; | | | } } NTRC-150 Bee I SHA GOVERNMENT OF PAKSITAN feta PLANNING COMMISSION { NATIONAL TRANSPORT RESRARCH CENTRE axsKEHt D 786| VEHICLE OPERATING COSTS Shamim Ahmed Khan Assistant Chief AUBUST, 1991i Chapter haananene ioe pe ere tee ie eee CONTENTS Title Summary Introduction Background study Objectives Literature Review International The Kenyan Study The Caribbean Study The Indian Study The Brazilian Study National Ilighway Speed Survey Fuel Consumption Study Vehicle Operating Costs study Road Freight Industry Survey Assessment of Vehicle Oparating Conta Geographical and Climatic Condition Yolune and Composition Application of Model Aggregate-correlative Approach Micro-Hechanistic Approach Vehicle Characteristics Road Characteristics Vehicle Operating Costs Theoretical Costs Vehicle Speed Fuel Consumption Lubricant Consumption Tyre Consumption Maintenance Parts Costs Naintenance Labour Costs Depreciation Costs Summary of Theoretical Unit Costs Page iy 10 it MW 4 15 17 17 18 16 19 20 23 24 24 ar ar 28 29 30 32 33 33 36 36 45 416 46 49 49 50.| | sees ee be Bebe & be Eupirical Costs Minancial Costs Calculations Tyre Labour Charges Crew Costs Interest Costs Summary Comparison - Theoretical Versus Empirical Operating Costs Conclusion Recommendations Appendices References ap 68 10 12 m4re 12. 13. M4. 15. 16. 17. 18. 19. List of Tables Title Average Daily Temperatures and Average Honthly Rainfall Physical Characteristics of Representative Vehicles Specifications of Roads Types Vehicle Characteristics Road Characteristics Vehicle Speed ¥/S Fuel Consumption on Paved Road Vehicle Speed ¥/3 Fuel Consimption on Un-Paved Road "Engine O41 Consumption Tyre Costs Per Kilometer Against Surface Roughness Maintenance Parts Costs Per km Against Vehicle Age (PC % YP) Average Yaintenance Labour Hour Per Km Average Vehicle Kiloneterage Average Véhicle Depreciation Per km Vehicle Operating Costs Per Kilometer (Theoretical) Vehicle Operating Costs Per Kiloneter (Rripirical) © Vehicle Operating Costs Rupees Per Kn (Theoretical) Vehicle Operating Costs Rupees Per Kn (Bmpirical) Theoretical V/S Empirical Vehicle Operating Costs Per Km Theoretical ¥/S Empirical Vehicle Operating Costa Rupees Per Kn Appendix A(L) Vehicle Operating Costs Appendix A(2) Prices etee) Page 16 2b 22 an 32 39 40 45 46 48 49 50 50 51 53 “68 60 64 65 12 13The main benefits which can be quantified from road improvements are; savings in Vehicle Operating Costs, savings in Journey time, reduction | of road accéldents and the social benefits, Since the savings Costs (VOC) is i F the major benefit. The investment in road improvements can be justified by savings in VOC. 4 study on Vehicle Operating Costs was carried out by NTRC in 1985 which became out-dated due to the inflation in prices, deterioration of roads and the variation in volume and composition of traffic on road. Therefore, it was felt that ‘the YOC shonld be updated for planning and appraisal purposes, The study was launched with the aim to work out the Vehicle Operating Costs of the conventional classes of motor vehicles on paved and un-paved’ roads under the conditions prevailing in the country. Only 6 types of vehicles i.e. Car, Hagon, Mini Bus, Bus, Medium Truck and Heavy Truck have been covered in the study. The YOC have been calculated by using two different methods i.e. theoretical as well as empirical. For theoretical _ calculation the conventional models RTIM2 developed by the TRRL, U.K. have been used. However, the equation to workout the fuel consumption for Suzuki (iv)| 1000 c.c. and 800 c.c. Cars has slightly been modified. Hhereas, to calculate the empirical YOC on paved as well as un-paved roads the results of the oxperimental studies "Vehicle Operating Costs” carried out by Me. Abdul MaJeod of NTRC in 1985 and "Road Freight Industry Survey" based on the road side interviews conducted in Pakistan by Hr. John L. Hine of TRRL in 1987 have been used. However, the empirical costs calculations are partly based on the assumption which have been used for the empirical data. Therefore, the espirical YO calculated in this report are not being reconnended for use in the palnning and appraising of proJects. According to the theoretical calculations the VOC rupees per Kiloneter on paved as well as un-paved roads are eatimated as under: Vehicle Class. Paved Un- paved Car Toyota 2.68 3.5L Car Suzuki 1000 co 1.73 2.30 Car Suzuki 800 co Lat 1.97 Wagon ~ Ford 2.31 2.70 Mini Bus - Mazda 2.68 3.47 Bus - Bedford 3.58 5. tedium Truck = Bedford 2.68 3.59 Heavy Truck - Nissan a 4.05 Ww)il A a ESS The study would be updated after every 6 months or whenever there is substantial costs variation in any inout. In this connection a Computer Programme has been developed to continuows monitoring and readily updating the YOC. The current operating costs would be available on the network Computer system. The compiled information will be updated bi-annually and supplied to all planning agencies and appraising organizations (vi)The rapid increase in the number of motor vehicles all over the world over the last fer decades has led to greater demand for more and better roads requiring more resources. This has brought into sharp focus the need for ‘proper appraisal of investments on construction and improvenents of roads ‘The investment in any development sector can only be justified by saving in Vehicle Operating Costs. Any investment in improving the surface, evaluation, curvature and reducing the distance based on the exclusive idea —to save the Vehicle Operating Costs. For such type of road planning, the road planners need information, not only on Vehicle Operating costs as such, but also ‘on variations ifVehicle Operating Costs in response to changes in road characteristics, such as surface smoothness, elevation, curvature, distance as well as climate. Bacause Vehicle Operating Coats are maintained, if any, by road users, according to main costs componenets, Like price of the vehicle and parts, fuel, -oil, labour, wages of crew, tyres ete.The Vehicle Operating Costs, which consist of three possible components; (a) the direct running costs which vary with kilometer run and sppeds and include items such as fuel, oil, lubricants tyres, maintenance and repair; (b) the indirect running costs, including vehicle depreciation and oren costs, which vary with vehicle working time and utilisation; (co) the fixed costs including overheads and interest charges. Differences in road conditions affect these categories in different ways. The rougher the road is the higher the direct vehicle running costs, as bad road conditions are associated with lover speed and increases crew hours and higher vehicle depreciation. Bad road conditions also affect the fixed costs per tone/kiloneter through prolonged journey time and consequently reduces vehicle utilisation. ‘The main components of Vehicle Operating Costs are listed below: = Fuel consumption = O41 consumption - Spare parts consumption = Haintenance labour hours - Tyre wear - Vehicle depreciation - Cron costsOn the, other hand, the variables which influenced the Vehicle Operating Costs are: road characteristics, vehicle characteristics, environmental conditions and the volume and conposition of the traffic on the road. the information required to work out the Vehicle Operating Costa are as under: Road Characteristics Rise (m/kn) Fall (/km) Surface roughness (mm/km) Degree of curvature (o/km) Road width (meters) Surface moisture content (%) Rut depth (mm) Vehicle Characteristics Environmental free speed Vehicle weight Power to weight ratio (BIIP/tone) Vehicle age in kw Annual vehicle hoursVehicle age spectrum Vehicle price Tyre price Crew costs (per hour) Fuel price (per litre) 0i1 price (per Litre) Maintenance labour costs (per hour) Climatic condition Rain fall rate (nm) Temperature (degree centigrade) Volume and composition Number of vehicles on road Vehicle type In the costs and benefits analysis of the transport proJects, the reduction in Vehicle Operating Costs ‘is by far the most important and easily identifiable benefit especially in developing countries. It is generally large in these countries since the initial transport conditions , are normally very bad, and therefore very costly. Differnet types of road | have different. impacts on these costs,The reduction in operating costs benefits occur to normal as well Fas divert traffic that uses the facility under consideration. Normal F traffic usually gets the full benefits which are