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8/6/2019 Developments of Policies, Strategies Guidelines for Goods Movements in Urban Areas - Dr S Gangopadhyay
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Developments of Policies, Strategies
& Guidelines for Goods Movements inUrban Areas
By
Dr S Gangopadhyay,Director
Central Road Research InstituteNew Delhi
Urban Mobility India Conference & Exhibition- 2009
4th Dec. 09
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Classification of Urban Goods Movement
External Internal
Spatial Pattern of Goods Movements by
Commodity Type and Consignment
Consignment
Household based
consignment
ConsignmentPick up & Delivery
Urban Goods Movement
Interindustry MovementDirect Consignment
Freight Terminal
8/6/2019 Developments of Policies, Strategies Guidelines for Goods Movements in Urban Areas - Dr S Gangopadhyay
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Issues in Urban Goods Transport
Heterogeneous mix of goods vehicles.
Insufficient road geometrics.
Movement during peak hours.
Movement of garbage / waste materials.
Overloading.
Inadequate terminal facilities.
Parking problems.
Air & Noise pollution.
8/6/2019 Developments of Policies, Strategies Guidelines for Goods Movements in Urban Areas - Dr S Gangopadhyay
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Various Types ofGoods Vehicles
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Animal & HumanPowered
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Ill Managed Terminal Area
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Inadequate Road Geometrics
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Inadequate Parking Facilities
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Moving DuringPeak Hours
8/6/2019 Developments of Policies, Strategies Guidelines for Goods Movements in Urban Areas - Dr S Gangopadhyay
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In 1991 In 2002
Inner Area
Cars
26.7%
SMV
10.1%
Trucks
0.3%
Buses
6.0%
TwoWheelers
33.4%
Auto/Taxi23.5%
Inner Area
SMV
4.0%
Trucks
2.0%Buses
5.0%
TwoWheelers
32.0%
Auto/Taxi
19.0%
Cars
38.0%
Middle Area
Cars
30.7%
SMV
7.7%
Auto/Taxi
17.2%
Two
Wheelers
37.8%
Buses
5.6%
Trucks
1.0%
Middle Area
Cars
44.0%
SMV
3.0%
Trucks
3.0%Buses
6.0%
Two
Wheelers
31.0%
Auto/Taxi
13.0%
Outer Area
Cars
23.3%
SMV
22.0%
Trucks
3.6%
Buses
4.6%
Two
Wheelers
31.7%Auto/Taxi
14.8%
Outer Area
Cars
32.0%
SMV
16.0%
Auto/Taxi
8.0%
Two
Wheelers
32.0%
Buses
5.0%
Trucks
7.0%
8/6/2019 Developments of Policies, Strategies Guidelines for Goods Movements in Urban Areas - Dr S Gangopadhyay
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Pattern of External Traffic, 2009
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4.89
8.58
9.23
7.91
7.49
8.08
7.19
5.83
11.40
11.91 1
4.86
12.02
8.28 1
0.56
16.21
15.55
0
4
8
12
16
20
Delhi
Mumbai
Kolkata
C
hennai
Ba
ngalore
Hyd
erabad
Kanpur
Agra
M
eanAge(yrs.) Observed Registered
Goods Vehicles
Average Age of Vehicles in Different Cities, 2002( Observed & Registered )
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0%
10%
20%30%
40%
50%
60%
70%
80%
90%
100%
Delhi
Mum
bai
Kolk
ata
Chen
nai
Bangalore
Hyderabad
Kanpur
A
gra
Percen
tageofVeh-km
Bus_Diesel
Bus_CNG
HCV
LCV
Auto_Petrol
Auto_CNG
Two Wheelers
Taxis
Cars / Jeeps /
Vans
*Veh-km In Lakhs
+ The buses and taxis plying on CNG could
not be easily identified on road side
792.37* 305.35* 230.99* 249.3* 326.24* 256.77* 48.15* 27.50*
Shares of Traffic Loads by Vehicle Type in Various
Cities
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0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
Delhi Mumbai Kolkata Chennai Bangalore Hyderabad
Percentage
ShareofCO
Private Vehicles I P T Public Transport Goods Vehicles
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
Delhi Mumbai Kolkata Chennai Bangalore Hyderabad
Percentage
ShareofNOx
Private Vehicles I P T Public Transport Goods Vehicles
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
Delhi Mumbai Kolkata Chennai Bangalore Hyderabad
Percen
tageShareofHC
Private Vehicles I P T Public Transport Goods Vehicles
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
Delhi Mumbai Kolkata Chennai Bangalore Hyderabad
PercentageShareofPM
Private Vehicles I P T Public Transport Goods Vehicles
Estimated Shares of Pollutants by Different Vehicle Types
(in tonnes per day as per the Surveys in Feb / Mar.2002)
Emissions Estimated by Fuel Type in Delhi
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Emissions Estimated by Fuel Type in Delhi
0.00
0.50
1.00
1.50
2.00
2.50
CO HC NOx PM
Petrol Diesel CNG
Emissions(gram/Km
)
Pollutant
Petrol
78%
Diesel16%
CNG6% CO
Petrol
53%
Diesel
4%
CNG43%
HC
Petrol
34%
Diese
l45%
CNG21%
NOx
Petrol
46%
Diesel
47%
CNG7% PM
Petrol
66%
Diesel
18%
CNG16%
VKT
Petrol fuel used VKT is 66 % of total VKT, contributed 78%CO, 53% HC, 34% NOx, and 46% PM.
Diesel fuel used in 18 % of total VKT, & contributes in16% CO, 4% HC, 45% NOx, and 47% PM.
CNG fuel used VKT is 16 % of total VKT, contributed 6% CO,
43% HC, 21% NOx, and 7% PM.
