Urban Transport in the OIC Megacities
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If developing countries continue to follow the same unsustainable paths, any improvement made by
developing countries will soon be eclipsed by rapidly growing economies such as India, China and
Brazil. Some positive suggestions have been made regarding the potential of developing economies to
decouple transport usage from economic growth, given the rise of a service economy based upon
information technologies. By extension, developing countries can potentially leap frog past transport
intensive stages of economic growth and proceed directly into a new, less vehicle dependent transport
paradigm. However, in reality, developing economies are showing little evidence in the projected
trends for anything other than continued motorization (Cervero, 2013; Wight and Fulton, 2005).
The imperative need for economic development of the cities in developing economies is currently
taking precedence over any other environmental or social need in most developing world countries.
The increasing number of trips to new workplaces, the rapid urban growth and the large
concentrations of urban population pose significant pressure to the existing transport infrastructure
in these megacities. Cars and motorcycles are grid-locked in traffic and travel times increase for
everyone, along with associated problems with noise, air pollution and traffic accidents. Congestion
costs in developing countries are tremendous. In addition, the dramatic development of traffic has had
a significant effect on opportunities for expression and life quality of large groups of population,
especially the economically poorest (Gehl, 2010).
In most developing world cities, the inefficient use of scarce urban space by private vehicles outpaces
the provision of road infrastructure or public transit alternatives. Traditionally, walking and cycling
have played a great role in the mobility of low income population groups, while public transport is
typically weakly developed and expensive. Increasing levels of motorization dramatically reduce the
opportunities for walking and cycling, and while some groups become more mobile, even larger
groups find themselves less mobile and in some cases without any real transport options. This
provides a particular challenge for developing cities and poses the extraordinary tensions on the local
governments that need to address all these issues using scarce resources (Gehl, 2010).
3.2. Analysis of Transport Problems in Megacities
Understanding the key role transport is playing in an urban environment and the interaction between
mobility, accessibility and almost every urban function is vital in order to formulate an effective
strategy. This report examines the common transport related problems of megacities and their roots,
and provides examples of best practice that could be applicable in OIC megacities. The analysis of the
problems is made using a framework of ten areas which will be used throughout the report. These
areas are: transport network and land use planning, mode availability and shares, freight and
servicing, road safety, institutions and organizational structure, urban infrastructure financing, health,
climate change, social exclusion, and human dimension. An in-depth investigation of the different
aspects of each area is given for developed and developing world contexts. Although the framework
is made up often parts it is stressed that effective planning for sustainable mobility requires a
coordinated approach that combines different measures and the engagement of key stakeholders, so
that they understand the reasoning behind different policy initiatives and support their introduction
(Banister, 2008).
The case studies are presented independently in the text, as it is suggested that the best practice
always follows a multidisciplinary approach that treats transport as part of the complex urban
dynamics and not in isolation.
It is noted that reference is also made to cities with populations less than 10 million when it is
considered that despite the difference in population size, valuable lessons can be learned and
successful practices can be applied to a bigger scale.