network is obtained with the help of data record sheet. The format of
the sheet is shown in Table 4.4.These are obtained by field survey, Allahabad Development
Authority, and Google Earth.

Road Structure of Allahabad City

Foot Path Shoulder
Width Width

Drainage Width

Median Width
Carr_Wid

Right Shoulder
Road Name
Right Footpath

Left Shoulder
Left Footpath
Sr. No

Location Region

Table 4.4: Data Record Sheet for road network

56
 Land-used Data
Land-used data were collected from Master plan 2021 of Allahabad development Authority. The
land use data for Allahabad city is shown in Table 4.5.

Sr.
Land_used Area_existed_2002 Area_Proposed_2021
No.
1 Habitational 5831.46 11164.48
2 Vocational 393.68 746.20
3 Industrial 482.80 1782.89
4 Offices 315.44 2624.50
5 Entertainment 159.14 4953.45
Public & Semipublic
6 607.84 1179.78
Facilities
7 Public Uses/Services 39.37 690.05
8 Traffic & Transportation 1588.76 3736.30
9 Others 3234.51 4099.73
Total 6183.98 30917.38
Table 4.5 Allahabd Land_used Area (in hectare)

4.2.2 Database Preparation for analysis

The GIS database consists of spatial and Non-spatial data. The preparation of these data is
discussed in the following sections.

4.2.2.1 Spatial Database Preparation

Spatial database is the map data of GIS. For the development of spatial data in the present study
the procedure adopted is discussed in the following sub-sections.

4.2.2.1.1 Scanning the Maps & Drawing

Collected maps have been scanned with the help of Vidar (Select P42) scanner and saved in
TIFF format setting the resolution to 300 DPI.

57
This process has been described as under:

1. Open the scanner and set the resolution to 300 DPI (dot per pixel).
2. Preview the map to see the effect of our preference (resolution).
3. Start the Scanning.
4. Set the format to TIFF (tagged image file format).
5. Finish the scanning and place the scanned image properly.

4.2.2.1.2 Georeferencing the Maps

Georeferencing is the process of aligning geographic data to a known coordinate system so it can
be viewed, queried, and analyzed with other geographic data.

The Allahabad guide map has been taken as the base map for georeferencing. Survey of India
toposheet 63 G/15 is used to georeference the Allahabad guide map. Then Allahabad guide map
is taken as reference map for georeferencing the other maps and drawing.

Georeferencing has been done in the following steps:

1. Add SOI (63 G/15) map and the Allahabad guide map.
2. In the table of contents, right-click a target layer (SOI 63 G/15) and click zoom to Layer.
3. From the Georeferencing toolbar, click the Layer drop-down arrow and click the Allahabad
guide map to be georeferenced.
4. Click Georeferencing and click ‘Fit To Display’
5. Click the Add Control Points tool to add control points.
6. To add a link, click the mouse pointer on a known location on the Allahabad guide map
1989, then on a known location on the data in SOI (63 G/15 coordinates (the referenced
data).
7. Add enough links for the type of transformation.
a minimum of three links are needed for a spline or 1st-order polynomial, six links for a 2nd-
order polynomial, and 3rd-order polynomial.
8. Click View Link Table to evaluate the transformation.

58
9. Click Georeferencing and click Update Georeferencing to save the transformation
information with the Allahabad guide map (Figure 4.9).

In the same way other maps i.e. Ward map, Master plan map and Google maps of Allahabad
have been georeferenced.

Figure 4.9 Georeferencing of the Map

4.2.2.1.3 Defining the Projection

Projection system is defined after georeferencing the maps. The steps can be understood as
under.

1. Click the Show/Hide ArcToolbox button on the Standard toolbar to show ArcToolbox.
2. Expand the Data Management Tools.
3. Expand the Projections and Transformations.
4. Double-click Define Projection.
5. Click the Browse button to input Map Dataset or Feature class.

