URBAN TRANSPORTATION PLANNING

IV B TECH I SEM
DEPARTMENT OF CIVIL ENGINEERING

SRKIT, ENIKEPADU
VIJAYAWADA
 Urban transport planning , SRKIT 2023
Urban Transportation planning

Unit-1: Urban transportation Problem travel demand: Urban issues, Travel characteristics,
Evolution of planning Process, Supply and demand --Systems approach. Travel demand: Trades,
Overall planning process, Long term Vs Short term planning, Demand function, Independent
Variables, Travel attributes, Assumptions in demand Estimation, Sequential and simultaneous
Approaches, Aggregate and Disaggregate Techniques.

Unit-2: Data Collection and Inventories: Collection of data—Organization of surveys and

Analysis, Study area, Zoning, Types of source of data, Road side Interviews, Home interview
surveys, commercial vehicle surveys, Sampling Techniques, Expansion factors, Accuracy Checks,
Use of secondary sources, economic data—Income—Population –Employment—vehicle ownership.

Unit-3: Trip generation and distribution: UTPS approach, Trip generation analysis: Zonal
Models, Category Analysis, House hold models, Trip attraction models, Commercial trip rates.

Trip Distribution: Growth Factor Methods, Gravity Models, Opportunity Models, Time Function
iteration models. Bypass Trips.

Unit-4: Mode choice and traffic assignment: Mode choice behavior, Competing Modes,
Mode split curves, models and probabilistic approaches.

Traffic Assignment: Basic elements of Transport networks, coding, Route properties, path building
criteria, skimming tree, All-or-Nothing assignment, capacity Restraint Techniques, Reallocation of
assigned volumes, Equilibrium assignment, Diversion Curves.
Unit-5 : Corridor Identification, Plan Preparation & Evaluation: Master plans, Selection of
Corridor, Corridor Identification, Corridor deficiency Analysis; Travel Forecasts to Evaluate Alternative
Improvements, Impacts of New Development on Transportation Facilities. Pivot Point Analysis,
Environmental and Energy Analysis; Case studies.

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 Urban transport planning , SRKIT 2023
UNIT 5

Unit-5 : Corridor Identification, Plan Preparation & Evaluation: Master plans, Selection of
Corridor, Corridor Identification, Corridor deficiency Analysis; Travel Forecasts to Evaluate Alternative
Improvements, Impacts of New Development on Transportation Facilities. Pivot Point Analysis,
Environmental and Energy Analysis; Case studies.
Master plans

in urban transportation planning are comprehensive, long-term strategies that aim to guide the
development and management of transportation systems within a city or urban region. These plans are
essential for addressing the complex challenges associated with urban mobility, including traffic
congestion, air pollution, accessibility, and the overall efficiency of transportation networks. Here are
key components often included in master plans for urban transportation:

1. Land Use and Transportation Integration:

 Integration of transportation planning with land use planning to create mixed-use developments
and reduce the need for extensive commuting.
 Consideration of transit-oriented development (TOD) principles to promote compact, walkable
communities around transit hubs.
2. Multimodal Transportation:
 Promotion of various modes of transportation, including walking, cycling, public transit, and
private vehicles.
 Development of interconnected and efficient transportation networks that facilitate seamless
transitions between different modes.
3. Public Transit Systems:
 Expansion and improvement of public transit services, such as buses, light rail, subways, and
commuter trains.
 Implementation of strategies to increase ridership, such as improved frequency, affordability,
and reliability.
4. Road Infrastructure and Traffic Management:
 Planning for road networks that accommodate various modes of transport while minimizing
congestion.
 Implementation of intelligent transportation systems (ITS) for real-time traffic monitoring and
management.
5. Bicycle and Pedestrian Infrastructure:

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 Urban transport planning , SRKIT 2023
 Development of safe and convenient infrastructure for cyclists and pedestrians, including bike
lanes, sidewalks, and pedestrian-friendly urban design.
6. Technology Integration:
 Incorporation of emerging technologies, such as smart traffic

