URBAN

TRAFFIC

Aaditya Garodia
Kushal Gupta
Manisha Kagra
Surabhi Kumari
 Introduction
• TRAFFIC: The aggregation of things
(pedestrians or vehicles) coming and
going in a particular locality during a
specified period of time is called traffic.
• Traffic is organized with many
jurisdiction, with parked lanes,
intersection, junctions, interchanges,
traffic signals & signs.
• Other vehicles (e.g., moped, Bicycles);
and pedestrians. Different classes may
share speed limits and easement, or may
be segregated.
 Transport Planning
• Transportation planning is a field involved
with the valuation, assessment, design and
siting of transportation facilities
(generally streets, highways, footpaths,
bike lanes and public transport lines).
planning organizational process,
and political bargaining.
• Planners are increasingly expected to adopt
a multi-disciplinary approach, especially
due to the rising importance
of environmentalism. For example, the use
of behavioral psychology to persuade
drivers to abandon their automobiles and
use public transport instead. The role of the
transport planner is shifting from technical
analysis to promoting sustainability through
integrated transport policies.
 Elements of Urban Transport
Sector
• Urban public transport:
– On-street systems (for buses, trolley-buses, trams)
– Mixed on-street and off-street systems (bus lanes, bus
ways and light rail)
– Off-street systems (metros and commuter rail)
• The urban road system
• Traffic management systems (for increasing the
efficiency of available road space)
• Non-motorized transport systems (facilities for
pedestrians and people powered vehicles)
• Urban transport institutions (planning, design,
finance, implementation, and enforcement)
 Network Characteristics
• There are two basic characteristics of
the networks namely:
 The Form &
 The Classification and Hierarchy.
Network Characteristics- The
Form
• Grid Iron Form: Roads
crossing at right angles.
E.g. Chandigarh

Advantages
• Regular plot sizes
• Easy flow of traffic

Disadvantages
• Monotony of drivers as all
crossings look similar.
• Close placement of roads
creates too many
intersections.
 Network Characteristics- The
Form
• Regular and diagonal:
Grid pattern with diagonal
crosses.
E.g. Washington

Advantages
• Monotony is broken.
• Landmarks and nodes are
created.

Disadvantages
• Plot sizes become irregular.
 Network Characteristics- The
Form
• Radial: Roads spreading out from one
point.
E.g. Karl Sruhe

Advantages
• City gets a prominent centre,
• It gives a direction growth of the
city.

Disadvantages
• Trapezoidal plots are born.
• Through traffic is increased.
• Connections of the radials are felt
necessary as the distance from one
road to the other keeps on increasing
as one travels on any road.
Network Characteristics- The
Form
• Radio Centric: Radial road with
concentric circles.
E.g. Vienna.

Advantages
• Easy connections between radials.
• City gets a prominent centre,
• It gives a direction growth of the city.

Disadvantages
• Too many concentric rings increase
intersections.
• Trapezoidal plots are born.
Network Characteristics- The
Form
• Radial and rectangular:
Combination of radial and grid
iron pattern.
E.g. New Delhi

Advantages
• Prominent nodes and landmarks
are got.
• Regular plot shapes are obtained.

Disadvantages
• Close placement of roads creates
too many intersections.
 Network Characteristics- The
Form
• Organic: Branching type of
streets developed as per
needs.
E.g. Carcassone, France

Advantages
• Provides a new vista at every
step.
• Meets the public demands in
the best possible ways.

Disadvantages
• Difficult for automobiles,
• Irregular plot sizes are born.
 Network Characteristics- The
Form
Other types:
a. Linear, e.g. Kolkata, Mumbai
b. Irregular medieval, e.g. Varanasi,
Nasik.
c. Combination of regular and irregular,
e.g. Edinburgh, England
 Road forms and Nature of Movements
Serial and Radial road forms
Serial Road Form Radial Road Form
• Minimum Length (of Roads) Less
(r1+r2+r3)/3= Higher in case of this
• It presents indirect way of connectivity Direct way of connectivity
• Width and other road geometrics remain equal Same

• It maximises the journey cost as the average It maximises capital cost due to the
length of journey from origin and destination is maxi road length and minimises the
maximum. journey cost since the average length is
lower.
• No more than two paths connect a place Multi-nuclei, i.e. multiple connections at
origin or terminating nodes.