6. Click the Coordinate System button

7. Click Select to set the coordinate system.
8. Select the Geographic Coordinate Systems and click Add button.

59
9. Select Asia and click Add button.
10. Select Everest Modified.prj and click Add button.
11. Click Apply then OK (Figure 4.10).

Figure 4.10 Defining the Projection

4.2.2.1.4 Creation of Shape Files

Many shape files have been created for the transportation system of Allahabad city in GIS
environment. Line shape files were created for Allahabad roads and Route’s data.

Polygon shape files were created for Allahabad ward’s boundaries, land used, Parcels and zones.
Point shape files have been created for Bus and Taxi stands, Places of Interests. Multipoint shape
files were created for Allahabad_Parcels_2009.

Process of creating these feature classes have been described as under:

1. Start ––All Programs––ArcGIS––ArcCatlog.

2. Right-click the folder “Shape Files” in the Catalog tree and point to New, then click
Shapefile.
3. Type a name for the new shapefile.

60
4. Click the Feature Type dropdown arrow and click Polyline, Polygon, Point or Multipoint,
whatever is required.
5. Check Show Details, Coordinates will contain M values for route and Coordinate will
contain Z values for 3 D feature classes.
6. Click Edit to define the shape file’s coordinate system.
7. Click Select to set the shape file’s spatial reference.

Figure 4.11 Creation of Shape Files

8. Select “Geographic Coordinate Systems––Asia–– Everest Modified.prj”

9. Click OK.
10. Click OK to create the shapefile (Figure 4.11).

4.2.2.1.5 Creation of Layers

After the creation of shape files all the feature classes have been created. Before editing the
features, we must add the data in ArcMap which lets us edit data in shapefile or geodatabase
format. Editing occurs in an edit session. During an edit session, we can create or modify the
features. The Editor toolbar contains the most common tools used to create lines, points and
polygons. Following steps have been processed for creating the layers:

1. Start ––All Programs––ArcGIS––ArcMap.

2. Click the Add Data button on the Standard Toolbar

61
3. Navigate to the location of the data which is to be digitized and click Add.
4. Click the Editor Toolbar button on the ArcMap Standard toolbar to display the Editor
Toolbar.
5. Click the toolbar's title bar and drag it to the top of the ArcMap application window.
6. Click the Editor menu and click Start Editing.
7. Click the Editor menu; click Snapping and check boxes of layer.

8. Click the Current Task drop-down arrow and click Create New Feature.
9. Click the Target layer drop-down arrow and click a line or polygon layer.
10. Click the tool palette drop-down arrow and click the Sketch tool.
11. Click on the map to digitize the feature's vertices.
12. When finished, right-click anywhere on the map and click Finish Sketch (Figure 4.12).
13. Click the Editor menu.
14. Click Save Edits.
15. Click the Editor menu and click Stop Editing.

Figure 4.12 Creation of Layers

62
4.2.2.1.6 Creation of Routes

A route is simply a linear feature with measures, which are created from existing lines in
ArcGIS. Route editing toolbar is used for this work.

Procedure is given as under.

1. On the Editor toolbar, click Start Editing from the Editor menu.
2. Click the Task dropdown arrow and click Create New Feature.
3. Click the Target Layer dropdown arrow and click a route layer.

4. Click the Edit tool on the Editor toolbar, move the mouse pointer over a line feature, and
click the feature. Press the Shift key and continue to click all the features which is to be
created as route.
The selected features will be highlighted.

5. Click the Make Route button on the Route Editing toolbar.

6. Click the Start Point button.
7. Move the mouse over the selected linear features and click the map when the start point is
where I want the route measures to start.
8. Click the option for how I want the route measure values to be obtained.
9. Adjust the Multiply measures by and Start measure values if necessary.
10. Click Make Route.
The newly created route is now selected.