selection of corridor

1. Purpose and Function:

 Consider the primary purpose of the corridor. Is it a hallway in a home, a passage in an office
building, or a thoroughfare in a transportation system? The function will influence the design
and features needed.
2. Traffic Flow:
 Analyze the expected traffic flow through the corridor. If it's a high-traffic area, you may need
wider spaces, clear pathways, and efficient organization to prevent congestion.
3. Aesthetics:
 Take into account the overall design theme and aesthetics of the surrounding spaces. The
corridor should complement the style and design elements of the adjacent areas.
4. Lighting:
 Lighting is crucial for corridors. Natural light, artificial lighting, or a combination can greatly
impact the ambiance. Consider the placement of windows, skylights, or light fixtures to ensure
well-lit and safe passage.
5. Color and Materials:
 Choose colors and materials that contribute to the desired atmosphere. Lighter colors can make a
corridor feel more spacious, while specific materials may be chosen for durability and
maintenance considerations.
6. Wayfinding:
 Implement effective wayfinding elements if the corridor is part of a larger complex or building.
Signage, floor markings, or distinct landmarks can help people navigate through the space.
7. Accessibility:
 Ensure that the corridor is accessible to everyone, including those with mobility challenges. This
may involve considering ramps, elevators, or other accessibility features.
8. Safety and Security:
 Design with safety in mind. Adequate lighting, clear sightlines, and security features are
essential, especially in public or commercial spaces.
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 Urban transport planning , SRKIT 2023
9. Noise Control:
 Consider ways to minimize noise in the corridor. This is particularly important in office
buildings or residential spaces where noise can be a disturbance.
10. Flexibility:
 If the corridor serves multiple purposes or may need to adapt to changing needs, design it with
flexibility in mind. This could involve modular furniture, movable partitions, or other adaptable
elements.

Transportation Deficiency Analysis Using the outputs of the Genesee County Travel Demand
Model, staff analyzed the corridors in Genesee County for their level of existing congestion using
the base year of the model, 2005 and future congestion using the out year of the plan, 2035. The
data is provided in map form on pages 18-19 and included in a list of congested areas on pages 20-
21.
Areas were considered approaching congestion if they were at a level of service D and
over capacity if the level of service was E or F. Areas that were congested during AM or PM peak
periods or areas that were showing congestion from the entire 24-hour period were treated as a
congested corridor. Development of the list and maps of deficiencies began with staff review of the
corridors and comparison of the 2005 congested areas map to the 2005 calibration results map.
Staff used local knowledge of the roadway system and comparison of model results to traffic
counts to check the model data for errors.

Due to the placement of centroid connectors in the model, some areas showed congestion
on only part of the corridor where staff knew congestion was prevalent along the entire corridor.
Centroid connectors depict local roads, driveways and parking areas in the model with one link
representing hundreds of access points along a corridor. Staff used the principle of smoothing of the
congested areas to match real-world roadway congestion and extended the lines to the nearest
federal aid roadway or to the point where roadway configurations changes (i.e. number of lanes
changed).

After initial staff review of the congested areas, staff consulted with the City of Flint;
Michigan Department of Transportation TSC, Bay Region and Lansing offices; and the Genesee
County Road Commission for additional feedback on these congested areas. Their local knowledge
of the roadways system was taken into account and additional adjustments were made when data
provided showed the need for adjustment. The Long Range Transportation Plan Steering
Committee, Technical Advisory Committee, and Genesee County Metropolitan Alliance approved
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Urban transport planning , SRKIT 2023
the deficiencies for use in the Long Range Transportation Plan and Call for Projects.

Corridor Identification
Initially, the study area was broadly defined to enable a regional assessment of alternative routes.
The study area was bounded by US 287 on the west, WCR 23 on the east, Harmony Road/WCR 74
on the north, and Crossroads Boulevard/WCR 62 on the south. The study area is contained in both
Larimer and Weld counties. While this broad study area was used to assess mobility and potential
effects at a regional level, the study’s logical termini were subsequently refined as described in
Section 2.3 of this report.
SH 392 provides regional access to the towns of Windsor, Severance, and Timnath, and the cities of
Loveland, Greeley, and Fort Collins. The SH 392 corridor crosses through both long-standing rural
farming communities and emerging suburban development. Some of the features present in the study
area include open spaces, trails, and golf courses. Commercial districts are developing not only
along the SH 392 corridor, but also at the I-25/US 34 Interchange, and along Crossroads Boulevard.
Other features of regional significance include the Cache La Poudre River (commonly referred to as
the Poudre River), the Fort Collins-Loveland Municipal Airport, the Great Western Railway, the
Union Pacific Railroad (UPRR), the Budweiser Events Center, and Fossil Creek Reservoir.
Regional Transportation Plan Vision
The NFRMPO has identified several highways as being “Regionally Significant Corridors” and SH
392 is one of them. The NFRMPO defines a Regionally Significant Corridor as, “A multimodal,
regional system comprised of transportation corridors that connect communities by facilitating the
movement of people, goods, information, and services” (NFRMPO, 2003). Three criteria are
considered in the identification of regionally significant corridors: connectivity, functional
classification, and trip length.
The NFRMPO 2030 Transportation Plan contains the following Corridor Vision for SH 392:
“The vision of the SH 392 Urban corridor is primarily to increase mobility as well as maintain
system quality and improve safety. This corridor serves as a local facility, provides commuter
access, and makes east-west connections within the south Fort
Collins, Windsor, Lucerne and Severance areas. SH 392 serves as Main Street through Windsor.
Future travel modes to be planned for in the corridor include passenger vehicle, bus service, truck
freight, and bicycle and pedestrian facilities. Transportation Demand Management (TDM) would
likely be effective in this corridor. The transportation system
in the area serves towns, cities, and destinations within the corridor as well as destinations outside of
the corridor. The communities along the corridor value high levels of mobility, transportation
choices, connections to other areas, safety, and system preservation…Users of this corridor want to