measured according to with and without criterion, 1.e. the differenze between costs before and after E the road improvement. As regards henefits to the diverted traffic, it is a E bit more complicated. If the diversion from one route to another of the / sano node, then the benefit will be the difference in operating costs F botueen the old route and the ney one. Bat when comparing two modes it 18 different. i As this report is concerned only with road Vehicle Operating [costs so the diverted benefits (difference in costs from one mode to another, {.e. road and rail) is not likely to be considered in depth. The jenphasis will, therefore, only be to ork out the, Vehicle Operating Costs ‘under the condition prevailing in the country. The four developing ‘countries namely Kenya, India, Brazil and the Caribean will be reviewed in P this report, who have used RTIH, RTIN2 and HDMI models to work out VOC. | The Vehicle Operating Costs will he worked out by using RTIM2 model and the results will be compared with empirical evidence in pakistan. Further details about the scope and coverage are discussed under the sub-headings “Backgroud’ and “Objectives” in this chapter. i1.1 Background The users, operators and public agencies responsible for economic planning, development and control of transport services are all interested in Vehicle Operating costs. The interest of users as well as operators is in fact as old as the motor vehicle itself. The information is needed by various agencies for a variety of purposes. For example, the agencies concerned with planning and development of infrastructure and transport servies need the information for appraisal of road investment projects. The agencies concerned with construction and maintenance of roads need the information for design of raod and bridge structures and maintenance; the agencies concerned with operation of transport services, need the information for estimating Vehicle Operating Costs. In addition to these safety. The information related to estimating the Vehicle Opeating costs Iso provides an important input for transport models of various types and s of general interest to traffic enginners and transport economists.Yarious agencies and experts had done notable work in this field. 4a far ag developing countries are concerned, the major work has been done in four countries: Kenya, India, Brazil and the Caribbean. In these four major study regions they have used differnt models and formula to work out sa well as to compile the Vehicle Operating Costs according to their environment and climatic conditions. All these countries have considered different makes and characteristics of vehicles. The road characteristics, vehicle characteristics and other input inforration used in the above-mentioned four study regions vary. In these studies the models used for estimating the costs of each component are also different. It is true that the exact Vehicle Operating Costs cannot be predicted because of changes in road characteristics and prices of relevant items over the time span, In fact it is out of human reach to know what exactly would happen in the future. Similarly, it 1s impossible to predict the exact future Vehicle Operating “ost. But with a certain degree of acouracy, the future physical as well as financial costs can be predicted ‘—epending “upon relevant factors, but it is not a simple problem. Many factors correlate with each other and different factors influence in different ways in different areas of the world.The relationship beteen speed and Vehicle Operating costs is of particular improtance. Various cost components behave differently with change in speed. For example, the fuel consumption is high both at very low and high speeds and is lowest at optimum speeds. Other physical cost components like, off consumption, wear and tear of tyres, breakes, parts eté., increases with speed. On the other hand, time based costs, like interest, depreciation, wages, decrease vith increase in speed However, both physical and time based cost components vary with speed, therefore, the operating speeds provide an important input in estimating the Vehicle Operating costs. In the results of the above mentioned four major studies it seems that the theoratical estiamtes vary with experimental results which is also a debatable point. 4n ideal and standard model for Vehicle Operating costs’ shoud be transferable across countries and also over time within the given country, such models may locally be adopted by correcting the values of the necessary regional factors.The details about the models used in the for major studies will be discussed under the literature review in chapter-II. No attempt has so far been made in context with Pakistan to develop a model for estimating the Vehicle Operating Costs. Nevertheless in assessing the benefits of road project investments, its improtance cannot be ignored. However, the national Transport Research Centre, pakistan, has | calculated Vehicle Operating costs which are based on the experinental data. There is therefore, a need to either adopt a.model which has been used in one of the four above mentioned stadies or develop a suitable model for Pakistan. The main purpose of this report is to estimate the Vehicle Operating Costs by using an appropriate model and these estimation which whill be collected by conducting a small scale road’ side user’s survey.Cars Coaches Wagons Rickshans Hotor Cycles But due to The Principal aim of this study was to york out the Vehicle - Hind Buses - Buses ~ Vans ~ Jeeps - Trucks - 2 axles - multi axles non-availability of primary data the VOC regarding x Cycles, Rickshaws, Jeeps and Yans could not be forked out The study would be updated after every six months or whenever re is substantial cost variation in any input. The compiled. infornation (111° bo updated bi-annually and supplied to all planning agencies and‘ International Low and’ Kinnear-Clark: the first report on Vehicle Operating One’ of the earliest surveys of Vehicle Operating costs was arried ‘out by the research associate Professors, Hoyer and Winfrey (1939) the Civil Engineering Department of lona State College. In this survey ported the cost of operating rural mail carrier, They examined the \ ofl, maintenance and tyre costs on paved, gravel and earth roads in~12- Ipanval was only for cars in rural areas. Some information however, as also reported about truck costs. : In 1963 “Winfrey compiled all part survey data and analysed the available experiments relevant to the operating costs and produced a lication for road © planning for the following fifteen years. But this For the highway proJect appraisal in the developing countries, ‘the World Bank (de Weili, 1966) compiled the vehicle cost tables and blished “Quantification of Road User Savings’. Most of the data were tained from Winfrey reports, which were according to American environment~13- In phase-I of the program the research was carried out by the ssachusetts Institute of Technology, the World Bank and the Transport and jase-I of the program predicted highway deterioration and economic lationship in developing countries were inadequate. The phase-II of this Kenyan study The Caribbean study Indian study hs Brazilian study The above mentioned studies were conducted between 1975 to 1982. of different environmental condition, road and yehicle racteristios “the estimated costa varied in each study region, The brief i froription of each study 1s reported in the following paragraphs,| 1 The team of the Transport and Road Research Laboratory (TRRL), EU.K., carried out ‘the Kenyan Road Transport cost Study’ in 1975, As mentioned in chapter-1, the climatic conditions of 4 ‘The Kenyan study was carried ont in the Kenyan highlands, which @ moderate rainfall areas (kisumu and nairobi). The peak period of the Gruinfall is fron Warch to May. This 1s the most productive agricultural nd so is a densely populated area. The temperature is very low in this parea. The survey to collect the user data from vehicle operators was Parried out by two parts, i.e. (1) an experimental study of vehicle speed. < fond fuel consumption; (2) a road user survey. The survey data vere obtained ‘tron 289 vehicles (43 cars, 74 light goods vehicles, 78 medium / heavy ‘uoks -5 to 26 tonnes payload and 121 buses of more than 30 seats).