Urban Transport in the OIC Megacities
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Table 4: Contrasting approaches to transport planning
The conventional approach An alternative approach
Transport planning and
engineering
Sustainable mobility
Physical dimensions Social dimensions
Mobility Accessibility
Traffic, particularly on the car People focus, either in (or on) a vehicle or on foot
Large in scale Local in scale
Street as a space
All modes of transport often in a hierarchy with pedestrian and cyclist
at the top and car users at the bottom
Forecasting traffic Visioning on cities
Scenario development and modelling
Multi criteria analysis to take into account environmental and social
concerns
Travel as a valued activity as well as a derived demand
Management based
Speeding up traffic Slowing movement down
Travel time minimisation Reasonable travel times and travel time reliability
Segregation of people and traffic Integration of people and traffic
Source: Banister, 2011
3.10.3. Climate change of megacities in developing countries
Although both developed and developing economies are exposed to climate change, the distribution
of its impacts is characterised by significant inequalities. The most vulnerable groups are the children,
the elderly and the urban poor of the developing world cities, who have contributed the least to GHG
emissions. The rapid economic growth and the urbanisation of developing countries mean that the
cities of these countries will soon be both vulnerable to health hazards from climate change and major
contributors to the problem at the same time (Campbell-Lendrum and Corvalan, 2007).
The impacts of climate change on developing world megacities are already evident. Construction
patterns inmany developing cities have resulted in a combination of degradation of natural protection
(for example through deforestation and building on floodplains), poor quality housing built on
exposed slopes and extensive ground coverage of concrete without adequate drainage. Heavy rains
therefore result in intense flash floods such as those that happened in Mumbai, India in 2005.
Sustainable economic development offers the opportunity for improved protection through better
housing and flood protection. However, apart from upgrading protection and infrastructure to handle
such events, land use planning should be used to reduce vulnerability for new development and
selective relocation of existing city areas should be considered (Banister, 2011; Campbell-Lendrum
and Corvalan, 2007).
The megacities of the developing world seem to be following the same path as the developed ones did
in the past, with the affluent middle class buying cars as soon as they can afford to, continuing the
excessive production of GHG emissions. The adoption of a carbon free vision by megacities of the
developing world is expected to bring environmental, social and economic benefits. A vision adapted
to each city’s previous development pathways and current problems and vulnerabilities can make a
significant contribution to the shift away from car based mobility which requires mass redevelopment
of the existing city centres or their expansion to new areas so that the necessary capacity can be
created. These practices have been proven to be extremely costly with substantial implications on
social welfare, environmental quality and health. There is an opportunity for the megacities of the