DOCSLIB.ORG

INDIAN INSTITUTE of TECHNOLOGY GUWAHATI Guwahati-781039 November 2007

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
INDIAN INSTITUTE of TECHNOLOGY GUWAHATI Guwahati-781039 November 2007 DESIGN DEVELOPMENT OF AN INDIGENOUS TRICYCLE RICKSHAW Thesis submitted in partial fulfillment of the requirement for the award of the Degree of Doctor of Philosophy Amarendra Kumar Das Department of Design INDIAN INSTITUTE OF TECHNOLOGY GUWAHATI Guwahati-781039 November 2007 0 DESIGN DEVELOPMENT OF AN INDIGENOUS TRICYCLE RICKSHAW Thesis submitted in partial fulfillment of the requirement for the award of the Degree of Doctor of Philosophy Amarendra Kumar Das 994802 Under supervision of Debkumar Chakrabarti, Ph D Department of Design INDIAN INSTITUTE OF TECHNOLOGY GUWAHATI Guwahati-781039 November 2007 TH-0529_994802 1 Certificate 30 th November 2007 The research work presented in this thesis entitled ‘Design Development of an Indigenous Tricycle Rickshaw’ has been carried out under my supervision and is a bonafide work of Mr. Amarendra Kumar Das. This work submitted for the degree of Doctor of Philosophy is original and has not been submitted for any other degree or diploma to this institute or to any other institute or university. He has also fulfilled all the requirements including mandatory coursework as per the rules and regulations for the award of the degree of Doctor of Philosophy of Indian Institute of Technology Guwahati. Debkumar Chakrabarti, PhD Associate Professor, Department of Design Indian Institute of Technology Guwahati Guwahati 781 039 Asom, India TH-0529_994802 2 Acknowledgement I express my sincere gratitude to all those people who helped me during the present research work and acknowledge the support received from various institutions, therefore I dedicate my works to all of them. Although it is impossible to name all people and institutions involved in this endeavor without missing some of them inadvertently, I would like to mention a few specifically. Prof. S Nadkarni, former and founder head of Department of Design, Prof. Gautam Barua, Prof. A D Sahasrabudhe, Prof. U S Dixit, Prof. M K Choudhury and Prof. S C Mishra of IIT Guwahati are some of them who have helped me in many ways including academic suggestions and providing administrative facilities. My supervisor, Dr. Debkumar Chakrabarti, specifically for his enormous patience for all these long years during which research was undertaken and during the period the work was compiled as a written document under his guidance. I express my hearty appreciation for this. Many other individuals encouraged me in this academic endeavor. Various institutions that supported the work in different capacities are: North Eastern Development Finance Corporation (NEDFI), Guwahati funded the development expenditures of the interim model of Dipbahan (the tricycle rickshaw that was designed, developed and technology for its manufacturing was transferred to SMEs under this research work was branded as Dipbahan) and continued support for further work. NEDFi also introduced Dipbahan + through their Micro Credit scheme in Agartala in Tripura and Imphal in Manipur. Centre for Rural Development (CRD), Guwahati participated in the design development of Dipbahan, manufactured it and introduced this through the Rickshaw Bank Micro Credit scheme. Indian Jute Industries’ Research Association (IJIRA), Kolkata, under Ministry of Textiles, Government of India sponsored the design development of Jute Composite based components used in the Dipbahan +. National Associates, Guwahati associated in development of composite components for the Dipbahan + and it’s derivatives like Dibahan Pariskar and Dipbahan Ankur. Tim Steel Innovatives, Guwahati for participated and sponsored the design development expenditure for the 2 nd generation Dipbahan and it’s derivatives like Dibahan Pariskar and Dipbahan Ankur. M/s Tim Steel Innovatives manufactured Dipbahan + and this made possible for its introduction in various other states. West Bengal State Marketing Board spearheaded introduction of Dipbahan + in the state of West Bengal which in turn encourages the work to fine tune. Xuoni Axom, an NGO of Dispur, Guwahati for undertook the trial of Dipbahan Pariskar for implementing solid waste garbage collection from households and it’s disposal as a TH-0529_994802 3 economically viable proposition and as means of income generation for unemployed youth using Dipbahan Pariskar. I sincerely acknowledge the supports of all the above institutions and persons involved in this endeavor. Another set of persons always stood next to me and helped me in execution and prototyping of Dipbahan. They are my colleagues and staffs of Department of Design, IIT Guwahati and deserve my whole hearted acknowledgement without mentioning them individually. Summer trainees that worked with me during prototyping of Dipbahan also deserve thanks. The finest feedback was only available from the persons who actually used the interim