-15- The Kenyan study yas carried out before 1975 when fuel was relatively cheap and vehicles observed were. purchased at that time. The(gst ‘yatms puR sdaveg) ‘epTng TeqIeeM PTAOH PUL + F77n0S oleae wpe 6 [e ot oe fastce oe [eo me or fects ax jorcon er [tect male wo lor mje a cf wen a mre oe free m fren ce ere weve te fer or ot [te sce foe ae te [see ee ve joer ceo joe ot se eetet ve [seat pores ez Jaren vc boc cx oe [ameee te [ese te [occ ic |e or ve ee cr se jes or or az feiroe ve 3 ® daa a9 °° qe |scrce we fooree te joree we fo ot ot [sor reoje st apse et joa oc ae [eevee te |oceee we jurer oc fr are je 6 ce jo ve ae cc fac me oe [emoe se [ower we [o> cee [es ore jo 6 cc foot ce ose wre rove [ee ae or [oreer te fos cr te fax cx se fet zz ce jor - ore ce leo sc {voc ox [ae ve ve [oe ex te [oe ceo ect te cx jrocer ee ferret come og fre ox xe [tee ot ex we oe [es we ox [ec te oc fomtte ee ject st ce Jose et ca ft eo fue 8 re we ot jor ce oe [rvee ox occ se ee [se ct coe ae fer gre |e es fe ae oe [sete or jos te oe [sree oe famer ce jereee ee came | see : ecafeeales wealece ieee = = ee oe | oe (am ty) TIEFUTey ATuauoR eBezoAy pur (GE PuE KER ‘D +E) Sosnavsodmey ATFEg efpzeAy F{ F:502-1T- + the findings were finally published in 1982. The data were analysed over a “period of 12 months. Barbados comprises flat to rolling areas with small hilly parts, A test fleet of three instrumented vehilces were used to measure fuel consumption. Free speeds were obtained for three types of vehicles iz. cars, light goods vehicles and trucks. The total vehicle operating sts in monetary units per 1000 kilometers at different speed levels and b @ road characteristics by using vehicle age (VA) methods. 1.3 The Indian Study the Indian study “Road User Cost Study in India” was conducted [and finally published in 1982. The vohicls used for fuel oxperinents ere locally manufactured. 1977-82) by the Indian Central Road Research Institute based at New Delhi 2.14 Tho Brazilian Study The work on Brazilian costs study was started-in 1975 and thé nal report was published in 1982. This report was conducted by thé inistry of Transport, Brazil. the Brazilian costs sutdy is more prehensive than the other three studies both types of surveys, i.e.: road ide survey and road user survey were carried out for this study,18. A fleet of ten different types of vehicles here used to conduct fuel experiments at different conditions. National, The NTRC is responsible for research, planning of development and tHoteat operation of facilities at national level: The Centre has so far Bonpleted more than 100 research studies, ost of them are in the area of oad and road transport. The NTRC is the only organization which is The NIRC report No.51 was carried out in 1980 by Hr. Abdul HaJoed, | the Centre. The report comprises the mean speeds of vehicles on-19- It ig evident that the road surface roughness, gradient (rite i plus fall) and degree of curvature are the main factors which influence the | vehicle speed. In addition, this survey was carried out only in the day ‘time, whereas. in the night tine the conposition of vehicles differs from "the day. For example, most of the freight movements are during the night. |) therefore, this speed cannot be used confidently in assessing the VOC | nodel used to estimate the speed is based on the sinple linear function of width of the road and volume and proportion of slow moving vehicles. However, the results reported in the study are checked and derived fron “Wighway Speed Survey’ discussed in section of this chapter, provide more realistic estimates of fuel consumption at varying speeds. In. the experimental survey the fuel consumption hasbeen predicted on the sis’ of speed of vehicle. Another variable like road-characteristics, viz. jurface roughness, rise plus fall and degree of curvature, which influence-20- the vehicle speeds and subsequently the fuel consumption have not been incorporated. The characteristics of vehicles used in the experiments are ‘shown in table-2. [woud Islamabad federal capital, which ie mostly rolling and gradient | E area. However, few tests were made at average rise plus fall 0.4 and 2.9%. This report Ho.79 was also carried out by Mr. Abdul HaJeed, in {1905 of the Contre. The results of the highway speed survey and the fuel jpneunption study have been used in this study to.estimate the VOC. the ther base data havo boon dorived from the’ studies carried out in Aitterent countries and other agencies in Pakistan. In the report the Hehicle Operating Costs have been conplled for three types of road vis. faved, un-paved and ‘shingle. The costs of different components have been mpiled by given. road characteristics and quantity unit costs were tiplied with prices of each component,| | | | } ~2t- i : In the study the correction values have been provided for ] roughness, rise and fall, degree of curvature. } ferent costs components at varying road characteristics 1.e. surface Table-2 Physical characteristics of Representative Vehicles ! Gross 1 ft : «| Type of Vehicle and make | Weight, ! No of | No of tyres cet 1 axles | excluding spare ! tonnes Car 1000-1300 ce - Toyota 1.0 = 4 Hagon/mini bus ~ Ford oe 2 4 ~ Transit Bus - 62 seater - Bedford 10.0 2° 6 Truck - Bedford 14.0 2 6-22- Table-3 Specifications of Roads Types Gradient Curvature | Roughness n/km degrees /km | /km siesta-23- 2.4 Road Freight Industry Survey The study was carried out is pakistan by Mr. John L. Hine of TRL, In this report Hr. Hine has estimated the operating costs of freight fransport as a part of the study. The estimated operating costs in this ‘eport are based on field surveys and road side interviews of drivers and Foperators. The results of this report will be used to calculate the empirical operating costs of goods vehicles.2h 3. Assessment of Vehicle Operating Costs. a Geographical and GLinatic Condition Pakisten is lying between the latitudes of 23 45 north end between the longitudes of 61 and 7 31 east. Pakistan stretches over 1600 kn north to south and about 885 km broad east to west covering a total area of 196,095 square km. tk comprises of four provinces: The Horth-Hest Frontier “Province (HEP), PunJab, Baluchistan and Sind, of these, Baluchistan is the largest province, with an area of 347,190 square kn, followed by Punjab , 205,344 square km, Sind, 140,914 square km, tho NHFE, 74,521 square km. The Federally Administered Tribal Area (FATA) covers 27,220 square kn and the Federal Capital (islanabad) area is 908 square kn. The Punjab ie the largest province in population. Whereas the Karachi is the most densely populated city, folloved by Lahore city of Punjab and 50 on, In addition to these the Azad Janu and Kashnir (AJK) is also the pact of Pakistan, which 4s in the north part of the country.-25- Pakistan is a land of diversified relief. In the north it is bonded by the Iimalayan ranges; the Karakoram range and the Hindukash beyond it. The Himalayas have an average elevation of 6100 motres with some of the highest peaks in the world. K-2, 8111 metres is the highet peak of the Karakoram range and second highest in the-world, Tirich Mir, 7736 motres is the highest peak of the Hindukash. Below the Rarakorams is the parallel range of the Himalayas extending far to the east and on the west, ending up at the Nonga Parbat peak, 6068 metres standing eighth in the world rating. Out of the total 796,095 square, km about 475,684 square km is in the north-west and weat from a highly differentiated mountainous terrain. ‘The remaining 320,211 square km is a flat and gradational surface. Pakistan comprises the following six major physical ‘diversions or regions: (1) northern mountains, (2) Hestern off-shoots of the Himalayans, (3) Baluchistan plateau, (4) potwar plateau and the salt range, (5) upper and lower Indus plains, (6) the Thar desert.' the world in Skardu, Hunza in the northern area, Along the coa: the climate | monsoon clinate. varies from 0 to 26 ~26- Pakistan is located in the north of the tropic of cancer and possesses a great range of climatic diversity, from sone of the hottest in the world in Jacobabad and Sibi districts (Baluchistan) to the coldest dn stal belt, jg modified by soa breezes. Pakistan is on the margin of the In the plain, the temperature in the month of January and in June/July from 21 to 46 whereas in the nountainous are, the temperature in the months of January/february varios fron - 11 to 4 and in the months of June/July from 11-20. The rainfall in the plains varies from 12.7 em in upper Sind to 125 cm in tho Himalayen sub mountain area, while in the lee of these mountains, in the gilgit Agency and Baluchistan, it is hardly 16 om. It usually takes place during July to September due to its monsoon origin. In the hot keather, occasionally high rains follow the dust storms. Apart from above the water logg also influences the road deterioration but the exact information avout the water logg is not available. But it is generally known that in most of the plains area the water logg exists.