• For service vehicles or domestic delivery Strong focal points guiding attention
route it is ideal route towards the centre
• More sensitive as obstruction on in any stretch Less sensitive to blockage
affect the system
Bombay, Kolkata Delhi, Moscow

r3
r2

r1
 Network Characteristics- Hierarchy

The Hierarchical classifications as follows:

• Inter city roads: The road connecting two cities. There are
various categories of inter city roads viz.
• Expressway: An expressway is a divided highway for high-
speed traffic with at least partial control of access. The
degree of access allowed varies between countries and
even between regions within the same country The RIGHT
OF WAY (ROW) is greater than equal to 60m.
• National Highway: ROW 50-60m and Roadway 9-12m
• State highway: ROW 50-60m and Roadway 9-12m
• District road: ROW 25-30m and Roadway 9m.
• Village road: ROW 10m and Roadway 7.5m
Typical Cross-section
Typical Cross-section
Typical Cross-section
Typical Cross-section
Typical Cross-section
 Network Characteristics- Hierarchy
• Intracity roads: the roads which are within the city limits. The
various categories of intra-city roads are:
– Arterial road: These are that roads which connect the town
to a state highway or a national highway. They pass
through the city limits and carry a large amount of traffic
from one part to the other part of the town. These are
meant solely for fast moving traffic.
– Secondary or sub-arterial roads: Also known as major
roads they run within the limits of the town connecting its
important centres. They are designed for slow moving
traffic over a short distance.
– Collector roads: These roads are made for collecting &
distributing traffic from and to local roads and also for
providing access to arterial roads.
– Local roads: These roads, also known as minor roads, are
meant to provide approach to the buildings, offices, shops,
schools, colleges etc.
Carriage Way widths

Description Width(m)
i) Single lane without kerbs 3.5
ii) 2-lane without kerbs 7
iii) 2-lane with kerbs 7.5
iv) 3-lane with or without kerbs 10.5 or 11
v) 4-lane with or without kerbs 14
vi) 6-lane with or without kerbs 21.0

Speed Limits
Arterial 80 Kph
Sub-Arterial 60 Kph
Collector Street 50 Kph
Local Street 30 Kph
 Lanes
• Lanes When a street is wide enough to accommodate
several vehicles traveling side-by-side, it is usual for
traffic to organize itself into lanes, i.e., parallel corridors
of traffic.
• Some roads have one lane for each direction of travel and
others have multiple lanes for each direction.
• Pavement markings to indicate the limits of each lane and
the direction of travel.
• Designation and overtaking:
- The fastest lane is the one closest to the center of
the road, and the slowest to the edge of the road.
• When driving on the left:
-The lane designated for faster traffic is on the right.
-The lane designated for slower traffic is on the left.
-Most freeway exits are on the left.
-Overtaking is permitted to the right, and sometimes to the left.
• When driving on the right:
-Vice versa
 Intersections

The intersections are the

places where the vehicles
can change there directions.
There are various criteria for
designing the intersections.
• Type of road.
• Priority of movement,
• Volume of traffic,
• Allocation of land &
• Existing shape of
intersection.
 Intersections : Purpose of Grade
Separators
A grade separation serves the following
purposes:
• It affords the greatest road safety to
vehicles at junction.
• It adaptable for all likely angles and layouts
of the intersecting roads.
• The capacity of grade separation is
practically the same as that of two cross
roads.
• It grants maximum facility to the crossing
traffic. The accidents while crossing are
avoided because the road are separate and
there is no necessity of stopping.
• It helps a large volume of traffic to move
easily and smoothly without reducing
speeds.
 Intersections : Purpose of Grade
Separators
A grade separation serves the
following purposes:
• It permit stage construction in the
sense that additional ramps may be
provided after the grade separation
structure between the main roads
is constructed.
• It proves to be an essential
component of the controlled access
highways like expressways and
freeways.
• The problem of traffic congestion
during the peak hours does not
arise.
 Intersections : Purpose of Grade
Separators
A grade separation serves the following
purposes:
• It results in considerable saving of
travel time and also reduces the
vehicle operation cost.
• But it is very costly to construct and
it requires considerable area of land,
about 6 to 8 hectares, for efficiently
serving high speed traffic. In plain or
flat terrain, it may introduce
undesirable crests and rags in the
vertical alignment.
 Intersections
• Types of intersection:
A grade separation is the
arrangement of taking one road,
over or under another by means
of a bridge.
It is also known, as a fly-over
junction.
There is physical connection
between the separated roadways
in a grade separation.
The term interchange is used to indicate a grade separation
having facility for traffic to pass from one intersecting road to the
other.

