pakistan road frieght industry

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TRANSPORT AND ROAD RESEARCH LABORATORYDepadment of Transpoti

RESEARCH HEPORT 314

Pakistan road freight industry: An overview

by J L Hine and A S Chilver


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CONTENTS

Abstract1. Int roduct ionZ. The context3. Suweys and data sources4. The fleet

4.14.24,34,4

Vehicle impcfl and assemblyFleet compositionVehicle modifications and repairsVehicle value and age structure

5. The role of consignors and freight agents5.1 Freight consignors

5.1.1 Choice of transport mode5.1.2 Consignors ownership anduse vehicles5.1.3 Contact with freight agents

5,2 Freight agents5.2.15.2.2

5.2a3

Ownerst,ip and operationsConsignments and rates ofcommissionFreight agents business

Page1112447891111it12

12121213

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PageCosts, revenues and profitability 248,1 Vehicle operating cost components 248.2 Vehicle revenue 258.3 Total operating costs and profi tabi li ty 26Dfivers problems and road accidenis 289.1 Drivers problems 289.2 Road accidents 28Summa~ of main results 29Acknowledgements 30References 30

Appendix A: Additional tables to main text. 31


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PAKISTAN ROAD FREIGHT INDUSTRY: AN OVERVIEWABSTRACTThe Report describes the main operetiondl characters.tics of the private road freight industry of Pakistan. It isbased chiefly on the results of a nationwide surveycarried out in 1986, In which 3500 truck drivers wereinterviewed at 39 sites Iocaied at inter.disttict boundaries.Information was collected on vehicle age, make, bodytype, value, ownership, fleet management, finance,tariffs, load, operating performance, costs, and accidents.Additional information is presented from surveys of freightconsignors and freight agents and from drivers ownrecords of operating costs and revenues, Until the early1980s the industry was totally dominated by Bedfordtr~cks with a design capacity of 7 tons, This truck is nowdeclining in importance as more profitable, larger capac.ity trucks are introduced. Overall the industry is verycompetitive and the vehicle Ileet is run efficiently. How.ever there appears to be considerable scope for theIntroduction of greater numbers of larger vehicles.

1 INTRODUCTIONRoad freight transport is one of the most importantcomponents of the transport sector wi!hitl developingcountries, lnPakistan Ilaccounls forthree.quarfersof the;ntal intand freight tonne. kitometros and in expenditureterms it is equivaltinl to between three and four por centof GDP.To predict the effects of policy measures on freighttranspod it is necessary to gain a thorough understanding

2 THE CONTEXTPakistan has an are,l of 796,000 sq, km and its popula.tion is about 100 mittion. The country is divided betweenthe Provinces of Ratuchistan, Punlab, North WestFrontier, Sind and Azad Kashmir and the Northorn AreasRegion. Most of the country is desert. The rurat poputa.tion is concentrated in the irrigated areas of the Punjaband Sind. Irrigation water andhydro otectricityarusupplied from the River tndus and ils tributaries (theJhelum, Chenab, Ravi and Suttej). These rivers run fromthe Himatayas and the Karakoram mountain ranges inIndia and north Pakistan. Karachi (7million) is the largesttown and the major port. Other Iargo towns, (Lahoro,Faisalabad and Rawalpindi.lslarnabad) are situated in thenorth PunJab. A general map of Pakistan is shown inFig, 1,Agriculture is ttl~ most important sector of the economyaccounting forabout31 percent of GDP. Manufactllringindustry accounts for a further 17percent, AlttloughKarachi and Ifle other large towns are important industrialcentres, manufacturing is widely spread throughoutPunjab, Sind and parts 01the North Wesl FrontiorProvince,Pakistan produces a smalt amount ofoil but is selfsufficient in natural gas. About two million tons ofcoal aroproduced together with six m;lkon tons of other minerals.In 19B3Pakistan had 8,800 km of railway and 104,000km of roads of which 43,000 km were bitumen surfaced.In llld same year itwas estimated thal there wero 36,OOOrailway freight wagons and 45,000 privalely registeredtrucks (Hundal 1985a). The National Transport Study


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Fig,l A yeneralmapof Pakistan

andferti l izeraccounted for70 percehlof dryexporttonnage, Inthe same year 4.8milliontonsof drygoodsand 6.9 mllllon tonsof 011andpetroleumproductswereimported: othermajor Importsinclude cement, wheat,fertilizerand Ironand steel, In 1982.83these commodi-ties accountedfor 45per cent ofdry cargoimports,In1978and f979a major harvest failure stimulated alargeIncreaseIn the Imports of grains andfertilizer,Becauseof thedifficultyof moving thesebulk commodl.ties,the National LogisticsCell(NLC)was setup under

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thecontrolof thearmed forces.Tt e NLCwasmadeI

responsible forallocating the movementof bulkfreighttraffic from Karachi tothe railwaysand toroadtransport,;0 Inaddition800 highcapacitytrucks wereImportedf~r theNLCto useforthe transportof bulk cargoes.Since1978

theNLChas continuedto play gnImportantroleinPakistansfreighttransport,{ Underan International relief effortadditionalimporis werebrought IntoPakistanfor the 3 millionAfghan r61ugees,TheNLCwas made responsiblefor runnln{]an extra600,,, @ ~ vehicles brought Inforthe movementof rellefgoods,1 Afghans havealso taken amoredirect roleIn Pakistansfrel?ht transport; 2500lrucks belonging to the refugeesU

werebrought IntoPakistan,Although thesevehicles

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have,at times, been subject to various restrictions manyAfghan truckscompete for business alongside Pakistanitrucks,

3 SURVEYS AND DKSOURCESPriorto themainsurveys being under

Rlken, backgroundinformation was collecied by a-series of Informal inter,viewswith truckdrivers and owners, freight forwardingagents, freight consignors, banks,Insurance companies,vehicle manufacturers, spareparts importers, vehiclerepairers, port and railway officials, and reptesentalives

froh customs andother government departments.TheRoadside InterviewSurveywas themain datacollection exercise of thewhole st udy, I n t otal 3500 truckdrivers (equivalent to 7 percerlt of thetotal fleet)werestopped andintewlewed al 39 sites throughout Pakistan,Thelocations ofthe suwey stations areshown InFig.2.Thesurvey stations areIlstedand a breakdown of themakesand types ofvehicles surveyed is presented inTablesAl andAZ Inthe Appendix, Thesurveystatiorls

.111

L ,---,,--,.$.J,Fig,2 Roadsideintotviow surveystation$

Notu: ThaIoeatio!ls of tho %U V V s tt i! ti ol !s a tu IostudInTOIJIUAl i))Iho ApuotldIx,

were principally located atdistrict boundaries andso thedata collected primarily represents longdistance travel,As themainfocus wason theprivatetrucking Industry,interviews were notcarriedout with trucks be!onglngtothemilitary orthe NLC, Information gathered Includeddata on vehicle age, make, body type, value,ownership,fleetmanagement, finance, tariffs, loads, operatingperformance, costs, accidents and insurance, Thesurveyform wasprinted InUrduand theinterviews conducted InUrdu, Punjabi or Pushto.Besides the Roadside InterviewSurvey five other surveyswere undertaken as follows:.i) Freight Consignors and Agents SurveyStructured Intewlews were hold with i 88freight consign.orsand 237freight agents, Information wasgatheredonthe methods of consigning freight, freight modal choiceandon theroleof freight agents, Inaddition opinionswere soughton a numberof possible futurodevelop.ments inthe industry.i i) Veh ic le Act iv itySu rveyInthissurveydatawere collected from a numberofvehicles on thetimespentmoving, loading, unloadingor

at rest. Datawere Satheredover periods Iastlng betweenoneand four weeks and, Intotal, 47periods ofdatawerecollected, Information on thedistances travelled, costsIncurred and revenue eatned was alsorecorded,Iii) Truck Drivers Cost Ahd Revenue DiariesMany drivers keep deta,od records of theircostsandrevenues. Intotalthe diaries ofover 50different truckswere collected forthis surveycoveringabout600vehiclemonths,i v) Pas tTa rif fD at aInorderto Identify trendsand saasonality Intariffs,pasttariffdata were collectedfrom records offreight agentsrelating to particularjourneys with standard loads. Intotal120differentseriesof data were collected, Most ofthedata covered theperiod from thebeginning of 1982 tomid 1986,v) RoadRoughnessSurveyInorder toassistwiththe analysls ofcost andtariff data,information on roadroughnesswas required. To suppla.ment data already collected formostof themain roads anadditional surveyof theroughunsurfaced roadsof

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Baluchlslan andthe moreimportant interior roadsof thePunjab was undertaken. Intotal datawere collecl~d on70roadlinkscoveringa distance ofover5700km,

4 THE FLEET4.1 VEHICLE IMPORT ANDASSEMBLYDuringthe i970s and 1980sPakistansfreightvehiclefleetwas dominatedby onevehicle type:a twoaxleBedford truck with 7tonscarryingcapacityanda 98hpengine. Thedesign of thisvehicle haschangedlittleoverthepast30years.Bedfordtrucks wereimportedIncompletelyknocked down(ckd) formand assembledlocally. Overthe years,the Iocafcontentwas progresslvely Increasedandby 1987amounted toabout 55percentof thevehicle value. Duringthe 1970stheprotectiongivento theBedford helped topreventother makesfrombecoming moreestablished. Howeverduring the 1980sprotectionwas relaxed andthe import andassemblyofmanyJapanese trucksbecamepossible.In 1979Bedfordsalesaccountedfor overninetyper centoftotal trucksalesIn Pakistan:sincethentheratiohasdeclinedand by 1984theyaccountedfor only 58percentoftotal sales.Data on freightvehlcfesales provided by