version of Dipbahan to refine it to final stage i.e. Dipbahan +. Thus users of Dipbahan and its variations, both the pullers and the passengers deserve special mention. It is them that made Dipbahan successful on road. Introduction of Dipbahan was made possible by those individuals that produced it smoothly once technology and process of its manufacture was evolved with their participation. I sincerely acknowledge their contribution. I must sincerely admit that the research work became productive due to the fact that my wife – Kaberi and my kids – Ruchi and Roni had borne all the hardship by allowing me to be free to work unhindered. Their support would remain an inspiration for me for ever… Das A K TH-0529_994802 4 Abstract The localised issues of meeting transportation needs of vast masses of population that can not afford a personal vehicle and to meet the limitations of public transportation systems needs consideration for alternative viable means that are contextual. Human powered tricycle rickshaw still fulfills this need. In addition to this, there are variations based on tricycles used as delivery vans with boxy storage compartments, goods carrier and school children van to name a few that are put to use to fulfill the localized transportation need. The current practice for meeting the localized transportation needs of the population is varied and is dependant on the region, cultural, economic, geographical locations and the local administration. However to meet local transportation needs for transporting various goods, tricycle based vehicles are extensively used. There are various advantages associated with these vehicles (Rajvanshi, 2002). These are: Non-polluting modes of transportation (air pollution, noise pollution etc.) Cost effectiveness with increasing fuel prices for short distances. Provides for income generation for the vast unemployed youths of the country. Lower cost of capital for each vehicle and each employment generated. Load on road infrastructure is less. The best strategy for containing the vehicular pollution is through HPV (Human Powered Vehicles) (Ballantine and Grant, 1998) like tricycle/Trike/Rickshaws are not given due importance because of people’s perception (http://www.itdp.com, http://www.sustrans. org.uk, Dec 2006) about these mode of transport as slow moving, low grade, low-tech, unsafe product and associated status of rickshaw as a mode of transport used by poor people (Wheeler, 1998). In comparison to motorized vehicle development, not much research in this field has been carried out to improve these. This mind set leads to a tendency on part of the population in growing cities of developing countries to disband these vehicles from cities (http://list.jca.apc.org /public/sustran-discuss, Dec, 2006) and urban areas attributing the increased vehicular pollution in these areas to these vehicles due to slow moving nature and for creating traffic snarl (http://www.sustrans. org.uk, Dec, 2006). Although HPVs can never be substitute for present day automobiles for long distance travel, it is a very good mode of local transport within residential localities in case of short distance from main road served by other public transport such as bus, local train or metro routes. Common people’s perception (http://www.johost.eu, Sept, 2006) regarding the existing varieties of tricycle rickshaw is of poor quality, aesthetics, ergonomics as well as safety from the point of view of passenger and rider i.e. rickshaw puller. i. Poor quality attributed to current practice of assembly of tricycle rickshaw out of factory made parts along with locally made body in a cottage industry. ii. Rickshaw’s existing form not being contemporary does not appeal to many. iii. Ergonomic aspect- for passengers and for the puller. TH-0529_994802 0 iv. Safety associated with existing traditional rickshaw in present road condition where both the puller and the passengers are fully exposed to other vehicles on road and are not protected from moving vehicles. It is confirmed that there is a need to design a new tricycle rickshaw to be used as a means of localized transportation that can also initiate change in the people’s perception about the traditional rickshaw with its conventional look and initiate philosophical change in our attitude for meeting the need through environment friendly and sustainable way. The second aspect is the transfer of design and technology developed to the actual users and manufacturer. Many institutions in India have developed new and improved technologies. In spite of much effort done by various agencies for design and technology transfer, development as expected has not taken place. One factor that is hindering dissemination and transfer of technology may well have been
Load more

Recommended publications
  • Overland-Cart-Catalog.Pdf
