Académique Documents
Professionnel Documents
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Environmental Economics
Handed in by:
Lena Rabe 546783
Himanshu Bansal 546748
Lasse Schneppenheim 546804
Jonas Banse 546312
Lecturer:
Julia Schirrmacher
Summary (Lena&Jonas)
Many examples for policy instruments regarding traffic are available and have been
applied in cities all over the world already. This is due to the many externalities of road
transportation and the many stakeholders involved in addressing them. Examples reach
from incentives for lower demand (e.g. improvement of public transportation systems) to
increasing the marginal private costs of each motorist (e.g. road pricing, fuel taxation, etc)
and measures such as road space rationing. However, every instrument has its positive
and negative sides and each city has its different circumstances and unique problems.
Some measures have proven to be efficient in several cities, but are hard to implement
somewhere else; while other measures are highly depending on the local circumstances
like existing infrastructure, and the society. Therefore, for all measures, not only the traffic
itself has to be observed itself but also the social environment, education, and other
factors. Traffic is always a crucial part of the society and thus planned measures have to
be suitably taken.
The main goal of the government of Delhi should be a significant reduction of the number
of vehicles on the streets by improving the infrastructure for non-motorized vehicles and
improving the public transport system. Also, the awareness about transport and its
external costs have to be raised within the population. For the motorized private
transport, an increased share of electric cars and two wheelers would be advisable as this
would significantly reduce air and noise pollution. The car owners could shift to electric
two wheelers, thereby emitting less pollution, and using less space on the roads which
would reduce congestion. Congestion pricing within the city center has proven to be
effective when it comes to take cars off the streets and increase the use of public transport.
Even if it would be difficult to implement in Delhi and would also cause high investment
costs, the advantages of this measure make it advisable. The resulting revenues would pay
of the system in few years and could also be taken for improvements of streets and public
transport. Thus, there is a lot of potential in managing and reducing the traffic with
policies considering the development of public transport and the infrastructure for non-
motorized vehicles.
Table of Content
1 Introduction (Lasse) ............................................................................................................ 1
I
Introduction (Lasse)
1 Introduction (Lasse)
The transport sector is highly important for the economy of the world and of individual
countries. Without transport, supermarkets all over the world would be empty within
days to just to name one example. We often dont realize how inevitable it is for us. On the
other side it is also contributing to a major part of the energy demand. Since many vehicles
run with their own fossil fuel based engine their emission dont only have a direct
environmental impact but also have a very limited efficiency. This causes worldwide
environmental impacts such as the greenhouse effect due to carbon emissions but also
local effects due to air pollutants such as sulfuric oxides and others. This results in direct
health problems for local residents. A high traffic density also leads to congestions and
traffic accidents which increases the emissions per kilometer even more and also has a
negative effect on the economic efficiency of the transport sector directly as well as due
to external costs. The goal of this report is to give an overview on different environmental
and economic measures that have a positive effect on the climate, health and economic
impact of the transport sector in Delhi/India. The result includes an estimation of the
potential and will give certain recommendations for different measures. Delhi is Indias
city with the highest air pollution due to dramatically high traffic appearance. Regulation
and improvements seem to take very long in Delhi because of the fast development of the
transport sector and missed opportunities to intervene. Many parts of the city are built by
the population without proper management causing a generally overwhelmed
infrastructure. As a relatively tough case the results of this report for Delhi will help to
find potential measures and a way to go which can also be used as basis for other cities.
1
Road Transport in India (Himanshu)
2
Road Transport in India (Himanshu)
vehicles and roads both. There is a mixed composition of traffic in Indian metropolitan
cities, ranging from private vehicles like two-wheelers (scooters and motorcycles) and
cars to public vehicles like metro rail, buses, taxis, tractors, trailers, auto rickshaws, and
other miscellaneous vehicles. Vehicles on road can also be distinguished as motorized and
non-motorized. Indian roads experience 2 different types of three-wheelers rickshaws
such as auto rickshaws (motorized) and cycle rickshaws (non-motorized). Both are used
for commercial purposes. Moreover, with cycle rickshaws; bicycles and street hawkers
also comes under non-motorized road transport which together are one of the prime
reason for traffic chaos in an urban and populated city.