Thus, the connecting roads known as ramps or turning roadways

are provided to enable limited or full movements between the
separate roads at an interchange.
 Intersections

The five common types of interchange:

• Clover-leaf crossing.
• Diamond crossing.
• Rotary interchange.
• Three-way interchange.
• Delta or V-intersections
 Intersections
• Clover-leaf crossing
• It avoids all the right-hand
movements which are the major
source of the road accidents.
• The radii of ramps can be suitably
increased to accommodate the
desired volume of traffic.
• However, the time saved by
increased speed, may be lost in
covering long distance of ramp
length, if the radii of ramps are
too large.
• If the traffic is heavy, there may
be serious interference which
might result in slowing down of
the through traffic.
 Intersections
• Diamond crossing:
• It has a wider range of applicability
than any other type of interchange.
• It may be used at minor roads carrying
low volume of traffic in the initial stage
for the purpose of providing points of
access.
• With proper treatment of the minor
highway, the diamond interchange is
also capable of accommodating
intermediate traffic volumes in rural
areas where operating speeds are high
and relatively large volumes in urban
areas at lesser operating speeds.
• It requires little additional right-of-
way, beyond that of the normal
roadway and it usually proves to be the
least expensive.
Intersections

• Rotary Interchange:
• For some situations, the
design incorporating
grade separations with
the help of a traffic
circle is made.
• The rotary in such a
case functions like the
collector and distributor
of traffic as shown by
arrows.
 Intersections

• Three-way Interchange:
• The three-way
interchange is utilized at
locations where there are
only, three approaches to
the interchange.
• The arrangement with a
single bridge, as shown is
known as the trumpet and
it is also referred to as the
T-intersection.
 Intersections

• Delta or V–intersections:
• The arrangement with
three bridges, as shown
, is known as the delta
or V-intersection.
• The arrows in the
sketch show the lines of
movement, of the traffic
on the intersecting
roads.
 Recommended carriageway widths