    OVERLANDCARTS.COM MANUFACTURED BY GRANITE INDUSTRIES 2020 CATALOG DUMP THE WHEELBARROW DRIVE AN OVERLAND MANUFACTURED BY GRANITE INDUSTRIES PH: 877-447-2648 | GRANITEIND.COM | ARCHBOLD, OH TABLE OF CONTENTS Table of Contents Need a reason to choose Overland? We’ll give you 10. 8 & 10 cu ft Wheelbarrows ........................ 4-5 10 cu ft Wheelbarrow with Platform .............6 1. Easy to operate – So easy to use, even a child can safely operate the cart. Plus it reduces back and muscle strain. Power Dump Wheelbarrows ........................7 4 Wheel Drive Wheelbarrows ................... 8-9 2. Made in the USA – Quality you can feel. Engineered, manufactured and assembled by Granite Industries in 9 cu ft Wagon ...............................................10 Archbold, OH. 9 cu ft Wagon with Power Dump ................11 3. All electric 24v power – Zero emissions, zero fumes, Residential Carts .................................... 12-13 environmentally friendly, and virtually no noise. Utility Wagon with Metal Hopper ...............14 4. Minimal Maintenance – No oil filters, air filters, or gas to add. Just remember to plug it in. Easy Wagons ...............................................15 5. Long Battery Life – Operate the cart 6-8 hours on a single Platform Cart ................................................16 charge. 3/4 cu yd Trash Cart .....................................17 6. Brute Strength – Load the cart with up to 750 pounds on a Trailer Dolly ..................................................17 level surface. Ride On
    [Show full text]
  • Planning of Cargo Bike Hubs
    PLANNING OF CARGO BIKE HUBS A guide for municipalities and industry for the planning of transshipment hubs for new urban logistics concepts The project "Cargo Bike Hub" is funded by the Federal Ministry of Transport and Digital Infrastructure via the implementation of the National Cycling Plan 2020. Authors: Tom Assmann M. Sc. (ILM) Florian Müller M. Sc. (IPSY) Sebastian Bobeth M. Sc. (IPSY) Leonard Baum B. Sc. (ILM) Chair of Logistics Systems, Institute of Logistics and Material Handling Systems (ILM) Univ.-Prof. Dr.-Ing. habil. Prof. E. h. Dr. h. c. mult. Michael Schenk Chair of Environmental Psychology, Institute of Psychology (IPSY) Prof. Dr. Ellen Matthies Otto-von-Guericke-Universität Magdeburg October 2019 Layout and Design: FORMFLUTDESIGN – www.formflut.com English Version 2020 - Translation, Layout and Design CityChangerCargoBike Project The Project „Cargo Bike Depot“ was accompanied by the project advisory board with representatives from: Cargobike.jetzt; Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR); DPD Deutschland GmbH; Neomesh GmbH (CLAC-Aachen); PedalPower Schönstedt&Busack GbR; Stadt Köln – Amt für Straßen und Verkehrstechnik; United Parcel Service (UPS); Zentrum für angewandte Psychologie, Umwelt- und Sozialforschung (ZEUS GmbH). CONTENT 1. Objective 7 5. Components of planning 18 5.1 Implementation planning 18 5.2 Area 19 2. Basics of Urban Cycle logistics 7 5.3 Usage 20 2.1 Definition Cargo Bike 7 5.3.1 Cooperative vs. concessionary use 20 2.2 What types of cargo bikes are available 7 5.3.2 Combined uses vs. mixed
    [Show full text]
  • The Future of LAMAT System in Asian Developing Countries: Whether to Eliminate Or Tolerate It? (アジア諸国における LAMAT システムに関する研究) Veng Kheang PHUN 研究員
    16：00～16：35 The Future of LAMAT System in Asian Developing Countries: Whether to Eliminate or Tolerate It? (アジア諸国における LAMAT システムに関する研究) Veng Kheang PHUN 研究員 １．Introduction The term “LAMAT” refers to the indigenous ３．Results public transport modes that are Locally Adapted, Results from modal share showed that Bicycle Modified and Advanced for a certain transport taxi, Man-pulled rickshaw and Animal cart have service in a particular city or region. LAMAT been almost disappeared from 11 Asian developing includes all intermediate transport modes between cities. Cycle rickshaws still exist in some cities private vehicles and conventional mass transit, including Dhaka and Cebu, but they have been ranging from non-motorized two-wheelers (bicycle banned from entering the CBDs. Motorized taxi) up to motorized four wheelers (minibus), with LAMAT modes remain active in urban streets, a maximum seating capacity of about 25 passengers. while some cities regulated and prohibited their LAMAT has been proposed and used instead of the operations. Fixed-route LAMAT like microbus and previous term “Paratransit” due to its numerous minibus had high modal share in Jakarta, descriptions found in Asian countries. Ulaanbaatar and Manila. In Phnom Penh, SEM LAMAT plays a significant role in Asian results showed that drivers of Motodops supported developing cities. It provides not only personalized for the public bus service and intended to operate as and flexible transport services to citizens with its feeder mode, but drivers of Remorks did not. A certain service quality and reasonable fare but also more effective regulation (e.g., standard fare, assists the social activities through its service uniform) also showed to encourage the feeder availability and job opportunities for the poor or service of the public bus.