PakistanAutomobile Corporation (pACO) is shown inFig. 3.Plates i to4 areexamPfesof tYPicalIrucksfoundin Pakistan.Threeprincipal makesof Japanese trucks (namely Isuzu,Hino andNissan)are assembled in pakislan. In1986thelocalcontentby vaiue ofthesevehicles waswell below20percent.Details ofthe most common vehicletypesused bytheprivate marketareshownin Tablel with theex.factorypriceforthechassis. Estimates ofthe fullvehicle value,including thebody,are shown inTables A3andA4of Appendix A.Underagreementswith the Government each manufaotureris obliged to increase pro9ressiv@lYthe localcontentof theimportedvehicles that itsells. The manufacturershave plansto widen themodel rangesthat aremadeandasa resultit Islikely toproveeven more difficult toachieve theambitiouslocalcontent targets (upto 80percent within7 years)thathavebeen planned.Othervehlcfemakes havebeen brought IntoPakistanalready assembled. The NLC imported Mercedes Benz,Saviem, Hinoand Fiat trucks A number ofMitsubishitractor unitshavealso been Imported privately underaregulation whichallowstractor unlls tobe Imported asmachinery,Many very old secondhand vehicles(Particularly Mercedes and Badford trucks)were brouohtIntoPakistan bythe Afghan Refugees,

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aooc

74

u Othersu Bedords

76 7a 79 ao 81YearFig.3 Vehiclo sales

82 a3 84

P let e 1 A typical Bedford truck

Plete 2 An Isuzutruck


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Vehicle Model Type Axles GVW. GCW. HPMake Price Rs.kg kg Sept t986Bedford CJP Rigid 2 10,920 nla 98 275,000Bedford TM2500 Tractor Unit 2 nla 25,000 171 nlaHino FF 170 Rigid 2 nla nla 200 412,000Isuzu JCWFTR Rigid 2 12,000 nla 160Isuzu 398,000TDJ/DVR Rigid 2 15,000 27,000 220 51s,000Mitsubishi FP415ER Tractor Unit 2 15,400 39,000 310Nissan 730,000TK20GT Tractor Unit 2 14,175 26,000 190Nissan TK20 570,000Rigid 2 16,500 26,000 190 475,000Nissan TDIO Rigid 3 23,000 nla 160Nissan

480,000U780E Rigid 2 12,000 nla 140 342,000

GrossVehicle Weight. GrossCombination WeightSource: Manufacturers Specifications4.2 FLEET COMPOSITIONThecomposition, bymakeand body type,of thetrucksintercepted Inthe Roadside Intowiew SurveyisshownInFigs.4 and5. Abreakdown byvehicle type andProvinceIsgiven InTable AZInthe Appendix,The data Is onlyrepresentative of vehicles engaged on Inter.district truckmoveme~t and Information relating to NLCand militaryvehicles Isexcluded. Inthe Suwey itwas notpossible to

distinguish theexact modeltype ofthe vehicle althoughothercharacteristics such asthe numberof axles,andthevehicleconfiguration, make andbodytypewererecorded. Anadditional complication Is thatvehicles areoften modified sothattheycan take heavier loads,Sometimes an extraaxlo Is added sothat a two-axletruckbecomes a Ihree.axlo truck,and rigid trucksareconvorted totmctor units, Vehicle strengthening andmodification Isdiscussed laterIn the reportlrste3 Athree-axle Nissantruck

Pleta4 ANiasan tractor.trailer combination

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TA BLE 1Common Trucks In Pakistan

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Fig.4 Vehiclomakc~

u HI~ll sidt$d M LOWsldcdu MohTonkuru u

Fig,6 Body types

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Figure4 shows that thetwoaxle Bedford truck accountedfor77 percentof thetrucks surveyed.The newerJapanese trucksare growing inimportai~ce,particularlyinBaluchlstan where they accountedforover40 percentofthetrucks suweyed. Overall, they formed20 percentofthe total. M8rcedes trucksimportedfrom Afghanistanaccountedfor a further onepercent,Three-axlevehicles made upfourpercent andtractor-trailer combinations another threeper centof thetotalsurveyed: in bothcalegofies Nissanwas thedominafitmake. lnPakistans commercial fleetseml-trailersaronearlyalwaysoperated with thesame tractor unit andforthepurposesof !his reporttheyareregardedasonevehicle. A!thoughthe NLCdoes usedraw-bartrailersthese areveryrare inthecommercial fleet:theRoadsideInterview Surveycollected no Informationon theiruse.Vehicle bodiesare made locally InPakistan andareadded tothe truckchassis afterit hasleftthefactory.Apartfrom tankers, vehicle bodies aremade almostexclusively ofwoodand inmostcases arehighlydeco-rated.ThareIs usually a purposebuiltspaceontopof thecabwhereassistants andseconddriver canrestor sleepwhile thevehicleis inmotion, Inallcategories,apart fromtractor.trailers,high sidedbodiesare themost common,accounting for80 per cent ofthetotal Theflexibility

offered byhighsidedvehicles ismost appropriate toPakistansconditions. Theycan easilycarry loosebuilding mate~als,9enQralcar90, and animals: tarpaulinsarecarriedforwhen itrains. Pakistans high tempera.turesmakeboybodies lessappropriate because ofthedifficulties ofcarrying out manual loading and unloadingin hotunventilatedconditions. Flatbodies are mostcommon with tractor-trailers.These are mostsuitable forcarving bagged commodities, containers and largesizedloadssuch as motorcars. LOWsidedBedfords aro mainlyusedfor transporting sandand gravel.Afterhighsidedbodies,tankbodies arethe secondmostimportantbodytypeaccountingfor about 8 percentofBedfordsandabout23 Percent oftile Japanese twoandthree-axletrucks.4.3 VEHICLE MODIFICATIONS ANDREPAIRSMosttrucksin Pakistan,including the newerJapanesovehicles,are strengthened afterthey leav~the factory totake heavier loads,Table 2 gives data on some ofthemodifications whichare frequently made, the mostpopular being thestrengthening of the chassis, axlesprings andenginecompartment. Wheel rims,tyres, and

TABLE 2Common Vehicle Modifications

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2AxleTrucksModification

3Axle Nissan TractorBedford Hino Isuzu Nissan Nissan TrailersF dt Cent

Vehicle Yes 90 81 90 90strengthened? No 91 886 13 7 5 1 11Dont Know 4 6 3 5 8 1Chassis Yes 59 30 43strengthened? Nr 57 80 5932 53 47 34 11 29DontKnow 9 17 10 9 9 12Engine comparfmertstrengthened? Yes 89 48 64No 694 64 5334 26 22 27 34DontKnow 7 18 to 9 9 t3Springs Yes 66 80 86 66 86 74Strengthened? No 3 2 2DontKnow s 49 Ii18 10 9 10 13Extraaxle Yes 40added7 NoDontKnow 519Truck into Yestractor unit? No 275DontKnow 23

Source: Roadside InterviewSurvey

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axles tlfe aiso ollen changed forheavierdutyitems. Bycontrast litt leevidencewas found tosuggestthatbrakesareim~rc(edto cope with theincreased loads.Bedford trucksdesignndto tako 7tons arecommonlymodified 10carry11 tons,while two.axle Hines,ISUZUSandNissans designed 10take11 tons will carry 16 tons,Thetwo-axleJapanesetrucksthatare convertedtothree-axle vehicles carry upto 30tons,Thelarger two-axle Nissatland Isuzutrucks haveoftenbeen convertedto tractorunitswiththe addition ofa fifthwheel. inadditionthe chassisof thesemi-trailers arestrengthened(see Plate5). Loadsof 55tonsand moreare notuncommon for tractor-trailer combinations,No evidence was found 10suggest thatthe performanceofexistingengines isimprovednor that more powerfulengines areputintoexisting vehicles. Itappears thatattempts to improve productivity by modifying vehicles isdirected entirely !owards carrying heavier loadsratherthanto running faster. ln,t~rted second handvehiclesarealsostrengthened. Af$l .II truck driverstake advan.tage ofthe flatter terrain ir Pakistanby strengtheningtheir vehicles tolake heavier loads.Although someauthorities are toluctant to register theuseandconversion ofthe heav!e:,ttrucks others arelesshesitant.A high proportion ofthe Ik]aviesttrucksareregistered InLas Bela,in Baluchist&n,ratherthan inKarachi, Once a vehicle is registeredby oneauthoritythere Islitt le tostopit being used a!loverPakistan. Thereisvery litt lepolice enforcement ofthe official mdximumgross vehicle weightregulationsor theeight tonaxleloadlimit,Vehicle modifications andrepairsare carriedoutbygroupsof smallworkshops,Each workshop has relativelylitt leworking space,employs nomorethana handful ofpeopleand hasonlya limited acce~stomachinery, Theytend tospecialise Inproviding a particularservice, butInmost towns a wide rangeof skills andmachinetoolsareavailable andusuallya full rangeof vehicle repairs canbecairled out, A typical workshop Isshown inPlate6,Spare partsfor theBedfordtruckarecheapandverywidely available, m.ny being made InPakistan. Inmostcases ifa part IsnotImmediatelyavailable itwill bemadelocally, Inthelarger townsoriginalpartsfor theJapanesetrucksare aval;able, butthese tend tobe aboutthreetimesthe price01theequivalentpartfor theBedford.4. 4 VE HI CLE VA LUE AN D A GE

STRUCTUREDatacolloctedby the Roadside Interview Surveysug.gestedthatthe mean ageof Pakistans freight vehicleffeetwas 9yearsat thetimeof thesurvey,This ishigherthan might benormally expected butitcan beexplainedbythe docllne Infreightvehicle sales that occurred duringthe1970sandearly t980s(See Fig.3).Bycomparing theagespectrumof theBedfords ob-servedin theRoadsideInterview Surveywiththe number

ofBedfordsknownto have been assembledeachyear,itispossibleto makean estimate ofvehiclesurvival rates.(See TableA3 inAppendix.) OfIhe Bedfordsassembledin 1984,ninepercentwere seen inthe Roadside Intefiview Suwey, butthisdiminishedto only threeper cent forthosaassembled in 1973,The change in thispercentagefrom year toyearwas notuniformpartly because ofsalestothe military andtheNLC (whosevehicles were notrecorded inthe Survey), Neverthelessthere isa cleartrend,and itwas foundthatthedatacouldbe fined tothefollowing equation,Ln( N/h i) - - i.81 .24,9/ Year (1)

(se= 13,2)Coefficientof determination (R): 0.26, Observations: 12Irltheequation N, MandYear aredefinedas follows:.

