Professional Documents
Culture Documents
-- Trends, regulatory issues, potential solutions and implications for policy makers with special reference to Ahmedabad region.
Literature Review
Definition of UGM[1],[2]:
The definition of UGM (urban goods movement) includes any movement of material goods (freight) rather than people. This rather simple definition, however, does not reflect the immense complexity associated with characterising these movements. [1] Urban freight transport and logistics operations are concerned with the activities of delivering and collecting goods in town and city centres. [2]
The physical movement or transport of goods is the core. Actors: Groups and individuals whose decision making directly or indirectly influences the character of goods movement. Elements: Physical realm, including the nature of the goods themselves, the vehicle stock and the relationship between the transport system (network) and land use.
URBAN AREA
Intra-urban collection and delivery and local shipment in which the vehicle, though not necessarily the commodity, has its origin and destination within the same area;
PLACE 1
PLACE 2
URBAN AREA/CITY A
Transient movements - goods passing through an area directly and also goods undergoing temporary storage and warehousing for carrier interchange, break bulk etc.
more consolidated delivery operations to meet extensive restrictions on vehicles access and growing road traffic congestion
Implications
Trend 1
Shopping centres and malls can be situated in the periphery of the urban region due to which trucking time needed to supply goods to city centre shops could be possibly reduced
Out-of-town locations accessible to private cars only; high number of vehiclekm driven by individual customers City centre shops are accessible by a range of modes of transport; provided they can be supplied effectively and at a reasonable cost to shippers and transport operators
Implications
Trend 2
Trend 1
Aging of the population Old aged people prefer to shop locally Extension of home delivery services to a wider range of products
Declining share of younger population pose a challenge for the labour market in UGM
constraint for delivery systems which need to cope with more consignments and deliveries
Trend 2
Although all stakeholders share a common interest in the consumption of goods, their other individual interests often conflict.
Supply chain trends and urban goods transport [4] Supply chain considerations become important because total freight transport is expected to rise due to ever increasing demand for goods.
Companies should
concentrate their production capacity in fewer locations and expand the geographical scale of their sourcing and distribution operations
This leads to wider logistic reach of companies and influences the pattern of UGM. Consequence: Urban goods transport has become more integrated with long haul transport.
Figure 2. Example of a modern distribution pattern integrating the long haul transport chain with urban goods transport chain
Supply chain trend refers to point of interaction between end consumer quantities (ring or chain) and logistics quantities (supply-chain or tour-based).
4Delivering the goods (21st century challenges to Urban goods transport) (2003):
Organisation for Economic Co-operation and Development (OECD)
National Scenario
Classification of Goods vehicles in India [7]:
Heavy commercial vehicles, or HCVs, are generally classified as those vehicles that have a Gross Vehicle Weight (GVW), of above 16.2 metric tonnes. Medium commercial vehicles, or MCVs, are generally classified as those vehicles that have a GVW between 7.5 and 16.2 metric tonnes. Light commercial vehicles, or LCVs, are generally classified as those vehicles that have a GVW of up to 7.5 metric tonnes.
UGM in Delhi:
Restrictions on goods movement in Delhi Current situation [14],[23] Land-use planning in Delhi [12]
[14]
Integrated freight complexes [12] Developing new wholesale markets [15] Provisions given in Master Plan of Delhi (MPD)2001 [13] Project of Integrated Freight Complex-cumWholesale Markets at Gazipur (Trans Yamuna Area)
[13]
10Indias urban awakening: Building inclusive cities, sustaining economic growth : McKinsey Global Institute, April 2010.
12http://dda.org.in/planning/docs/12_Transportation.pdf
13 Integrated Freight Complex cum Wholesale Markets at Gazipur Trans Yamuna Area (By R.G. GUPTA, DELHI VIKAS VARTA, DDA VOL.4, NO.3, PAGE NO.9 to 17 July-September 1993) 14 Study on Concept Plan for Integrated Freight ComplexWholesale Market at Gazipur (By Department of Transport Planning, School of Planning & Architecture, New Delhi) 15 Master plan for Delhi-2021: http://rgplan.org/delhi/MASTER%20PLAN%20FOR%20DELHI%202021.pdf
UGM in Chennai:
Regulations imposed on goods vehicles [22] Land use planning in Chennai [16]
Spatial Strategy
UGM in Kolkata:
Regulations imposed on goods vehicles [20] Future freight traffic in Kolkata [30] Land use planning [30]
16 http://www.hindu.com/nic/draftmasterplanii_short.pdf
20http://www.kolkatatrafficpolice.org/traffic_restriction.html 21http://www.trafficpolicemumbai.org/Notifications.htm
22http://www.chennaitrafficpolice.in/restriction.php 23http://delhitrafficpolice.nic.in/restri-lgv-hgv.aspx
5 states in India will have more than 50% of their population living in cities Tamil Nadu, Gujarat, Maharashtra, Karnataka & Punjab
Indias scale of urbanization will be immense India will have 68 cities with population more than 1 million (up from 42 today; Europe has 35 today), 13 cities with more than 4 million people and 6 megacities having population more than 10 million residents.