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Urban transport planning , SRKIT 2023
support the movement of commuters,
Current Planning Efforts
Local jurisdictions are conducting the following transportation planning efforts related to the SH
392 EOS.
• The NFRMPO is in the process of preparing the NFRMPO 2035 Transportation Plan.
A draft plan is anticipated to be submitted to CDOT in 2007.

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Urban transport planning , SRKIT 2023
• Larimer County is actively coordinating with Fort Collins on the Growth Management
Area (GMA) expansion and on the airport master planning efforts.

• Weld County is currently planning improvements to both WCR 7 and WCR 13.

• Fort Collins recently approved a proposal to expand the boundary of the City's GMA to
include the Fossil Creek Cooperative Planning Area, an area generally located
immediately west of I-25, both north and south of Carpenter Road. Once Larimer County
and the City sign a revised Intergovernmental Agreement (IGA), the City will formally
amend the City's Comprehensive Plan and the Structure Plan Map to depict the
amended GMA boundary. In addition to approving the GMA boundary amendment, the
City is pursuing annexation of the enclave and working with property owners (in
particular, those with properties near the I-25 interchange) regarding the appropriate land
uses on the current Structure Plan Map.

• Windsor is currently conducting a revitalization plan with a traffic and parking

component. Current recommendations include diverting truck traffic around the
downtown area, signalization of the Main Street/5th Street intersection, decreasing
intown posted travel speed, examining a roundabout at the east entrance to downtown
Windsor, and altering the on-street parking configuration to allow parallel parking.

• The Fort Collins/Loveland Municipal Airport updated their Master Plan in April 2006.

• On March 23, 2005, the Timnath Board of Trustees approved a resolution adopting the
North Area Comprehensive Plan Amendment for the Town. This Plan provides the
principles, goals, policies, and future land use plan. The intent of the Comprehensive Plan
is to preserve and enhance the Town’s identity, while still allowing for it to grow and
flourish in a manner that is acceptable to its residents.
Project Purpose
A primary goal of this study was to identify ROW needs for future transportation improvements to
meet travel demand in 2030. Based on the project need as described below, the project purpose
was to identify the mobility needs in 2030 and develop solutions that meet this need. This study
will guide future roadway improvement projects and ongoing development for the SH 392 corridor.
The primary goal of the transportation improvement was to ensure that adequate provisions were
made to the SH 392 corridor to meet regional transportation mobility needs for 2030 and beyond.
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Urban transport planning , SRKIT 2023
In addition to the primary purpose of the EOS, other factors were also considered. These include
making provisions for transportation solutions that minimize effects to the natural, cultural, and
social environment of the surrounding communities, that provide for the safe movement of people
and goods, and that make full use of the EOS to identify other opportunities to address the needs of
SH 392.
The EOS allowed CDOT to examine various alternatives for meeting those mobility needs on this
major east-west connection between Loveland/Fort Collins and Windsor/Greeley. The study
incorporated a context sensitive solutions approach to balance mobility needs with potential
environmental and socio-economic effects.
The EOS served as a planning document that identified the ROW necessary for future transportation
needs resulting in a recommended “footprint” characterized by each alignment.

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Urban transport planning , SRKIT 2023
This footprint may be used by local planning agencies and CDOT to preserve a roadway corridor for
future improvement projects and guide ongoing development.