N(x)= Numberof BedfordsobservedIn theRoadside InterviewSurvey assembled inyear x,M(x)= Totalnumber BedfordsassembledInyearx,year =year(x). 1956! i ,e .Year= 28for1984)

Ifthisequation represents thotruerateof survival then amean expected life of 12.Gyearsis Implied.However theresultshould be treafod withcaution because the Bedfordsalesdatawere Iimifed andt; ssurveywas notcorn.pletely representativ~ of all traffic. Because thesurveyomitted trucksrulmingon shortdistanceurban andintra.district routes(thesetrucksarelikely, onaverage,to beolderthan thosetraveling on Inter-district routes) therearegrounds to suppose thatthe calculatedexpected lifeIjndorostlmated thetruevalue.A life expectancy of 15yearscouldwell bea betterestimate,Hundal(1985b)founda mean expected life of 1i.9 yearsina studyof thesurvival,atesof 81trucksfirst registeredin 1961.Hundalssurveyrelatedto awide varietyoftrucksand inviewof thelaterstandardisation ontheBedford model andthe consequent improved availabltityofcheapspareparts ItIs reasonable tobelieve that theexpectedlife ofthe later Bedford truckswouldbe higher,Themeanageof Bedford tru~ksfound IntheSurveywastenyears, However since 1982Bedf~rdregistrationshavedeclinedwhile Japanese truckregistrations haveIncreased, Over threequartersof theHines were lessthan twoyearsoldandthe mean ages ofthe NissansandIsuzuswerebetweenthreeandfouryears,TheoldesttrucksIn usewerefound tobe theAfghan-run Mercedeswith a mean ageof i5 years.Mostof these truckswerebrought second handInto Afghanistan,Thedata collected fromthe Roadside Interview Surveydemonstrated a strongrelationship between thedriversestimate 01current valueand vehicleage.This isshowninFig,6 andin TablesA3 andA4 IntheAppendIx, Duringtheperiod covered onlyrelatively minor changes weremade 10thebasicBedford truck model,As a resultthe


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0

400

300

100

0

Plate 5 An example of chassisstrengthening

60 62 64 66 68 70 72 74 7G 7S 80 62 64 86Mode;VOaf

Fig.6 Thevalueof Uedford trucksdata shows a more consistent relationship between valueandmodel agefor Bedfords Incomparisonwith thatfor

J Plete 6 A typicel workshop with a latheo ,/10

theJapanesetrucks. Usingthe rawdatafrom theSurvQYfor Bedford trucksthe following regressionwas found:-VehlcleValue(000sRs)u2S7. i56 Log(VeHcleAge) (2)(se=3.36)Coefficient ofdetermination (R): 0483,Observations: 2139

6 THE ROLE OF CONSIGNORSAND FREIGHT AGENTS5.1 FREIGHT CONSIGNORSA surveyof majorfreight consignorswascardedoutduring 1986.The transportor marketingmanagersof 188large Irrduslrialfirmswere Interviewed inIen major townsof Pakistan (listed InTableA5 ofthe Appendix),Theinterview of consignors focused on thetvpeof freightconsigned,the mode chosen, thedegree towhichlreightaoentswere used,and VIOWSn fuluredevelopmentsw~thlnthe freightindustry.A wide range ofbusinesstypeswasrepresented, (See Table A6in theAppendIx,)Overall, thesurvey wasrepresentativeof those con-cernedwith themovementof freight byprivate roadtransport, However, because rail transportand NLCvehicles tend to beused bya relativelysmallnumberof

largeconsigningorganisalions suchmodes were unde~represrmtedIn the surveysample,5.1 .1 Cho ice of t ransport modeOf the tli$eAquartersof the consignors intewiewed whowere responsible forthe decision asto which mode touse, onethirdstated that thetime factorwas themostImportantreason fortheirchoice. Concernfor damage togoods andconveniencealso rankedhighly, butcostswere only quotedas being of prime importanceby 10percent.

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Although most goods aremovedby conventional rigidtruckst Opercentof theconsignors rawmaterialsandfinishe,i p;oducts were Iransporfedby truckswilll trailersand? further 4 percentwere moved incontainers. OfthetwoIllirds ofthe consignorssuweyed whocotildgive apositibq answer91 percentsaid that theycculd getatractor.tailercombination onto their premises. Theuse ofcontainers wasfoundto be limited; only23 percentofconsignors used them andt,;c.third$ cf these used themless than threetimesa month.Rail transporfwas found to bea farlessimportant mode,accountingfor less than oneper cent of aflfreightconsignments, despite thefactthat 15percent ofconsignors hada rail sidingon site andsevenper cent ofconsignors (largely cementmanufacturers and petroleumcompanies) statedthatthey used a rail sidingregularly.Anexamination ofthe Individual ttips forwhichrailwaschosenrevd~ledclearlythat Itwasthe preferable modeonly over long distances such as betweenKarachiand


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Rawalpindi or Lahore, A similar resultwasfoundbyCundill (1986) in Kenya. Thegeneral attitude towards therailways wasvery negative, Sixty percent felt thedelaysassociated withrail transport and theextra loading andunloading charges incurred intransporting th6 freightfrom therailwaydepot tothe factory preventedtheir use.Widespread concern was alsoexpressedabout theaPParentlack of accountability for damaga to goodstransported by rail, despite the legal responsibility of therailways in suchinstances. Thesefeelings arereflectedbythe fact that 30per cent ofthe consignors In thesurveywho hada railway sidinghadrelinquished itsuseandwished to berid ofit. Thus despite theapparent costad~antagesthat trains haveover roads, itwould aPPearthat theflexibility, rapid delivery, convenience andgreateraccountability fordamage associatedwith roadtransport,allof which were highlyvalued bythe consignors inte~viewed, accounted for the insignificant roleof the rail.ways.A small proportion01the consignors interviewed usedNLCtrucks totransport their rawmaterials:verymixedcomments on thequality ofservice weregiven, rangingfrom the advantages associatedwith thelarge trucksusedto the disadvantages of the extradocumentadoninvolved andthe rigid regulations regardingdrivershours,5 .1 .2 Con si gn ors o wn ersh ip and u se o f

vehiclesA key feature identified by boththe Consignors Surveyandthe Roadside InterviewSurveywas thelackofvehicles runon anownaccountbasis, Forthemajorityofthe conslgnor~,traffic wascontractedout tohireandreward operators, Approximately onethird of thecon-signors hadtransportof theirown butthese vehicleswere predominantly used forthemovementof goodsandrawmaterials Inthelocalviclnitf; only 12consignorsusedtheir vehicles ovei longdistances. Themaioradvantages of vehicle ownershipwerofeltto beareduction In delays andthe reduced Probabilityof freightdamageor theft;this I. shownin Table3.

TABLE 3Advantages of Vehicle Ownershipto Consignors,Advantage of Percentowning vehicles of responsesLessdelays 53Less damage togoods 32Fewerincidents of theft 8Increased customer contact 7Total 100

Table 4 identifies the maindisadvantagesassociated withvehicle ownership that were poinled outbyconsignors. Itwasfelt tflat thedifficulties of managingvehicles andstaff

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insituationsof fluctuating demand were themost impor-tant problem, and thedifficulties of trying toobtain returnloads werealso citedas maior disadvantages of runningin-house transport operations. Over half of theconsign.orssimplystated that such operations would notbefinancially viable or appropriate to ttleir business, and thecomment wasfrequently made that they could notcompete with theptivale hire and reward truck opera-tors, Furtheravldenceof this pattern wasrevealedfromtheRoadside InterviewSurveywhere less than 1percent ofthe trucksintercepted wero operated onan ownaccount basis.Sixtyper cent of alt vehicles operated by these consign.ors wereBedfords:other popular vehicles included theMazdatruck(a vehicle with up10three tons carryingcapacity) and theSuzuki pick-ups: these vehiclesaccourlted for, respectively, i5 and10 percent of thetotalowned by theconsignors5,1.3 Contact with freight agentsOverhalf of theconsignors rnalntalned regufar contaclswithfreight agents (freight forwarders): the largemajorityofthesewereInthe form of awritten yearlycontractsottlng fixedfreight ratesfor that period, About 20percentof consignorshad established more informalrelationshipswith oneor moreagents agreeing to directwork toan agentover a shorter time period. Details oftherelationshipsbetween consignors and freight agents aregivenin Table 5.Itwas notpossible todraw anyconclusions with regard10the differenceIn ratescharged per ton kilometre betweenthoseconsignors whohada formalcontract with anagentand thosewho didnot,due tothe lack of directlycomparable dataof toadtypes and routes.5 .2 cREIGHT AGENTSA parallelsurvey of frei(,ht agents was alsoundertaken.Intotal 237freightagents were interviewed inten majortowns(listedin YableA5 Inthe Appendix), Theagentswere askedthe type ofwork undertaken, thetype,sizeandmode of freight consignments dealt with andtheImportanceof ancillary services sucf~astelephones andwarehouses, Opinionswere alsosought on posslblafuturedevelopments in the industry and on particularproblems experienced,5.2.1 Ownership and operationsMostfreightagenciassurveyud were either owned byindividuals or operated as parfnershlps; just over halfoftheagencies operated from one officeonly,whileahandful hadas many aszo other offices. Theforwardingoffreight wasveryclearlythe major operation fortheagents: 43per cent also operated a small numberofvehiclesof theirown and65 percentran a warehouse ofsome sort. Less than 5 percentwore Involved Inthefinancingor tradeof trucksor other freight relatedbusiness suchas importing, exporting, wholesaling orretailing,

TABLE 4Disadvantages of Vehicla Ownership.

Disadvantage of Mostimportant problem Proportionof allowning vehicles (percent of consignors) problems mentlonadManaging staff/vetlicles 43 34Flnanciat problems 32 49Emptyrelurn Iournoys 5 9Other 1 8No reply t9Total 100 100

Source: Consignors Survey

TABLE 5Consignors Relationshipwith Freight Agents,

Relationship with Freight Ag#tlt ConsignorsT01,71 Per cefllNo relationship with anyagent 86 46Informal relationship withone agent 15 BInformal relationship withseveral agents 7 4Written contract with fixedralosfor onoyear 00 43Total i 88 i 00-.