| | -2T- 3.2 Volume and Composition The information about the volume and conposition of traffic on the raod is needed to determine the speed at which vehicles will move, Lf the road is congested the speeds slous down. In both conditions at very low and very high speed, the fue! consumption is high and is lovest at optimal speeds. The traffic volume is both very low or high, according to the road capacity and 1s affected by the vehicle speed, fuel consumption and subsequently the VOC. The composition of f ast and slow moving vehicles on the roads also influence the speed. the number of vehicles on roads or in the-country in 1989 stood at 1,895,500 of which 86,534 were trucks, 48,298 buses, 26,320 delivery vans, 33,609 taxis, 50,677 auto rickshaws, 237,966 tractors, 35,041 wagons, 27,745 Jeeps, 331,451 cars, 745,921 motor cycles’and scooters and 71,938 others. 3.3 Application of Hodele In order to develop the models to predict the VOU and the research efforts which are being made for the past fifteen years by the nunerous experts this can be divided into two categories, viz. aggregate- correlative approach and micro-mechanistic approach. These approaches are briefly described below,-28- 3.3.1 Aggregate-Correlative Approach Under this approach the models produced are expressed in simple algebraic forns. Aggregate-correlative models have been developed in the major studies conducted in Kenya, the Caribbean, India and Brazil. The Kenyan and the Caribbean studies conducted by TRRL, to predict and caloulate the VOCs, the Road Transport Investment Hodel (RTIH) have whereas for the Brazilian study the work was implemented by the Brazilian transport Planning Agency (GKIPOT) and by the taxes Research and Developnent Foundation (TRDE) ag the contractor of the Horld Bank, which served as the executing agency for UNDP. A separate computer model to predict speed and fuel consumption has been developed for the study. The Indian study waa carried out by the Central Raod Research Institute of India (CRRI) Jointa sponsored by World Bank and the Indien government. The flighway Design Model (HDM) has been used to predict the VOC. For this aprroach less data base from users ig required. In fact every model is supplemented by the following nodéls. The TRRL has now develped an advanced version of TRIN model named RTIH2. Similarly, the World Bank has improved their model HDM and named it HDMIII.| 9.9.2 More = Hochanistic Approach -29- Bs The aggregate algebraic functions are easy to use and locally / adaptable providing the values of the necessary regional factors. Under (this approach the poineering kenyan models have beén implemented in Road Investment Analysis Model (RIAN), the first voraion ‘of Road Transport “Investment Model (RTIM) and an early version of the Highway Design Hodel | (HDHD. The caribboan modols have been incorporated in the ‘latest version of the RTIM model (RTIN2), and the kenya, India and pone of the Brazilian models have been included in the new version of the MDM model (HDMIII) This approach has a genral tendency to depend less on a large data base of a single field study than the aggegate-correlative approach. In this approach comprehansive details of independent variables of each road section are required. This approach is particularly based on theory ) and has an inherent tendency to transfer in other conditions. This model © has less provision for empirical quantification than agaregate-correlative. In this model no provision’ for road surface roughness is the main variable |: which influences the vehicle speed and subsequently fuel consumption. Host of the models used in the major VOC studies are based on the aggregate-corre|taive approach.-30- Due to non-aviabiljty of details, road characteristics and sone other limtations our own equations cannot be checked from the above nentioned models, therefore, to estimate the VOCs the methodology will be to use the RTIM2 model. The equations for each component will be used on computers by given ranges of road characteristics. The average rise plus fall for paved road will be from 5 to 20 m/km, ‘average surface roughness from 2000 to 4000 mu/km (bump integrator) and the average degree of curvature will be from 50 to 200 /km. Whereas for unpaved roads the rise plus full will be from 6-20 m/km, average surface roughness from 6000-8000 mm/km (BI) and the average degree of curvature will be from 100 to 250 /km Most of the common vehicles which are operating in the country have been taken to work out the VOC. The detail characteristics may be seen in table-4. Pakistan ig assembling Suzuki-800 cc, and recently has started the assembly of Suzuki-1000 “cc. Therefore, Suzuki-800 cc has become the, nost common car in the country. However, it 1s rather small to be taken ag a typical car, the typical car is sone rhat larger. The Toyota Corolla ha also been considered in this analysis asa typical car with a 1300 cc engine. This is a popular vehicle and alnost similar to other popular cars viz, the Honda, Nissan, Bazda and Lancerozxoort 9 O0€z/o61 AD0DUL UESs yy 0z*006 9 0092/86 1eseig ozEerz P4ospag Sx ozezneN : ozxszg 9 0092/86 1aseig Paoypag s3sne glx00°L 9 Onn /S406 L>se1g O0SEL epzey S3SN8 iniW IxSL9 4 “EH Ae jesa1g VAZ~no# p4oy Noown, TIxSE"s 4 DOBE/0S 10432 39 COOL :ynzng zixs9-s 5 O0SS/S"6E Je438¢ 9° Og :ymzns ¥-08 ay ELxSt-g + 9°29 S621 [0129 et Jo109 erodey saya SETS aT HART BART TS BaF F-SNEG———EEETE-eTSToSS ‘SSRs [ese SS TER hetaez~92- 3.5 Ros i ‘As reported earlier in this chapter the road characteristics vin. surface roughness, rise plus fall and degree of curvature of any region or average are not available therefore, differnt ranges of such variables ahave been assumed to use in the equations. The ranges of raod characteristics which have been used to estimate the VOC are shown below in table-5, Table-5 Road Characteristics % Rise and Fall ! Roughress { Curvature ! Pavement Type ' (m/km) ! BI (me/km) $ ( /km) 1 Width (m) 3 Paved 5-20 2000-4000 50-200 8 Un-Paved 5-30 6000-8000 100-250 peed In the following chapter the theoretical estimates of the main components of Vehicle Operating Costs as well as models used to derive the results have been reportd.-33- CHAPTER-4 4, Vehicle Operating Costs It is evident from all of the exercises: doe in the past that theoretical costs vary with the empirical cost. Assuming that this due to the reason that in the theoretical equations no provision has been provided for the different makes of a vehicle class. Sinilarly in the vehicle cle cahracteristics and volume and estimation the road characteristics, composition of the vehicle’ on road of the region have been taken as an averages. Because the theoretical models have Leen used to predict the Vehicle Operating Costs at country level instead of a particular road section or a vehicle class and its make. It is also established from the results of the major studies discussed in chapter-2 that in the theoretical estimation the over heads are not included. Accordingly it may be assumed that the theoretical costs should be less than empirical. In order to check the differences in the theoretical anc the exper ingntal unit costs of each component as well as total Vehicle Operating Costs, in the Running chapter the theoretical as well as empirical ccsts have been calculated. 4 Theoretical Costs In the following section the theoretical unit costs have been derived by using the RTIM and RTIM2 models. The equations used to derive the costs of each component on paved and unpaved roads are as under.-34- Paved Ronds V 102,6-372R5 -0,076F L-0.111¢-0.00498 ~ (53.44499/V40,.0058V 741. 594 AS-0.B54UF) x1.08 Te = (~.060140.0000764R) x10 PC = (-5,50+0.002628) x10" avPxk Ut = (851-0.078R) xecaue oP = 0,2510.0787 Wagons Vo = 86.9-0,418RS-0,050FL-0,074C-0 0028" TF (7h.741151/140.0131V242.906RS-1.277FL) x1 .08 Te = (-8310.058R) xt07® Pc = (+5, 5040.00262R) x10~ UU = (851-0.078R) xpc/vP DP = 0,25+0.078Y " Buses Vos 72.5-0. 