4.2.2.1.7 Creation of Geodatabase

File geodabase is needed for large storage of data. There are extensive data used in this research
work. The steps involved in creating the File geodatabase are as follows:

1. Right-click the Thesis folder in the ArcCatalog tree.

2. Point to ‘New’
3. Click File Geodatabase.
ArcCatalog creates a new file geodatabase in the Project folder.

63
4. Rename the new file geodatabase as “Allahabad” by right-clicking on the new file
geodatabase name and choosing rename.

4.2.2.1.8 Creation of Feature Dataset

The steps involved in creating a feature dataset are given below:

1. In the ArcCatalog tree, right-click the geodatabase “Allahabad”.

2. Point to New, and click Feature Dataset.
3. Type a name “AllahabadTransportation” for the feature dataset.
4. Navigate to the spatial reference “Everest Modified”.
5. Check Accept default resolution and domain extent check box.
6. Click Finish.

4.2.2.1.9 Importing the feature classes into Feature Dataset

1. In ArcCatalog, right-click the AllahabadTransportation feature dataset in the Allahabad

geodatabase, point to Import, and click Feature Class (multiple).
2. Click the Browse button, navigate to the shape files, select all and click Add.
3. Click OK (Figure 4.13).

Figure 4.13 Creation of File Geodabase Feature Dataset

4.2.2.2 Non-Spatial Database Preparation

Non-spatial database is the tabular data of the GIS database. The attribute data tables for various
layers were created in MS Excel and then attached to the map layer as discussed below.

64
4.2.2.2.1 Addition of fields in the layers

After layer creation fields have been added for entering the attributes. This work can be done
using ArcCatlog or ArcMap.

The steps involved are defined as under:

1. In ArcMap, right-click the shapefile layer in the table of contents and click Open Attribute
Table.
2. Click the Options button and click Add Field.
3. Type a field name in the Name text box.
4. Click the Type drop-down arrow and click a type.
5. The properties that are appropriate to the new field's data type appear in the Field Properties
list.
6. Click in the Field Properties list and type the properties (Figure 4.14).
Properties may include:
 Precision—The number of digits that can be stored in a number field was set to 6 for
Short integers, Long integers, Float and Double data types.
 Scale—The number of digits to the right of the decimal point in a number in a field of
type float or double was set to 5.
 Length—The length of a text field specified in characters was set to 50.
7. Click OK.

Figure 4.14 Addition of fields in layers

65
4.3 INTEGRATION OF SPATIAL AND NON-SPATIAL DATA

4.3.1 Data Entry in the Attribute Table

After creating the layers and adding the field in the layers, data collected from field has been
entered in the attribute table of each layer. Procedure of data entry can be described as under:

1. Click the Editor menu and click Start Editing.

2. Click the Edit tool on the Editor toolbar.
3. Select the features whose attributes I want to edit.

4. Click the Attributes button on the Editor toolbar.

5. Click the feature on the left side of the dialog box.
The layer's attribute properties appear on the right side of the dialog box, and the feature
flashes on the map (Figure 4.15).
6. Click in the Value column on the right side and type the attribute value.
7. Press Enter.
8. Click the Close button to close the dialog box.

Figure 4.15 Data Entry in the Attribute Table

66
4.4 MAP LAYERS OF CREATED GIS DATABASE

Various layers in GIS database were created, which is discussed in subsequent sections.

4.4.1 City Road Network

Allahabad roads have been considered as line Feature data type. Two types of road layers have
been created. One is using Allahabd Guide map 1989 (Figure 4.16) and second is using
Allahabad Google map (Figure 4.17).

4.4.2 Allahabad wards:

There are 80 wards in Allahabad city. The ward map of Allahabad city is shown in Figure 4.18.
It is a polygon layer.

4.4.3 Allahabad Land-used:

Land use map of Allahabad obtained from Allahabad Development Authority is shown in Figure
4.19.It also has been created as Polygon Feature type. It was extracted by using Allahabad
Master plan.