The total number of registered motor vehicles in India has grown enormously since the
year 1951. As represented in Fehler! Verweisquelle konnte nicht gefunden werden.,
approx. 159.5 million motor vehicles (includes two-wheelers, cars, jeeps & taxis, buses,
good vehicles, and other vehicles) were running on the roads during year 2012, in
contrast to only 21.4 million in 1991. The composition of different categories of vehicles
as % of total registered motor vehicles in India, from year 1951 to 2012, can be figured
out in Fehler! Verweisquelle konnte nicht gefunden werden.. Majority of the growth
has been noticed among personal vehicles, mainly two-wheelers (from 11.1% of total
motorized vehicles in year 1951 to 72.4% in 2012). This has been a consequence of
inadequate and poor public transport system that people feel more comfortable
Figure 1: Total Number of Registered Motor Vehicles in India (in million): 1951-2012
(Transport Research Wing, 2013, p. V)
3
Road Transport in India (Himanshu)
Figure 2: Composition of Registered Motor Vehicles (Transport Research Wing, 2013, p. VIII)
4
Road Transport in India (Himanshu)
Some of the reasons for this traffic bottleneck can be thought of as the substantial increase
in number of vehicles (mainly private), increase in the population of Delhi (migration is
one cause for it), illegal sharing of roads by street side vendors, lack of proper parking
facilities resulting to traffic chaos in many city markets, reliance of people on their private
vehicles (even for shorter distances) due to inadequate and ineffectual public
transportation system, unplanned towns in Delhi with narrow streets and informal
residential colonies, mixed traffic conditions making traffic management very tedious job
indeed, negligence of traffic rules by the drivers leading to major traffic jams, and
inefficiency in the state road safety & traffic management authority.
5
Road Transport in India (Himanshu)
Table 1: Shares of Transport Modes in Delhi (year 2013-14 & 2014-15) (Department of Planning, Government
of NCT of Delhi, India, 2015, p. 169)
The growing population, GDP (Gross Domestic Product), and per capita income are the
macroeconomic factors supporting the superiority of private vehicles among the people
of Delhi. Moreover, an inadequate, unreliable, and unsafe public transportation system is
continuously forcing the people to rely heavily on their private vehicles. Owning more
than required vehicles (for e.g. more than one car per small family is also seen as a status
symbol for the folk these days in Delhi.
6
Road Transport in India (Himanshu)
friendly, efficient, safe and cheap mode of public transport. It also helps in reducing traffic
congestion and eventually the number of traffic collisions on road. (Department of
Planning, Government of NCT of Delhi, India, 2015, pp. 174-177)
Another most important mode of public transport in Delhi is through buses. Delhi
Transport Corporation (DTC) is an organization which manages the bus transport system
in Delhi/NCR. DTC runs 4712 buses on 578 city routes and 18 NCR routes. As a whole, all
the buses in Delhi/NCR routes, carry around 3.9 million commuters per day. However, the
quality of services provided to the people through bus transport is not up to the mark.
This is the reason why people are more attracted towards using their personal and private
vehicles. Proper bus time tables on bus stations, clean buses and bus stations, ensuring
safety for women inside buses, easy & electronic ticket vending machines, etc. are few of
the services on which DTC has to work on, in order to sustain publics belief on them. The
use of buses has another drawback that it contributes a lot in carbon emissions to the
environment as buses consume the considerable amount of fuel. Replacement of old buses
with the modernized and low emission technology can result in the reduction of air
pollution but higher investment and operating costs are needed at the same time.