    [Show full text]
  • Transport in India Transport in the Republic of India Is an Important
    Transport in India Transport in the Republic of India is an important part of the nation's economy. Since theeconomic liberalisation of the 1990s, development of infrastructure within the country has progressed at a rapid pace, and today there is a wide variety of modes of transport by land, water and air. However, the relatively low GDP of India has meant that access to these modes of transport has not been uniform. Motor vehicle penetration is low with only 13 million cars on thenation's roads.[1] In addition, only around 10% of Indian households own a motorcycle.[2] At the same time, the Automobile industry in India is rapidly growing with an annual production of over 2.6 million vehicles[3] and vehicle volume is expected to rise greatly in the future.[4] In the interim however, public transport still remains the primary mode of transport for most of the population, and India's public transport systems are among the most heavily utilised in the world.[5] India's rail network is the longest and fourth most heavily used system in the world transporting over 6 billionpassengers and over 350 million tons of freight annually.[5][6] Despite ongoing improvements in the sector, several aspects of the transport sector are still riddled with problems due to outdated infrastructure, lack of investment, corruption and a burgeoning population. The demand for transport infrastructure and services has been rising by around 10% a year[5] with the current infrastructure being unable to meet these growing demands. According to recent estimates by Goldman Sachs, India will need to spend $1.7 Trillion USD on infrastructure projects over the next decade to boost economic growth of which $500 Billion USD is budgeted to be spent during the eleventh Five-year plan.
    [Show full text]
  • Bay Drive NOVEMBER 19, 2018 UPDATED JANUARY 31, 2019
    Miami Beach Neighborhood Greenways Bay Drive NOVEMBER 19, 2018 UPDATED JANUARY 31, 2019 p 1 TABLE OF CONTENTS Executive Summary p. 5 Goals and Objectives p. 7 Bay Drive Neighborhod Greenway p. 9 Existing Conditions p. 11 BAY DRIVE Bay Drive - Segment 1 p. 12 Bay Drive - Segment 2 p. 14 Bay Drive - Segment 3 p. 16 Landscaping p. 18 Safety and Access p. 19 Traffic Calming p. 20 71ST STREET AND NORMANDY DRIVE 71st Street and Normandy Drive p. 23 71st Street East - Segment 1 p. 24 71st Street West - Segment 2 p. 26 Normandy Drive East - Segment 1 p. 28 Normandy Drive West - Segment 2 p. 30 East Bridge p. 32 West Bridge p. 33 Landscaping p. 34 Safety - Bike Box p. 35 Parking Impact Analysis p. 36 Appendix Cost Estimates p. 42 Parking Replacement Analysis p. 48 Sidewalks Gap Analysis p. 56 Summary of Meetings p. 62 p 2 p 3 p 4 BAY DRIVE | City of Miami Beach Neighborhood Greenways EXECUTIVE SUMMARY Background The Bay Drive Neighborhood Greenway concepts were then refined and reviewed extensively with Transportation staff and The adopted 2016 Miami Beach Transportation Master Plan internal Miami Beach stakeholders. The concepts were also was built on a mode share goal and modal prioritization strategy presented to the North Beach Steering Committee on October adopted by Resolution 2015-29083 on July 8, 2015, which 25, 2017. Transportation toured the area with TCED staff on places pedestrians first; transit, bicycles, and freight second; December 7, 2017. The Transportation, Parking and Bicycle and private automobiles third. Projects in the Transportation Facilities Committee reviewed the North Beach Neighborhood Master Plan are intended to move Miami Beach towards this Greenways concepts on April 9, 2017 and June 11, 2018.