• For access roads to residential areas a lower

lane width of 3m is permissible.
• Minimum width of kerbed urban road is 5.5m
including allowances for a stalled vehicle.
Description Width (M)
Single lane without kerbs 3.5
2 lane w/o kerbs 7.0
2 lane with kerbs 7.5
3 lane with or w/o kerbs 10.5/11.0
4 lane with or w/o kerbs 14.0
6 lane with or w/o kerbs 21.0
 Urban transport crisis in India
• Developing countries have several factors in
common that contribute to the severity of their
transport problems. Overall population growth and
increasing urbanization have led to the especially
rapid growth of large cities, which have been
overwhelmed by the sudden jump in travel demand.
The supply of transport infrastructure and services,
by comparison, has lagged far behind demand.
Rapid growth, low incomes, and extreme inequality
are among the main underlying causes of transport
problems in developing countries. Although the
nature and extent of transport problems obviously
vary from one country to another, virtually all
developing countries suffer from the following:
† Unplanned, haphazard development at the suburban fringe without
adequate infrastructure, transport, and other public services.
† Limited network of roads, often narrow, poorly maintained, and
unpaved.
† Extremely congested roads with an incompatible mix of both
motorized and non-motorized vehicles traveling at widely
different speeds.
† Rapidly increasing ownership and use of private cars and
motorcycles.
† Inadequate roadway accommodations for buses and non-motorized
transport.
† Primitive or non-existent traffic control and management, often
without even the most basic street signage.
† Extremely high and rapidly rising traffic fatalities, especially
among pedestrians and motorcyclists.
† Overcrowded, uncomfortable, undependable, slow, uncoordinated,
inefficient, and dangerous public transport.
† Extremely high levels of transport-related pollution, noise and
other environmental impacts, especially in large cities.
 Urban transport crisis in India
• As in most developing countries, a high
percentage of travel in Indian cities is by
walking or cycling, mainly because much of
the population is too poor to afford motorized
transport. Walking and cycling are most
important in smaller cities, accounting for
over two-thirds of all trips (see Fig. 1). As
city size increases and trip distances become
longer, the relative importance of walking and
cycling falls to about half of all trips in
medium-sized cities and about a third in the
largest cities. There is considerable variation
however, even within city-size categories.
 Urban transport crisis in India
• As of 2002, private motorized transport (mainly cars and
motorcycles) accounted for a small but rapidly growing
percentage of travel, about 10–20% of all trips (see Fig. 1).
 Urban transport crisis in India
• Fig. 2 dramatizes the extremely rapid growth of motorcycle
ownership, which increased 16-fold between 1981 and 2002.
Private car ownership increased almost 7-fold during the
same period. The sprawling, low-density development
around Indian cities has made cars and motorcycles
• Increasingly necessary to get around, especially given the
unsatisfactory alternative of slow, overcrowded,
undependable, and dangerous public transport services. At
the same time, rising incomes among the Indian middle and
upper classes have made car and motorcycle ownership
increasingly affordable. Over the entire period 1980 to 2000,
overall purchasing power of the average Indian almost
doubled. That economic growth probably benefited the
middle and upper classes the most, especially spurring
growth in motor vehicle ownership..
 Urban transport crisis in India
• In recent years, public transport has not grown nearly as
rapidly as private transport. There is an increment in both the
number and length of public transport trips, mainly due to the
burgeoning growth of India’s cities, both in population and land
area.
• The best statistics for public transport in India are for
suburban rail services, because they are publicly owned,
centrally administered, and operated throughout the country
by Indian Railways. As shown in Fig. 4, suburban rail usage
has increased sharply over the past five decades, with a
• 14-fold growth in passenger km of travel (Indian Railways,
2001). There are no comprehensive national statistics on bus
service supply (i.e. bus km of service), let alone the number of
riders (i.e. trips or passenger km). Nevertheless, nationwide
aggregate statistics on the size of the bus fleet indicate
substantial growth over the past two decades, with a 313%
increase from 1981 to 2002 (Ministry of Road Transport and
Highways, 2003).
Urban transport crisis in India