(Department of Planning, Government of NCT of Delhi, India, 2015, p. 180)
7
Road Transport in India (Himanshu)
sector, the prime share belongs to road transport, which got increased by 68% since 1990.
(International Energy Agency, 2015, pp. 10-11)
For a country like India, where high amount of people counts on their personalized
vehicles, the major chunk of fuel consumption is taken away by cars and two-wheelers,
thereby causing more emissions. Figure 5 shows that the road transport alone
contributed 46% to the total CO2 emissions of 15.41 million metric tons in Delhi. However,
these values were from year 2007-08, the share of emissions from road transport would
have been increased since then.
Figure 4: World CO2 Emissions by Sector in 2013 (International Energy Agency, 2015, p. 10)
Figure 5: CO2 Emissions from Delhi (2007-08) 15.41 million metric tons
(Energy Efficiency & Renewable Energy Management Center, 2013)
8
Road Transport in India (Himanshu)
Table 2: Estimated Pollution Load in cities of India (Central Pollution Control Board, 2010, p. 24)
Root causes for the escalating vehicular pollution in Delhi could be, for e.g. irregular
inspection & maintenance schedule for vehicles, excessive increase in personal vehicles,
crawling of aged vehicles on roads, availability of low quality fuel & fuel products in the
market, improper dispersion of emissions due to sky touching buildings causing
stagnation of emissions to the ground level, terrible conditions of road, poor land use and
transport planning resulting more vehicle rides and consumption of fuel, less awareness
among people to use eco-friendly mode like walking or riding bicycle, poor footpaths and
9
Road Transport in India (Himanshu)
cycle lanes can also be held responsible for physical inactivity among people (leading to
high dependence on their personal vehicles).
There could be multiple reasons for these misfortunes such as disobeying of traffic rules
by the drivers (like drinking and driving, ignorance of using seat belts and helmets while
driving, and over speeding & rash driving), lack of segregation in service lanes between
fast motor driven vehicles and the bicyclists or pedestrians (making latter more
vulnerable to accidents), improper geometric features at the intersection points, non-
efficient road-safety policies (like missing traffic signs and marking, easy issuance of
10
Road Transport in India (Himanshu)
driving license for inexperienced drivers), hindrance to traffic movement on roads with
the invasion of space by illegally parked vehicles and roadside pavement dwellers,
ineffective city traffic police.
In conclusion, it can be deduced that the road transport system in Delhi is highly non
sustainable and it requires some serious reformations in the form of new polices or
extensive action plan with the measures (will be discussed in later sections of the report)
like imposing environmental charges or taxes, setting stringent emission standards &
regulations, and facilitating & creating environmentally related awareness among the
people.
11
Introduction of Instruments for the transport sector (Lena)
In this following chapter externalities of road transport shall be presented and 4 different
approaches shall be introduced and explained in the context of the negative external
effects of road transport.
For external costs however, the picture is a different one. They are hardly internalised and
cause a strong need for governmental intervention to control vehicle use. External costs
of road transport can be seen in two different dimensions, as presented in Figure 7. One
dimension, presented on the vertical axis, is the different stakeholders of external effects.
The question here is Who is affected by the externality?. Intra sectoral stakeholders
would be the users of vehicles, directly affected by the use of it. The social environment
includes users and non-users of vehicles alike. And the ecological environment includes
the surroundings as well. On the horizontal axis, the source of the externality is classified.
External costs can either be caused by the active use of a vehicle, by the vehicle when it is
12
Introduction of Instruments for the transport sector (Lena)
not in motion, or they are resulting from the pure existence of the infrastructure of road
transport (Verhoef, 1996, p. 235).
With this classification social costs of road transport can be identified and categorised.
Also it helps to find appropriate measures to address these externalities, by identifying
the stakeholders. Congestion for example is a cost that is caused by the active use of
vehicles and mostly affects the users themselves. Cost caused by congestion should not be
carried by the population as a whole (including non-users) but by the users themselves.
