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                                                      Urban transport problems and solutions pdf
   Up until now, the private vehicle has been a major priority for transportation planners in many parts of the world. This historical focus on the movement of cars over the movement of people has given rise to a number of challenging transport problems that affect both public transit agencies and private transport providers.
   Rising populations, the proliferation of cheap and efficient vehicles and urban sprawl have all made moving people even more challenging in major cities. Today’s top three transport challenges—congestion, sprawl and cost—are complex, requiring responses that are both very strategic and creative. 1. Congestion
   Number one on the list is the most widespread and visible transportation challenge in the world. Congestion causes daily misery for many commuters in global cities. In the United States, people spend a combined 14.5 million hours every day stuck in traffic as they try to commute and transport goods. Congestion is also
   expensive. In a study of data collected from Britain, Germany and the United States, the total cost of congestion in 2017 was calculated at a staggering $461 billion, or $975 per person. To solve the congestion problem, cities are taking a wide range of approaches. Some urban centres are turning to technological
   solutions to reduce congestion: Toronto, for example, is experimenting with smart traffic lights that use cameras to sense when lineups form and automatically adjust their frequency accordingly. Other cities are attempting to address the root of the congestion problem: too many cars. In Washington D.C. and Baltimore,
   officials have recently rolled out an app called Incentrip, which encourages users to take different modes of transportation by gamifying transportation. The app gives users points for taking alternative, greener modes of transportation such as a bus or bike. These points can then be spent on prizes like Amazon and
   iTunes gift cards. Some cities are even looking at banning cars completely. The Norwegian city of Oslo, for instance, wants to ban all cars from the city center by the end of 2019. Madrid, Spain plans to ban cars from the 500-acre city centre by 2020, and will redesign roads to make them more pedestrian-friendly.   2.
   Urban Sprawl Urban sprawl is a pattern of outwards development on the fringes of existing cities—with big implications for transport. The further cities spread outwards with low-density development, the more expensive and difficult it is for transit agencies to service areas. With few and inconvenient transit options, as well
   as long distances between residential and commercial zones, residents in these areas are prone to using personal cars to get around. To respond to the challenge of providing efficient transit in suburban areas, many agencies are turning to integrated, multi-modal transportation to encourage commuters to leave their
   cars at home. The proliferation of ridesharing, ride hailing and bike sharing has also created new transportation opportunities in underserved areas. Now, commuters have more choices beyond driving a personal vehicle or taking a bus. An emerging range of sophisticated apps can plan entire trips by combining public
   and private transportation options: some even allow users to pay for their complete trips within the app, providing a similar level of convenience as a personal vehicle. While convincing people—especially those living in outlying areas—to leave their cars at home isn’t easy, it’s heartening to see that viable alternatives to
   vehicle ownership are increasing. If large cities are to successfully tackle the issue of urban sprawl, multi-modal solutions that include a large number of transport options will be crucial.      3. Rising Transport Costs When it comes to fleet management, both in the public and private sector, the cost of keeping fleets on the
   road is on the rise. Distracted driving is causing more accidents in places like North America and the United Kingdom, fuel costs are increasing and congestion delays are resulting in lost productivity. What opportunities exist to reduce fleet costs and make fleets more efficient? First and foremost, overcoming high
   operation costs depends on an effective dispatch system. United Parcel Service (UPS) is an industry leader when it comes to leveraging data in their fleet management and dispatch system. UPS’ ORION system analyzes massive amounts of data to create routes that save the company fuel, money and time. While not
   everyone has access to such resources, a smart dispatch system is a prerequisite for efficient, modern fleets. On the more forward-thinking side, some fleet managers are already planning ahead for the arrival of autonomous vehicles (AVs) as a solution to soaring costs. By assisting humans in the driving equation, AVs
   have the potential to greatly reduce accidents, eliminating vehicle downtime and costly insurance settlements. AVs also hold the promise of reduced fuel consumption and maintenance downtime. Cities throughout the world are facing some tough transportation challenges. Rising populations are only going to put
   increased pressure on transportation systems. Despite these obstacles, fleet managers have a wealth of tools at their disposal to plan for and respond to today’s urban transport landscape. DDS is committed to providing the tools needed to help fleet managers respond to these challenges now, and in the future. Contact
   us or book a demo to get your fleet in the best position for success. Image: Shutterstock / Danila Shtantsov Shafii, H., & Shareh Musa, S. M. (2010). Urban Transportation: Issue and Solution. Journal of Techno Social, 2(2). Retrieved from There is no readymade universally acceptable solution to the urban transport
   problem. Planners, engineers, economists and transport technologists each have their own views, which when combined, invariably produced a workable strategy. Whatever policy evolved should be considered firstly, in the light of time it takes to implement them and secondly, all policies need to be appraised in terms of
   their cost.The following common steps may be helpful in solving the problems of urban transport: 1. Development of Additional Road Capacity: One of the most commonly adopted methods of combatting road congestion in medium and small towns or in districts of larger centres is the construction of bypasses to divert
   through-traffic. This practice has been followed throughout the world including India. Mid-twentieth century planners saw the construction of additional road capacity in the form of new or improved highways as the acceptable solution to congestion within major towns and cities.Since the pioneer transportation studies of