Sourco: Consignors SurveyYhefreight agentsWI1Oidnol oporate n warehousotended todeal mainly with bulky rawmaterials such asstone, qravel, or ironand steel, Covered warehouseswere util ised by63 percentof theagents,whilst ahandful reliedentirely onstorage inthe street. Thecapacity of thewarehouses variedwidely from thosa abletostorethe equivalent ofone Bedford truck toad (approxi.matoly8 tons) tothoseable tocover30 loads,althoughthe malorily w~~resomewhere between 2 and5 Bedfordloads.Forthe agents interviewed, private roadtransportaccounted forover 99per cent of all consignedfreight,with a srn:lll atnount consigned bythe NLCandseatransport; nofreight wasconsigtlod by rail orair fitall.

Theresl~ltsfromthe Roadside Intervlow Survey of truckdrivers alsoindicated thatfreight agents wore rarelyapproached for shortiourneydistances (seeTable 6). Forall drivers with loadedtrucksmakingiourneys oflessthan50kilometres, only 20per cent made useof a freightagent,whilst around80 percentof those makingjour-neys over 500 kilometres used anagent.Italsobecame claarthat lreight agentswerelesslikely tobeusedfor particular cargo types.Agentsware notusedby45 percentof drivers consigning quarried materialandthemovement ofpetrol, dieseland oit rarelyInvolvodanagent:however,bolween 60and 80per cent oftruckstransporting manufactures or agricultural produce hadmade useof anagent,

5 .2 .2 Consi gnments and ratas o f commiss ion Table 6 showsthal agents charges werea significantlytligher percentageof thetotal tariff for shorter iourneysAbout onequsrter of theagents interviewed dealt largely andsmaller loads(as tnighl beexpected),Also,it waswithgeneral merchandise especially thosebased in the foundthut asa proportion of totaltariffs agenls chargeslargeurban centros of Karachi, Lahoro and Rawatpindi. woreslighlly lowerfor freight tnoving awayfrom KaractliThe remainder tended to specialise incommodities such thanin the reverse direction. Little conslstontpattern wasasquarried builditlg materialsor iron andsteel. found between freight agents tariffs and vehiclo types.Almostone third of all theconsignments wore smalls 5 .2 .3 F re ight agents business channels(i.e. less than oneton), Only 16percentworo between 7and 12tons, which istho size ideally suitedto the Ninety porcent of the freight agents interviewed weroBedford truck, whilea quarter of consignments wero foundto have a working telephone and96 percentreported t o be over 20 tons, claimed t hey had a satisfactory postal service, However

13

.-


11/22

~ -.---- ---___--..J .-. .\__,.. - ...--.-.------.-... .

TABLE 6 hire-purchase arrangement: thevehicle seller or providerof Ilnance safeguards hlsinvestment by registering thetruck Inhlsown name untilthe vehicle isfullypurchased,Survey over40 percent of theJapaneseIractor.trailerswore foundto bepartof a Ileel. Forthose tractor-trailersmanaged infleets a meanfleetsizeof 28vehicles wasrecorded.6.3 VEHICLE PURCHASE ANDFINANCE

Useof freight Agents, Agents Chargesand TripDistance. -Trip Numberof Perconl of Meanchargedistance loadedtrucks drivers using byagent assurveyed an agent a per centofKms total tariff

less than 50 149 20 11,35 0- 100 225 28 8.8101 - 200 371 49 7


12/22

.

----- ,. ----- .. . . ----

20AB LE 9Dale ofPurchaseby Current Owner

Year of 2 Axle 2Axle 2Axle 2 Axle 3 Axle Tractor.Trailerpurchase Bedford Hino Isuzu Nissan Nissan NissanPer Cent

Before 1976 4.31976 2.9 i1977 i ,2 21978 2.6 i 21979 2.3 1 i 1 1 3I980 4,1 4 4 71981 5.6 2 4 1 81982 8.7 1 t4 6 71983 14.8 4 1: 17 10 111984 24.4 4 37 17 191985 3026.2 57 42 35 451986 302.9 30 7 6 13 3

100 100 i 00 100 100 100Total Replies 2206 170 i 67 69 69 61

I


- , . . . . . ... .. -. -.--., ..-, ._-_ , , , . -.: L..:>. . . . . . .


13/22

~~ . ..... -:, . .. . . . . .. . . . ._______ ---- . ~.. ,, ,.

)

I

TABLE 11Trucks Purchasedon a Repayment Basis

2 Axle 3 Axle Tractor-TrailerBedford Hlno Isuzu Nissan Ni ssan Ni ssanF or t ru ck s w h r epayme rr ls : p er t en / o /p os il /v e r ep li es

OulstandlngLoan? No 17 3 20 3 IiYes 83 97 t: 80 97 89LateRepayments? No 65 84 77 64 79 97Yes 35 16 23 36 21 3EaseOf Meeting Repayments?

Easy 17 26 i5 14 28 32Difficult 45 41 39 39 35 44Very Difficult 38 33 45 48 37 24Impossible o 0 0 0 0 0Repaymentsto: Bank 1 1 4 7 6 6Relative 1 i i 5 0 0Frland 1 4 0 0 0Vehicle Seller 81 77 7: 79 61 83AganVMoneyLender 15 17 15 10 13 11No.of truckswithmultiple repayments 1709 165 i 36 53 61 37


7.

7.1

OPERATIONALPERFORMANCE, LOADS ANDTARIFFSVEHICLE TRIP LENGTHDISTRIBUTION

The Roadside IntervlawSurveyprovideda richsourceofdata on theoperational performance of freight vehicles.However Itwas notdesigned toprovldaa precise pictureof Pakistanistrlplength dlstributlon. Forthlsit Isuseftiltoconsider ananalyslsof theOrlgln . Destlnatlon (0.D)Survey carried out during 1979.60 whenover 93,000truckdrlve{swere interviewed at 110surveystationslocated at ciistrlctboundaries throughoutthe country(Majeed 1963). Thedistribution of freight vehicle tripfangths fromthe Roadside InterviewSurveyIs shown InFig, 8 find data from theO-DSurveyIs shownIn Fig. 9,As exp?cled the Roadside InterviewSurveyrecorded amuch greater proportion of longdistancetrips,Trips ofover 1000 kmaccounted for15per cent ofthe casesand45per cent of thevehicle kmsIntheformersurvey butonly6 per centof the cases and29 percent . thevehicle kmsIn thelatter survey,

i8

Toassist with theanalysls ofthe Roadside InterviewSurveydata thetrafficdlrectlon ateach surveysitewascla~slfled as beingeither to Karachior fromKarachi,Theempty and loaded vahlcle triplength dlstrlbutlonc lass if ied by dlrec tlon Is given In Table ~17In theAppendix,Sevent~slx percent oftrucks traveling Inthe fromKarachidlrectlon were loaded compared wkh 62 percenl inthe opposite dlrecllon, This reflects thegeneralImbalanceIn themovementof freight found throughoutPakistan, Inoverallterms69 percentof tripsand 84 percentof vehicle.kmsware loaded, As expected, emptyrunning docllned as triplength Increased,This IsshowninFigure 10where both UKand Pakistandata aregivenforcomparative purposes,Although thedata Isnot strictlycomparable (the UKdataomits tankers) a fairlycloserelationship exists between thatwo data setsfor dis-tancesUp10500km, ThedropIn theproportion ofloadedvehiclesrecordedat 75okmIn thePakistandata relatestotha parflcular difficulty offinding returnloadsfrom theremoteMekranareaof Baluchlstan,The UKdataweredrawnfroma studyby Cundlll andHull (1979)on emptyrUMdngof goodsvehicles,Empty trucks travelllngto Karachi had tonger tripdis-tances, on average, thanthose travelllng Inthe opposite

25m

~ r p [ Il st o, lc e, ( k, ,, !)

Fig,8 Freight $urvoytrip len~lh distribution

I

Trip lIISIIIIICU, (k!ns]Fig,9 O-D surveytrip lcnyth distribution

19

I


14/22

100,

80604020 t I

Tr#p length lktns)Fig.10 Graph showing proportion of loadedvehiclesagainsttrip length

direction. Forthosetraveling toKarachi43 percenttravelledmorethan200 kmscomparedwithonly i 7percentIn theoppositedirection, Thedifferences Inloadedtrip distancesare not somarked,7.2 OPERATING PERFORMANCEIn Pakistan height vehicles areabll?to achieve a highdegree of utilisation by working longhours,night andday,Most truckshavetwo drivers andwhen oneis workingtheother Isable torestandsleepmakinguseof thewooden compartment builtabovethe cab.Apart fromthetankers thereare very fewspecialised trucks,soIt Ispossible forvehicles togo Iooklrrgforworkfromjobtojobwith themlnlmum ofdifficulty. Inpractlce vehiclesareoftenaway from base forperiodsof Uptothree weeksata timeseekingwork throughout thecountry.The wide-spread dispersal of frelghi agenis makes Ii relativelyeasyio find anyworkihatis available,Unlikeihe paiiern commonInoihercounifles, ItIsiheprincipaldriver ofeachiruck, raiherihanihe firmsoffice,who is responsible forfindingwork, schedullrrgvehicles,collecting revenues, andorganlslng repairs,Alihough vehicles wotk long hoursand aremodifiediotake heavyloads,produciiviiy Isconsiralned by relativelylow running speeds. A highway speed survey(Majeed1980) esiimaied anaverage spotrunningspeedof 52kph(34mph) forirucks, TheRoadside IniervlewSurveyfound overall loaded journey speeds (I,e.wiih restporlods) of23 kphforiwo-axleBedfords, 20kphfor iwo.axleJapanese trucks,21 kphforihrae.aYle Japaneseirucks, and 17kph foriracior.iraller combinations,Keyoperating s!aiistlcs (brokendown byvehicle type)derived from ihe Roadside IniervlewSuwey aregiven InTable 12, Loaded irip distancesrange beiween 500kmsforBedford irucks to 1000kmsforihe largerihre~axlevehicles, Empiyirip dlsiances weremuchness,To estimate thedegree ofempiy running andilmespeniempiy drivers ofloaded vehicles were askedaboui thalrcurreni irip andaboui anyamptyperiod oremptyrunningunderiakan during ihetimebeiweenihe Iasi loadedirip