Therefore financial incentives on users can be a valuable measure for this externality. Air
pollution however is caused by active motorists but causes negative effects for users, non-
users and the environment. This calls for a different approach and while it can be
addressed with market based instruments a combination with strict command and
control measures seems recommendable, to ensure efficient environmental standards.
Severance effects in ecosystems are a structural problem of the infrastructure which is
needed for road transportation and has to be addressed in long term plans by the
governmental structures.
13
Introduction of Instruments for the transport sector (Lena)
Within the context of regulating the external costs caused by automotive transport several
different options occur:
o Limits of total effluent emissions from particular sources over specific time period
are often used in the context of water pollution. But air pollution and with it the
transport sector are catching up on total limits as well. High concentrations of
carbon monoxide or carbon dioxide are known to cause non-allergic respiratory
as well as cardiopulmonary diseases and are therefore a health hazard. Thus,
concentration limits are set in some cities. Exceeding these limits over a certain
period of time, calls for actions, often known as a Smog alarm. There are different
possible measures to reduce the total number of cars and therefore the total
amount of exhaust gases:
14
Introduction of Instruments for the transport sector (Lena)
o The regulator for example has costs for monitoring and enforcement of the
measure.
o The pollutant however has to carry the largest share of costs. Abatement costs
describe the costs involved to meet the required regulations, e.g. technical
equipment. Compliance costs are caused by arrangements made to allow
monitoring and enforcement by the regulator. And opportunity costs are caused
by the constraints that both capital and labor resources are bound by the measure
instead of being used to produce more goods in the same time.
This instrument is well-established, with little set-up costs for most developed countries.
However, developing countries often face capacity constraints when it comes to
monitoring and enforcement. Therefore, the ability to enforce such measures always has
to be taken into account. Ability to monitor (technically and human resource wise) has to
be ensured and sufficiently severe sanctions have to be in place to give financial incentives
for polluters. Also the potential for a regulatory capture, the suppression of
innovativeness and the potentially too high total costs of compliance are a declared
weakness ( (Gwilliam, Kojima, & Johnson, Reducing Air Pollution from Urban Transport,
2004, p. 34). Another weakness is the fact that maximum social welfare isnt always
achievable with these measures. An example for this can be seen in restricted driving
areas. A user that is restricted to drive in a certain area might be willing to pay more than
the marginal social costs of his usage, while a permitted user might have marginal benefits
15
Introduction of Instruments for the transport sector (Lena)
of his use that are lower than the marginal costs. Lastly, it can be summarized, that
Command and Control measures often lack flexibility to be convincingly efficient.
One example for this would be the issuing of permits to drive into certain heavily
congested areas. These permits could be given to either residents or employees with
business in that area. Whoever doesnt want to use their permit could sell it in a free
market to those that werent issued one. This way the total number of cars within an area
could be limited, and controlled by the government. However, enforcement of such rules
is limited to law enforcement capacities, and experience shows that the prices for permits
16
Introduction of Instruments for the transport sector (Lena)
rise to very high levels, excluding low income earners from traffic in said areas
(Worldbank, 2002, p. 17).
A more classical market-based instrument is the idea of increasing the private marginal
costs for every motorist. This can be done in different ways.
o Studies have shown the influence of parking prices and the ban of illegal on- or off-
street parking in cities on daily commuters. If it is expensive to park a car in certain
areas, people will avoid doing so for longer periods at a time, like for example
during their office hours and tend to prefer carpooling or public transportation
options instead.
o Another example would be road prices. This is an instrument where either the use
of certain types of roads or the use of roads in general is priced, limited by either a
certain amount of time of a certain amount of kilometres. This can be done by
issuing badges in different colours for easier controls, or by physical or electronic
toll stations on the roads (Ryan & Turton, 2007, p. 131). This instrument affects all
users equally and the increase in price is not only a further source of income to
improve road infrastructure but it also gives an incentive to use alternatives. There
also have been examples where the road prices were lifted for all vehicles with a
certain number of drivers, to give more incentives for carpooling.
o Congestion pricing is a certain type of road pricing. However, it is understood not
as a way to internalise the wear and tear on roads but as an instrument to combat
congestion. Therefore, the entrance into heavily congested areas is priced usually
according to the time of day. This is done because there are certain peak times of
congestion. These strongly demanded times are priced higher than hours that
experience lower demand. This gives users incentives to divert their demand or
reduce the amount of commuting in their own private vehicle (Ryan & Turton,
2007, p. 177).
