Elevated expressway: A problem or a solution in sustainable development?
Sunday, 7 November 2010
Shafiqul Alam
The qualities and attractiveness of a mega city are not only determined by the fulfillment of the material needs of its citizens, but also by the social and environmental conditions that prevail. Environmental condition in urban area is a matter of serious concern as the urban population is particularly exposed to the combined effects of air and water pollution, problems of waste disposal and derelict land, noise and congestion. Furthermore, these problems, which are worsening in many cities, are often accompanied by a lack of open space and greenery and, in certain cases, a decay of the built environment. These issues are not restricted to any particular city size, age, or type; nor are they specific to cities of a particular country. The urban environmental problems exist in all countries, although they are a cause for variable degrees of concern, from acute and immediate to minor and local. Dhaka is not an exception to this.
The expressway project is against the principles of sustainable transportation and it is impossible to design it as an independent roadway. The expressway is inaccessible to pedestrians and also creates adverse visual and aesthetic impacts, besides causing air and noise pollution. The elevated corridors are only for the purpose of enabling cars and two wheelers to move at a high speed and not for facilitating the movement of public transport. Unplanned land uses may lead to acute congestion on approach roads and there could be disastrous consequences in the event of accidents or breakdowns.
If once expressway is constructed, we would not have open Dhaka anymore and the city would be shaded.
A close look at the average traffic speed and road percentage will definitely discourage expressway option. The total percentage of road coverage in Dhaka is only 6 7% and if expressway is constructed above all the roads then it would be only 12 14% (actually lower due to columns).
What is sustainable development?
It is the development that meets the needs of the present without compromising the ability of future generations to meet their own needs.
Currently, the average period of traffic induced delay in every route (Dhanmondi Motijheel/ Mohakhali Motijheel/Gulshan Motijheel/ Gulshan-Mohakhali etc.) is more than one hour, even it takes more than an hour to pass Mouchak Moghbazar section. The basic problem is the number of transports & mixed traffic. Anyhow we have to reduce the number or put an embargo on private cars. Rickshaws are playing a vital role too in creating congestion, but it is never feasible to ban those as women, children, old men, handicapped people love to use rickshaws even everyone loves it for a short distance trip. If elevated expressway (toll way) is constructed there will be more private cars that would eventually create more congestion, pollution, noise and many other problems.
Building new roads cannot solve traffic problems. It's an accepted fact amongst transport professionals that building new roads encourages car use in the short to medium term and in the long term, adds to congestion. If a mass-transit is introduced instead, it can encourage a modal shift towards public transport. The following are main criteria for going underground (even though subway can be a combination of over and beneath the ground):
1) Land use and location reasons, 2) Isolation considerations, 3) Environmen-tal preservation, 4) Topographical reasons, 5) Social benefits
The environmental preservation reasons for going underground can be mentioned under two main headings:
l Aesthetics, less visual impact, and
l Ecology, to help preserve the natural vegetation, and less damage to the local and global ecological cycle.
As the present traffic scenario is very unpleasant we have to consider the situation of our future generation. The underground structures last longer than their surface counterparts. Above ground structures are much more susceptible to damage as well as deterioration. Good example includes the numerous subway tunnels those have been in service for more than 100 years. The assessment of underground structures is strongly related to the community valuation of drawbacks of surface and aerial structures in terms of environmental degradation. Unfortunately most of the numerous advantages of underground structures, especially those concerning the environmental protection cannot be assessed easily in terms of monetary value. That's why during the analysis of cost comparison between underground and over ground structures, the decision making is flawed. Thus cost comparisons should not be the only preference for going underground. Tunnels provide safe, environmentally sound fast and unobtrusive urban mass transit system which can be expanded in future if needed.
The author is an engineer and a
freelance writer. He can be reached at e-mail: shafiq@iidfc.com
The qualities and attractiveness of a mega city are not only determined by the fulfillment of the material needs of its citizens, but also by the social and environmental conditions that prevail. Environmental condition in urban area is a matter of serious concern as the urban population is particularly exposed to the combined effects of air and water pollution, problems of waste disposal and derelict land, noise and congestion. Furthermore, these problems, which are worsening in many cities, are often accompanied by a lack of open space and greenery and, in certain cases, a decay of the built environment. These issues are not restricted to any particular city size, age, or type; nor are they specific to cities of a particular country. The urban environmental problems exist in all countries, although they are a cause for variable degrees of concern, from acute and immediate to minor and local. Dhaka is not an exception to this.
The expressway project is against the principles of sustainable transportation and it is impossible to design it as an independent roadway. The expressway is inaccessible to pedestrians and also creates adverse visual and aesthetic impacts, besides causing air and noise pollution. The elevated corridors are only for the purpose of enabling cars and two wheelers to move at a high speed and not for facilitating the movement of public transport. Unplanned land uses may lead to acute congestion on approach roads and there could be disastrous consequences in the event of accidents or breakdowns.
If once expressway is constructed, we would not have open Dhaka anymore and the city would be shaded.
A close look at the average traffic speed and road percentage will definitely discourage expressway option. The total percentage of road coverage in Dhaka is only 6 7% and if expressway is constructed above all the roads then it would be only 12 14% (actually lower due to columns).
What is sustainable development?
It is the development that meets the needs of the present without compromising the ability of future generations to meet their own needs.
Currently, the average period of traffic induced delay in every route (Dhanmondi Motijheel/ Mohakhali Motijheel/Gulshan Motijheel/ Gulshan-Mohakhali etc.) is more than one hour, even it takes more than an hour to pass Mouchak Moghbazar section. The basic problem is the number of transports & mixed traffic. Anyhow we have to reduce the number or put an embargo on private cars. Rickshaws are playing a vital role too in creating congestion, but it is never feasible to ban those as women, children, old men, handicapped people love to use rickshaws even everyone loves it for a short distance trip. If elevated expressway (toll way) is constructed there will be more private cars that would eventually create more congestion, pollution, noise and many other problems.
Building new roads cannot solve traffic problems. It's an accepted fact amongst transport professionals that building new roads encourages car use in the short to medium term and in the long term, adds to congestion. If a mass-transit is introduced instead, it can encourage a modal shift towards public transport. The following are main criteria for going underground (even though subway can be a combination of over and beneath the ground):
1) Land use and location reasons, 2) Isolation considerations, 3) Environmen-tal preservation, 4) Topographical reasons, 5) Social benefits
The environmental preservation reasons for going underground can be mentioned under two main headings:
l Aesthetics, less visual impact, and
l Ecology, to help preserve the natural vegetation, and less damage to the local and global ecological cycle.
As the present traffic scenario is very unpleasant we have to consider the situation of our future generation. The underground structures last longer than their surface counterparts. Above ground structures are much more susceptible to damage as well as deterioration. Good example includes the numerous subway tunnels those have been in service for more than 100 years. The assessment of underground structures is strongly related to the community valuation of drawbacks of surface and aerial structures in terms of environmental degradation. Unfortunately most of the numerous advantages of underground structures, especially those concerning the environmental protection cannot be assessed easily in terms of monetary value. That's why during the analysis of cost comparison between underground and over ground structures, the decision making is flawed. Thus cost comparisons should not be the only preference for going underground. Tunnels provide safe, environmentally sound fast and unobtrusive urban mass transit system which can be expanded in future if needed.
The author is an engineer and a
freelance writer. He can be reached at e-mail: shafiq@iidfc.com