526RS+0 .067FL-0.066C-0 00420 F = (-1B.6+69: 2/6/9037 10.014 3V"4h, 262RS~1.834FL-2.4OPM) x11 Te = (8340,01128) .L, 10°? Pc = (-0.6740.0006R) x10 SavPxk! Ul = PCOS op = -0,317+0.625y'73 Medium Trucks vos 51.3-0,222RS-122FL-0.017¢-0.00106R+, 559PW F = (105.4903/040.01430 744, 3625-1 854. -2.4OPW) 1.13 Te = (83+0.0812R)..1077 Po = (0.48+0.000370) x10” Yu PaK Lt = Pes0.45 oP = -0.31710.625y 173 Henvy Trucks Vos 6B.1- +519RS+0.030FL-0.058C-0 000A F = (48.6169, 247711490370 40.010 3V7 44. 36aR5 1.834 L=2.4OPW) 113 Te = (8340,0112n).0.1077 . PC = (0.4840.000370) «107! av Pk. Ur = Pev0.45 OP = -0,31710 6267'43-35- Unpaved Roads 84 .2-0, 210RS-0 .070FL-0. 118C-0 .00089R-0. 13-0, 19RD (-46.94614/v40,0079¥7+1,723RS~1 ,066FL #0.00113R10..82L) x1 .08 : | (-0.060+0,0000 7648) . 107 (-5.5040 .002628) x10” (851-0.078R) xPC/VP OP = 0.2540,078Y Wagons : va F ¥ = B1,2-0.317RS-0.059FL-0.097C-0 .00095R-0.29H-0.20RD F = (72,8+87040.01370 742. 826RS-1.306FL40.001 10R+1. 76L) x1.08 Te = (-8310,058R) 1076 PC = (-5.5040.00262R) x10"! LH = (851-0.078R) xe VP. oP = 0,250,078 { { I i Buses V = 62.6-0,492R5#0.010FL-0,046¢-0 ,00036R-0. 164-0.09R0 Fm (232.0469, 2 FTA 796/0 10.0150 24h. 176NS~2.216F L000 1451 YL -2.629M) xT IY Te = (8300.0112R) t.107? PC = (-0,6740,0006n) x10 Sw PxK* Un = Pcx0 is op = -0.31740.6257'73 Medium Trucks Y= 69,3-0,433R5 +0.004FL-0.061¢-0 .00060R-0.22H-0.27RD Fos (122,04796/V 40 .0 150V7+4, 176RS-2,216FL40.00145R41.97L~2.62°H) x1 613 Te = (8310.01 128) .L.t07? PC = (0.4840.00037R) x10” xvPxk UL = Pe30.45 op = -0.31740.6250 1/3 Heavy ‘Trucks V = 69. 3-0,433RS+0 .0OKF-0 06 1C-0 .c0060R-~ »22M-0.27R0 F = (32.0469. 2000+796/0 10.0 150V7 +4, 176R5-2.216FL40.00 145R41-97L-2.62°M) x1..13 Te» (310.0112) 0.1077 ut Pc = (0.4810.00037R) x107! "ew pak UN Pe xO .45 op = -9,317+0,5257! | ny-36- The notations used in the equations are as follows. 1 PC ut oP RS FL Pw aw NOTATIONS Vehicle speed km/hr Fuel consumptton (1/103 km) O11 consumption per 10? km Tyre consumptton per 107 km Volntenance parts cost per 10> km Maintenance Vabour hours per 103 km Depreclation percentage of new vehicle price Rise (w/km) Fall (n/km) Surface Roughness (wn/kn) Degree of Curvature (°/km) Altitude (meter) Power to gross vehlele welght ratio (bhp/tonnes) Gross vehicle weight (tonnes/kg) Age of vehicle (km/103) Age of vehicle (years) Road width \Rut depth Holsture contents (%) Vehicle price (Rupees)| | -37- 4.1.1 Yel Sper In the Vehicle Operating Costs the vehicle speed prediction need to determine the crew costs, interest and depreciation. The fuel consumption is a major component in the Vehicle Operating Costs which influence the vehicle speed. The model used to predict vohicle speed is a simple linear function of highway characteristics viz average rise plus fall, average degree of curvature and surface roughness. The results derived from the linear equations are reported in the table 6-7. 4.1.2 Ruel Consumption Fuel cost is the main component of Vehicle Operating Costs. The models ued to predict the fuel conumption took into consideration the speed, road characteristics i.e. gradient and in some models, roughness, but not curvature except where curvature affects speed, The model applied for fuel consumption related directly to the vehicle speed and highway characteristics. It is evident that at constant speed, other than steep grades, the relationship between fuel consumption and vehicle speed is U- shaped. the fuel consumption models shotin below have this U-shaped form. Fuel consumption being minimum when vehicle speed is equal to (b/2c) 1/3 (assuming b, © positive).-38- vehicle weight (tonnes) using user survey fuel consumption data and adds Prodictions to be made for heavy goods vehicles and buses. To incorporate Gthis adjustment add (-154+69.2 (GYH ) to the mediue truck fuél consumption Fequations. To convert the fuel consumption predictions use the equations “nentioned above to predict’ fuel consumption under normal operating F conditions. The equations are mentioned after converting coefficients on It is also mentioned here that during the analysis it has been observed that to workout the fuel consumption for different type of cars, no provision is available in the equations of pre model. Therefore the ‘equation has sliglitly been modified to yorkout the fuel conauaption by [using a correction factor. This correction, factor is based on the empirical +020 and -0.033 respectively, These factors have been incorporated in the original equation used for Toyota 1300 ¢.c. car, q The predict fuel consumption at difi-rent speeds and road characteristics are reported in the table 6 & 7.n Table-6 175 Fuel _Consuaption raved Re Average rise and! Average! fall! roughness! alka} VSpeed | Fel | Speed | Fuel ! Speed 5 w00-4000 Car Toyota $2.00 120.54 04.50 114.77 60,90 Car Sueukt 1000 92.00 100.54 @5.50 94.77 80.90 Car Suauki B00 $2.00 97.55 86.50 81.77 £0.90 Yayo TH.25 1%.01 75.55 199.66 71.35 Hing Buses | BKAP 19500 61.19 189.76 57.87 Buses 8447 276A BLN? 273.85. 57.07 . Medium Trucks 62,53 10690 597.63 181.20 96,79 Meavy Wucks 62,59 299.67 59,43 274.94 56.73 02000-4000 Car Toyota BF. 122.18 ar Soruki 1000 87.76 192.16 far Suonki ROO B97 87.16 83.45 78.66 ¥agon Tt HBA 191,07 63.51 ini Buses 62,20 205.78 50.90, e024 55.40 a 42.20 206.27 50,99 280,74 55.60 275,67 52.30 271.08 Hediun Trocks 60.08 198.41 191,76 S420 187.27 81,38 109,60 Weavy Trucks 60,08. 207.7% 305.39 54.20 301.07 51.32 297.07 116.45 78.5 $5.87 78.68 15000-4000" Car Toyota 7.53 123.31 81.98 118.26 78,49 119,20 Car Suzuki 1000 97.59 102.31 81,98 98.3 76.49 99.30 far Suruki 900 87,52 99.91 91.98 85.38 75.07 80,30 Wagons 72.2} HOH.42 68.99 200.45 64.83 194.99 Nini Roses 57,61 307.27 S431 392.97 S101 217.08 Roses 57.61 307,27 54,31 302,99 SICH 277.98 47, Medina trucks $5.17 179B S227 219.38 A797 209.0 4.47 206.59 Heavy Trucks’ 55,19 320,12 $2.29 326,72 49.97 322.27 46,49 320,10 2 2000-4000 Car Toyota 85.29 120.25 115,40 11.02 Cor Suruki 1000 05.29 100.25 74.19 95.40 1.02 Cor Suzuki 800. 85.27 87.25 14.19 82.40 78.08 Keqoas 61.55 210.BE 49,12 205,28 200.53 Mini Buses $32.02 BMA Ob.M2 240.79 27.71 Buses 51.0 RUG M2 21 eF aia Nedivs trucks $0.29 278.06 W450 P23.5 26.71 Heavy Trucks $0.39 W962 W450 m8.72 a9Average ! rise and! Average fall (alee) + roughness! Centind 6500 7000 17500 ! Vehicle Type far Toyota Car Suzuki 1009 Car Suzuki 000 Hagon ink Buses Buses Hediun Trucks Heavy Trucks Car Toyota Car Suzuki 1000 Car Suzuki 800 Kagon Hint Buses Boses Hediua Trucks Heavy trucks Car Toyota Car Suzuki £000 Car Suzuki 800 Hagons Hin Buses Buses Hedive Trucks Heavy Trucks Car Toyota Car Suruki 1000 Car Suzuki 890 Wagors Nini Buses Buse Hediun Trucks, Heavy Trucks 56.50 56,50 56.50 52.44 19 ana 44,02 44.02 5h. 56,0 56.06 51.97 an nn 93.78 93.78 35.61 55.61 55.41 31.09 91.55 47.55 13.02 43.42 55.17 55.17 55.17 51.02 0 4.37 4.2 43.2 “te Table-7 109.35 89.35 15.35 171.08 214.46 296.52 205.28 317.2 109-42 89,63 15.63 171,07 215.07 277.14 205.80 ann 110.20 0.20 h.20 W.07 245.67 271.73 206.3 318,29 0,20 90,20 74,20 itt abe 270,98 206.84 10.02 105.32 85.22 TL 165,68 al 29.83 202.41 314.40 105.67 85.87 nT 63.81 212.39 am.t5 202.98 314.48, 108,02 34,02 x 169.90 213.01 25.07 203,55 215.54 106,38 06,38 7.28 166.08 213,63 295.69 20te 36.1 4h Sh 47 4am 43.31 43.31 we m9 tab 48.26 44.2 42.27 a3 42.13 37.82 37.62 43.01 43.91 43.81 Oe) 42.95 2.95 37,92 3.38 43.37 43.37 43.37 $l an “7 37.02 37,08 102.27 38.9 02.27 30.8 68.27 38.85 W613 37.87 209.35 AL.01 2NLAL 41.01 200.10 34.87 312,08 34,97 102.68 30.36 82.88 28.36 18.48 38.34 161.58 37.42 207.99 40.89 292.08 40.83 200.72 34.87 312.7 34.57 103,12 97.91 89.42 37.91 69.12 37.91 181.82 26.9% 210.63 40.65 aye.67 40,65 201,96 34,27 319.34 34,27 109.55. 37.47 82.59.3747 89.55 37.47 162,08 36.47 au.2o 40.47 293.24 40.47 201.99 33.97 3197 32.97 100.31, 0.31 66.31 38.27 207,83 29.29 199.42 310.39 400.69 90.63 $6.83 130,06 207.99 287,95 199.41 311.09 101.36 BL.3% 67.36 159.03 200,55 257.9 199,00 311,78 101.89 81.69 $7.89 139.43 209.83 aL. 200.59 312,48| Average ! ! rise and! Average! fall! roughness! (afkal ! Una/ka) | Vehicle Type 5000 Car Toyota 472 110.43 48.82 105.78 42.92 103,99 37.02 108,49 Car Suzuki 1000 54.72 90,09 $8.02 Bb.74 W292 8.97 97.02 B2.AT + Gar Suzuki 800 54,72 76.43 48.82 72.74 42.92 69.99, 37.02 68.43 Nagons 50,54 171,13 45.47 166,19 $0.86 182.35 35.99 159.04 ini Fuses 47.19 16,87 44.87 214,26 42,57 211.93 40.27 209.91 Buses S719 BO, A487 296,38 02,59 299,97 40.27 291.97 Nediun Trucks 48.82 207,37 39.77 204.72 3,72 202.64 33.67 e121 Heavy Trucks 42.62 319,35 99.77 316,706.72 314,62 93.67 313.19 106000 Car Toyota 55.1 H14,8S 47.2 108.06 99,20 108.24 37.40 103.59 Car Suauki 1000 55.1 1,85 47.2 08,08, 49,30 65.24 37.40 83.57 Car Suzuki 600 55.1 77.8) 49.2 74506 49.90 T12V 27.40 69.57 Hagar 50.58 177,08 45,71 172.05. 