17
Introduction of Instruments for the transport sector (Lena)
measures that have been implied. As stated by the government this includes the
development of a Mass Transportation Rail System which transports millions of people
every day as stated in chapter 2.2.2 and is planned to be further developed in the future.
Other measures where legal instruments such as the tightening of emission standards,
phasing out of old vehicles, requirement of catalysts or informational instruments such as
raising public awareness for health issues. As a major problem the enforcement of
regulations is quite difficult in Delhi due to corruption and low staff capacities.
Consequently, measures such as the mobile enforcement teams that are searching and
prosecuting vehicles lacking the required environmental standards are a critical aspect
for the effect that new regulations can have in practical use (Delhi Government, 2016).
According to the paper Sustainable and equitable transport system in Delhi: Issues and
policy direction published by the ESCAP United Nations which is referring to the Delhi
Masterplan 2021 which is published by the Delhi Development Authority (Delhi
Development Authority, 2005) the development of NMT, short for Non-Motorized-
Transport, is a major priority for a sustainable transport development in Delhi. An
efficient integration into the still growing Public Transport System, due to intelligent
planning of stations, planning of exclusive lanes as for cycles promises to increase the
demand for PT further and thereby make the usage of private vehicles less attractive.
Traffic management measures therefore include exclusive lanes not just for cycle but also
for buses. (Alam & Ahmed, 2013)
As a Road Space Rationing measure the selection of vehicles which are allowed to drive
on certain days depending on if the license has an odd or even number seems to be a
rather unconventional measure. Though it has already been enforced in Mexico City and
other cities as well (Banerji, 2015). Delhi has started a first trial period from the
01.01.2016 to the 15.01.2015 from 8am to 8pm and reported positive results. The
regulation took about one million cars off the streets every day and reducing pollutants
about 18% during noon hours and 10-13% over a 24 hours average (The Economic Times,
2016). Despite such solid results this measure also has a number of disadvantages such
as heavy protest from the citizens or the need for active enforcement. Also it is not a
permanent solution as it might restrict citizens too much and provoke them to avoid this
regulation by buying a second vehicle for instance.
19
Analysis of Instruments (Jonas)
In 2016 there were already 2.5 million E2W on the streets of Beijing, while 300,000 are
sold each year. The fast grow was due to the beginning ban of motorized two-wheelers
within the city centres at 1997. Those bans offered a niche for E2W for private transport
in cities and together with a decreasing price development E2W are now especially
popular in the working class of China and the fast delivery services (Buckley, 2016). The
20
Analysis of Instruments (Jonas)
fast growth of E2W caused other problems than the noise and air pollution by
motorcycles. Missing regulations and unexperienced drivers were responsible for a rising
chaos on the Streets in the city centres. E2W driving on motorized and non-motorized
lanes where responsible for 3,600 fatalities in China 2009, which is almost 6 times as
much as in 2004 (Fu, 2016). In 2002 the Beijing government announced to ban E2W in
2006 from the streets like other cities like Guangzhou already did. They justified it by the
traffic chaos and the environmental damage due to the lack of battery recycling. Protests
from industries, citizen and the suggestions of researchers in the end convinced the
government to cancel the ban in 2005 (Wells & Lin, Spontaneous emergence versus
technology management in sustainable mobility transistions: Electric bicycles in China,
2015). Since April 2016 there are 10 streets in Beijing where E2W are banned from the
streets due to high traffic volume, high accident rates and missing bicycle lanes (Xinhua,
2016).