 Urban transport crisis in India
• Referring back to Fig. 2, one can see that the overall increase in
the size of the total bus fleet in India has been slower than
increases in private motorized vehicles. While the total number of
buses quadrupled from 1981 to 2002, the number of motorcycles
increased 16-fold, the number of cars increased 7-fold, and the
number of goods vehicles increased 5-fold.
• Buses carry over 90% of public transport in Indian cities. Indeed,
most Indian cities have no rail transport at all and rely instead on
a combination of buses, minivans, auto rickshaws, cycle
rickshaws, and taxis. Even in most of the largest cities, rail
transport carries less than a third of public transport passengers.
The only exception is Mumbai, which has India’s most extensive
suburban rail network,
• Variation among cities of the same size category. Almost 80% of
all trips in Kolkata are by some form of public transport, compared
to about 60% in Mumbai, and 42% in both Chennai and Delhi.
 Urban transport crisis in India
• The range of public transport services available also varies
considerably, even among the largest categories of cities. Only
Mumbai, Kolkata, and Chennai have extensive suburban rail
services. Delhi has limited suburban rail services. Until recently,
Kolkata had India’s only underground metro system (16.5 route
km), but Delhi is currently constructing a far more extensive
metro (62.5 route km) (Delhi Metro Rail Corporation, 2003; Metro
Railway Kolkata, 2003). Chennai has a hybrid surface and elevated
metro, designated as Mass Rapid Transport System, which
currently extends 8.6 km and is being expanded by another 11.2
km (Southern Railway, 2003).
• Kolkata has India’s only remaining tram system, a 68-km double-
track network of old, seriously deteriorating tracks and vehicles.
As noted previously, buses account for most public transport
services, even in these large cities, and for virtually all public
transport services in cities with less than 5 million residents.
• Moreover, all Indian cities feature large numbers of auto
rickshaws (three-wheeled motorized, minicars), taxis, and cycle
rickshaws (human-powered carts).
 Public policies to deal with
India’s urban transport crisis
Nine Proposed categories of specific policies needed to deal with India’s transport crisis.
• 1. Improved rights of way for pedestrians and cyclists: One of the most crucial needs is
the provision of improved rights of way for pedestrians and cyclists.
• Throughout the world, these non-motorized travelers are among the most vulnerable
roadway users. Thus, Western European cities generally provide them with a wide range
of separate facilities such as wide sidewalks (pavements), crosswalks, cycle paths,
ped/bike traffic signals, intersection modifications (bulb-outs, raised surface, special
lighting), car-free zones, and traffic-calmed neighborhoods. Non-motorists account for
about half of all trips made—and thus expose them to intolerably high levels of traffic
danger. Allocation of scarce roadway space to cyclists and pedestrians is needed. The
national government’s Ministry of Urban Affairs and Poverty Alleviation (2004) has issued
a draft urban transport policy recommending 50% Central Government financing of both
cycle tracks and pedestrian paths in large cities. In the first stage, it would finance 50 km
of cycle tracks in all cities with at least a million residents, and 100 km of cycle tracks for
all cities with at least three million residents (Ministry of Urban Affairs and Poverty
Alleviation, 2004). Such a policy shift toward greater concern for non-motorists can be
justified on safety, equity, congestion, and environmental grounds.
 Public policies to deal with
India’s urban transport crisis
• Improved traffic management: India’s largest cities have benefited
recently from modest improvements in traffic management through the
introduction of more advanced technology and stricter enforcement of
traffic regulations. In sharp contrast, most medium-size and small Indian
cities lack even basic provisions such as stop signs, traffic signals, lane
striping, and other regulatory and directional signage. Those basic
provisions must be accompanied by strict enforcement of traffic
regulations, especially those relating to safety. Whatever traffic
regulations currently exist are not well known, due to lack of proper
driver training, and they are rarely enforced by the police at any rate,
due to laziness, poor training, and corruption. Clearly, better driver
training, traffic signage, uniform regulations, and strict enforcement are
needed. Most Indian cities provide no traffic priority at all for buses.
There is a desperate need to speed up buses stuck in congested urban