40,86 168.20 36,01 185.70 Hint Buses 45.50 222.72 43,20 220.40 40.90 E18,2L 38.6 216.42 Buses 45.50 304,73 43,20 302,37 40.90 300,27 38.5 278.48 edie Trucks 1.87 214.23 38,82 211.79 95.77 209,91 22.7 298.72 Heavy Trucks 41.87 326,25 30.62 323,77 35,77 321.87 32,7 320.70 4500 Car Toyota SHs5 N2sIS 45,78 107.38 42.05 195.89 35.95 104.14 - Car Suzuki 1000 54.85 92.15 46.76 87.98 42.05 85.67 3H9 OLS Car Soruki G00 54.45 78,15 45.76 73.98 42.86 71.57 34.98 70.18 Hagoo 50.07 I7TsI 45.24 172.23 40,9 168,50 33.54 166.13 Mini Buses 5.32 229,99 43,02 220.96 40.72 218.00 3042 217.1 Buses 95.42 305.4) 43,02 203.02 40,82 200.75 38,82 299.17 Hedin Trucks 41.37 214.83 38.52 212,40 35.47 210,50 32.42 209,46 yy Trucks MAST 326,01 98.52 924,98 95.47 322.57 3242 32144 1900 Car Toyota = SHBL L2H 48.91 108.78. 42.41 104,13 35.51 104.60 Car Suzuki 1000 54.21 92.05 48.31 88.78 42H 26.51 ABB Car Suruki 800 54.21 78.06 48.31 74,70 WAL 3.51 70.68 Wagons 49.61 177.I7 94.78 172,40 39.91 35.08 168.57 Nini Buses 45,14 229.9% 42.84 225.60 40.54, 219.5% 30.24 27.01 Buses 45.14 306,02 42.94 302,66 40.54 101.60 38.24 19.97 Medium Trucks 41,27 215.97 38.22 213.02 35,17 211.26 22.12 210.21 Heavy Trucks 41.27 927.37 30.22 325,00 35,17 923,24 32.12 B2WIFsee Average ! ! rise and! Average. ! fall! roughnes (afie) { tanita)! Vehicle Type! Speed | Fei rage degree of cu 7500 Car Toyota $3.77 112.76 47.87 109.16 41.97 106,59 96.07 105.24 (Car Suzuki 1000 59.77 92,76 47.87 89.18 41.97 84.58 35,07 85.24 Car Suzuki 600 53.77 70.76 97.97 75.16 41,97 72.58 4.07 hee Wagons ADIN TTBS 84.29 172,57 IHN LRAT 34,59 167.08 ini Buses 4,98 224,50 42.86 222.25 40.36 20.21 38,06 210.50 Buses 4.96 306.84 42.66 204.31 40,26 302.27 38,06 200.55 Hediue Trucks 90,97 245.95 37.92 213.89 34,87 211.95 31.82 21097 Neavy Trucks 40.97 327.97 37.92 225.61 34,87 329,93 31.92 328,96 8000 Car Toyota 59.32 119.06 47.42 $09.54 41,52 107.05 35,62 105.01 Car Suruki 1900 53.92 93.08 47.42 87.58 GL H/0d 1.2 HO.EL Car Suauki 900 52.92 79.06 47.42 75.54 41.52 73.05 35.62 71,8 Wagons 48.86 177,33 43.01 172,77 38.96 169.42 ll 187.51 Wink Buses 44,78 BB5.2t 42.48 222.90 40,18 220.07 37.68 219.20 Buses 44.78 307.27 82,48 304.96 49.18 302.95 37.08 301.26 Hediue Trucks 40.67 216,51 37.42 B14,26 34,57 212.8) 31.52 211,77 Heavy Trucks 40,67 320.47 37.42 326,24 34,57 324.42 31.52 229,71 20, 4000 Car Toyota 58,30 117.04 45.40 113,08 40.50 111.37 39.80 110,41 Car Suzuki 1000 52,30 97.04 45.40 99.68 40.50 91.99 34.40 90,41 Car Suauki 600 $2.39 79,24 40.40 97.88 40,50 77.37 34.60 76,41 Wagon 46.29 107,52 41.95 185.40 97.10 102,57 32.25 181.29 Nini Buses 40.88 240.17 38.39 230.41 36,08 297,00 23.78 235.97 Buses 40.88 322,23 3838 220.47 26.08 319.04 33.79 318.03 edie Trucks 97.58 293.10 34.59 231 Heavy Trucks 37,58. 345.98 34,59. 343, 31.48 230.59 29,43 230,57 7 31.49 942,58 28.43 342.59 6500 Cor Toyota SL,B6 417.37 45.98 118.08 $0.08 H11.99 3H.16 110.99 Car Sueutd 1000 51.86 97.27 45.75 94,08 40,08 91,99 34.16 90.99 ar Suvuki 800. 51.86 45.75 00.00 40.08 77.88 34.16 76.99 Hagon 46.33 44.40 105.68 35.43 182,96 31.78 101.86 Hint Buses 40.50 H.20 297.11 35.90 257.73 33.40 236,73 uses 40.30 B20 21.17 35.90 319.77 33.0 318.77 Hodive Trucks 97.28 Heed 20208 3118 231.98 28.12 281.43 Heavy Trucks 37.28 Wed WIG BIG 343.94 28.13 33.42Average ! rise and! Average ! * roughness! fall taka 0 £ Can/tal 7000 7500 8000 6000 ' Vehicle Type Car Toyota Car Suzuki 1900 Car Sueuki 800 Hagons Hind Buses uses: Nediun Trucks avy Trucks Car Toyota (ar Suvki- 1000 Car Suzuki 800 Wagons Mini Buses Pases Hediun Trucks Heavy Trucks Car Toyota Car Suzuki 1000 Cor Suzuki 800 fiagons Mini Buses Poses Median Tracks Heavy Trucks Car Toyota Car Suauki 1000 Car Suzuki 800 Hagon Kini Buses fuses Hedive Trucks eavy Trucks ______frerane deoree_of © Speed | Fuel | Speed | Fuel SIAL 51,41 StL 95.85 40,32 49.32 38.98 6.98 50.97 50.97 50.97 95.98 40.14 40.16 36,88 36.68 50.52 50.52 30,52 400 38.9% 3.96 2.38 36,38 49,50 49.50 9.50 53.08 35.86 35.06 33.29 92.29 “0 117.89 97.89 83,87 189,81 241.5 323.57 234.36 36,35 116.03 98.03, 34,09 109.97 22.18 224.24 235,01 8.99 118.96 98.36 4.36 170.14 22.6 BAT 215.66 37.68 122.41 2.41 et.41 202.86 259.08 3107 250.10 385.16 45.51 45.51 45.51 41.00 38.02 38,02 33.93 2B. 45.07 45,07 45,07 40.53 37.84 37.84 33,63 3.03 Wb nae 82 40.05 37.66 37.86 33.33 2.3 48.96 8.9% 48.94 38.19 33.58 3.56 30,24 3.84 114.48 48 0.48 85.92 207.01 321,87 222,89 34.87 118.09 4.89 80.89 186.21 240.50 2.56 23,40 345.59 115.31 5.11 81.31 16.50 auL.at 32.27 234,32 346.20 (22.09 108,09 23.09 199.52 250,05 340.1 252,68 364.60 3.6L 3.61 39.81 36.15 3.72 35,72 30,08 39.88 m7 RA W17 3.60 58 35.54 30:98 30.58 w0.78 20.72 38.72 35.20 B38 35.36 30.20 D8 m7 31,70 31.10 2.34 31.2 1.86 a9 a9 12,37 00 78.37 183,30 238.45 320.51 232,16 3415 112.87 92.87 78.87 189,77 239.19 221.25 232.68 4,93 113.38 93.28 9.38 14,24 237.92 221.98 22.75 35.74 117.84 7.84 82.84 197,86 257.497 339,95 252.98 364.97 33.71 33.71 3.71 31.90 33.42 33.48 27.88 27.83 33.87 23.27 33.27 30.83 2.24 33.24 27,53 27.53 22.82 3.82 we. 39.35 33.06 31.06 1.2 27,23 a4 7h m4 20.49 31a 312 Bhd at Lo 1.60 7.80 182.43 may 319.56 2.3 344.29 12.23 92.23 78.23 183.08 24M. 2b 320.92 22,20 345.18 12,04 2.8 78.05 163.67 239,02 221.08 234,10 346.09 unm nN 8.7 176.07 257.48 339.35 254.51 266.49Average! rise and! Average! fall! roughness? (afke) 1 tan/ka) | Vehicle Type 6500 Car Toyota 49.08 Car Suzuki 1000 47,06 Car Suzuki 800. 48,06 Hage 4ns7 hint Buses 35,68 fuses 35.68 Hedin Trucks 22.99 Heavy Trucks 32,99 1000 Car Toyota AE. Car Suzuki 1000 46.61 Cor Suzuki 800. 48.61 Nagons §a.09 Mini Buses 35,50, Buses 35.50 Hedive Trucks 32,69 Heavy Trecks 32.69 7500 Car Toyota 49,7 Car Suruki 1000. 48,17 Car Suzuki 800 4817 sae BR 5% Wediue Trucks 22.39 Heavy Trucks 22,37 8000 tar Toyota 47.72 ar Suzuki 1000. 47.72 Car Suzuki 800 47.72 agons ahah Nini Buses 35.44 uses 35.14 Media Trucks 32,09 Heavy Trucks 32.09 ae tee.17 102.77 0.77 123.18 103,16 a4 203.13 260.49 342.55 254.6 366,63 123.51 102.51 9.51 203.39 261.2 342,20 255,38 97.36 123,09 103.89 69.89 203.65 261.9% 344.02 256.13 360.12 48.49 48.49 6.49 31,78 208 33.38 29.94 29.44 v6.05 98.05 48.05 37.28 23.20 2.20 2.64 64 ant 41h 47.81 36.77 33,02 3.02 a 2.08 4705 4ntb 16 36.29 22.84 22.84 29.08 21.04 260.34 342,40 255,08 367.07 123.57 103.57 99.57 201.05 asta 308.17 255.9 367.09 37.06 37.26 31.86 92.87 31.08 31.08 26.89 26.89 36.81 36,01 26.81 22.39 30,90 30,90 24.59 26,59 36.37 3.37 36.37 1.9 30.72 M7 2.29 2.85 a9 38.92 35.92 3.44 30.54 30.54 25.99 25.99 110.37 0.37 84.37 198,39 250,29 340,39 253.90 385,88 118.91 78.91 4.91 198.53 259,09 3L15 254.03 366.81 119.46 99.46 85.46 1997648 259.09 BLS 255.77 387.75 120.02 100.08 85,02 200.08 260.69 34.75 254.72 368.70 36.69 3.89 24,02 30.94 30.9% 23.04 23,04 38.25 36.25 3.85 21,54 30.76 30.78 23.54 23.54 35.81 3.81 35,01 e107 30.58 30,58 23,24 eae 35.96 35,36 35.36 2.99 30.40 30.80 22.9% 29h 110.28 18.28 04.28 198,81 250,28 340.34 255.55 B15 118,84 58.00 4.04 199.58 259.00 3A 256.61 380,57 HAL zi 85.41 200.37 259.68 3H as7.69 369.67 109.97 9.97 85.97 201.19 260.68 32.74 258.79 370.77Ab 4.1.3 bubricant Consum It is evident that in the Vehilce Operating Costs lubricant costs are a minor component but difficult to examine. Lubricants include, engine ofl, other oil and grease, In these three lubricant items, engine oil is the most important, one in the VOC. No equation has been reported in neither RTIN2 nor the HDMILI models. The results derived from the user survey data in the Kenyan and Carribean at different conditions of roads are assumed to be the same for Pakistan. The details of oil consunption, litre per 1000 km, are estimated in table 8. Table-8 Engine O11 Consumpticn Litre Per 1000 Kn. Un-paved Road Surface Roughness Car 1.2 Wagon 1.8 Mind Bus 4.0 Bus 4.0 Medium Truck 4.0 Heavy Truck 4.0~48- Tt is found that there is a 10C% increase in oil consumption when vehicles are moved from paved to un-paved roads. ALA sumptioy Tyre costs are also an important component of Vehicle Operating Costs, particularly for heavy vehicles and in deveoping countries. Tyre wear is mainly related to road characteristics. It is evidnet that in developed countries the expected tyre life is more than 1000,000 km. On the other hand in the developing countries it is hardly half on paved roads costs increase linearity with highway characterisites, The dependent variable for tyre cost equation is T which is equivalent to new tyres per kilometer vehicle defined as T = TCV. The tyre consumption predictions for various type of yehicle on paved and un-paved roads are reported in table 9. 