20

and ihecurrani one.Thisdata ispresenied inTable 12wiih datafrom Interviewsof driversof empty vehicles.TheRoadside InierviewSurvey ihus provided twoseisofdaia onempty iravel, one directly from empiyvehiclesandonefromtheprevious activiiy ofloaded vehicles. iriplengths foriheformer weresomewhai larger(Table 12).ThedifferenceIs because some iruckswere able io pickuploads afteronlya veryshortempiyjourney wiihin iheiown whereihey haddropped ihelr previous load. Theseempiyiripswere recordedas past empiy journeys butwere notpickedup ascurreni empiy irlps atihe inievdisirici suwey siies.Thepercentage ofvehicle kllomeires loaded given inTable 12forBedfordirucks isIitile differeni from theoiherirucks,Thisis largely because ofthe higher proportion ofiankers (whichhave muchgreaier difficulty Infindingreiurnloads) amongsi iheheavierirucks, Excludingiankers, Bedfordsdo moreempiy running ihan oihertrucksbecauseof ihelr shorter irip disiances,Informationon empiy tripsshowed thai for83 perccni ofcasesihe primary purpose wasto look fora load,and in14perceni iiwas toreiurn tobaseor io home.Journeysio make repairs amounied tojusttwo parceni ofemptyirips.Onaverage Bedford irucks reiurned io base ufier 7daysandothor trucksreturrledafter8to 12days. Thedriverswere away from ihelr homesfor muchlonger periods,Thedriversof Bedfordsand theoiher iwo.axle iruckdriverswerefound io returntoiheir families after 16to21days bui ihedriversof ihree.axle NissansandNissaniracior-trailars reiurned after27 and38 daysrespectivelyThreedifferent esilmaies of theannual distance iravelledwere calculatedfrom ihe Roadside Iniervlew Survey,ihese aregiven InTable 13,The esiimaies were basedon:

a) weeklydisianceiravelledb) monthly revenues andcurreni idprevenugsand disiances,

and c) curren i i ripi lmes anddistances,Only oneesiimaie ofannual disiance travetledshown inTablo 13Isbelow i 00,000 kms, Alihough ihere Issomevarleblliiy IntheresulisIt appears ihai ihehigher capaciiyirucksiravel further ihan iheBedfords. Because ihedaiawerecollecied fromInier.dlstrlci iruck movemenis iheresults arelikely io overesilmate ihe average disianceiravelled.Alihough Bedford trucksaccounied for77 perceniof iheirucks surveyediheyprovidedjusi 50per ceni ofihemeasurediotal ion.kilomeires. Thecapacity ihaf differentvehicles provldedlsshownln Fig, 11,whichdemon.slraies theImportance ofihe iracior-irailers that accounied for15per cent ofthecapacity provided butonly3,5perceniof ihevehiclessurveyed.

TABLE 12Timeand DisianceOperating Siaiistics

2 Axle 3Axte Tracior-TrailerBedford Hino Isuzu Nissan Nissan NissanPerceni irips Ioadoa 68.5Percent vehiclekms loaded 85,4Overall meantripdisiance kms 403Forloaded irucks:mean irip Iengihkms 502meantrip duration hrs 20meanpreviousemptyiriplengih kms 98meanpreviousempty running &waitingdurai io n h rs

Forempiy irucks:mean itlp IengihkmsMean period before:reiurrzingio basedaysr~iurning tof am il y days

Numberof iimes a claysrestIsiaken permonthNumberof days resiiakeneach timeDays under repairper year

26

188

6,7

17.t

245

t,752

75,7

87,5

726

83939

325

40

373

7.9

16.3

2.1

i .733

66.8

73,7

607

66534

235

31

487

10.2

21.1

2.4

i ,734

67.1 750

37.8

1.6

3,351

Source: Roadside Irrtowlew Survey

TABLE 13Three Estimatesof Annual Disiance Travelled(t 000kms)

2Axle 3Axle Traclor.TrailerBedford Hino Isuzu Nissan Nissan Nissanbased on:a) weeklydistance 117 i 59 t47 i 32 143 136b) irip revenues i 09 116 104 95 112 129c) (r ip i imes 109 129 117 i 08 120 127Meanof esiimates 112 135 i 25 112 t25 13i

Source: Roadside Iniewlew Survey Excludesdata f romSurvey Sta iions 1. i 1 .

21


15/22

from Rawalpindl 10Gllgit (7.8RSperkm). Theseweremore than double theaverage, reelectingthe absenceOfreturnloads andthe difficult operating conditionsofdriving in Mekran (forTurbat)and inthe mountains(forGllgit).Table 14providesa summaryOftariffs, distances a,.,iload weight data fordifferent vehicletypes.overallBedford trucksearned Rs2.7 Per(emptyand loaded)kllomelre Iravelled, Thetwmaxle Japanese trucksearnedbelween 3.5and 4.1 RSperkm travelled andthe largerNissantrucksearned belween 52 and5,4 RSperkm,Theoverall tariffper ton-km forBedfordswas Rs0.38,Theoverall rates fortwo.axle Japanese trucksweresllghtly lower with an averageOfRs 0.35 perton.km: thedifference can beexplained largelyby thelongeraveragetrip distances fortho Japanese trucks,Three.axle trucksandtractor-trailer unlls hadoverall tariffratesof about RS0,25 perton-km (i.e. equivalent to about 65per cent OftheBedford truck rate).Table 15provides a comparison between rail androadtariffsfor a selection of keycommodities. Theraildatawere compiled from statisticsfor freightcardedduringJune 1985.Yhe road tariffdata (collectedfrom theRoadside Interview Survey) relatesto theperiod Januaryto May 1986.All two.axle vehicle data Iscombinedas Is

data relating to three.axle trucksand tractor-trailers. Theratesquoted foreachcategoryrelateto thetotalrevenueearneddivided bythe total Ion-kilometres,Thg overallratesshownfor rail relatejust tothe cargtt=s carriedcommercially,Cargoes with ratesof below Rs0,05 perton.km areignored;theseare mostlyused forthatransport of the Railways own materials.TheTableshowsthatwhilethereIsa substantial varia.tion Inthe ratesfor thedifferent commodities, intotal,railtariffsareabout70 percentof thetariffsof thetwo.a~letrucks,Formost commoditiesthe tariffsof thelargertrucksare slightly above rail tariffs. However, InoveralltermsthereIs littledifference Inthe rates,The analysissuggests that thelarger trucksareable tocompete onpricewith theRailways,Inthe Roads[de InterviewSurvey, tankersaccounted forjUst8 percentof Bedfordsbut 23per cent ofthe Japa.nese Iwoand three-axletrucks;theyearnedIhe equiva-lent of i,8 times those ofothertrucksperloadedkllome.tretravelled,Yhlsmakesup forthevery muchhigherratesof empty runningencountered (i.e.44 and50 percent of thetotaldistancetravellod fortwo.axle Bedfordtankersand non.Bedford tankersrespectively) andcompares with 13percent empty runningfor thenon.tanker Bedfordsarid 9 percentfor theothernon.tankertrucks,

7rIP distance, fkrm)Flg,12 Freightratesto Karachi

-. (li%lFig.11 Breakdown of total ton.kmsprovided

7 .3 LOADS AND TARIFFSInthissection themaindifferencesIn tariffsareIdentifiedforthe different vehicle types,A moredetailed analyslsofthe effectsof time, distance, roughnessand seasonalitywill be presented Insubsequent reports,Because of theresponsibilitygivento drivers, Itwasrelatively easyto gatherInformationon the loadscarried,tatiffscharged andrevenuesearned,Yhesedata werecollected from threedifferent sources;the RoadsideInterview Survey, the Vehicle ActivitySurveyand theDrivers Costand RevenueDlarles,Pasttrdnds Intariffswerealso collected from freightagents.Thedatafromthedifferent suweys werefoundtobe veryconsistent,Figures 12and 13showhow tariffsvarywithjourneydistance, direction andvehicletype.Thedatarelatesonlyto trucks traveling outsidethe Mekranareaand wherethedriver hasgivenhis load Inweighttarms,(TheMekran area of Baluchlstanwas excludedbecauseof thevery rough roadswhich Increasestarifflevels,Tankertrucks,and some vehicles takinganimalsor sandandgravel+were excluded because thedriversdid not givetheir loads Inweight terms.)Theaverage loadcarried byBedfordswas8 tonswhilstforothar two- axletruckstheaveragewas IZ tons,Average loads for three,axle trucksandtractor-trailercombinations were21 tons and2?tonsrespec~vely,For

TABLE 14Summary Of Yariffs, DistancesAnd LoadWeights

2 Axle 3 Axle Yractor-YrallerBedford Hino Isuzl Nissan Nissan Nissano I 1 I 1 I I I i I I I 1 I I I7,, !,, ,,,,, !,!,,, ,!,,, ,,,,,, , ,,, ,,,,1, ,,,,,,,

Trip disfntlcb!, (km$lFig,13 FreightratesfromKarachi MeanTari ff Rs 1702 3918 290i 3850 5682 5940

thelattertwocategoriesaverage loads from KarachiwereSIXtonsmorethan average loads 10Karachi, ForBedfordsand other two-axle trucks,direction made nosignificant difference to theweight of loadcarried,

Mean LoadedDistanco Km 547 921 724 850 1051 957Mean EmptyDistance Km i 58 242 359 236 i 98 387Thefigures demonstrate a clear decline Intariffper ton-kllometre astrip distance increases, Theyalso show Ihalrates from Karachi were much higher thanrates toKarachi:for Bedford trucks anaverage of 38 percent,forthree-axletrucks 62per cent and fortroctor.trailers 110per cent.