Two Stage Modal Split

Vandertol et al. have developed a simple two stage model which recognizes explicitly the existence
of both captive and of choice transit riders. The model first identifies both the production and
attraction trip ends of transit captives and choice transit riders separately. The ntwo groups of trip
makers are then distributed from origin to destinations. The choice transit riders are then split
between transit and car according to a choice modal split model, which reflects the relative
characteristics of the trip by transit and the trip by car.
In most cities, the transit captive is severely restricted in the choice of both household and
employment locations. Studies in a number of cities have shown that the trip ends of the transit
captives tend to be clustered in zones that are well served by public transport. The challenge is
to develop it to formulate a technique that uses information normally available in urban areas.
Zonal work trip productions disaggregated by the captive and the choice transit riders may be
estimated from: Pi q = hitpq
Where, Pi q = no of work trips produced in zone i by type q trip
makers hi = the no of households in zone i
tpq = work trip production rate for trip maker group q which is a function of economic
status of a zone and the average no of employees per household.
The work trips attracted to each zone j by trip maker type q may be estimated from
ajq= [prcq] [rct] [etj]
Where, ajq= the no of work trips of type q trip maker attracted to zone j
[prcq] = A row vector of the probability of the trip maker type q being in occupation in
category type c. [rct] = A c*t matrix of the probabilities of an occupation category type c
within an industry type t.
[etj] = a t*j matrix of the no of jobs within each industry type t in each zone j.

Linear Regression Analysis

Linear regression analysis is a well-known statistical technique for fitting mathematical

relationships between dependent and independent variables. This technique has been exploited
fruitfully in a number of transportation planning studies carried out so far and has become a very
powerful tool in the hands of the transportation planner. In the case of trip generation equations,
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Urban transport planning , SRKIT 2023
the dependent variables are the various measurable factors that influence trip generation. The
general from of the equation obtained is :
Yp = a + b1X1 + b2X2 + b3X3 ,…..+ bn Xn
Where Yp = number of trips for specified purpose p (dependent variable)
X1, X2, X3…… Xn = independent variables relating to various trip influencing factors
b1, b2, b3…, bn = multiplicative coefficients of the respective independent variables X1, X2,
X3,…Xn obtained by linear regression analysis, representing the relative influence of the
variables on the trips generated
a = Disturbance term, which is a constant, and represent that portion of the value of Yp not
explained by the independent variables and is additive in nature

Multiple Regression Analysis

The majority of trip-generation studies performed have used multiple regression analysis to
develop the prediction equations for the trips generated by various types of land use. Most
of these regression equations have been developed using a stepwise regression

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Urban transport planning , SRKIT 2023
analysis computer program. Stepwise regression –analysis programs allow the analyst to
develop and test a large number of potential regression equations using various
combinations and transformations of both the dependent and independent variables. The
planner may then select the most appropriate prediction equation using certain statistical
criteria. In formulating and testing various regression equations, the analyst must have a
thorough understanding of the theoretical basis of the regression analysis.

Toronto Modal
Trip interchange modal split models allocate trips between public transport and private
transport after trip distribution stage. The split between two modes is assumed to be a function
of the following variables between each pair of zones:
1. Measures of system characteristics, like
• Relative Travel Time (RTT)
• Relative Travel Cost (RTC)
• Relative Travel Service (RTS)
2. Economic status of the Trip maker, like
a. Low-income group
b. Medium income group
c. High income group

Relative Travel Time

(RTT) by competing modes can be computed as:
RTT=(x1+ x2+ x3+ x4+ x5)/( x6+ x7+ x8)
This represents the door to door travel time to train to that of automobiles
X1 = Time spent in transit vehicle
X2 =Transfer time between transit vehicles
X3 = Time spent in waiting for a transit vehicle
X4 = Walking time to a transit
vehicle X5 = Walking time from
transit vehicle X6 = Auto driving
time
X7 = Parking delay at destination
X8 = Walking time from parking place to destination
Relative Travel Cost (RTC) by competing modes is computed as:
RTC=x9/{( x10+ x11+ x12/2).1/x13}
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Urban transport planning , SRKIT 2023
Where, X9 =Transit Fare
X10 =Cost of gasoline
X11 =Cost of oil charge and lubrication
X12 =Parking Cost at destination
X13 = Average Car Occupancy

Relative Travel Service

(RTS) is computed as:
RTS= (x2+ x3+ x4+ x5)/( x7+ x8)
The application of Toronto model is in the forecasting of person trips.
The difference in the two methods lies in the method of introducing service characteristics in the
model. It is introduced in terms of ratio of accessibility index (macroscopic way) in Southeastern
Wisconsin method and directly as ratio of travel times, etc. in Toronto model.