4.1.5 Waintenance Parts Costs The maintenance parts costs are directly related to the road characteristics, vehicle age and driver’s behaviour, The maintenance costs also influence the way of utilisation of the vehicle. For example, control of speed, loads and preventive maintenance of the vehicle. The maintenance parts costs have been estimated as the percentage of now vehicle prices. The vehicle age also affects the maintenance costs, because the maintenance parts costs of an old vehicle is relatively higher than for a new one.~47= Table-9 Tyre Costs Per Kilometer Against 5 ce Roughness, ! TYRE cost : Paved Road Surface Roughness BL (mn/km) Vehicle Tyre ! e000! a5? goo! 500! ooo 1 ! Ieee SHEeeee sec car 0.000037 0,0001300 0,0001619 G.0002D00 0200460 Wagon 9.0000330 4,0000820 6.0000910 9.9001200 0.001490 Hind Bus 0.9000645 .0000677 G.0000712 4.0000747 — o,000078@ Bus 0.000115! 0.0001212 4.001273 0,0001334 — 6.000139%6 Medium Truck 0.0001054 @.0001119 d,0001166 0.000172 o,cva1e7a Heavy Truck — 0.0001494 0. 0001573 0.001653 091732 0.000112 ' Un-Faved Road ! Surface Roughness BI (mn/im) Vehicle Tyre ! 4000! 1 B000 10. 00039820 9.00042650 0.00047470 0.000127 00005511 Wagon G.00026500 G.0002 7400 6.40032300 9.0003520 0 0003810 Hint Bus 9,00009170 0,00009530 0,00009870 G.0CM1021 —0,0001055 Bus 9,.00016402 0.00017010 0,00017620 0.000184 —0.0001885 Nedium Truck @.00015020 9.00015590 0.00016140 0,0001870 9.0001726 Heavy Truck 0.00021290 G.canz2080 o,00vz2N00 .0002367 0.002447=A Before deriving the results of maintenance costs it is necessary to explain that the age of the vehicle in ke has been estimated as: average vehicle driven hours per year, maltiplied by total vehicle age in years since the first registration. The total vehicle kilometerage depends upon the highway conditions and highway characteristics influences the vehicle speed. The vehicle kilometerage por year against vehicle age in years and surface roughness may be seen in table 12. The predicted maintenance parts costs against vehicle age are shown in table 10. Tatle- 10 Maintenance Parts Costs Per Km Against Vehicle Age (PC % YP) ' (900) ! 1 Average Kilometerage ! 1 Un-paved Car (Toyota) 184 138 9.00004210 00000981 Car (Suzuki 1000) 184 138 000001470 0.0000341 Car (Suzuki 600) 164 138 0 ,00001040 90000241 Wagon bat 553 000000482 00000119 Mini Bus 864 691, 0 00002246 0.000058 Bus 1728 4382 000004576 00000977 Medium Truck 1382 1037 000001118 0.000147 ok 1728 1362 0 .00002171 0.0000305 Heavy Tri4.1.6 Maintenance Labour Costs @ results derived are shown in table 11. 2 Table-11 Average Maintenance Labour Hour Per Km ! Average Kilometerage ! Lil ! I (000) ! t Vehicle Type Car (Toyota) 184 138 0.0227130 0.02227 Car (Suzuki 1000) 184 138 0.007923, 0.00774 Car (Suzuki 800) 184 138 00056056 0.00547 Wagon 691 559 0.0037104 0.00270 Mini Bus 864 691 0.087975 0.01319 Bus 1728 1382 0, 2058300 0.04390 Hedium Truck 1382 1037 0,0050310 0.00662 fleavy Truck 1728 1382 0.0097690 0.01373, 4.1.7 Depreciation Costs The depreciation costs can be calculated by using two methods viz. value-age (VA) method or optimal Life (OL) menthod. Under the Ol nethod the depreciation costs work out with the relationship of hours driven per year and derivation of a vehicle age invarsant annual utilisation. Whoreas, the YA mothod is the relationship of value and age of the vehicle. For this report the VA method has been used to estimate the depreciation costs Tho ages of all vehicles have been taken from the date of first registration details may be seen in table 12. The vehicle depreciation is algo influenced by the driver behaviour and road conditions. The results of depreciation oss which have been derived by multiplying the depreciation percentage with the new vehicle prize and divided by the vehicle age in 1000 km, have been reported in table 13.Table 12 Average Vehicls Kilometerage Vehicle !Average Vehicle Averag> Kilome- Llometerage (000) Average Daily { terage Per Year ! Age Kilometerage (years) ! Car 80 60 23040 © 17280 8 184 138 Wagon 200 160 57600 © 46080 12 691 553 Mini Bus 250 200 72000 57600 12 864 a1 Bus 500 400 144000 115200 42 1728 1382 Medium Truck 400 300 115200 © 66400 12 1382 1037 Heavy Truck 600 400 © 144000115200 12 1728 1362 The depreciation costs are related to the total kn driven at a givon age and the total km driven depends upon the highway condition If fre highway condition is good thea the vehicle kilometerage will by high ine toe the inerease in speed. The 288 vorking day's year has been assumed to calculate the annual kilometerage. Table-13 Average Vehicle Depreciation Per Km ! Depreciation ‘Type of Vehicle 1 Car 9000037900 000005058 2 Wagon 0000335080 9.00026430 3 Mini Bus 0000137300 0.00016470 4, Bus 0.0¢0077380 900009670 5 Medium Truck 0.0c0096700 0.00012690 6 Heavy Truck 0.0c0077400 0.00009670 ALB Summary of Theoretical Unit Costs, The '{heoretical unit costs of each components in terns of quantity has been summarised in table-14te Labte-t Wehicle Operating Costs Vehicle Type Car Toyata 86.50 0.115 0.0012 0.000077 o.eo004@10 00227130 0, 00003790 Car Suzuki 1000 86.50 0.075 0.0012 00000927. o.og0nt470 0.0079039 0.00003790, Car Suzuki 900 04.50 0,082 0.0012 0,0000927 v,000010%0 00058058 0.09003790 | Hagan 75.55 0.188 0.0018 0.090020 900000482 o,0037104 —_¢.00032508 | Mini Bus 41.19 0.199 0.0040 0,0900845 o.000022%6 —0,0087975 0.00013720 | Bus BL 9.0040 0.0H01151 —0,0000457 0,0205830 0.00007738 Nediua Truck 59.63 9.0040 0.001054 0,000011tB —9.0c50310 —0.00009670, Heavy Truck 59.63 0.0040 0.090147 9,o0002171 0.009769 9,00007740 Car Toyota Sh72 —O4110 0.002% 0.005510 9.900080 9.02227, on0s082 Car Suauki 1000 54.72 0.090 0.0024 —0,0015510 o.0n00981 0.0077 000005058 Car Suzuki 800 54.72 0.07 @.0024 —D.00NR5I0 0.0000241 6.00547 0, 00005058 Hagon 50.54 0.171 0.0928 0,0002810 0.000117 0.00270. 0026430 Mini bus S717 0.217 0.0080 9,0001055 o,0000581 ¢.0119 000016070 Bus 47.19 0.299 9.0080 0,00C1885 9.000077 0.04390 ——_6.90009870 Hedive Truck 42.82 0,207 9.0080 9,00C1728 —0.0oo01t7" 00682 000012890 | Heavy Truck 42.82 0.319 9,080 0,000@447 —.0000305 0.01373 0,00009670 Units: We Speed ka/h Fs Fuel lites O O1D Lityen T= Tyre Cost ¥ of new tyre/ke Parts Cost ¥ VP/ka Labour Cost -atour tour /ka jepreciation X of YP/ka42 Empirical Costs For the comparison of theoretically estimated VOC, the results of research report “Vehicle Operating Costs’ carried out by Mr. Abdul MaJeed, National Transport Research Centre (NTRC) which is-based on two field surveys viz. Highway Safety Survey and Fuel Consumption study will be taken as enpirical evidence. The brief introduction has already been reported in chapter-3, The results of the study in terms of quantity have been taken to calculate the empirical Voc. Another tudy ‘Road Freight Industry Survey’ carried out by Nr. John L. Hine, Consultant of Transport and Road Research Laboratory (TRRL). In this report Mr. Hine has estimated the operating costs of the report are based on field surveys and road side interviews of teh drivers and operating costs of goods vehicles. In addition to the above evidences a small scale survey has also been carried out to calculate the empirical operating costs of the vehicles which are not included in the above mentioned two studies. For this survey a simple questionnaire was designed to collect the requisit information from the drivers/operators. The specimen questionnaire is placed at Appendix A (1) The empirical’ unit costs in terms of quantity derived from the above mentioned evidences have been susmarised in table-15| -53- Table-15 Vehicle Type f 0 1 P L D Car Toyota 0.007 0.00144 6.0000240 9000025 9,082 0000660 Survki 800 O.0bL 6.00144 6,0000163 9,000073 9.002 0000360 Wagon 0.167 0.00205 0,0000305 0.000937 0.0040 0.000947 Hint Bas 0.100 0.00215 0,0000240 0.000061 0.0179 0,002600 Bus 0216 0.00850 0.0000770 - 9.00a07e 0.019% 0.000240 Hediun Truck 0.278 0.00852° 00000770 0,000 0.0189 9,000260 Heavy Track 0.405 0.00702 0,0001430 0.000087 6.0474 9.000260 Vehicle Type Car Toyota 9.109 0.00164 0,0000940 0.000275 0, 00499 0.00066 Suzuki 800 0.075 9.0014 0.0900835 0.000276 09,0049 0.00036 Magon 0.179 0.00205 0,0001%12 9,0095800,00768 0.00035 hhini Bus 0.138 0.00216 0,0001120 0.000205 