PerCentKms Loaded 868 91.3 967 87.6Mean LoadWeight Tons 8!1 12,4 tl,4 13.6 20!0 25.7

Comparing each distance anddirection category therewas littledifference In tariffper ton.kllometre betweenBedfordsand other two.axle trucks,although theratesforthree-axla trucksand tractor-trailers were substantiallylower,

(TotalTaflff~otal LoadedDistance)/Mean Load WelghlRsper Ton-Km 0.38 0!34 0.35 0.33e 0,26 0.24I YotalTariff/(Total Loaded +EmptyDistance)RsperKm 2


16/22

~ . .... .. . . .. . ../~. ...-. ...__._. . . . . . ._ ._ -. ____

TABLE 15 TABLE 16Vehicle Running Costs(MeanValuesFromDifferentSurveys, 1986prices)

Two.Axle Three-Axle T rac!or .T ra iler sBedlords Japanese Japanese Japanese

A Comparison Of RoadAnd RailTariffsTari// Mean DistanceCommodity Rail 2 Axle 3 Axle& T&T Rail 2A xl e 3A xl e& T&TTrucks Trucks Trucks Trtjckc-----Rs per Ton-Km Kms- Fuelconsumption ltr/km

Kerosene 011 0.59 0!95Diesel Oil 0.54 0.70Petrol 044 0.94Furnace Oil 0,27 0.42

(Diesel =425 R#llr)DiariesRoadside InterviewVehicle Activity0,740!530.32

488409277844

432411350G035961521

0.2990.2850.25 0.306 0.486,3971043General repairs Rs/kmDiaries(mean vohlcle age)Roadside Interview(mean vehicle age)

FirewoodFertilizerWheatSugarCoal & CokePaddy& RiceIron& SteelCementSalt

0,510.470,270,260.250.250.250.230.22

0.590,370.390.380.340.320.390!530.44

35967210600.190.310,270250.300,24

292348307767i042488635348243

5545510.239 0,244dyrs i yr0,358 0.259tOyrs 3yrs

04315i yr0.3673yrs1033 0.5684yrsi 2379731159916848

i 5556581085i065Tyres (cost) Rs/km(New tyre = Rs2275)Diaries 0.142 0.1 O.ii

Overall Rates:PetroleumProducts 0.41 0!68Yyres(noper i000 km)Roadside Interview 0.ld3 0.207.t49 0.246

o!5t0.25

571 498872 638

10141002

Total crew costs Rs/dayDiariesRoadside InterviewDry Cargo 026 0.37Sources: 1.PakistanRailwayStatistics ForJune 19852. Roadside InterviewSurvey

127131 iOd159 199 i 73Oilandgrease costs Rs/km(Oil = i 3.4Rs/ltr)DiariesVehicle Aclivity 0.141 0.190.129 0.1938 COSTS, REVENUES ANDPROFITABILITY

relates only tovehicles traveling on paved roads inflatterrain (I.e.dala relating 10vehicles traveling in themourltalnousnorth oron roughroadsIn theMekran areomitted),

Loading Labour Rs/kmDiariesVehicle Activity . 0.06

0.130.0650,4i

InformalIon on vehicle operatingcostsand revenueswascollected fromthree differentsuweys, These were:. Somedegreeof variation Inthe results from thodifferentdatasourcesIs tobe expected, Differences in vehicleagehelpto explain some ofthe differences in mainle.nance and lyreCOSIS,Octroi ondpolice RskmDiariesVehicle Activity

a) YheRoadside InterviewSurvey 0.148 0.170.1020.16

b) YruckDrivers Cost andRevenueDlarlesThereIsa fairlyclosecorrespondence between thedifferentsurveysIn crewcosts,loading Iabour, gratuitiespaid tothepolice andoiland greasecosts, Expenditureontyresrecordedby theDrivers Diaries appears tobolowIn relatlon to theapporent lyre replacemerlt rate:howover avarietyof repairs ismade toextend tyro lifeandmuchuseIsmadeof remoulded tyres.Large differ.e:lCeSWererecorded in the payments made fortho ~clroi(alocal taxleviedon loading andunloading freight) andforagen!?commission, Forthese itemsdifferent opera-t or s w facedifferent costsaccording to the journey andtype ofloadcarried. ItIspossiblethatthe surveyscaptureddifferentpatternsof vehicle operation.

Agents commission Rs/kmDik~riesVehicle ActivityRoadside InterviewC) Vehicle Activity Suwey 0.035 0.070,1420.12 0.16

006Thedatafrom theDrivers Costand Revenue Dlarlescovered different periods goingbackto themid lg70s.Those datawere aggregatedInto monthly periods andconverted to 1986prices {obe comparable with theothertwo surveys.

0.158.16

f...\

outright. In Ihe hire.purchaso casethe costsof rnoeting andtho total timoperiod10makethe currenl loaded triptherepayment commitmonls areused, inplaceofthe togethorwith thelime spent emptyprior10makingthepurchaseprice, and an adjustment forinflationis mado loadedtrip.forthe repaymonl period. TI1Oostlmatesfor Bedfordtrucksrangofrom 967to 10868.2 VEHICLE REVENUE Rsperday: adiffercnco ofabouti 2per cent. Becauseofthosmallersamplesizes[hero is greater uncertainty forInformation on vehicle edrnings is presented inTablo18, thelargertrucks.Forthese an adjuslmonl wasmade toEarningspor daywere eslitllfited directly fromtho

theRoadside IntorvlowDatato accommodate Ihomonthlyearnings recorded in the DriversDiariesdata directional flowimbalanc~ oftrucksIravolling 10andfromandfromthedata collection periods (one tofourwooks) Karachi.Tariffsfor loadstraveling fromKarachi wereOftheActivitySurvey, Inthe Roadside IntorviowSurvey foundto bomuchhigherthantaritfsin theoppositeearningspor day worecalculated fromtho tarilfs charged direction:thisdifference wasparticularlymurkod for

110 in thisSection a briefanalysisof operatlrrgcosts, rev.enues and profitability ispresented. A morecomprehen.slve analysis ofthis data will bepresented Ina subse-quent report,8.1 VEHICLE OPERATING COST

COMPONENTS Table i7 givesestimates of thecapital costsper dayofrunning different typQsof vehicle. They include bothdepreclallon and Inlerestchargescovoring theestimatedvehiclo life.A current real interest rate ofthreepor cent isassumed. Differentcoststire givenfor trucks purchasedbyhire.purchase repaymentsfrom trucks purchwsed

,0I Table 16provides a summaryof data collectedon themain components of vehicle runningcosts by thedifferentsurveys, The data fromthe RoadsideInterview Survey

24 25III

,- -

..,


17/22

- . . _.-.._. -- .-__.. .....: .. .

TABLE 17Vehicle Capital Costs PerDay(Fortrccksmade In85/86, i 986 prices) Two.Axle Three-Axle Traclor.TrailerBedlord Japanese Japanese JapanesQ

Meannew purchasep ri ce QsOOO 305 377 519 625Assumed vehiclelife Years 15 13 12 12Capital COSISer day:1)for truckspurchasedo ut ri ght R s 68 94 139 167

11)fortrucks purchasedby repayments Rs 84 115 166 202ill)mean estimate forall t rucks Rs 80 ifl i 60 185

e

traclor.tiallers forwhich therewasalso a marked discrep.ancy inthe numberof vehiclestraveling inthetwodirections.8.3 TOTAL OPERATING COSTS ANDPROFITABILITYEstimatesof meanlifetime operating costs,revenues andprofitability are given InTable 19.Adjustmentshavebeenmade totakeaccountof theeffectsofvehicleageonoperating costs,distance Iravelledand revenues.Lackofdatapreventsesllmatesfor tractor.trailers,Estimatesof netprofitarealsogiven InTable 19,andestimatesoi Internalratesof return(IRRs)areshown InTable ZO,The datasuggestthat thethree.axle Japanesetrucksare the mostprofitable white BedfordIlucks areonlyjust profitable, Lackof datapreventsestimatesforIractor-trailers; theseare believedto beIntermediateinprofitability between thetwo andthree.axle Japanese

trucks.The results confirm impressions gained frominformalirrterviows with various people connacted withtheIndustry,TheIRRsgivenare inrealterms andtflay shouldbeviewedin relaiion tothe alternative returns oncapital. Inreal termsmoneyinvested in Pakistan ondeposit at [hobank has, inrecent years,given a returnof between zeroandthree anda half percent.Theprofitability calculatlon~ are based on Iho assumptionthat forvehicles ofdifferent ages, revenues andcostswillbemaintained inrealterms, HowevQrit islikely that thehighlevels ofprofitability found forthe largervehicleswilldecline asmoreof thesevehlctes areintroduced intoPakistanand competition forcesdown tariffs, Furthopmore since early 1986the Yenhas appreciated invalueand asa resultthe price of newJapanese trucks hasrisensubstantially, Thiswill also afldcl the profitflbilily ofnowoperators entering the market,

TABLE 18VehicleEarnings (lJean estimates, 1986prices)

Two.Axle Three-Axlo Tractor-TrailerBedford Japanese Japaneso JaDonesoTo/a/ earrr ing$ per day (RS)

Diary Datafor 1985/86 1005 i554Roadside Interview 967 1179 1804 i662Roadside Interview.

Q Adjusted for trafficdirectiorr l lowlmbalance . l17i 1846 1917J Activity Survey/, 1~86i 26I,

.!

