These slides are compilations to better understand the topic mentioned in the previous slide. The larger the city, the greater its complexity and the potential for disruption, especially when that complexity is not effectively managed. The most important transport problems are often associated with urban areas and occur when transport systems, for a variety of reasons, cannot meet the many demands of urban mobility.
It is associated with motorization and the proliferation of cars, which increased the demand for transport infrastructure. As vehicles spend most of their time parked, motorization has increased the demand for parking space, leading to space utilization issues, especially in CBD areas. Congestion and parking are interconnected, as searching for a parking space (called "cruising") causes additional delays and impedes local circulation.
In central areas of large cities, cruising can account for more than 10% of local circulation, as drivers can spend 20 minutes looking for a parking space. However, long commutes are linked to several social problems, such as isolation, as well as poorer health (obesity). It is necessary to have more public transport versus private transport to bring balance to the transport system.
In urban areas, both motorized and non-motorized vehicles occupy the same streets at the same time. Most of the rickshaw "pullers" or drivers have no training and are not even aware of the traffic rules and regulations. The more extensive the road and motorway network, the higher the maintenance costs and financial burden.
Globalization and materialization of the economy have resulted in growing volumes of goods moving within cities. As freight traffic commonly shares infrastructure with passenger traffic, freight mobility in urban areas has become increasingly problematic. Insufficient number of traffic police and traffic signals, errors in traffic markings, violation of traffic rules and regulations, etc.
Non-integrated transport system: road, rail and water act separately and are developing, but others are deteriorating. Together, these benefits illustrate why car ownership continues to grow worldwide, particularly in urban areas. The planning and consequent allocation of public funds aims to improve road and parking facilities in an ongoing attempt to avoid congestion.
In many cases, zoning regulations set minimum standards of street services and parking and de facto impose a regulated dependency of automobiles.
M ITIGATING C ONGESTION
The second involves a pool of vehicles (mostly cars, but also bicycles) that can be leased for shorter durations when mobility is required. High Occupancy Vehicle (HOV) lanes ensure that vehicles with 2 or more passengers (buses, taxis, vans, carpools, etc.) have exclusive access to a less congested lane, especially during rush hour. A series of measures aimed at imposing charges on specific segments or regions of the transport system, mainly as a toll.
The charges can also change during the day to reflect congestion levels so that drivers are encouraged to consider other periods or other modes. The removal of parking or free parking spaces can be an effective disincentive as it reduces travel and allows those willing to pay to access an area (eg for a short shopping stop). Offers alternatives to management that can significantly improve efficiency, especially if it circulates on its own infrastructure (subway, light rail, buses on reserved lanes, etc.) and is well integrated within a city's development plans.
As the vast majority of urban journeys are over short distances, non-motorized modes of transport, particularly walking and cycling, have an important role to play in supporting urban mobility. Provision of appropriate infrastructure, such as pavements, is often a low priority as non-motorized transport is often perceived as not modern despite the important role it has to play in urban areas.
U RBAN E NVIRONMENT
Bangladesh's cities are ill-equipped to absorb population influx due to outdated, ineffective and poorly implemented urban planning. Only the four largest cities of Bangladesh have development authorities responsible for urban planning, and these plans have been poorly implemented due to a lack of political will and institutional capacity. The coastal belt of Bangladesh, especially the coastal urban areas, is already vulnerable to a range of human-induced and climate change-related hazards.
Bangladesh as a whole is vulnerable to climate change, but the coastal belt of Bangladesh as a region is the most vulnerable part of the country. To address the spatial characteristics of coastal dynamics and to deal with the long-term impact of climate change, the country's policy guidelines and institutional arrangements should prioritize the coast and coastal cities as distinct entities. In order to reduce greenhouse gas emissions, energy-efficient building designs and building materials should be encouraged.
Prioritize better urban planning and management of urban development, improvements in environmental management and better environmental governance.
U RBAN P OVERTY
Governments should continue to invest in modernizing slums and low-cost housing, and scale up pilot projects into national programmes. The process of housing and slum improvement should be encouraged by all levels of government through training, financial incentives and legal recognition. The government should take necessary steps to ensure safe water supply and provide better sanitation to all homes, and monitor progress regularly.
W HAT W E HAVE C OVERED …
W HAT W E L EARNT
What Next?