   the 1950s and 1960s were carried out in the US metropolitan areas, where the needs of an auto-dominated society were seen to be paramount, the provision of additional road capacity was accepted for several decades as the most effective solution to congestion, and urban freeways were built in large cities such as
   Chicago, San Francisco and Los Angeles.Western European transport planners incorporated many of their American counterparts’ concepts into their own programmes and the urban motorway featured in many of the larger schemes (Muller, 1995). However, it soon became evident that the generated traffic on these
   new roads rapidly reduced the initial advantages.The construction of an urban motorway network with its access junctions requires large areas of land and the inevitable demolition of tracts of housing and commercial properties. By the 1970s planners and policy​makers came to accept that investment in new highways
   dedicated to the rapid movement of motor traffic was not necessarily the most effective solution to urban transport problems.2. Traffic Management Measures: Temporary and partial relief from road traffic congestion may be gained from the introduction of traffic management schemes, involving he reorganisation of traffic
   flows and direc​tions without any major structural alterations to the existing street pattern. Among the most widely used devices are the extension of one-way systems, the phasing of traffic-light controls to take account of traffic variation, and restrictions on parking and vehicle loading on major roads.On multi-lane
   highways that carry heavy volumes of commuter traffic, certain lanes can be allocated to incoming vehicles in the morning and to outgoing traffic in the afternoon, producing a tidal-flow effect. Recent experiments using information technology have been based upon intelligent vehicle highway systems (IVHS), with the
   computerised control of traffic lights and entrances to freeways, advice to drivers of alternative routes to avoid congestion, and information on weather and general road conditions. The IVHS can be linked up with advanced vehicle control systems, making use of in-car computer to eliminate driver error and control
   automatic braking and steering when accidents are imminent.Traffic management has been extensively applied within urban residential areas, where excessive numbers of vehicles produce noise, vibration, pollution and, above all, accident risks, especially to the young. ‘Traffic calming’ has been intro​duced to many
   European cities and aims at the creation of an environment in which cars are permitted but where the pedes​trian has priority of movement. Carefully planned street-width variations, parking restrictions and speed-control devices such as ramps are combined to secure a safe and acceptable balance between car and
   pedestrian.3. Effective Use of Bus Service:Many transportation planning proposals are aimed specifically at increasing the speed and schedule reliability of bus services, and many European cities have introduced bus priority plans in an attempt to increase the attractions of public transport. Bus-only lanes, with or against
   the direction of traffic flow, are designated in heavily congested roads to achieve time savings, although such savings may later be dissipated when buses enter inner-city areas where priority lanes at intersections and certain streets may be restricted to buses only, particularly in pedestrianised shopping zones.Where
   entirely new towns are planned, there is an oppor​tunity to incorporate separate bus networks within the urban road system, enabling buses to operate free from congestion. In the UK, Runcorn New Town, built as an overspill centre for the Merseyside conurbation, was provided with a double- looped busway linking
   shopping centre, industrial estates and housing areas.About 90 per cent of the town’s population was within five minutes’ walk of the busway and operating costs were 33 per cent less than those of buses on the conventional roads. Although the system is not used to the extent originally envisaged, it successfully
   illustrates how public transport can be integrated with urban development. Bus-only roads can also be adapted to vehicle guidance systems, whereby the bus is not steered but controlled by lateral wheels, with the resumption of conventional control when the public road network is re-entered.Such systems have been
   adopted in Adelaide and experiments have been made in many other cities (Adelaide Transit Authority, 1988). The bus can also be given further advantages in city centres where major retailing and transport complexes are being redeveloped. The construction of covered shopping malls and precincts can incorporate bus
   facilities for shoppers, and reconstruction of rail stations can also allow bus services to be integrated more closely with rail facilities.The ‘park-and-ride’ system, now adopted by many European cities, enables the number of cars entering city centres to be reduced, particularly at weekend shopping peak periods. Large
   car-parks, either temporary or permanent according to need, on the urban fringe are connected by bus with city centres, with charges generally lower than central area parking costs.The advantages of the bus over the car as an efficient carrier are secured, and the costs of providing the fringe car-parks are much less
   than in inner-city zones. Rail commuters can also be catered for in a similar manner with the provision of large-capacity car-parks adjacent to suburban stations.Many towns and cities have’ attempted to attract passengers back to bus transport by increasing its flexibility and level of response to market demand. In
   suburban areas the dial-a-ride system has met with partial success, with prospective passengers booking seats by telephone within a defined area of operation.Such vehicles typically serve the housing areas around a district shopping centre and capacity is limited, so they are best suited to operations in conditions of low
   demand or in off-peak periods. Fares are higher than on conventional buses since the vehicle control and booking facilities require financing.Experiments have also been made with small- capacity buses that can be stopped and boarded in the same way as a taxi and which can negotiate the complex street patterns of
   housing estates more easily than larger buses. However, with the widespread introduction of scheduled minibus is the problem of overloading has been reduced.4. Parking Restrictions:As we have seen, it is not possible to provide sufficient space for all who might like to drive and park in the central areas of large towns.