2009
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Total VKT = 4.67 Billion
Intra City VKT =2.01 Billion Goods VKT = 0.08 Billion (4%)
2009
Characteristics of Goods Vehicles Movements
Ch i i f G d V hi l M
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Metropolitan Cities has 0.81 Billion VKT ,about 40 % of total intra city VKT.
Urban Goods Vehicle Movement 0.3 Billion VKT
Characteristics of Goods Vehicles Movements
Popu
lation
(Lakhs)
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Annual Loss of Fuel Due to Idling of Vehiclesat Signalized Intersections in Delhi
Inter
Section CNG Diesel Petrol
Low 69 8.4 1.4 7.6 504.1
Medium 118 17.7 5.0 18.1 1215.5
High 413 109.7 41.0 122.1 8224.9
Total 600 135.9 47.4 147.8 9944.6
No. of
Intersections
In million litres
million Rs.
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Estimation of Short Haul Urban &Suburban Freight Traffic
Objectives
To study the short haul urban and suburban freight
transport characteristics. To evolve a rational basis for a realistic
quantification of road based goods transport flowsin the urban and suburban areas of the country.
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1. Delhi
2. Yamuna Nagar
3. Agra
4. Ajmer
5. Ahmedabad
6. Indore
7. Nasik
8. Nagpur
9. Adoni
10.Chickballapur
11.Vishakhapatnam
12.Bhubaneshwar
13.Asansol
14.Samastipur
15.Darjeeling.
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Salient Findings
The goods traffic entering the cities varied from 70014000 veh. Per day and mostly consisted of trucks.
In smaller cities slow moving vehicles were sizable innumber.
Internal movements are dominated by smallerconsignments carried by slow moving vehicles.
In bigger cities more than 50% of the goods is movedby trucks and tempos.
Food products and building materials were the
dominant commodities flowing into the cities. Quantum of goods flow exhibited no correlation with
the size of city in terms of population.
Comparison of Policies
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Point ofComparison
Australia France UK Sweden US Japan India
Two MainPolicy
Objectives
1. Provision ofgood level ofservice forusers
2. Enhanceurbanlivability
1. Reductionof freighttraffic andshoppingtrips
2. Reductionof localemissions
1. IntegratedTransport
2. Sustainabletransport
1. Safety2. Sustainable
transport
1.Inclusionwithinmetropolitanplanningprocess
2.Improveefficiency
1. EfficiencyImprovement
2. Decrease inenvironmental burden
Not Defined
Underlyingproblems
1.Passengerand freightgrowth are
high2.Congestion is
becoming abiggestconcern
1.Lack ofenforcementregulations
2.Congestion3.Environment
al problems
1.Congestionand
2.Air quality in
urban areas.
1.Air quality2.Congestion
1.Notperceivedas major
problem2.Freight
community reluctanttoparticipate
1.Congestionand
2.Environmen
tal Problems
NotIdentified
LicensingandRegulations
1. Streetaccessrestrictions
2. Night curfewfor trucks oncertainmajor routes
1.Implementation of timewindows and
size andweightrestrictions
2.Experimentingtemporaryclosingwhenpollutionlimitsexceeded.
1. Implementation of timewindows
and sizeand weightrestrictions
2. Lowemissionzonefeasibilitystudies,loading timerestrictions
1. Environmental zones
2. Use of
stickers3. Time
windows4. Other local
regulations
1. Implementationof time
windows andsize andweightrestrictions
1. Implementation ofWeight
restrictions
2. Obligationto verifytheparkingspace
3. Restrictiontravellingindesignated areas.
1. Implementation oftime
restrictions
Comparison of Policies
Comparison of Policies
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Point ofComparis
on
Australia France UK Sweden US Japan India
Freightcenters
1. Independentlyowneddistributioncenters
2. Local govtwill zonetheselocations
1. Implementation offreightvillages
1. PrivateandPublic/Privatemultimodalfreightcenters
1. Privatemultimodal freightcenters
None 1. Implementation ofdifferenttypes offreightcenters
Notplannedproperly
Lowemissionvehicles
1. Introductionof Euro-3 and4
2. Assistanceforconversion ofto LPG orCNG
1. Experimenting withelectrictrucks
1. Experiments
2. Taxincentives
3. Grants
1. Taxincentives
2. Subsidies
3. DemoProjectsand
research
Noexperimentsyet
1. Subsidizing lowemissionvehicles
1. Introduction ofBS-3and BS4
Consultation
Federal andstate levelconsultationsis extensive,local govt
level less so.
Nationalandregionalconsolation
programs
Nationaland localconsolationsprograms
National Localonly
National andlocalconsolationsprograms
NoConsultations
Comparison of Policies
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Policies for Goods Traffic
Intercity goods traffic needs to be bypassed.
Conversion by Fuel Type , to more efficient fuel in termsof emission.Road Geometrics to cater to large goods vehicle sizes.Payload capacity.
Uniformity in vehicle size and dimension.Multi modalism to be encouraged for speedier handlingand movement of goods.Terminal Facilities at the periphery of Urban centers.Modernization of terminal facilities.
Planning for SMVs.
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Broad Guidelines for Freight Movement
Segregation by Time and space.Road Infrastructure
Air & Noise Pollution
Movement of Hazardous Goods.
Traffic Management Measures at Goods Terminals.
Inland Urban Water Transportation.
Optimization of Octroi Collection Time.
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Integrated Freight Complex
Four integrated freight complexes areproposed in MPD 2001
IFC Gazipur.
IFC, Narela IFC, Madanpurkhadar
IFC, Dwarka
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Good Usage of Goods Vehicle !!!
Thanks