    [Show full text]
  • PDF Download Lonely Planet India
    LONELY PLANET INDIA PDF, EPUB, EBOOK Lonely Planet,Sarina Singh,Michael Benanav,Abigail Blasi,Paul Clammer,Mark Elliott,Paul Harding,Anirban Mahapatra,John Noble,Kevin Raub | 1248 pages | 30 Oct 2015 | Lonely Planet Publications Ltd | 9781743216767 | English | Hawthorn, Victoria, Australia Lonely Planet India PDF Book Comprehensive travel insurance to cover theft, loss and medical problems as well as air evacuation is strongly recommended. Browse by continent Asia. Industry newcomer Jio the first mobile network to run entirely on 4G data technology; www. Javascript is not enabled in your browser. With its sumptuous mix of traditions, spiritual beliefs, festivals, architecture and landscapes, your memories of India will blaze bright long after you've left its shores. New Releases. German: Delhi , Kolkata , Mumbai , Chennai. If it feels wrong, trust your instincts. Flash photography may be prohibited in certain areas of a shrine or historical monument, or may not be permitted at all. Roaming connections are excellent in urban areas, poor in the countryside and the Himalaya. Lonely Planet is your passport to India, with amazing travel experiences and the best planning advice. Reputable organisations will insist on safety checks for adults working with children. Don't expect to find these items readily available. Many people deal with an on-the-spot fine by just paying it, to avoid trumped-up charges. The Travel Kitchen: Chennai Chicken Best of Ireland travel guide - 3rd edition Guidebook. The standard of toilet facilities varies enormously across the country. As well as international organisations, local charities and NGOs often have opportunities, though it can be harder to assess the work that these organisations are doing.
    [Show full text]
  • Socio-Economic Profile of Cycle Rickshaw Pullers: a Case Study
    View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by European Scientific Journal (European Scientific Institute) European Scientific Journal January edition vol. 8, No.1 ISSN: 1857 – 7881 (Print) e - ISSN 1857- 7431 UDC:656.12-05:316.35]:303.6(540)"2010" SOCIO-ECONOMIC PROFILE OF CYCLE RICKSHAW PULLERS: A CASE STUDY Jabir Hasan Khan, PhD Tarique Hassan, PhD candidate Shamshad, PhD candidate Department of Geography Aligarh Muslim University, Aligarh, Uttar Pradesh Abstract The present paper is an attempt to analyze the socio-economic characteristics of cycle rickshaw pullers and to find out the causes of rickshaw pulling. The adverse effects of this profession on the health of the rickshaw pullers, the problems faced by them and their remedial measures have been also taken into account. The study is based on primary data collected through the field survey and direct questionnaire to the respondents in Aligarh city. The survey was carried out during the months of February and March, 2010. The overall analysis of the study reveals that the rickshaw pullers are one of the poorest sections of the society, living in abject poverty but play a pivotal role in intra-city transportation system. Neither is their working environment regulated nor their social security issues are addressed. They are also unaware about the governmental schemes launched for poverty alleviation and their accessibility in basic amenities and infrastructural facilities is also very poor. Keywords: Abject poverty, breadwinners, cycle rickshaw pullers, disadvantageous, intra- city transport, vulnerability 310 European Scientific Journal January edition vol. 8, No.1 ISSN: 1857 – 7881 (Print) e - ISSN 1857- 7431 Introduction: The word rickshaw originates from the Japanese word ‘jinrikisha’, which literally means human-powered vehicle (Encyclopedia Britannica, 1993).