The development in China shows the advantages and also the drawbacks of a higher use
of E2W. The main advantage is to provide private transport with a small use of road space
and low emissions compared to motorcycles (cf. Figure 9).
Figure 9: Life-cycle analyses of E2W and other vehicles in China (Wells & Lin, Spontaneous
emergence versus technology management in sustainable mobility transistions: Electric bicycles in
China, 2015, p. 375)
Also those emissions are not emitted locally within the city centres but regional
depending on the electricity mix used for the E2W. The drawbacks are estimated to be the
higher fatality risk and the environmental damage due to illegal disposal of used batteries.
Also the traffic chaos showed that there is a need for regulations and traffic management.
21
Analysis of Instruments (Jonas)
22
Analysis of Instruments (Jonas)
While the traffic and congestion was reduced the measure also had an effect on air
pollution, especially within the city centre (Eliasson, 2014). Over this area the reduction
in air pollution was between 10 and 15 % which also means an important health benefit.
Johansson et al. estimated the health benefit to be 206 gained years of life per 100,000
people over a 10-year period for the whole Stockholm area with around 1.44 million
inhabitants (Johansson, Burman, & Forsberg, 2009). The total system costs for the
Stockholm congestion pricing are estimated to be around 1900 million SEK (205 million
), while the running costs started with 220 million SEK in 2007 today the National Road
Administration pays 250 million SEK in total for the systems in Stockholm and
Gothenburg.
effect on the traffic flow, other researches werent able to show a significant impact of all
LEZ, neither on traffic flow nor on emissions (Morfeld, Groneberg, & Spallek, 2015). They
stated out that the effect of LEZ is highly varying on the conditions within the city and that
it is not possible to say that the measure is overall effective also due to the low
classification standards.
Since the start of the license plate auction 2002 in Shanghai the number of new cars has
been successfully reduced and a huge benefit for infrastructural measures generated. The
Price for a license plate rose from around 15,000 CNY (1,812 US$ in 2002) up to around
70,000 CNY in 2012 (11,021 US$ in 2012) (Zhao, 2013). To get a license plate for a new
car in Beijing the inhabitants have to register for the monthly lottery to have the chance
to get the license. This procedure is free for everyone to reach the most possible equity.
The lottery was able to cut down the vehicle growth rate from 15 % down to 3 to 4 % in
24
Analysis of Instruments (Jonas)
25
Analysis of Instruments (Jonas)
problems would be an electronic system in which vehicles get equipped with an Invehicle
Unit, furtherly called IU in this report. Those IUs then will be able to track time if the
vehicle is being driven within a certain zone and can automatically charge a certain
amount of money per kilometer during congestion times. The implementation would be
mandatory for the whole targeted group of vehicles.
Examples from other countries show that this measure has several positive effects. As in
Singapore for instance the traffic entering the restricted zones has declined 20-24 percent
since its implementation in 1998. Therefore average traffic speeds increased from 30-35
km/h to 40-45km/h has a positive effect on the emissions since engines are naturally
running with a better efficiency at that speed. Seoul in the Republic of Korea is another
city that profits from the advantages of congestion pricing. Despite those positive effects
there are several barriers such as high costs which were 115 million USD for Singapore in
1998. Considering that Singapore is severely smaller and has a higher income per capita
than India (http://country-facts.findthedata.com/compare/106-122/Singapore-vs-
India) a similar system is a dramatic investment for Delhi especially regarding the fact
that half of the investment costs for Singapore were spread on implementing the IU for
vehicle owners with a lower income. (Gwilliam, Kojima, & Johnson, Reducing Air Pollution
from Urban Transport, 2004, S. 67) Consequently congestion pricing might not be a
measure to implement on a short term scale but will still be an effective long term solution
to keep traffic less dense. As the report Reducing Air Pollution from Urban Transport
states on page 67: Direct pricing of road use has a high potential in developing countries
both as a means of generating local revenue and of reducing congestion and air pollution.