- ..___ . .._. . . - .. . ,,

TABLE 19Estlmaled Lifetlnle OperatingCosts PorKilome[re (1986prices)

TWO.AXIO Two-Ax18 Three.AxloBedford Japanese JapaneseDistanceperday Kms 329 304 373

Runningcosts:FuelCrewMaintenance and repairsTyres011and greaseLoading IabourOctrol, police, taxesAgents commission

1.2570.4260.3220.1420!1410>0790.1710.078

R s p or km1,3330.4720!2940.142o#1900,0860.1930.115

i.7320.5870!3880.213oji930.1490.1830.110

Total running costs 2,GiG 2.825 3.555

Estimated capital costs:i) vehicle purchased oulrighl 0.207 0.309 0.3731)vohlcle purchased withrepayments 0.255 0.378 0)445Ill) mean estimate forall trucks 0.243 0.365 0.429

Total Revenue perkm 2.939 3.347 ~.302

Nel Profit:i) vehicle purchased outright 0.116 0.213 0.45411)ehlclo purchasedwith repayments 0>068 0.144 C.372Iii) mean ostlmate Iorall trucks 0.000 0.157 0.398

TABLE 20Estimated Inturnal Rateof Return(lRR) for DifferentTrucks

TWO.AXIO TwoAxle Ttlre~.Axl~Bedford Japanese Japaneseper cen l

Estimated IRRbased on outrightpurchase 9.3 18.1 50,6Estlmatod IRRbased on meanterms 01repayments 6.3 15,t 70>3.

27


18/22

Usingthe cost andrevenuedatacofected from theRoadside Inlervlew Survey an Investlgallon wasmade ofthechanges Inprofllablllty of different vehicleswith tripdistance, Longdistance tripsappear10be unprofitable forBedford Irljcks, whilefor twoand three.axleJapanesetruckslongdlslance tripsappaar tobe much moreprofitable, Thisconfirmsthe widely heldview thattruckswith small carryingcapacllyare more suitedto shortdistance journeys wheretheir flexlblllfyIs an advantage,

9 DRIVERS PROBLEMS ANDROAD ACCIDENTS

9.1 DRIVERS PROBLEMSDuring the RoadsideInterviewSurveydriverswere askedto Identifyup to threekeyproblemsthat theyencounteredInthecourse oftheirwork, TheresultsareshownInTable21, Themost Importantproblem Idenfi{iedwaspollee harassment, whichwas mentioned by twothirds ofall drivers, Polleeharassment isconnectedwith Ihopayment ofgratuitiesto pollee on traffic duly:this practiceIsverywidespreadand isbellevadto applyalsoto publlctransportas wellas to fhefrelghl transportIndustry.Datafromtho DriversCost and Revenue Diaries Surveysuggeststhatthepolice receive onaverage about Rs45opermonth from each vehicle, equivalent tojustunderhalfofthe average Industrialwage,

Thesecond andthird most Imporfanl problems were poorroadsandlearofrokuers, Forboth ofthese ahlgherproportion ofthe drivers ofthe Japanese lrucksidentifiedtheseproblemsbecause a greater proporflon ofthemoperateln Baluchlstan andln Slnd. Baluchlstan hasahigh mileage ofunpaved main roads andboth Slnd andBaluchlstan are noled for robbery attacks,An Interesting difference, relating to their economicperformance, emerged between the Bedford and Japa.nese trucks, High operatlrtg costswere mentioned byzopercentof Bedford driversbut byonly four percent ofJapanese truckdrivers.9.2 ROAD ACCIDENTSTable 22givesdatarelating toaccidents suffered bythetrucksduringth~ previous year. Infolal 9 percent 01drivers reportedone or more accidents during theyear.Onaverage, foreach accident, vehicle damageamountad lo about i3percent ofvehlcle valuoarld loaddamageto lessthat oneper cent ofvehicle valua.Of II1Oaccidents77percenl lnvolvednoltljury, 14porcQrltInvolvedrnlnor injuries, threeper cent resulted Intlospi-tallsatlon andsix porcent resulted in fatalities,Roll-over accidenls wore the mostcommon involvingabout 39per cent ofthe total.The high sided trucksusedInPakistan appearto beparticularly susceptible to thistypeof accident. Roll.ovor accidenfs caused Ihe leas!pei$onal injury, As expected head.on and pedesfriallaccidents causedmostof thefatal andserious Injuries,

TABLE 21DriversMain Problems2 Axle Bedlords Japat )ese T rucksNo, of PerCent No,of PerGenlAr,swers of Drivers Answels of Drivers

Police Harassment 17i6 66.3 436 67.6PoorRoads 853 33,0Fearof Robbers 614 363 56,323.7HighRunningCosts 522 25i 38.920.2District Ta, 23222 368.6 37Fmdlng Loads 164 5.7LowSalary 6.355 55 8.52.1 13LowTariffs 47 2.0i ,8Competltlon 49 29 4,51.9 3 0.5Spare Parts 21Flndlng Finance 1Drivers Unemployment 1Unnecessary Delays 1Loan Repayments oVehicle Breakdown oOtherProblems 2a7

),i i 0.2000001.1 51 7,9Total Answers 4553Number of DriversGiving i 262Positive Answers 2588 645


28

TABLE 22Road Accidents

Two.Axle Olher AllBPdfords Trucks TrucksNo.of vehicles Involved Inaccidentsduring previous yuar 254Total No,of accldelts 45288 29950No.of accidents as V oftotaltrucks 11 33a7Percentof accidents with truckdamage 95 toMeant iuck damage Rs ao25,5oo 92Percent with load damage 36,OOO 27,10020Mean l oa ddamage R s 217,000 20i 1,600 7,900Accldenl TypeRollover p~rCOn/39Head.on 3822 39Side 2618 22Nose.lo.tail 512 16Obstacle 126 izAnimal 5

~o 0Other 2 00 2

Personal InjuryType Por Cc/l/No injury 79Minorinjuries only 67Ii 7726 14Hospitalised (nofalalitles) 4 0Fatal 36 7 6Source: Roadside Interview Survey ForllIose cases whore damago occurred

10 SUMMARY OF MAIN RESULTSThemainfindings of fhis study areas follows:1) Overall tho road frolghl transport industryis verycompotilive andthe exlsling vehicle Ileel isrun officlontly,However thereappears 10be scopofor theirrtrcduclionofgrealer numbers of Iargor vehlclos.II) Road frelghl transporthas been growing inimportance InPakistan, In i 983it accounled for70porcenl of Iotal inland freight Inoveml]nl,ill) Duringthe i 970s andearly 1980sIho two.axle 7-Ion Bedfotd truckdominated tho industry, Howovtirduringthe last fivo years newerand largerlwc.axleJapanese trucks havetaken an increasingproportion ofthe market,iv) Mosttrucks in Pakistan are sfrengthoned 10Iakuheavier loads, II IS common forthe Bedfordswhichurodesigned 10 c arry 7 tot s 10 l~ko i 1 tons and !ortwo.axloJapanuse trucks desigrt~d 10 carry 11tons 10transportloadsof i6 Ions, Three.axlo votliclos carryUp1030[orlsandIractor.trailer unitswill carryovor50 tons.v) Two.axle Bedford trucksappo;lrod fobo onlymarginally profitable while II1Oargorcapocily truckswore

foundto bemuchmoroprolilable, Theinlernal rato ofroturrr(lRR)for two-axleJapanesotruckswas estimatedtob~ about15 porcent whilefor three-axleJapaneseIrucksth6 IRRwas~sllmaled tobe over 50per cent,vi) Small repairworkshopsarewidelydistributedthroughoutPaklslan. Spare partsare plentiful: tnanyarefactoryrnadoin Pakislanandsomeare made toorderinthosmall workshopsvii) CommercialIroighttransport in PakistanIsorganisodon a free markelbasis: freight Iarillsaredolerminedby supply anddemand. EntryIntotheindustryis cheapand easy,and apartfrom theoperationoftho NntiorralLogislics Coil,there islittle direct govern.menl inlelvention.viii) Thepredominant formof ownorshlpIs by itldi-vidual entrepreneurswho provide a hireand rewardservice.Thereis a veryhigh turnoverin vehicle owner-ship.Overhalf ofthe Bedfordtruckswore purchasedbytheircurrunl ownorduringtho previoustwo years.ix) Ownaccountoperationstend to be confined tourbancollection anddeliverywork;they arevirtuallynon.existentin longdistance transportoperations. Theproblomsassociated withmanagingstaff and vehiclesweroidenlifiod by industrialfreightconsignors as the

29

. - .- .


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main reasons against developing theuseof Iheirownvehicles.The lor hiresectoris readilyable toprovidetransportcheaply and quickly and thereIs verylittledemand forpurpose builtspeciallsed vehiclesx) Vehicle iinance is provided through an informalsystem of hirepurchasearrangementsbetweenownersandmiddlemen, manyof whom arcfreightagents.Bankfinance isvery rare,A widerange 01effective interestratesIs paidfor truckpurchase through theseagree.ments.Themodalrateof Interestcharged Isabout20 porcent. Onthewhole, ownersofthe largerandnewertrucks findit easiest to meettheir financialcommitments.xl) Triplengths InPaklslanara long;the averageloadedtriplength forBedfordtruckswas500kms.Forthe largercapacityJapanese trucksIt ranged from650 toover 1000kms. Emptyrunningaccounled forabout 16percent of totalvehiclekllometres, Annual travel appearstobe inexcess of 100,000kms for those trucks reglltarlyengaged on longhaul transport.xii) Overall journey speeds (includingrestslops) arelowat about23 kph. Thetypical pattern ofoperationsusually InvolvesIwo drivers andone assistant,Theywilltravotnight anddaygoingfromjob10iobfor IJp totwoweaksat atime beforereturningto base,Theprincipaldriver Isresponsible forfindingwork, colloctlngrevenue,keeping accountsand malnlalning thevehicleIn goodrcoalr.xiii) MostIndustrial Irelght consignorswerofound 10favour roadtransporf Incomparisonwith railin viewoftheformers flexibility, speed, convenience andgreateraccountability in thecase of damage,xiv) Thewidespreadnetworkof freight agerdswasfoundto play a keyroleinthe operationsof theindustry.Over 60per cent ofloadswereplacadthroughagents,Over 90per cent ofagentswere found10haveaccesstoa working telephoneand 90percentof agentsclalmedthat onaverage theycouldfinda vehicleto consignaload withinone hour,xv) The national Imbalancein freight flowswas foundto be reflected infreight Iatlffs. Onaverage,Irelghtratesfor goodstravelllng Inland fromKarachiwereabout35por centhigher thanrale$ Iorthe reversedirection,xvi) Freight tariffsperkilometrewerefoundto declinemarkedly with Increasingiournoydistance.Tracto~trailers and three-axle trucksprovidedtransportat tariffratesthat werebroadly compelitivo withPakistanRail-ways:these rate~Wereroughlyequivalent10about65percentof thetariffschargedbythe two.axle Bedfordtrucks,xvii) Thomostcommon complaint01driversrelated 10ttle widespread problem of police harassment,Frequentcomplaints were alsomade aboutroadconditions andthe fearof robbers, ailhough byinternationalstandardsthemain roads InPakistanaronolbadand theactualincidence of highway robboryisv~ry SMaI

30

xvii i) About 9per cef lt ofVetl icles were InvolvedInanaccident Inthe previous year. Ofthose accidents, 77percent involved noinlurY, i4 Percent Involved minorinjuries, inthreepercent ofthe cases people werehospltallsed andinsix percent ofthe cases fatal injurieswere Incurred,Vehicle rollover occurred In 39per centof the accidents,

11 ACKNOWLEDGEMENTSTheworkdescribed Inthis reportformspart Of a pro.grammeof Iointresearch between IheOverseas Unit(Ilead J S Yerrell) ofthe Transport and Road ResearctlLaboratory, UKand the National Transport ResearchCentre!HeadM S SwatI), Pakistan.

