[sustran] PCU equivalents for NMT in India

[Dr.Rajeev Saraf]

About this discussion on PCUs, I would like to make an argument that PCUs 
on the first place should not be used for any kind of traffic analysis. 
It absolutely does not make sense to convert all the modes to car 
equivalents in hetergeneous conditions when 80% to 90% vehicles are NOT CARS.
Even PCU values are not static and could change depeneding on modal 
shares and speeds. A new concept of dynamic PCUs have been evolving. 
However, there is still seems to be a consensus that PCU characterisation 
will not refelect true character of traffic on road.

___________________________________________________________________________
Dr Rajeev Saraf                 |
Urban and Transport Planner     |
SENIOR PROJECT SCIENTIST        |      PHONE : 91-11-6858703
APPLIED SYSTEM RESEARCH PROGRAM |      EMAIL : sarafrk at cbme.iitd.ernet.in
IIT DELHI 110016                |      FAX   : 91-11-6862037
INDIA                           |
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On Tue, 6 Jan 1998, John Whitelegg wrote:

> 
> 
> ----------
> From: 	Institute for Transportation and Development 
> Policy[SMTP:mobility at igc.apc.org]
> Sent: 	Monday, January 05, 1998 7:53 PM
> To: 	sustran-discuss at jca.ax.apc.org
> Subject: 	[sustran] PCU equivalents for NMT in India
> 
> Dear Colleagues,
> 
> 
> Dear Walter,
> 
> I think the PCU estimates are far too high for cycle rickshaws and bullock 
> carts.  I have trawled through my files on NMT but can't find any hard data 
> to  substantiate this view.  We need to know the Indian studies that have 
> produced the estimates in the first place.  I have contacted colleagues in 
> Calcutta to check this out with them.  Can we put in a holding letter to 
> the WB expressing a professional opinion that doubts these estimates?
> 
> 
> very best wishes,
> 
> 
> John Whitelegg
> 
> I've just heard from a colleague working at World Bank in India that the
> following passenger car equivalents are being used for modeling in planned
> new road projects.  They seem heavily biased against nmts to us.  Does
> anyone have any hard figures on this, particularly Indian data?  Your help
> would be greatly appreciated.
> 
> The message was as follows;
> 
> >This is to invite your comments/opinion regarding the following PCU
> >equivalents for NMT being used in India for WB project preparations:
> >
> >Bicycle		0.5 (rural)		0.4-0.5 (urban)
> >Cycle Rickshaw  1.5 (rural)		1.5-2.0 (urban)
> >Horse Carts	4.0 (rural)		1.5-2.0 (urban)
> >Bullock carts	4 to 6 (rural)		4 to 6  (urban)
> >Hand carts	---			2.0-3.0 (urban)
> >
> >The bicycle equivalents are somewhat higher than the ones used in The
> >Netherlands (0.3), but I am questioning the Cycle Rickshaw figures used; 
> these
> >seem to be very high, and based on my own observations, I find these 
> figures
> >hard to accept.  However, the RM assured me that the figures were based on 
> >studies in India and reflect local traffic conditions.  I suspect that 
> some
> >powers biased against NMT are at work here, but I need more data to
> substantiate
> >my suspicion.
> >
> All help is appreciated.
> 
> Happy Holidays to all.
> 
> 
> Walter Hook, ITDP
> 
> ________________________________________________________________________  
> ________
> 
> 	The Institute for Transportation and Development Policy (ITDP)
> 	115 West 30th Street,  Suite 1205
> 	New York, NY 10001
> 	Tel 212-629 8001, Fax 212-629 8033
> 	mobility at igc.apc.org
> 
> 
> 
> 
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> end
> 
>