traffic. In the few instances where bus lanes have been built, they have
been poorly designed, too narrow, and congested with slow-moving
non-motorized traffic as well as a chaotic mix of motorbikes, scooters
and auto rickshaws. Strict enforcement of bus priority by traffic police
is essential for any such strategy to work.
 Public policies to deal with
India’s urban transport crisis
• Improved public transport services:
Considerable progress has been made in this area, but much more
improvement is needed. For example, suburban rail and metro
systems are being expanded and better coordinated in India’s largest
cities. Delhi’s new metro system will be the most extensive
improvement, when completed, but Mumbai, Chennai, Kolkata,
Bangalore, and Hyderabad have all been either expanding or
improving their rail systems as well. For example, several suburban
rail corridors in Mumbai and Chennai have been converted from 2-
track to 4-track lines to enable separation of local from long-distance
rail traffic, increasing both safety and speed (Mumbai Development
Authority, 2003). In Bangalore, there are plans to build a metro
system similar in design to the new one being built in Delhi. In
Hyderabad, the state government and Indian Railways are jointly
investing in expansion of the existing suburban rail system and better
coordination of rail with bus services.
 Public policies to deal with
India’s urban transport crisis
• Privatization of bus services: Another possible approach to improving
public transport services at affordable cost is selective privatization
of bus services. Several Indian cities have already privatized the
operation of major portions of their overall bus services. Delhi and
Kolkata have the largest private bus fleets (Pucher et al., 2004).
Compared to the publicly owned, operated, and subsidized bus
services in the same cities, the privately run services have higher
productivity, lower costs, more passengers per bus, and higher
revenues per bus km of service. Public agencies in Bangalore and
Hyderabad contract out much of their bus services to private
operators with similar results of higher productivity, lower costs, and
fewer subsidies needs. While privatization appears to have significant
potential for improving the efficiency of bus operations and reducing
government subsidies, experience to date has shown the crucial need
for public regulation of safety, route and schedule coordination, and
service quality.
 Public policies to deal with
India’s urban transport crisis
• Improve motor vehicle technology and fuels: Given the sharply rising
level of motorization in India, it becomes increasingly important to
improve motor vehicle technology and fuels in order to increase
energy efficiency and safety while decreasing noise and air pollution.
Already, the Indian government has introduced a series of regulations
that limit pollution from private cars, buses, and trucks. So far, the
most successful measure was the complete phasing out of lead in
fuels. The allowable levels of sulfur and benzene in fuels were also
reduced. Of course, less-polluting fuels must be accompanied by
less-polluting vehicle technology. Thus, between 1991 and 2000,
national regulations for new vehicle emissions reduced allowable
levels of carbon monoxide (CO), hydrocarbons (HC), and nitrogen
oxides (NOx). Further improvements are likely, since an expert
commission of the Indian Government has recommended successively
adopting the increasingly stringent Euro II, Euro III, and Euro IV
emission standards for all new cars, taxis, trucks, and buses, first in
the largest cities and then for the entire country (Ministry of
Petroleum and Natural Gas, 2002).
 Public policies to deal with
India’s urban transport crisis
• Design new roads to accommodate the needs of buses, cyclists, and
pedestrians: Given the many new roadway projects in recent years
and massive expansions likely in coming years—it will be essential to
design new roads to accommodate the needs of buses, cyclists, and
pedestrians. Unfortunately, most recent roadway projects have
ignored the needs of non-motorists and focused instead on serving
the sharp growth in private car ownership and use. Wherever feasible,
new roadways should provide bus lanes to speed up public transport
as well as cycle paths and walkways to improve safety for non-
motorists. The 50% Central Government funding of cycle and
pedestrian paths proposed by the National Urban Transport Policy
could help fund those parts of the new roadway facilities. Moreover,
the Central and state governments should specifically require that any
new roadways accommodate non-motorists either on the same or
parallel facilities.
 Public policies to deal with
India’s urban transport crisis