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Urban transport planning , SRKIT 2023
Logit Analysis

The basic idea underlying modern approaches to travel demand modeling is that travel is the result
of choices made by individuals or collective decision-making units such as households. Individuals
choose which activities to do during the day and whether to travel to perform them, and, if so, at
which locations to perform the activities, when to perform them, which modes to use, and which
routes to take. Many of these choice situations are discrete, meaning the individual has to choose
from a set of mutually exclusive and collectively exhaustive alternatives.
The mathematical transformation of logit model is as given below:
Pi=exp(Vi)/{exp(Vi)+ exp(Vj)}
Where, Vi and Vj are measured utilities of options i and j respectively.

Binary Choice Logit Model

These are the simplest type of mode choice models. These models compare the travel choices
ij
between two modes. Say,c m is the generalized cost of travel between zone ‘i’ and zone ‘j’ using
ij - ij
2
a mode ‘m’, then If c c 1= positive, then mode-1 would be chosen
If cij 2- cij 1 = negative, then mode-2 would be chosen
If cij -2 ijc 1= zero, then both the modes have equal probability of being
chosen The probability of choosing mode for a trip between zones ‘i’ and
‘j’ is given by:

Multinomial Logit Model

This is the simplest and most practical discrete choice model. It can be generated assuming that
the random residuals are distributed IID Gumbel such that,

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Urban transport planning , SRKIT 2023
Where the utility functions usually have the linear in the parameters form and parameter β is
related to the common standard deviation of the Gumbel variate by:
β2 = π2/6 σ2

Aggregate Model

Modal split models of 1960’s and early 1970’s in most cases were based on an ‘aggregate’
approach, which examined the mode choice of trip makers and their trips in groups based on
similar socioeconomic and/or trip characteristics. These mode choice models usually involved
two modes only - auto and transit. A detailed stratification scheme was used, and the share of
each mode was determined for each stratified group of trips, which then was correlated with

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 Urban transport planning , SRKIT 2023
selected independent variables. The dependent variable was ‘percent transit’ applicable to a
group of trips of similar characteristics made by similar trip makers. Commonly used
independent variables include: the ratio of travel time by transit to that by automobile; the ratio
of travel cost by transit to that by automobile; and the ratio of accessibility by transit to that by
automobile. The relationship of the dependent variable, percent transit, with the independent
variable, say ratio of travel times, commonly was expressed by a set of curves. These curves
sometimes were referred to as modal diversion curves.

Disaggregate Behavioral Logit Models

During late 1970’s a new approach known as disaggregate behavioral method was developed and
refined by a number of researchers. This approach recognized each individual’s choice of mode
for each trip instead of combining the trips in homogeneous groups. The underlying premise of
this modeling approach is that an individual trip maker’s choice of a mode of
travel is based on the principle called ‘utility maximization’. Another premise is that the utility
of using one mode of travel for a trip can be estimated using a mathematical function referred
to as the ‘utility function’, which generates a numerical utility value/score based on several
attributes of the mode (for the trip) as well as the characteristics of the trip maker.
Examples of a mode’s attributes for a trip include travel time and costs. The utilities of
alternative modes also can be calculated in a similar manner. A trip maker chooses the mode
from all alternatives that has the highest utility value for him/her.

The impacts of new development on transportation facilities can be substantial and multifaceted. The
relationship between development and transportation is complex, and changes in one often necessitate
adjustments in the other. Here are some key impacts to consider:

1. Traffic Congestion:
 Increased Demand: New developments often bring an influx of residents, employees, and
visitors, leading to higher demand for transportation services and resulting in traffic congestion.
 Road Capacity: Existing road infrastructure may become insufficient to handle the increased
traffic, leading to congestion, longer travel times, and reduced overall efficiency.
2. Infrastructure Expansion:
 Roads and Highways: Rapid development may require the expansion or construction of new
roads and highways to accommodate the increased traffic volume.