    [Show full text]
  • Planning and Design Guideline for Cycle Infrastructure
    Planning and Design Guideline for Cycle Infrastructure Planning and Design Guideline for Cycle Infrastructure Cover Photo: Rajendra Ravi, Institute for Democracy & Sustainability. Acknowledgements This Planning and Design guideline has been produced as part of the Shakti Sustainable Energy Foundation (SSEF) sponsored project on Non-motorised Transport by the Transportation Research and Injury Prevention Programme at the Indian Institute of Technology, Delhi. The project team at TRIPP, IIT Delhi, has worked closely with researchers from Innovative Transport Solutions (iTrans) Pvt. Ltd. and SGArchitects during the course of this project. We are thankful to all our project partners for detailed discussions on planning and design issues involving non-motorised transport: The Manual for Cycling Inclusive Urban Infrastructure Design in the Indian Subcontinent’ (2009) supported by Interface for Cycling Embassy under Bicycle Partnership Program which was funded by Sustainable Urban Mobility in Asia. The second document is Public Transport Accessibility Toolkit (2012) and the third one is the Urban Road Safety Audit (URSA) Toolkit supported by Institute of Urban Transport (IUT) provided the necessary background information for this document. We are thankful to Prof. Madhav Badami, Tom Godefrooij, Prof. Talat Munshi, Rajinder Ravi, Pradeep Sachdeva, Prasanna Desai, Ranjit Gadgil, Parth Shah and Dr. Girish Agrawal for reviewing an earlier version of this document and providing valuable comments. We thank all our colleagues at the Transportation Research and Injury Prevention Programme for cooperation provided during the course of this study. Finally we would like to thank the transport team at Shakti Sustainable Energy Foundation (SSEF) for providing the necessary support required for the completion of this document.
    [Show full text]
  • Rickshaw Art in Bangladesh
    76 MIMAR 39 RICKSHAW ART IN BANGLADESH New buildings in Dhaka sometimes find their way onto the back of a rickshaw before the front of a postcard. Tom Learmonth describes the plethora of images that constitute Dhaka's traffic art. he cycle rickshaw is the pre­ dominant means of transport T in Bangladesh. It provides personal transport at a price determined not by the enormous cost of imported oil but by the barely subsistence level of wages of the landless poor. It thus makes use of Bangladesh's most abundant resource, her people. Two thirds of Dhaka's traffic is made up of an estimated 150,000 rickshaws. There are thought to be around a million in the country despite periodic attempts to limit them by governments embarrassed by what they see as a sign of backwardness. The quality of life for the drivers - still known as rickshaw pullers although the hand pulled version has now disappeared - is poor. Few live beyond 40, yet their earnings are far higher than the agricultural wages they left behind in the villages. Often they are supporting families left behind. In Dhaka they are relatively well-off in the hierarchy of the urban poor. The machines they struggle to pedal, with two passengers or a heavy goods load aboard, evolved from the hand pulled rickshaw design coupled to the 1900s English policeman's bicycle, which is still manufactured by the million in India and China. The rickshaws are A main thoroughfare in Old Dhaka the rickshaw. They are paid by the assembled piece by piece in specialized showing a typical ratio oj rickshaws to rickshaw owners, almost entirely middle­ workshops in the cities.
    [Show full text]
  • A Review on Feasibility Study of Providing Cycle Track in East Zone Area of Vadodara City
    January 2018, Volume 5, Issue 1 JETIR (ISSN-2349-5162) A REVIEW ON FEASIBILITY STUDY OF PROVIDING CYCLE TRACK IN EAST ZONE AREA OF VADODARA CITY 1Urvi Patel, 2Jayesh Juremalani, 3Khushbu Bhatt 1M.tech student, 2Assistant professor, 3Assistant professor 1Transportation engineering 1Parul institute of engineering and technology, Vadodara,India Abstract—The “last mile” problem is becoming the increasingly serious problem during the process of development of the public transit. Traditional transit hardly meets the residents’ door to door travel demands, which reduce passenger satisfaction with the public transit. Also issues on carbon emission and energy saving have been taken seriously. The central concept to increasing bicycles for short-distance trips in an urban area as an alternative to motorised public transport or private vehicles, thereby reducing traffic congestion, noise, and air pollution. Targeted at low‐income groups the prime reasons for subscriptions were savings in time and money spent over other modes of transport. The main obstacle to boosting the bicycle as a regular mode of transport is safety problem due to mix motorized traffic. One option is to separate cyclists from motorists through exclusive bicycle priority lanes. A questionnaire survey will carried out from public what they want features in the bicycle track. Using that data we can design the bicycle track as per IRC-11 (cycle track design and layouts 1962). Index Terms— bicycle, transport, bicycling, motivation, non motorized modes I.INTRODUCTION As an emerging economy, India now faces urban challenges that are more complex than the western world, particularly due to the sheer size of the population and rapid pace of urbanization.