12 REFERENCESCundil l, M,A.and P,M Hull ( i979)Reducing EmptyTravelBy GoodsVehicles, TRRL Laboro/ory Repor t NO876.Transport and Road Research Laboratory,Crowthorne,Cundill, M,A. (1986)Road.rail competition forfraighttraffic in Kenya, TRRL Res ea rc l) Repor / No. 41. T rans .portand RoadReseorch Laboratory, Crowthorno,Hundal, S, A. (1985a) Transport Statistics. NTHC Repor/No,83. Nafional Transport Research Cen(re, Islamobad.Hundal, S.A. (i985b)Survival Rate of Molor Vohiclos inPakistan.NTRC Repor f No, 90. Nationul TransportResearchCanIre, Islamabod.JapanInternational Cooperation Agency (JICA), (1983)TheStudyon National Transport Plan intho IslamicRepublicof Pakistan.Tokyo.ttlaioed,A, (1980)Highway Speed Survey, NTRC Ropor/No. 5t. National Transport Research Contre, IslamabadMajeed, A. (1983) Road Troffic Origin.Destination Survey(i979.80). NTRC H ep or / N o. 6 7, Nalional TransportResearchCentro, Islamabad,Maieed,A,(1985) Vohiclo Operating Costs. NTRCRepor t No. 79. Nutional Transport Research Contre,Islamabad.

APPENDIX A: ADDITIONAL TABLES TO THE MAIN TEXT

TABLE AlRoadside lnlerviaw Staliorls

PlaceCode RoadSection TotalProvince Dalo Interviews12345678910Ii12314151617iB1920212223242526272829303i3233343536373839

Rawalpindi - MurroeTaxila - Hasan AbdalAbbottabad. MansehraBatgram - BoshamAllock BridgeMardan - MalakandPoshawar. NowshoraPoshawar - KohalBannu - DIKhanDi Khan. DGKhanRawolpindi . MandraJhelum BridgoGuiranwala. LahoroFaisalabad - ShoikhupuraSargodha - FaisaktbadOkara- SahiwalMultan - BahawalpurMuzuffargarh - I:alehpurDGKhan- RakhniDIKhan - Dnry]KhanPano Aqil - MirpurMalholoJncobabod . Dora M~radJamaliLarkann -Ghafi YasinHydorabad - SakrandHyderabad . MirpurKhasI(otri - DaduHyderabad - Kar:lchiKarachi - ThaltoKarachi - LflhalSibi - DndharNushki - OuollaOuolla - BostaflMuslimbaqh toZhob &LoralaiKhuzdar - KalalDesima. SurabBosimtl - l>anjgurPanjgur - TurbalTurbat - GawadnrTurbat - Awaran

Total Intorviows

PuniabPunlabN.W.F.PN,W.F.PPuniabN,W.F.PN,W.F.PN,W,F.PN.W,F.PN.W.F.PPun]abPunlnbPunlabPuniabPurlJobPunlabPunlabPunlabPuniabPunlabSindSindSindSindSindSindSindSindBnkrchislanUaluchislanQaktchislnn

UaluchislanUaluchist;m

10/01/8612/01/8614/01/8616/0i/8618/01/8620/Oi/8622/01/862d10118626/01/8628/01/8610/02/86i 2/02/BGf4/02/861610218G18/02/8G20/02/86ZZ/02/8G24/02/8626/021aG2a/02/aGi a/03/aG20/03/a6221031aG24103/aG2G/03/a62a/03/a630/03/a6O /04/8603/04/a61o/041a6121041aG14/0418G16/041a619/041UG21/041a6231041aG25/04/aG2710dlaG25/04ia6

691039868139i 09969a9a55439594134i 03i 00109110105997910250i 32toa120133izi991124299aiii513181029653453

31


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..., . .. ... . . . . .. . ... .. . . . . ,. . .

TABLE A2TrucksSurveyed: ByInterviewProvince,Make And Type

Make ProvinceNWFP Punjab TotalSind Balucltis!an

TABLE A3AaeAnd Value Spectrum FO Two-Axle Trucks

Two.Axle Bedfords Two AxleJapanese TrucksModel Number Per cent Per cent Current Number Pe r ce nt Cu rr en tYear In of all Value In ValueSurvey Bedford SurveySales Rs000 Rs000

Bedford 2 axle3 axleTractorTrallar2 axle2 axle2 axle3 axleTractorTrailer2 axle3 axleTractorTrailer2 axle2axleTractor Trailer2 axle2 axle3 axleTractor Trailer2axleYractorTrailer

11113122351i28652

312194

11429i81

5i303

524 613121452332t6

13

23

51243591

10845

386

21

10611117

212

t41108

13

683

263431

BMC/LeylandFordHlno

16 19571959196019Gtt96219631964i96519G6196719681969197019711972197319741975i97G19771978197919801981i98219831994i9851986Total

22328 0,310 0.472 2.7GO 2,281 3!056 2,15t 1.9i 08 4.157 2>263 2,4100 3,8115 4,4211 8.0185 7!1168 6.48G 3,3120 4,6232167 :::102 3.9191 7.3178 6.B139 5,354 2.12

486065708360989395104ill10G127114114123i 28i 3313114314Gi G6i 7218G197223266290325

11315070217293ioi102i 82238257265317341383406

4

0!8o,G0!20.60.81.91.42.12.54.354i3.419!038!48.7

100

231

13 190711InternationalMan

MazdaMercedes

10 121 4

4 30 3i.46.8::;3.25.47.63,46.67.38.8

G 349710122126659218642

76 10297J Mitsubishi

Nissan1I! 17

2axle3axleTractor Trailer1916 869885

SaviemToyota

2axle 2625 100 4852 i 55ean 3372 axle 1Others/Unspecified i Source: Roadside InterviewSurvey19

Total 622Source: Roadside InterviewSurvey 3453

32 33

~~ i,,1. &_..-... ----- ...... * .. ,,, .o


21/22

I(!I

II1

TABLE A4AgeAnd ValueSpectrum01 Nissan Three.Axle & Traclor-Trailers

Nissan3 AxleTrucks Nissan Tractor TrailersModel Number Percent Current Number Per centYear

CurrentValue ValueRs000 Rs0001974i9761977i97Ci 979i98019821983198419851986

i i .0i ,07.16.17.f11.2i7,340>86.1

3 3.62.48,37,15.98.3i5.522.617.91,2

4384253604a44133605ao573634700

27657131915i

35030i3603io503498527soa

;67ii17406

TABLE A7Empty and Loaded TripLength Distribution by Direction

Trip From Karachi To Karachi Total PerCentLength Kms Loaded Empty Loaded Empty Trucks Loaded5- 5051- 100tol - 20020}- 300301. 400401- 500501 . 6 00601- 70070 i - aoo80t - 900901-1000100i -12001201.14001401.16001601-1800iaoi -2000

6697t93102135129

i 4911867271598421201001

76t27 10681 397423626265250268194i 2ai 40103104135i 96639929

351a53.059!372.876.084.077.8a5.260,089.388!595,692.990!597.089,9

Total 98 i 00 84Mean 100483 534Sourco: RoadsideSurvey

t 78 i aa45155965145244235598a245114

45343515541010613632

100646050577094334512TABLE A5 TABLE A6

Locationof InterviewsforConsignorsandFrelghlAgents-Numberof interviews1ocatlon Consi gnor s F re ig hf A gen/ s

I(arachl 56Lahore 4936 37Rawalplndl 23 29Falsalabad i 9Gujranwala la 28Sarghoda 14Sukkur 2413 19Abbottabad 11Attock 910 9Sheikhupura 4Others 2 4

Typesof Business Undertaken by CotlslgnorsType Total PercentYextiles 35 la,6Industrial mechanics 19Ironand steel 10,118 9,6Agricultural produce 17 9.0General raw materials 15 7.8Food/anlrnal feed 9 ~i.aCelnent 7 3.7Agricultural mechanics 6Vegetable oll/ghee 3.25 2.7Minerals 5 2,7petroleum products 4 2.iFertilizer i 0>6Others 25 13.3

TotalTrucks 1307 404 1056 653 3420Average PerCentOf Loaded Trucks:BYTrips 7s.4 61!aByVehicle K!IIV

69,1934s 74,3 839Source: Roadsid6 Inlervlew Survey

Total i 8a 237Source: Freight Consignorsand Agents SUrvOy Yotal 188 i on,~ Source: Frelghl Consignors and Agents Survey

P,I,tI,I


22/22

..,

0

.$. . . .

-.. . . . . . .-_ _____

..- _ ____ . .. .. _____

~ ~_ >, ~T-&_..- ...... ... -...-_.::... .. .. . ~~ .............. . . . ,)>@-

An overview freight industry:. .

pakistan road frieght industry

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