The report says that India will need a whooping 1.2 trillion USD investment in next 20 years, especially in infrastructure. Close to 2.5 billion sq. metres of road and 7,400 kms of metros and subways will have to be build over the course of next 20 years. Our analysis: The planning strategies devised to cope up with the demands for transportation in urban India are centered around developing a public-transit-led system. This will surely lead to lowering of congestion in urban cities but thorough ignorance of transport of freight vehicles and lack of planning strategies to include infrastructural facilities in this regards pose a serious threat to development in urban India.
Central Africa
Australia China
1.75-4.25
1.75 2.00-3.00
Analysis17 Given current freight rates, only a higher level of movement (350-400 Km, as against 250-300 km today) could prove viable Thus overloading order of day With judicial intervention, overloading likely to be thing of past Hence, possibility of increase in overall demand and hence freight rates Efficiency improvements could partly counter the above.
$2.5 billion annually spent in India, on fuel on account of trucks waiting in check posts, poor quality of trucks, poor infrastructure and road connectivity18
17Competition Issues in the Road Goods Transport Industry in India: S. Sriram Walchand Hirachand Professor of Transport Economics, Department of Economics, University of Mumbai and others. 18 http://www.dnaindia.com/money/comment_railways-is-the-right-track-formovement-of-goods-in-india_1256361
In 2010, Forbes magazine rated Ahmedabad as the fastest growing city in India, and the third in the world after two Chinese cities Chengdu and Chongqing.
Largest inland industrial center. Second largest industrial center in western India after Mumbai Largest supplier of Denims
One of the largest exporter of gems and jewellery Ahmedabad is the freight hub of Gujarat.
The companies and drivers responsible for the deliveries of orders complain about the shortage of parking space for loading and unloading operations, and about the traffic congestion, generally caused by the excess of cars.
Registry of Vehicles and share of goods vehicles in total vehicular population in Ahmedabad ( Source: R.T.O. Ahmedabad) Traffic analysis:
Peak traffic volume characteristics [26]
It can be seen from the table that at every location, two wheelers constitute more than 40% in overall traffic followed by Cycles. The maximum share of cycles (33%) is observed at Thakkar Bapa Nagar Junction and maximum three wheelers at Narol Circle and Naroda T Junction. Goods vehicles put together are merely just over 3% at overall level.
26AHMEDABAD BUS RAPID TRANSIT SYSTEM: Working paper 5: Traffic volume characteristics, junction management GIDB, AMC, AUDA, CEPT
The following Figure 3-1 provides pictorial presentation of traffic composition at overall level (all twelve surveyed junctions put together). [26]
Growing number of customers pose a challenge to future delivery operations Declining share of younger population due to aging of population pose a challenge for the labour market in UGM .
32City development plan, Ahmedabad (2006-12) - JNNURM - Ahmedabad Municipal Corporation and Ahmedabad Urban Development Authority with (Technical Support from: CEPT University, Ahmedabad).
In view of increase in vehicular population and also increase in demand for goods within Ahmedabad urban area, this seems to be an emerging option available for utilization in the near future.
Potential Solutions
There exist two different groups, capable of changing the urban freight system . Their rationale for doing so is as stated: [3] 1. Changes implemented by governing bodies: The introduction of policies and measures that force companies to change their actions and thereby become more socially efficient. 2. Company-driven change: Company led initiatives:
Increasing the vehicle load factor through the consolidation of urban freight. making deliveries before or after normal freight delivery hours the use of routeing and scheduling software improvements in the fuel efficiency of vehicles improvements in collection and delivery systems
CONSOLIDATION
[3]
PURPOSE: To improve the utilisation of the transport system; To reduce vehicle trips, increase efficiency and decrease financial and costs of transport.