9.01950 0.00026 Bus 0.270 0.00552 9,0001080 0.000268, 0.02414 0.00024 Nedive Truck 0,333 0.00553 0.90010900,000275 0.02409 9.00026 o.oo7ee a.o0ne@e 0.000187 0.08093 0, 00026 Heavy Truck nits: Speed fash PeParts Cast 1 VP/ie Fool H1t/kn Le Labour fost Labour tour km Oi Lite = Depreciation X of YP/ka Te Tyre Cost ¥ of new tyre/te43 Financial Costs Calculations The unit costs of each component has been multiplied with the prices of July, 1991, The details are shown in Annex-A{2), The basis of price calculations of the necesary components are briefly mentioned in the following paragraphs. Two types of tyres are available in Pakistan, one is locally manufactured by the Genera! Tyre Company and the other is imported. Market “prices of imported and locally manufactured tyres do not vary widely. General Tyre Company estimated that the total market for tyres for four or more wheel vehicles in Pakistan is about 1.2 million units. According to 1987 statistics, the General Tyre Company have about 50% of the market. (700,000 units): The import duty on tyres is 100% other surcharges and sales tax. The retail prices are obtained from the local market.4.3.2 Labour Charges, Tlie average maintenance labcur charges in Pakistan are obtained from “Survey of Mechanised Road Transport’ in which they have reported Jabour maintenance charges for different categories of vehicles for each provincial headquarter. In this survey the data were collected fer annual employment costs of motor mechanics. fs the results.reported are of 1981~ 2, therefore, the inflation rate, i.e. 10%, has been used to estimated the maintenance labour charges. The costs of the crew of a bus, truck or car, is part of the economic and financial operating costs of the vehicle. For buses the calculation is based on one driver and a conductor. Wages for a driver are in a range round about Rs.1500 per nonth and for conductors Rs. 1000 per month which is taken as a aedian. In addition drivers and conductors recieve a commission of 10% on the fare of each passenger. Fares for ordinary stage carriage services are based on Rs.0.01. For large and mini buses the averaye dccupancy is 40 and average annual utilisation is 55,000 km. Therefore, the crew commission is on the average 40 x 0.10 x 55,000 « 833. This 10%.commission is equally divided between 10/1000 2 000/12. the driver and the conductor. Therefore, the total monthly costs of a bus crew are estimated at Rs.4333.For trucks the calculation is based on to drivers and a cleaner, responsible for the cleaning of the windscreen, to check the air in tyres, re-filling: the radiator etc. Since this is by far the most common arrangement on long distance travel average wages for a driver are in the range of about Rs.1500 and Rs.1000 for cleaners per month. In addition drivers and cleaners receive an extra daily allowance for food etc. which is about Rs.15 for drivers and Re.10 for cleaners. Therefore, the total monthly cost of a truck crew is estimated at Ra.5200 including allowance for food. For Cars, the crew cost is calculated only for a driver and is Rs.1500 per month. The wages for car drivers are relatively higher than others because no extra allowance is admissible to them Assuming eight working hours per day for all categories of crew, finally the crew cost is calculated as mentioned in the price list. The annual wage rate has been divided by annual kilometerage for per km crew costs,4.3.4 Interest Costs The interest costs per km have been derived by assuming an interest rate of 12% per year on the capital costs (equivalent to the new vehicle price). The interest costs have been estimated on the basis of Vehicle driven hours, The interest cost have been auided in the total financial Yehicle Operating Costs in table-16. The vehicle age (VA) method has been used to calculate notations have been used tor total operating costs for each vehicle class. Vz Vehicle speed (km/hr) Fuel costs Of Engine oil costs Tyre costs P= Maintenance parts costs Maintenance labour cost . C= Crew costs D= Depreciation costs Interet cost 4.3.5 Summary The summary of Vehicle Operating Costs rupees per km for different class of vehicle on paved and un-paved roads are reported in table-16. Whereas the empirical operating costs rupees per km for different type of vehicles on paved and un-paved roads is shown in table-17.Vehicle “8 Table-16 Type Car Toyota 85.50 1.3559 0.9924 0.1112 0.179680 0.259538 0.174340 0.157 0.299 2.4819 Car Suzuki 1060 86.50 1.1201 0.0224 0,003) (026370 0.425107 9.067999 0.197 Oc117 1.7197 Car Suzu agon ini bus is Kediue 1 Heavy Th Cor Toyota SA.72 1.2909 0.0808 0,061 0.451260 O.ISIEK3 8. Fi B00 4.50 0,968 0.0328 9.078E 0.012800 9.008512 0.14759 0.159 0.000 1.44511 75.55 0.9292 0.0086 0.0512 0.01349 5.060331 0.998219 9.182 0.089 2.30804 41.19 0.9595 0.1080 9.1355 0.270500 0.147085 0.618597 0.381 0.053 2.68190 61.19 1.3837 0.1080° 0.5225 o.294800 0.344000 0.592049 O.I61 6.045 3.57625 ruck $9.43 0.9141 041080 0.5059 0.040610 o.092e67 0.5295 0.429 0.007 2.68404 ruck S61 1.4897 0.1000 9.0217 0.199161 0.179183 0.496195 9.439 0.085 9.71106 27H 0.2514 ¢.20000 3.51006 Far Suzuki 1900 $4.72 140611 0.0840 9.4760 0.081180 0.122215 0.090775 0.2514 0.13570 2.20220 Car Suzuki HOO 54.72 0.8960 9.0848 0.468% 0.029739 O.0BEITL 9.002440 0.25 Hogon Hini Bus Bus 4 0.10710 1.96625, 50.54 0.8435 0.0972 0.5708 0.093920. 0.049902 0.7H00S¢ 0.2279 0.10017 2.49984 47.19 10950 0.0972 0.2216 O.2ITH 0.221724 0.791974 0.4510 0.07821 3.16925 4239 $5099 0.2160 0.8737 0,833975. 0.737959 0.427485 0.4519 0.05699 5.10605 Nedive Truck 42.82 1.0454 0.2160 0,8285 0.079908 0.121411 0.497865 @.5420 0.06266 3.99342 nits: Weavy Truck 42.62 1.8109 0.2160 1.3957 0.195505 0.251801 0.619097 0.5420 9.04680 4.84075 ¥e Speed = Labour cost Labour = 0:1 Jats hour fis uel tka De Depreciation 4 Te Tyre cost 4 of Pres of ew tyre C= Crew castote Pe Part cost ¥ ¥PJbeVehicle Type Car Toyota 41,0499 Hagon 0.742% Mini fos 0.5050 Dus 1.0708 Medion Truck 1.4039 Weayy Truck 2.0453. 0.19950 9,7885 0. far oyota - 1,205 Car Suzuki 800 0,008 Magon 6.5090 t 0.6787 Bu 1.2635 edie Truck 1.6917 Weary Truck 2.4493 9.098% 0.0290 0.119% Car Suzuki 800 6.7192 0.03890 0.0140 9.0901 0.05540 0.0470, 832 0.0500. 0.2748 0. 3b 0.14050 0.2570 6,6359 8.14991 0.3700 95095 9.03890 9.03890 6.05020 005890 0.15901 0.1493 0.19954 8.1190 1 2698 0.0540 0.3406 0.2199 1.9102 0.2950 1.2794 0.5050 $7241 0.5230 1.4898 L230 1.9822 0.07609 0.03879 9.12467 0.3277 6.40679 o.tater 9.56726 0.159 140 0.182 130 0,361 14076 4a eae 00803 6,25200 0.2515 o.sgge4 oath 9.9140 0.2279 Lana o-4si0 1.55736 0.4510 Les07es 0.5420 5.69400 0.5428 0.297 1.9000 4 41,5065 0.083 3.0700 0.063 2.7692 8.045 4.5851 0.047 446463 2.045 5.6099 9.20000 3.4097 o.t07ie 2.1993 6.10417 3.6182 0.07881 4.2177 0.05630 6.2148 0,08266 6.2967 6.06680 7.8249 Units: Vs Speed Ds DiI Lit/te vel Lit/he Tyre cast ¥ of new tyre/ia Pe Part cost x ¥Pste abour cast Labourti ag Cost on Paved Roads (Empirical) iaus Kazcal| 1 | { 5. Comparison Theoretical Verses Empirical Operating Costs The principal aim of this chapter is to outline the differences in theoretical and empirical unit cos: of each component as well as total Vehicle Operating Costs. The theoretical operating costs is based on RTIN and RTIH2 models whereas enpirical costs is based on the field survey's data conducted by the NIRC. The reports considered to derive the empirical costs are ‘described in sections 2,2 4 4.2. The assumption made are also reported in Chapter~3. The theoretical as well as empirical operating costs rupees per kilometer as reported in tabe 16 and 17 are summarised in table 18 and 19, It is evident from the result that the theoretical costs vary with ehpirical operating costs. For the purpose of comparison only matching vehicle classes have been taken and the suzuki car 1000 CC has not been incorporated in the comparison. The toyota car, bus and wagon have been taken from the report “Vehicle Operating Costs; carried out by Hr. Abdul Majeed of NIRC and the medium and heavy truck have been extracted from the report "Road Freight Industries Survey" conducted in Pakistan by Hr. John L. Hine of TRRL. The problen in the comparison of financial Vehicle Operating Costs was that the prices used in the NIRC report of 1985 and in the TRRL report are of 1986, whereas in the current report the prices of duly, 1991 have been used i.e. after the announcement of finanical budget 1991-1992. To over-come this problem, only unit costs in terms of quantity