Advantages and Problems for a city being a transport hub: from urban planning and governance perspective.
Introduction
Transportation hub is an agglomeration of different transport modes, such as maritime, road, rail and air transport. The role of transport hub brings a lot of benefits and adverse effect to the city, which will be discussed in the later part of this essay. There are common features of transport hub. Transport hubs are usually the growth poles of the nation and region where the flow of goods, people, capital and information are facilitated. There are usually some favourable condition for developing transport hubs. However, these cities also suffered from congestion and environmental impacts.
Shanghai and Tokyo, both are regional and national transport hub, will be investigated. Both share some common characteristics, for example, they have a huge number of population, they have more than one airport. But due to different government reactions, they have different results. They pay different costs of transport hub, which they have unlike level of congestion and environmental impacts. In this report, Shanghai is transport hub in a developing country while the Tokyo is a hub in a developed country.
Brief introduction of Shanghai
Shanghai is a developing city and a transportation hub in one of the fast-growing country in the world. In 1978, the nation adopted open-door policies and the establishment of Pudong new district in 1993, which have promoted growth of the city. The role of transport hub was enhanced. The city situated in a developing country, which GDP per capita falling on developing country’s standard though the city is very much developed (World Bank, 2010). This city is a gather place of different m...
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When urban planners sit at a table, and they are deciding what actions to take, they look at location as a primary source for putting cities together, with the development of houses, industries, and places for market goods to be sold while always trying to increase the supply and demand. In order to get from one place to the next, transportation methods were created to combat city growth and create valuable mechanisms of transporting goods and services within a market. Individuals determined to make things work within a given city constantly recreate, and challenge the laws of nature to make it fit their vision, because entrepuners want to bring character to cities by making them viable places to reside, consequences such as poverty , death, and poorly developed cities arose. Urban planning for city development is a constant battle between losers in winners in the struggle to manage population growth and the need for its current and future sustainability.
Hong Kong is a unique metropolitan in the respect that it is shaped by three major influences: Chinese, European and modernism. Its entanglement with these influences has played a major role in cultivating its identity, a quality both complex and rich that it becomes difficult to characterize. However, it is clear that its resiliency has helped Hong Kong become the world city that it is today. Over many years, Hong Kong has made many strides in defining its identity, as evidence of this can be seen from the city’s architecture. A city in constant flux, Hong Kong has seen many of its buildings come and go. However, the designs of these structures have always accurately represented the Hong Kong identity, making Hong Kong a paradigmatic example
In 1950, only 13% of China’s population lived in cities (Seto, n.d.). Post 30 years, one hundred-million people moved to large cities from rural areas in China. This migration was considered the largest migration in human history. To compare this migration to western cities, the example of Shenzhen is used. For a Western city to have a population of three million to increase to ten million, it takes about a hundred years. 30-year old city, Shenzhen on the other hand made this population increase in just a decade (qtd. Caughey and Dawn). Today, over 53.7% of its population lives in cities; by 2020 it is projected that a whole 60% of the population will live in cities (Xinhuanet, 2014).
First, the slogan of Adidas, "Impossible is nothing." It is none other but the discontentment and the enterprising spirit that make a metropolis from a small fishing village. For us Shanghainese, impossible is nothing. If you think you can, you can. Look, the maglev is galloping toward the future; the Oriental Pearl Tower is welcoming everyone from the world. Can you see Shanghai's height and speed? Listen, Shanghai Grand Theater is reverberated with the classical opera, Shanghai international film festival is filled with acclamation. Can you feel Shanghai's rich flavor of culture? Who insists skiing is only available in the north? Shanghai ski run makes it possible for people to experience the excitement of skiing within Shanghai. Who says the sea is insurmountable? Donghai Bridge successfully turns a deep chasm into a thoroughfare. Who considers the world expo a dream? It will be held in Shanghai in 2010.
