DESIGN DEVELOPMENT OF AN INDIGENOUS TRICYCLE RICKSHAW
A: Tricycle rickshaw to carry passengers
can never be substitute for present day automobiles for long distance travel, it is a very good mode of local transport within residential localities & complexes and in case of short distance from main road served by other public transport such as bus, local train or metro routes. The practice still exists, a facelift in the product design to provide a new aesthetic look and to it make more efficient is a need of the day.
Society and contemporary design acceptance through aesthetic look.
To conclude, to change the situation, there is a need to design a tricycle rickshaw to change the people’s perception as well as initiate philosophical change in society’s attitude. Whereas the designing of a rickshaw is a much easier task, changing a society’s philosophical attitude is a much difficult and time consuming process and may need legal restrictions like banning of automobiles at city square and encourage HPV etc. Not only to design, challenge is also faced to transfer this through a comparatively established manufacturing process and facility prevailing in a society.
1.4 Tricycle rickshaw design and technology transfer- a reference case
Following a decade of successful policy reform efforts, ITDP is now focused on helping local civic bodies and non-governmental organisations (NGOs) to implement projects to demonstrate reduction in transport emissions and accidents and improvement of the basic mobility of the poor. Working on projects simultaneously builds local knowledge and skills while generating public awareness of viable sustainable transport solutions.
ITDP prioritizes its involvement in projects based on the level of demonstrated local commitment to successful implementation, the availability of financial resources, and the potential benefits of the project, including the degree to which the project will demonstrate solutions to others. ITDP is currently most active in Indonesia, India, South Africa, Senegal, Ghana, Brazil, Mexico, China and Tanzania.
ITDP’s projects are use to leverage additional resources from international development institutions, inspire these institutions to change their own priorities, encourage private sector participation, and encourage participatory and transparent decision-making.
Improving Cycle Rickshaw Technology: Indian experience
ITDP's Indian Cycle Rickshaw Modernization Project, implemented in close association with Asian Institute of Transport Development (AITD) and initially funded by US Agency for International Development (USAID) was provided design and technical support from Indian Institute of Technology Delhi (IITD). This project unlike many transport sector interventions aimed only at improving the environment, cleans the air and increases employment and income among the poor, while keeping the cost of the vehicle nearly constant. Close cooperation with the Indian bicycle industry, tourism industry, and marketing and public relations experts have been critical to the project's success. By 2005, over 100,000 modern cycle rickshaws (Fig. 1.26 and 1.27, p 19) have been manufactured by over 20 small businesses and sold in seven Indian cities: Delhi, Agra, Bharatpur, Brindavan, Mathura, Jaipur and Chandigarh.
ITDP's modern rickshaw design (Fig. 1.26 and 1.27, p 19) reduced the weight of the vehicles by more than 30%, from 80kgs in the traditional vehicle to 55kg. The integral tubular frame has excellent structural qualities and a multi gear system makes pedaling much easier. Surveys with operators demonstrated that incomes increased by 20% to 50% because they were able to work longer, attract new passengers, and because customer satisfaction rose along with better comfort and safety.
The project received extensive print and television media coverage that reached over 10 million Indians. Today, Indians view the cycle rickshaw as a viable and modern indigenous technology. The Chief Minister of Delhi, Sheila Dikshit, inaugurated the new vehicle fleet in Delhi. The project demonstrated that this human powered vehicle could attract 19% of its ridership from highly polluting 2 stroke-engine 3-wheeler vehicles, making the project's greenhouse gas emission reduction impact quantifiable.
References in this section are from http://www.itdp.com and www.independentliving.org, the web sites of The Institute for Transportation and Development Policy and Independent Living Institute respectively
Fig. 1.26 ITDP designed Fig. 1.27 ITDP designed school Fig. 1.28 ITDP designed passenger rickshaw in India bus rickshaw in India Becak in Indonesia Indonesian extension (http://www.itdp.com and www.independentliving.org)
Based on successes in India, ITDP is replicating the project in Yogyakarta, Indonesia in partnership with the Centre for Tourism Research and Development, Gadjah Mada University, and Lembaga Pengembangan Inisiatif Strategis untuk Transformasi (LPIST, Institute for Propagation of Strategic Initiatives for Transformation). Air pollution in Indonesia's capital city exceeds international standards by four times, and is projected to increase by 60% or more in the next decade. As congestion worsens, average vehicle speed is slowing to 5km per hour. Jakarta's public transport system is steadily losing passengers because old and dirty buses are caught in traffic jams, while walking and cycling are increasingly difficult as sidewalks are scarce, badly designed and frequently obstructed.
ITDP is working to reverse these trends by building political support and local capacity for Bus Rapid Transit, non-motorized transport and traffic demand management projects. In Jakarta, ITDP is working closely with Pelangi, a local NGO.
Design shift- passenger unit at rear vs at front and delta vs tadpole
Although the traditional becak – a tricycle rickshaw found in Indonesia shares many characteristics with the Indian rickshaw, cultural differences required the project team to design the new becak from scratch, rather than modifying the Indian design. The biggest difference is that while the Indian rickshaw passenger sits behind the driver (a delta configuration of wheels), in Indonesia the driver is seated behind the passenger bench (a tadpole configuration of wheels). The traditional becak is reported to be much more comfortable than a traditional Indian cycle rickshaw, but it is also much heavier, around 100kg and very hard to steer.
The design team developed six different prototypes for use in Indonesia. One prototype was selected for successful commercialization. The German development corporation Gesellschaft fur Technische Zusammenarbeit (GTZ) Gmbh provided funding for the manufacture of prototype becaks. A fleet of 20 of this vehicle were produced, and leased to becak drivers all over Yogyakarta for market testing (Fig. 1.28). Based on feedback from these drivers, further modifications were made to the vehicle design.