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Restructuring Auto-rickshaws within a Sustainable Urban Transport System in Indian Cities Urban Mobility India 2010 December 4 th , 2010
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Umi 2010 auto rickshaw presentation v2

Jan 19, 2015

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Study on para-transit systems in India, presented at the Urban Mobility Conference, New Delhi, 2010
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Page 1: Umi 2010 auto rickshaw presentation v2

Restructuring Auto-rickshaws within a Sustainable Urban Transport System in Indian

Cities

Urban Mobility India 2010December 4th, 2010

Page 2: Umi 2010 auto rickshaw presentation v2

Unprecedented growth in private cars and two wheelers

Inadequate or non-existent public transport services to meet rising urban transport demand

Declining shares of non-motorized transport, particularly cycling

Increasing usage of Intermediate Public Transport (IPT) modes for long-distance trips

Current Indian Urban Transport Context

Page 3: Umi 2010 auto rickshaw presentation v2

Auto-rickshaws in the Indian Urban Context

Source: City Traffic & Transportation Plans (CTTPs)

* Mumbai shares include Taxis

Significant UsageGrowing

Sales

Significant Market

Source: Study on Traffic and Transportation Policies and Strategies in Urban Areas in India, Final Report, Ministry of Urban Development, May 2008; Revised with EMBARQ survey estimates

Page 4: Umi 2010 auto rickshaw presentation v2

Sustainability Aspects of Auto-

rickshaws

Safety

Objective: Assessment of the relative contribution of motorized modes on pedestrian fatalities relative to their share of VKT

Source: Mumbai Traffic Police, Road Fatality Data

Source: National Institute of Mental Health and Neuro Sciences (NIMHANS), Bangalore

Pedestrians constitute a large share of road fatalities in Indian cities

Source: Transportation Research and Injury Prevention Programme (TRIPP), IIT Delhi, April 2004

Page 5: Umi 2010 auto rickshaw presentation v2

Figures in brackets represent number of fatalities per 100,000 VKT

IPT stands for Intermediate Public Transport (including auto-rickshaws and taxis)

Auto-rickshaws have the lowest pedestrian fatality rate (fatalities per VKT) amongst motorized modes

Characteristics promoting safety: Lower speed, smaller size, easy maneuverability

Key Insights

Source: Comprehensive Transportation Study for Mumbai Metropolitan Region, July 2008; and Mumbai Traffic Police

Source: Comprehensive Traffic & Transportation Plan for Bangalore, 2007; and NIMHANS

Page 6: Umi 2010 auto rickshaw presentation v2

Environment

PM10 Sources

Ground level (around high

activity areas)

Road dust Motorized transport

Diesel 2-stroke engines

Ground level (around low

activity areas)

Landfills

Higher level

Industries

City Population Number of auto-rickshaws

% 2-stroke

Mumbai 18 million 150,000 50%

Pune 3.5 million 60,000 90%

Surat 3.3 million 50,000 90%

Source: Central Pollution Control Board, National Air Quality Monitoring Program (NAMP)

Source: Surveys, EMBARQ, 2010

PM10 reduction strategies

Reducing scavenging

losses

Direct fuel injection

technology

Alternative fuels

CNG

Phased conversion to 4-

strokes

Improved catalytic

converters

Page 7: Umi 2010 auto rickshaw presentation v2

Vehicle Sharing

Car-sharing Self Call/internet Pay-as-you-go (PAYG)

Rental Car Self Call/internet Periodic

Taxi Driver Hail PAYG

Tourist Taxi Driver Call/internet PAYG

Auto-rickshaw Driver

Hail PAYG

Call PAYG

Bike-sharing Self On-site PAYG

Source: EMBARQ Vehicle Sharing Framework

Why is it important?

“Driver” based “Vehicle Sharing” systems, like auto-rickshaws, will play a key role in Indian cities in controlling private car ownership

Page 8: Umi 2010 auto rickshaw presentation v2

Social Equity

Low cost mobility for lower income, elderly and disabled population

Low cost mobility for school children in the absence of school buses

Low cost alternative in the case of poor city bus services (Rajkot, Surat) as Shared Fixed-route services

Commonly used mode for transporting victims from accident sites to hospitals

Page 9: Umi 2010 auto rickshaw presentation v2

Current Situation in the Auto-rickshaw

Sector

Issue Specifics

Governance Lack of a multi-modal governing bodyInadequate involvement of key stakeholders in policy making (city government; manufacturers; unions; citizens; civil society)

Regulation Lack of transparency in permits and fare policiesLack of policies to drive formalization of services (such as fleet companies)

Unorganized sector Lack of employment benefitsPoor inspection/maintenanceProblems with financingLack of brand image and poor driver behavioral practices