26
Analysis of Instruments (Jonas)
reduced to around one third of its previous amount. This correlates a lot with the curve of
the overall energy use. A higher number of renewables within the local energy mix of
electric energy can reduce the overall CO2- and other emissions further.
100
80
60
40
20
0
0,00% 20,00% 40,00% 60,00% 80,00% 100,00% 120,00%
Energy Use in kwh/pax-km Local Emissions CO2 g/pax-km Overall Emissions CO2 g/pax-km
Figure 12 Effects of electrified two-wheelers on energy usage and emissions depending on their share of the
total number of two-wheelers. Graph made from Data. (Wells & Lin, Spontaneous emergence versus
technology management in sustainable mobility transitions: Electric bicycles in China, 2015, S. 375)
Barriers for electric bikes are high costs as well as a charging infrastructure. Cycles with
removable batteries might be charged in the house but heavier two-wheelers might need
to be charged on the spot. This will require a certain infrastructure which is still needed
to be built. Since the population mostly often use scooters to drive with two plus baggage
or even more passengers, electric cycles wont be an option to substitute for fuel based
motor scooters or bikes.
chaos due to the usage of traffic lanes as parking spaces. Also for both measures bribery could
lead to no effects at all, since Delhi still has problems with this pattern.
License plate auctions or lotteries are effective in lower the growth rate of private vehicles
and thus could lower the pressure on building new streets for more cars. But it also causes
social inequality since only rich people could afford plates from auctions or buy second hand
cars where the prices would be expected to increase. Thus a system like that could only
function with great investments in public infrastructure together with cheap ticket prices.
Otherwise the inequality could lead to protests and political consequences.
The easiest measure to be implemented is the collaboration with companies. It would be easy
to proof the advantages of better transport systems for commuters since many studies and
data from other cities are available. Therefor a task force focusing on big companies with many
employees could reach awareness of public and private transport in Delhi and set up new
modes of transport like company buses. Induced by companywide awareness programs it
could also be possible to have an influence on more than the employees, since they could
spread their knowledge. Thus with relatively low investments a first step could be made
towards a more sustainable transport system with a positive impact on the local economy.
28
Recommendations and Conclusion (Lasse)
Figure 13 Examples for current and future measure. Categorized into the kind of tool and evaluated into positiv
(+), neutral (0) and negativ (-) for the factors of difficulty of implementation, costs, effect on health and on
traffic.
29
Recommendations and Conclusion (Lasse)
Figure 14 shows and overview on the measures to improve the situation. Blue colored
measures are already enforced with some success. Green measures are measures that are
not or not adequately implemented yet. For the conclusion of this report single measures
shall be highlighted and recommended.
Regarding the activities on traffic in the past the government is obviously aware of the
problem and is trying to change the situation for a better. Several current and possible
future measures are introduced and observed in this report and lead to the conclusion,
that the main goal for Delhi needs to be to reduce the number of vehicles. This also covers
the governments many current measures which aim is to increase usage of public
transport, car sharing (odd and even number plates) and NMT. Traffic management also
does play a big role such as exclusive lanes for PT or cyclists, combing NMT and PT. The
focus of the measures though is consequently withdrawn from intense new construction
of streets since it is threatening to worsen the situation for the time of constructions even
more and dont benefit in the long run since traffic density tends to increase again until
the same problem raises again. Due to the fact that heavy congestions also exist because
of ignorance towards regulations and traffic rules it is heavily recommended to raise
awareness for this matter and increase parking restrictions and enforcement of those
regulations. The government is already involved in enforcing regulations more
consequently but corruption make the attempts very inefficient. Additionally,
electrification of two-wheelers and introducing a congestion pricing system will
contribute to keep the Delhis traffic density, air pollution and accident numbers lower on
a long term scale.
30
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