    [Show full text]
  • Bicycles and Cycle-Rickshaws in Asian Cities: Issues and Strategies
    76 TRANSPORTATION RESEARCH RECORD 1372 Bicycles and Cycle-Rickshaws in Asian Cities: Issues and Strategies MICHAEL REPLOGLE An overview of the use and impacts of nonmotorized vehicles in for several decades offered employee commuter subsidies for Asian cities is provided. Variations in nonmotorized vehicle use, cyclists, cultivated a domestic bicycle manufacturing industry, economic aspects of nonmotorized vehicles in Asia, and facilities and allocated extensive urban street space to nonmotorized that serve nonmotorized vehicles are discussed, and a reexami­ nation of street space allocation on the basis of corridor trip length vehicle traffic. This strategy reduced the growth of public distribution and efficiency of street space use is urged. The re­ transportation subsidies while meeting most mobility needs. lationship between bicycles and public transportation; regulatory, Today, 50 to 80 percent of urban vehicle trips in China are tax, and other policies affecting nonmotorized vehicles; and the by bicycle, and average journey times in China's cities appear influence of land use and transportation investment patterns on to be comparable to those of many other more motorized nonmotorized vehicle use are discussed. Conditions under which Asian cities, with favorable consequences for the environ­ nonmotorized vehicle use should be encouraged for urban trans­ ment, petroleum dependency, transportation system costs, portation, obstacles to nonmotorized vehicle development, ac­ tions that could be taken to foster appropriate use of nonmoto_r­ and traffic safety. ized vehicles, and research needs are identified. EXTENT OF OWNERSHIP AND USE Nonmotorized vehicles-bicycles, cycle-rickshaws, and carts­ play a vital role in urban transportation in much of Asia. Bicycles are the predominant type of private vehicle in many Nonmotorized vehicles account for 25 to 80 percent of vehicle Asian cities.
    [Show full text]
  • Design of Advanced Loading Cycle Rickshaw Rasika S
    International Journal of Innovative and Emerging Research in Engineering Volume 3, Issue 10, 2016 Available online at www.ijiere.com International Journal of Innovative and Emerging Research in Engineering e-ISSN: 2394 – 3343 p-ISSN: 2394 – 5494 Design of Advanced Loading Cycle Rickshaw Rasika S. Khairkar a a PRMIT & R Badnera, Amravati, Maharashtra, India ABSTRACT: The present paper is to design and development of loading cycle rickshaw. It includes the self weight of cycle rickshaw is reduced by replacing some heavier material with lighter one, the torque is nearly doubled by using gear train of torque multiplier mechanism and the unloading is done by tilting the rickshaw carriage about pivots provided on the frame. The purpose of this paper is to reduce the effort of the rickshaw puller and to have quick unloading mechanism of goods. This paper will lead to a safe, easy and comfortable mode of transport in three wheeled non-engine cargo. This is the long lasting mode of transport since it is not affected by fuel crisis and the green mode of transport thus will greatly reduce the pollution. Keywords: Loading cycle rickshaw, torque multiplier, load, unload, mechanism, aluminum sheet I. INTRODUCTION A cycle rickshaws are widely used for transportation throughout the India. The basic rickshaw is a three-wheeled tricycle design, pedalled by a human driver in the front and with a bench seat in the rear for conveying goods and luggage. There are an estimated eight million cycle rickshaw pullers in India alone, with many more in Bangladesh and other developing countries[1]. But cycle rickshaws are growing in popularity even in developed countries.
    [Show full text]