4.4.4 Public Transport Terminals:

The public transport terminals such as bus stands, taxi stands were created as point feature. This
map is shown in Figure 4.20

4.4.5 Allahabad Routes:

There are two types of routes in Allahabad City. One is auto/Vikram routes and second one is
bus routes.These routes have been created by using Route editing Toolbar. It is shown in Figure
4.21 and Figure 4.22

67
Figure 4.16 City Road Network 1989

68
Figure 4.17 City Road Network 2009

69
Figure 4.18 Allahabad Wards

70
Figure 4.19 Allahabad Land-used

71
Figure 4.20 Public Transport Terminals

72
Figure 4.21 Allahabad Auto/Vikram routes & stands

73
Figure 4.22 Allahabad Bus Routes & Stands

74
 CHAPTER 5

ANALYSIS AND RESULTS

5.1 ROADS AND TRANSPORTATION

5.1.1 Road Network Details

The road network (Figure 4.16) characteristics vary through the city. The network can be
divided into three major areas– the old City, Civil Lines, and the rest of the City.

Old City Roads

The Old City has an irregular road network comprising of major roads. All are linked
with the Major Arterial Road, the Grand Trunk Road, which passes through the heart of
the city and interlinked with each other (Figure 5.1).

The secondary roads are narrower and congested in Atarsuiya and Malvia Nagar. There is
an absence of broad roads in the south of the GT road.

Figure 5.1 Old City Roads in Atarsuiya Atarsuyiya and Malviya Nagar

75
The Old City comprises of closely spaced residential areas of Mohatsamganj, Badshai
Mandi, Bahadurganj and Malviya Nagar. The wholesale and retail trade activities are also
located in this part of the city which further creates congestion and bottlenecks.

There is a Major Arterial road network of Zero Road, Leader Road, Swami Vivekanand
Road, Netaji Subhash Chandra Road etc. in the north of the GT road (Figure 5.2).

Figure 5.2 Arterial Road Network of Old City

Civil Lines Roads:

The Civil Lines area is a well planned in the form of gridiron pattern interspersed with
open park like spaces. It is an area of broad avenues, multi-storied buildings, modern
shops and some outdoor eating stalls.

76
The major roads have a 4-lane divided carriageway with wide footpaths on either side.
The collector roads are 2 to 3 lanes wide and intersect the major roads at a traffic rotary.
The area is divided from the old city by Allahabad railway station.

Kasturba Gandhi Marg, Mahatma Gandhi Marg, Nawab Yusuf Road, Lal Bahadur Shastri
Marg, Sardar Patel Marg, Purshottamdas Tandon Marg etc are main roads of Civil Line
area. Purshottamdas Tandon Marg is playing a very important role like G.T.Road.
National Highway 96 is also passing through this area (Figure 5.3).

Figure 5.3 Civil line Roads

The Rest of the City:

The Rest of the City comprises of Mumfordganj and Phaphamau in the north, Allapur in
the east, Sulem Sarai in the west and Naini in the south. The road network in these areas

77
varies from 2 lanes to a single lane. The drainage system is absent on major roads in this
area.

Excluding Allapur, each area has a Hihghway. Mumfordganj and Phaphamau are having
NH 96, Sulem sarai and Mundera are having NH 2, and Naini is having NH 27 (Figure
5.4).

The population density in some of the areas is too high; this coupled with unplanned
development results in complicated traffic problems.

Figure 5.4 Rest of the City Roads

5.1.2 Urban Transportation

5.2.2.1 Government Bus Terminals

There are three bus terminals in Allahabad – Civil Lines, Leader Road and Zero Road,
which are operated by Uttar Pradesh State Road Transport Corporation (UPSRTC) .These

78
terminals, provides services for inter-cities as well as local transportations. UPSRTC has
a fleet size of 450 buses for inter-city trips and 120 buses for local trips.

5.2.2.1.1 Inter-city Transportation

The civil lines terminal provides connectivity to Gorakhpur, Varanasi, Lucknow,

Faizabad, Nepal etc. Leader Road terminal connects Allahabad to Delhi, Kanpur and
Uttaranchal. Zero road links Allahabad to Rewa and other parts of Madhya Pradesh.