• Better cooperation among different transport agencies, departments,

and ministries as well as better overall coordination of transport and
land-use policies: As noted earlier, there is a desperate need for
much better cooperation among different transport agencies,
departments, and ministries as well as better overall coordination of
transport and land-use policies. In their proposed National Urban
Transport Policy (NUTP), the Central Government’s expert
commission strongly recommended the creation of ‘unified
metropolitan transport authorities’ in all cities with at least a million
inhabitants (Ministry of Urban Affairs and Poverty Alleviation, 2004).
 Public policies to deal with
India’s urban transport crisis
• State and local governments should be encouraged to revise their
current land use and development regulations to promote higher-
density development at rail stations and along key bus routes:
Compact, transit-oriented development would reduce the need for
travel while at the same time facilitating the use of public transport,
walking, and cycling for a larger percentage of whatever travel is
necessary. Current regulations in most cities actually prevent such
coordination of land use with transport. They sharply restrict
development densities in the city center while allowing higher
densities and much easier development conditions at the booming
suburban fringe, which is so dependent on the private car and
motorcycle for access (Pucher et al., 2004). Clearly, there must be
much stricter controls on suburban development to prevent the kind of
haphazard, uncoordinated, car-dependent sprawl that is rapidly
spreading out around every major Indian city.
 Public policies to deal with
India’s urban transport crisis
• Large increases in funding: In the coming years, large increases in
funding will be required for the enormous investments needed to
improve Indian transport systems. Given the many social,
environmental, and economic problems caused by private motor
vehicles, it would make sense to place most of the financial burden of
new transport expenditures on motorists and not on public transport
riders, cyclists, and pedestrians. Not only do motorists cause most of
India’s transport problems, but they are generally much more affluent
than users of public and non- motorized transport modes. Increases in
petrol and diesel taxes, vehicle registration and import taxes, and
driver licensing fees, and the assessment of higher and more
widespread roadway tolls (especially on bridges and congested
arterial roads) would generate much needed additional revenue for
transport investments.
 Case Studies : New York City
• About one in every three
users of mass transit in
the United States and
two-thirds of the nation's
rail riders live in New
York and its suburbs.
• 54.6% of New Yorkers
commuted to work in
2005 using mass transit.
• The New York City
Subway is the world's
largest mass transit
system by number of
stations.
New York City
New York City Subway
 New York City
• The Port Authority Bus Terminal,
the main intercity bus terminal of
the city, serves 7,000 buses and
200,000 commuters daily, making
it the busiest bus station in the
world..
• More than 12,000 yellow cabs
• an aerial tramway that transports
commuters between Roosevelt
Island and Manhattan,
• A ferry system connecting
Manhattan to various locales
within and outside the city. The
busiest ferry in the United States
is the Staten Island Ferry, which
annually carries over 19 million
passengers on the 5.2-mile
(8.4 km)
New York City
 New York City
• 120,000 daily cyclists and
many pedestrian commuters makes
it the most energy-efficient major
city in the United States.
• Walk and bicycle modes of travel
account for 21% of all modes for
trips in the city; nationally the rate
for metro regions is about 8%.
• Despite New York's reliance on
public transit, roads are a defining
feature of the city. Manhattan's
street grid plan greatly influenced
the city's physical development.
 Case Studies : Beijing
• There are 1.03 million
vehicles and 7.36 million
bicycles in Beijing and the
split ratio is: bicycle
50.28%, transit 27.71%,
walker 13.79%, car owned
by companies 4.38% and
others 5.0%.
• Beijing's urban transport is
dependent upon the five
"ring roads“.
• One of the biggest
concerns with traffic in
Beijing involves its traffic
jams.
 Beijing
• Exacerbating Beijing's traffic problems is its relatively
underdeveloped mass transit system. Beijing's urban
design layout further complicates the situation of the
transportation system.
• In the beginning of 2010, Beijing had 4 million registered
automobiles. For the end of 2010, the government expects
5 million cars in Beijing. In 2010, new car registrations in
Beijing averaged 15,500 per day.
• Registered taxis can be found throughout Beijing, a large
number of unregistered taxis also exist.
 Beijing
• The Beijing Subway opened
in 1971, and had only two
lines until the opening
of Line 13 in 2002.
• There are nearly 700 bus
and trolleybus routes in
Beijing, including three bus
rapid transit routes. All
public transportation can be
accessed with
the Yikatong card, which
uses radio frequencies to
be scanned at subway
stations and on public
transit buses.
Beijing
 Case Studies : London
• Colloquially known as the
Tube, London Underground is
the oldest metro system in
the world, having begun
operations in 1863.
• More than 3 million
commuters per day, in 2006.
• The Underground has 11
lines, most of which connect
the suburbs to Central
London and provide a
distribution role around the
city centre, particularly from
major railway terminals.
 London
• The Underground serves London north of the
river much more extensively than the south.
• South London is served primarily by surface
railways (although it should be noted that the
majority of London Underground's route length is
actually on the surface rather than in tunnel).
 London
• The national A1, A3, and A4 road routes begin in the City of
London. The entirety of the City lies within the London congestion
charge zone, with the small exception on the eastern boundary of
the parts of the A1210/A1211 routes which form part of the inner
ring road.
• The following bridges, listed west to east (heading downstream),
cross the River Thames from the City of London to the southern
bank: Blackfriars Bridge, Blackfriars Railway Bridge, Millennium
Bridge (footbridge), Southwark Bridge, Cannon Street Railway
Bridge and London Bridge. The famous landmark, the Tower
Bridge, is not in the City of London.
• The City, like most of central London, is well served by buses,
including night buses. Two bus stations are located in the City,
at Aldgate on the eastern border with Tower Hamlets, and
at Liverpool Street by the railway station there.
 London
• A number of existing and proposed cycle routes criss-
cross the City, as part of the London Cycle Network.
London
THANK YOU ALL FOR YOR PATIENCE