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 Urban transport planning , SRKIT 2023
 Public Transit: Increased demand for public transportation may necessitate the expansion of
existing transit systems or the creation of new ones.
3. Parking Challenges:
 Increased Parking Demand: New developments often bring a higher demand for parking
spaces, requiring additional parking facilities or more efficient use of existing spaces.
 Urban Planning: Developers and city planners may need to work together to incorporate
effective parking solutions within new developments to minimize the impact on traffic flow.
4. Public Transit Usage:
 Promotion of Public Transit: Well-planned developments can encourage the use of public
transportation by integrating transit stops and creating transit-friendly environments.
 Last-Mile Connectivity: Addressing the "last-mile problem" can enhance the accessibility of
public transit, making it a more attractive option for residents and employees.
5. Cycling and Pedestrian Infrastructure:
 Active Transportation: New developments provide an opportunity to incorporate pedestrian-
friendly and cycling infrastructure, promoting sustainable and healthy modes of transportation.
 Safety: Consideration of pedestrian safety measures, such as crosswalks, sidewalks, and bike
lanes, can enhance the overall safety of the transportation network.
6. Environmental Impact:
 Air Quality: Increased traffic from new developments can contribute to air pollution.
Sustainable transportation solutions, such as electric vehicles and improved public transit, can
mitigate these impacts.
 Green Transportation Initiatives: Integrating green transportation options, like electric vehicle
charging stations or bike-sharing programs, can contribute to environmentally friendly
development.
7. Smart City Integration:
 Technology Solutions: Smart city technologies can be integrated into new developments to
optimize traffic flow, manage parking, and enhance overall transportation efficiency.
 Data-Driven Planning: Utilizing data analytics and real-time information can help planners
make informed decisions about transportation infrastructure and address emerging challenges.
8. Social and Economic Impact:
 Accessibility: Transportation improvements can enhance accessibility, connecting residents to
employment centers, education, and recreational opportunities.
 Economic Development: Well-planned transportation infrastructure can attract businesses,
foster economic growth, and contribute to the overall prosperity of a region.

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 Urban transport planning , SRKIT 2023
Case studies:

Urban transport planning involves the design and organization of transportation systems within cities to
ensure efficient, safe, and sustainable movement of people and goods. Case studies provide valuable
insights into the challenges, solutions, and outcomes of specific urban transport planning initiatives.
Here are a few examples:

1. Bogotá, Colombia - TransMilenio System:

 Challenge: High traffic congestion and inadequate public transportation.
 Solution: TransMilenio, a bus rapid transit (BRT) system with dedicated lanes, improved
efficiency, reduced congestion, and increased accessibility.
 Outcome: Significant reduction in travel time, increased ridership, and positive impact on air
quality.
2. Curitiba, Brazil - Integrated Transport System:
 Challenge: Growing urbanization leading to congestion and pollution.
 Solution: Integrated transport system combining BRT, feeder buses, and land-use planning.
 Outcome: Efficient public transport, reduced traffic, and a model for sustainable urban
development.
3. London, UK - Congestion Charging:
 Challenge: Congestion and pollution in central London.
 Solution: Implementation of a congestion charge for vehicles entering the city center during
peak hours.
 Outcome: Reduced traffic congestion, improved air quality, and increased use of public
transport.
4. Copenhagen, Denmark - Cycling Infrastructure:
 Challenge: Traffic congestion and environmental concerns.
 Solution: Extensive cycling infrastructure, including dedicated lanes and bike-sharing programs.
 Outcome: Increased cycling rates, reduced traffic, and a healthier urban environment.
5. Singapore - Electronic Road Pricing (ERP):
 Challenge: Limited road space and high traffic congestion.
 Solution: ERP system charges vehicles for road usage during peak hours.
 Outcome: Improved traffic flow, reduced congestion, and enhanced revenue for transportation
infrastructure.
6. Seoul, South Korea - Cheonggyecheon Restoration:
 Challenge: Elevated highway causing urban blight and traffic issues.

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 Urban transport planning , SRKIT 2023
 Solution: Removal of the highway and restoration of the Cheonggyecheon stream.
 Outcome: Improved air quality, revitalized urban space, and increased public engagement.
7. New York City, USA - High Line Park and Hudson Yards Development:
 Challenge: Unused elevated railway tracks and underdeveloped areas.
 Solution: High Line Park and Hudson Yards redevelopment to enhance public spaces and
connectivity.
 Outcome: Increased property values, improved walkability, and a transformed urban landscape.
8. Tokyo, Japan - Transit-Oriented Development (TOD):
 Challenge: Population density and the need for sustainable urban growth.
 Solution: Emphasis on TOD around transit nodes to promote mixed-use development and
reduce car dependency.
 Outcome: Efficient land use, reduced commuting times, and a well-connected urban
environment.

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