5.2.2.1.2 Local Transportation

Leader Road bus terminal connects to Manauri, Mundera, Sulem Sarai, Subedar Ganj,
Bamrauli, Pura Mufti etc. through NH 2 and Phaphamau, Teliarganj, Nawab Ganj,
Mansurabad etc through NH 96.Civil Line bus terminal provides connectivity to Jhusi,
Hanuman Ganj, Saidabad, etc through NH 2. Zero Road terminal links to Naini, Mza
road, Manda Road, Zigana etc through NH 27.

There are 8 routes through which these buses are passed (Table 5.1).

Sr. Fleet
Route
No. Size
Leader Road to Sorao ( via Johnstonganj, Civil line, Kutchehari ,Teliarganj and
1 24
Mauaima)

2 Leader Road to Govindpur ( via Johnstonganj, Civil line, Kutchehari and Uptron) 06

Leader Road to Mansurabad ( via Johnstonganj, Civil line, Kutchehari ,Teliarganj

3 20
and Nawaganj)
4 Leader Road to Puramufti (via Sulem Sarai, Manauri, Mundera etc.) 28
5 Zero Road to Maza road (via Barahna, Naini and Karchhana, Jgana etc.) 15
6 Zero Road to Jasara ( via Ghurpur and Mahewa) 04
7 Civil line to handia (via Jhusi, Hanumanganj, and Saidabad) 15
8 Civil line to Phulpur (via Jhusi, Sarai inayat, etc.) 08
Total 120
Table 5.1 Local Transportation by UPSRTC bus

79
5.2.2.2 Private Bus Terminals

In absence of an efficient public transportation system in the city, it has to operate by

private buses which operates from different parts of the city. There are 6 routes on which
these buses are operated from 6 terminals (Table 5.2).

Rambagh is connected to Govinpur, Bai ka Bagh is linked with Mazaroad and Naini,
Alopibagh is connected with Handia and Jhusi, Civil Lines connects to Phaphamau,
Sorao and Mansurabad, Allahabad Jn links to Sulem sarai, Mundera and Manauri.

Sr. Fleet
Route
No. Size

1 Rambagh to Govindpur ( via Civil line, Kutchehari and Uptron ) 13

2 Civil Line to Sorao (via Johnstonganj, Civil line, Kutchehari and Teliarganj ) 24

3 Bai ka Bagh to Maza Road ( via Naini and Karchhana) 15

4 Allahabad Jn to Manauri (via Subedarganj, Mundera, Sulem sarai, Dumanganj, etc.) 25

5 Alopibagh to Handia (via Hanumanganj and Jhusi) 14
6 Civil Line to Mansurabad ( via Beliroad,Teliarganj,and Nawabganj) 15
Total 106
Table 5.2: Local Transportation by Private Bus

Buses from Phaphamau, Sorao and Mansurabad changes their routes in their up-down
movement.

5.2.2.3 Taxi Terminals

People from the fringe areas use buses to commute to their work places. The number of
buses commuting to these areas are very less. Major intra-city trips are operated by three
wheelers (Vikram and Auto Rickshaw). Fleet size of these taxies in Allahabad is 1975.

There are 14 defined routes (route no 1 to route no 14) on which these three wheelers are
moved (Table 5.3). These modes are operated from Rambagh, Civil line, Govindpur,

80
Jhusi, Allahabad Jn, Kutchehari, and Bai ka Bagh. Route 1 and Route 3 changes roads in
their up and down movement.

Fleet
Route Description
Size
Route 1 Govindpur to Allahabad Jn ( via Teliarganj,Katra,Kutchehari Mayo
150
Up hall, and High court)
Route 1 Allahabad Jn to Govindpur ( via Johnston Ganj, Civil line, Katara,
150
Down Teliarganj,and Uptron)