   Parking thus must be restricted and this is usually done by banning all-day parking by commuters or making it prohibi​tively expensive. Restrictions are less severe – off-peak, so that shoppers and other short-term visitors who benefit the economy of the centre are not deterred. Separate arrangements must be made for
   local residents, perhaps through permits or reserved parking.City authorities can thus control public car-parking places, but many other spaces are privately owned by businesses and reserved for particular employees. The effect of this is to perpetuate commuting to work by car. The future provision of such space can be
   limited through planning permission for new developments, as is done in London, but controlling the use of existing private spaces raises problematical issues of rights and freedoms that many countries are reluctant to confront.Overall, parking restrictions have the advantage of being simple to administer, flexible in
   application and easily under​stood by the public. Their Achilles’ heel is enforcement, for motorists are adept at parking where and when they should not and evading fines once caught.Fines in many cities are so low that being caught once or twice a week works out cheaper than paying the parking charge. Indeed, in
   London in 1982, a survey showed that illegal parkers outnumbered legal ones and only 60 per cent of the fines were ever paid. Parking controls have to be stringent and be enforced if they are to make any significant contribution to reducing congestion in the city.5. Promoting the Bicycle:The benefits of cycling have long
   been recognised. The bicycle is cheap to buy and run and is in urban areas often the quickest door-to-door mode (Figure 5.3). It is a benign form of transport, being noiseless, non-polluting, energy-and space-efficient and non-threatening to most other road users. A pro-cycling city would promote fitness among cyclists
   and health among non-cyclists. Cycling is thus a way of providing mobility, which is cheap for the individual and for society.Advocates of Environmental Traffic Management (ETM) frequently cast envious glances at the Netherlands, where cycle planning is set in the context of national planning for sustainability. The
   Master Plan Bicycle, which aims to increase bicycle-kilometers by at least 30 per cent between 1986 and 2010, not only tackles the traditional concerns of cycle infra​structure and road safety, but also addresses issues of mobility and modal choice; how to encourage businesses to improve the role of the bicycle in
   commuting; reducing bicycle theft and increasing parking quantity and quality; improving the combi​nation of cycling and public transport; and promoting consideration of the bicycle amongst influential decision makers. These ‘pull’ measures are part of a national transport strategy of discouraging car use, which ‘pushes’
   motorists towards use of the bicycle.6. Encouraging Walking: Walking is the most important mode of transport in cities, yet frequently data on it are not collected and many planners do not think of it as a form of transport. As a result of this neglect, facilities provided specifically for walking are often either absent or badly
   maintained and pedestrians form the largest single category of road user deaths. There are social, medical, environmental and economic reasons for promoting walking, for it is an equitable, healthy, non-polluting and inexpensive form of transport. Moreover, ‘foot cities’ tend to be pleasurable places in which to live, with
   access to facilities within walking distance frequently cited as a key indicator of neighbourhood quality of life.7. Promoting Public Transport:If ETM aims to shift trips away from cars, then attractive alter​natives are required. Cycling and walking may be appropriate for the shorter distances, but transferring longer trips
   requires that a good quality public transport system is in place to ensure that the city can function efficiently.This means that: 1. Fares need to be low enough for poor people to be able to afford them;2. There must be sufficient vehicles for a frequent service to be run throughout the day;3. Routes must reflect the
   dominant desire lines of the travelling public and there should be extensive spatial coverage of the city so that no one is very far from a public transport stop;4. Speeds of buses need to be raised relative to cars by freeing them from congestion;5. It is not enough to provide public transport: it also has to be coordinated.
   Multi-modal tickets may be one essential ingredient of a functional urban transport system, but the key item is the integration of services by the provision of connections between modes.8. Other Measures:Some of the other measures useful for urban transport planning are: 1. Restrictions on road capacity and traffic
   speeds,2. Regulating traffic access to a link or area,3. Charging for the use of roads on a link, or area basis,4. Vehicle restraint schemes,5. Rail rapid transit,6. Transport coordination, and7. Public transport improvement, etc.The urban transport planning is a continuous process and it should be done through a process,
   as Figure 5.4 shows, are the pre-analysis, technical analysis and the post analysis phases.Once the goals are established, data need to be collected in order to prepare land use, transport and travel inventories of the study area. The availability of good quality, extensive and up-to-date data is an essential precondition
   for the preparation of an urban transport plan. Accordingly, there will need to be an inventory of the existing transport system and the present distribution of land uses; a description of current travel patterns; and data on such matters as population growth, economic activity, employment, income levels, car ownership,
   housing and preferred travel modes.In brief, urban transport process has four principal charac​teristics – quantification, comprehensiveness, systems thinking and a scientific approach. The environmental traffic management system should be adopted both in developed and developing countries in order to check the
   increasing problems of the urban transport.
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