Infrastructure Lack of provision of adequate standsInadequate servicing centers for 4-stroke engines

Vehicles Problems with design (comfort, rain)2-stroke engines still prevalent in many cities

Operational inefficiencies Significant empty trip making

Page 10: Umi 2010 auto rickshaw presentation v2

Initial Successes in Indian Cities

Initiative Where Benefits Challenges

Conversion to CNG fuel

Mumbai, Delhi, Rajkot, Ahmedabad, Surat, Pune

Reduced operating cost; Reduction in emissions (in 4-strokes)

CNG supply would be challenge when implementing in other cities

Private entrepreneurship

Pune, Bangalore (pilots)

Increased earnings; employment benefits; brand image

Policy changes to facilitate these services; Attracting investors to scale up

SIAM - SAFE initiative

National Driver safety training

Poor on-road enforcement

Advertising Mumbai Brand image; value-added services; increased earnings

Policy changes to facilitate this on a larger scale

Direct fuel injection for 2-stroke engines

Bangalore (pilot) Improved fuel efficiency; Reduction in PM10 emissions

Costs; Participation from the driver community

Page 11: Umi 2010 auto rickshaw presentation v2

City Case Study

Overview of Cities

Source: City Comprehensive Mobility Plans;

EMBARQ

City Population Transport Indicators

Vehicles PT (Bus) Share

Rajkot 1.5 million 1.05 million (80% 2-wheelers)

2%

Pune (metro region)

5.5 million 2.2 million (76% 2-wheelers)

12%

Surat 3.3 million 1.60 million (78% 2-wheelers)

2%

Jaipur 3.2 million 1.55 million (73% 2-wheelers)

14%

Page 12: Umi 2010 auto rickshaw presentation v2

City Case Study

Auto-rickshaw market characteristics

Source: EMBARQ Survey, August 2010

City Market Size

Permit Policy

Engine Fuel Driver Profile

Rajkot 15,500 Open 80-90% 2-stroke

95% CNG Around 75% owner-drivers

Pune 60,000 Closed 90-95% 2-stroke

90% Petrol (10% CNG)

Around 65% renter-drivers

Surat 60,000 Open 90-95% 2-stroke

100% CNG Around 50% owner-drivers

Jaipur 18,500 Closed 90% 4-stroke diesel

90% diesel (10% LPG)

More than 75% renter-drivers

Page 13: Umi 2010 auto rickshaw presentation v2

City Case Study

Common Auto-rickshaw Issues

Source: EMBARQ Survey, August 2010

City Governance (Lack of coordinated governance/ enforcement)

PM Emissions Infrastructure Unregulated Fixed route Shared-auto Operations

Unorganized Sector

(operational inefficiencies;

lack of benefits)

2-stroke

Diesel Inadequate stands and amenities

Lack of I&M infrastructure

Rajkot √ √ √ √ √ √

Pune √ √ √ √ √ √

Surat √ √ √ √ √ √

Jaipur √ √ √ √ √ √

Page 14: Umi 2010 auto rickshaw presentation v2

• 2-stroke• Diesel

Vehicle Emissions

Source: EMBARQ Survey, Rajkot City, August 2010

City Case Study

Page 15: Umi 2010 auto rickshaw presentation v2

• Lack of standsPoor Infrastructure

Source: EMBARQ Survey, Rajkot City, August 2010

City Case Study

Page 16: Umi 2010 auto rickshaw presentation v2

Key Imperatives and Opportunities

Public sector Leadership

Municipal Corporations

Involvement of Key

Stakeholders

Unions

Citizens and Civil Society

Regulatory bodies

Manufacturer

Page 17: Umi 2010 auto rickshaw presentation v2

Way Forward

Environmental Sustainability

Diesel to CNG 6-seaters

Addressing 2-stroke emissions • Direct fuel injection• Phase-in of 4-strokes

Infrastructure

Auto-rickshaw stands at transit hubs (bus stand,

rail station)

Development of I&M facilities

Integrated Public Transport

Inclusiveness of all modes

Improved accessibility at public transit

hubs

Governance

Special Purpose Vehicle (SPV) or

Technical cell within RMC or RTO

Public and civil society involvement

Page 18: Umi 2010 auto rickshaw presentation v2

Improved Governance

Dedicated governing

body

Involvement of all

stakeholders in regulation

Inclusive planning as integrated public

transport

Shared feeder services at

transit hubs

Enterprise based services

Managed fleet

companies

Technology-based value

added services

Environmental sustainability

Operational efficiency

Mitigating 2-stroke

emissions

Infrastructure

Auto-rickshaw

stands

Inspection, maintenance and servicing

facilities

Long-term Vision for the Auto-rickshaw

Sector