Route 2 Govindpur to Rambagh (via Civil line, Katara, Teliarganj,and Uptron) 150

Route 3 Kutchehari to Mundera ( via Mayo Hall,AG Office, High Court, Civil
150
Up line _Overhead tank , Sulem sarai)
Route 3 Mundera to Kutchehari ( via Sulem Sarai,Subedar Ganj, Allahabad Jn,
150
Down Johnston Ganj, Civil line and Mayo Hall)
Daraganj to Allahabad Jn, ( via Allapur Road,Alopibag,Tularam Bag,
Route 4 200
Barahna, Rambagh and Johnston Ganj)
Manauri to Allahabad Jn ( via Mundera, Sulem Sarai,Subedar Ganj,
Route 5 150
and Civil line_Overhead Tank)
Route 6 Kareli to Allahabad Jn ( via Khuldabad and Khusru Bagh) 40
Route 7 Naini to Rambagh ( via Naini_New Bridge, and Barahna) 350
Route 8 Rambagh to Jasara ( via Mahewa ,Ghurpur and Naini_Old bridge) 20
Route 9 Jhusi to Civil Line ( via Alopi Bag, and Tularam Bag) 150
Route 10 Phaphamau to Kutchehari ( via Teliarganj,Bankroad and Katra) 15
Route 11 Soraon to Kutchehari ( via Teliarganj,Bankroad and Katra) 50
Route 12 Sikandra to Kutchehari ( via Teliarganj,Bankroad and Katra) 150
Route 13 Mansurabad to Civil line ( via Nawabganj,Teliarganj and Kutchehari) 60
Route 14 Jhalwa to Allahabad Jn.( via Kareli,Khuldabad, and Khusru Bagh) 40
Total 1975
Table 5.3: Transportation by Auto/Vikram

81
5.2.2.4 Parking

Allahabad has four major commercial areas namely Chowk (old city), Katra, Zero Road
and Civil Lines area. A parking analysis (Table 5.4) is performed for the roads lying in
these areas (Figure 5.5).

Figure 5.5 Allahabad parking

S. Place Time Date Scooter/Bike Cycles Cars

No
1 Katra 10.00 am-10:30 am 24/01/09 228-306 147-181 2-5
2 01.00 am-01:30 pm 24/01/09 407-415 328-325 8-9
3 04.00 pm-04:30 pm 27/01/09 405-448 420-429 8-10
4 07.00 am-07:30 pm 27/01/09 415-409 370-380 10-13
5 Civil Line 10.00 am-10:30 am 27/01/09 260-296 115-149 12-18
6 01.00 pm-01:30 pm 27/01/09 503-544 326-335 50-49
7 04.00 pm-04:30 pm 29/01/09 690-722 445-481 81-89
8 07.00 pm-07:30 pm 29/01/09 648-645 386-364 108-96
9 Chowk 10.00 am-10:30 am 28/01/09 165-181 120-171 2-2
10 01.00 pm-01:30 pm 28/01/09 270-283 260-296 1-3
11 04.00 pm-04:30 pm 28/01/09 365-358 296-295 2-2
12 07.00 pm-07:30 pm 30/01/09 320-295 295-261 0-0
13 Zero Road 10.00 am-10:30 am 01/02/09 210-226 191-188 9-15
14 01.00 pm-01:30 pm 01/02/09 386-346 395-416 18-29
15 04.00 pm-04.30 pm 01/02/09 481-445 343-337 17-22
16 07.00 pm-07:30 pm 01/02/09 381-318 291-264 21-18
Table 5.4 Parking Analysis

82
Civil Lines area has a wide street network .There is a provision for on-street parking
along the linear commercial areas on either side of the road.

In case of old city area there are no parking provisions. The vehicles are parked on the
carriageway resulting in traffic jams and congestion. There is no proper demarcated cycle
rickshaw stand, which occupies a significant share in the public transport.