In my opinion, smaller cities are seeking for growth and they tend to grow alike those big cities. There will be more urbanism and modernism going on in the following 10 to 20 years in those smaller cities, especially the smaller cities in some developing countries. Since they do not fully understand the harms that urbanism may bring to the cities, it is more likely that most of them are still looking forward to growing. For bigger cities, they have already developed very well, so they are more likely to seek for more cultural development which means they may put most of their concentrations on how to improve their citizens’ happiness and living qualities. Those may be their top concern in the following years, and they will do more to fulfill their citizens’
The rail-property development for a financially sustainable transit system seems feasible in many developing countries since many cities are experiencing rapid population and economy growth and are in great need of high-capacity railway transit system, just like Hong Kong in the 1970s. Since the model in Hong Kong works well, I want to look into other reports and researches about its unique key factors of success. I also want to look at other cases where the model partly or fully failed following this model. I want to come up with some evaluation standards that other cities or transit operators can refer to in order to replicate the MTR model in Hong Kong.
Transit oriented development (TOD) is a type of urban planning where commercial and residential areas revolve around the public transportation system. It originated in the post-World War II era where urbanization took place rapidly . This is because TODs can minimize the negative impacts of rapid urbanization such as congestion and pollution by encouraging the use of public transport over private transport. In this essay, I will first introduce the concept of TOD. Then I will use Hong Kong as a case study to demonstrate how this concept can be implemented
For building and install more infrastructure to increases the mobility and visibility of road transport, many land have been use to provide those facility and infrastructure. Besides that, forest was taken built highways to decrease the congestion problem and make the visibility on road more smoothed. As the result, more flora and fauna was get destroy, the pollution problem getting serious, increased the noise level, creating physical barriers for human and at the end quality of human life become more worse. In addition, the need for human is unlimited but the natural resource is limited, for example land. Therefore, it is challenges for road transport when the demand is over but the land was not able cover the demand of road
Traffic congestion, is one of the major problems faced in the capitals and major cities in most countries. As with the increase in the growth rate, comes the growing demand for the use of transportation. This works with the response to the needs of the community.
A study on both the definition and visualisation of corridors in this time-period may contribute to the discussion on corridor development and urban networks. These designs/concepts/studies show early examples of thinking. They recognise the importance and formative character of mobility and modern infrastructure for urban development; not only regarding accessibility but also new ways of urban concentration instead of sprawl etc.
Urbanization is related to development of modernization and industrialization signifies an expanding urban population and an extension of the building up territory of cities (Brade, I. ; Kovacs, Z., 2014). From 1949 to 1979, the rate of urbanization rose from 10.64 per cent to 18.96 per cent respectively (the United Nations, 2014). Comparatively, urbanization in 1978 grew triple the rate of the in 1978 , increasing almost 1 percentage point in ever year from 18.96 per cent to 46.6 per cent between 1998 and 2009 that means 622 million people are living in big or small cities and towns (Xinhua Netnews, March 30, 2010). In fact, there is 56.1 per cent of population in China residing in urban areas in 2016 (Xinhua Netnews,2016).
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Some find that spending on the proper infrastructure and technology to improve our intermodal port systems would serve as less beneficial for a variety of reasons. However, the need for improvement in these areas is vital to actually providing to the GDP in this country. Take into the account the ability to communicate from virtually anywhere in the world in this day and age, everywhere you look someone has some sort of device in which they can communicate with one another at the touch of a button. Quickly dispersing the newest and most up to date information at the touch of a button has proven to be profitable to the economy as well as day to day business transactions. The thought of having intermodal ports serve their purpose just the same as cellular devices. By dispersing goods instead of information is much needed. Non-hub ports that have been turned into distribution points have been proven to scale with the right infrastructure and avenues for transportation companies
Transportation affects every aspect of our lives and daily routine, including where we live, work, play, shop, go to school, etc. It has a profound impact on residential patterns, industrial growth, and physical and social mobility. Roads, highways, freeways and mass transit systems do not spring up out of thin air. They are planned. Someone makes a conscious decision to locate freeways, bus stops, and train stations where they are built. Transportation is no less a civil rights and quality of life issue. Safety and accessibility are the most significant considerations in transportation planning. Zoning and other practices of exclusion result in limited mobility for poor people and those concentrated in central cities.
The development of every nation hinges on the effectiveness of their transportation systems. Movement of goods, services and people to and from locations is made possible by transportation systems. The importance of effective transportation systems cannot be over-emphasized. Many countries face transportation problems and my country Ghana is no exception. A trip of about 30 minutes usually takes about an hour or more due to traffic jams. This is seriously impacting productivity and has become a topical issue in the country. The situation is the same in Uganda where I currently work. To this end, Transportation Engineers are needed to design roads/ highways that will stand the test of time, plan effective traffic management systems to reduce