Many retail chains in the UK, and especially food and clothing retailers, demonstrate a strong preference for dedicated distribution services, which are often contracted out to major logistics operators. [3] Major retailers may have several shops and consolidated deliveries then become feasible. In smaller towns, where the retailer probably has just one outlet, effective consolidation is much harder to achieve. One way forward may be for retail chains sharing the same ultimate ownership to develop common distribution systems. [3]
[3]
CITY LOGISTICS Companies signed agreements to divide work and revenue on a formula basis in order to avoid duplication and inefficiency. (Bendel, 1996) A depot might be established specifically to handle collections and deliveries for the area concerned, perhaps with financial assistance from local government. Such schemes became known as city logistics.
URBAN TRANS-SHIPMENT CENTRE It is located on the edge of the urban area it serves, and freight destined for the urban area is off-loaded at the centre and sorted into consolidated loads for final delivery into the urban area.
Ring roads Dedicated roads and lanes for freight traffic Loading/unloading zones
Vehicle time regulations: Limiting the times at which goods vehicles can enter all or part of an urban area, and the times at which loading and unloading can take place
Vehicle weight and size regulations: Restricting the size and/or weight of goods vehicles that can enter all or part of an urban area
Lorry routes: Advisory or mandatory routes for goods vehicles above a certain size or weight in an urban area
Most urban freight transport policy measures implemented by urban planners have sought to restrict rather than assist goods vehicle operations
REFERENCES
Urban Studies Journal limited: Understanding movement of goods, not people. (2001) 2Directorate General for Energy and Transport (European Commission): Urban Freight Transport and Logistics 3Transport studies group, University of Westminster: Literature review WM9 (Part1 Urban freight transport, 2007) 4Delivering the goods (21st century challenges to Urban goods transport) (2003): Organization for Economic Co-operation and Development (OECD) 5 Urban freight policies and distribution channels: Department of Economics and Statistics, University of Trieste, Italy and Department of Public Institutions, Economics and Society, University of Roma Tre. 6 A modelling system to link end-consumers and distribution logistics: University Mediterranea of Reggio Calabria (2004) 7http://www.wikinvest.com/stock/Tata_Motors_(TTM)/Classificatio n_Vehicles_India 8 India and the Middle East IBTTA Technology workshop
1
17Competition
Issues in the Road Goods Transport Industry in India: S. Sriram Walchand Hirachand Professor of Transport Economics, Department of Economics, University ofMumbai and others. 18http://www.dnaindia.com/money/comment_railways-is-the-righttrack-for-movement-of goods-in-india_1256361 19Infrastructure Practice: Building India, Transforming the nations logistics Infrastructure McKinsey and Company 20Goods vehicle restrictions: http://www.kolkatatrafficpolice.org/traffic_restriction.html 21http://www.trafficpolicemumbai.org/Notifications.htm 22http://www.chennaitrafficpolice.in/restriction.php 23http://delhitrafficpolice.nic.in/restri-lgv-hgv.aspx 24The Sixth International Conference on City Logistics - A sustainable perspective on urban freight transport: Factors affecting local authorities in the planning procedures by Maria Lindholm 25Urban freight logistics in the European Union: Newrail,University of Newcastle upon Tyne (UK) AICIA (Association of Research and Industrial Cooperation of Andaluca) Universidad de Sevilla (SPAIN)
BUS RAPID TRANSIT SYSTEM: Working paper 5: Traffic volume characteristics, junction management 27Development of policies, strategies and guidelines for goods movements in urban areas Dr S Gangopadhyay, Director, CRRI, New Delhi (2009) 28 Urban Goods Movement workshop: Background paper Silex Consulting Inc. (2008) 29 Urban freight transport in a metropolitan context: The Belo Horizonte city case study David Jos A. V. de Magalhesa Federal University of Minas Gerais, Av. do Contorno, 842, sala 607, Belo Horizonte 30110-060, Brazil (2010) 30City Development Plan JNNURM West Bengal - Kolkata (2001) (http://jnnurmwestbengal.gov.in/HTM/CDP/Kolkata_CDP/CH-I117.pdf)
26AHMEDABAD
31Goods
development plan, Ahmedabad (2006-12) - JNNURM Ahmedabad Municipal Corporation and Ahmedabad Urban Development Authority with (Technical Support from: CEPT University, Ahmedabad).
33 Structuring