In Katra the situation is more complicated because of narrow streets. The vehicles are
parked on the streets resulting in frequent traffic jams. Absence of footpath force the
pedestrians to walk on the carriageway resulting in conflict between pedestrians and
vehicular traffic.

There is a large mix of motorized and non-motorized traffic in the Zero road area which
results in low average speeds of 5-25 km/ hr and delays. Cycle rickshaws, two wheelers
and cycles occupy major share in traffic in the old city.

83
 CHAPTER 6

CONCLUSIONS AND RECOMMENDATIONS

6.1 CONCLUSIONS

Spatial information for the urban transportation system of Allahabad City has been
created in the present research work. The information system also consists of
demographic land-used details. An interactive approach has been framed in the GIS
environment for analyzing the transportation system.

Following are the main conclusions of the work carried out in this thesis.

1. GT road (NH-2) crosses the city. This leads to the unwanted entry of heavy vehicles
within the city and creates congestion on city roads. PD Tondon Marg playes an
important role like a GT road in the City.

2. Rewa road (NH-27) is the major connector of MP to UP and Kolkata this leads
movement of through traffic within the city.

3. Bus terminals are located in the core city area. Which are leading to acute the
problem of traffic jams accidents, congestion and degradation of urban character.

4. There is lack of proper road geometry (Lane markings, footpath, Drainage, radius,
shoulder etc.) in Old City area.

5. Allahabad city has a complex road network and route systems for public transport. It
has a well developed route system for autos/vikrams where as no planning is done for
Buses.

84
6.2 RECOMMENDATIONS

Following are the recommendations based on the work carried out in this thesis.

1. GIS can be effectively used for the analysis of the urban transportation systems of the
city

2. Maps used for the analysis should be in a proper scale so that correct information can
be extracted. Large scale will be beneficial for this purpose.

3. The existing road network maps of the city are quite old and need be updated. The
attribute of the city streets can be updated by field data collection programme.

4. In this thesis the detailed road network map of Allahabad city have been create using
updated Google map. It shows that lot of roads have been added to the city in recent
years.

5. The land use map of Allahabad city have also bee created using the information
obtained from Allahabad Development Authority.

85
 REFERENCES

Tiwari, Dr.Geetam, 2007, Transportation Research & Injury Prevention Programme, pp 1

Indian Institute of Technology, Delhi, http://www.fadaweb.com/urban_transport.htm.

Tomlin, C. Dana, 1990, Geographic Information Systems and Cartographic Modeling, pp

xi, Englewood Cliffs, NJ: Prentice-Hall

Star Jeffrey and Estes John, 1990, Geographic Information Systems: An Introduction, pp
2-3, Englewood Cliffs, NJ: Prentice-Hall

Foote E. and Lynch Margaret, 1990, Understanding GIS: The ARC/INFO, pp 1-2
Method, Redlands, CA: Environmental System Research Institute.

Lotfi, Dr. S., Analysis of urban traffic system in north of Iran using GIS - A case study of
Babolsar town, pp 1, http://www.gisdevelopment.net/application/utility/transport

The three view of a GIS-GIS concept and requirement-What is ArcGIS 9.2, pp 4,

http://www.esri.com

Geographic Information System, pp 1, Westminster College, http://www.westminster.edu

GIS Spatial Data Types-Geographic Information System, pp 3, http://gis.washington.edu.

Overview of GIS-GIS tutorial, pp 4, http://www.gisdevelopment.net/tutorials.

Transportation in Allahabad, http://www.indfy.com/uttar-pradesh-india/allahabad

travel/transportation.html

Code 2, 7, Indian Road Congress

Transportation Network-Deer Park Comprehensive Plan, December, 2001, pp 36-40

http://en.wikipedia.org/wiki/Transport

http://en.wikipedia.org/wiki/Uttar_Pradesh

http://en.wikipedia.org/wiki/Allahabad

http://www.indianetzone.com/4/allahabad.htm

http://praja.in/gyan/classification-roads

86

View publication stats