In Iran, the implementation of public transport and non-motorized transport infrastructure warrants the need to allocate adequate funding from the state and city hall. In this regard, in city hall development plans (the format approved by the Ministry of Interior), urban transportation plan has been one of the ten chapters. The purpose of this paper is to survey the content and documents related to the allocation of funds to the traffic sector in the former development program of Kerman city hall and by the way, assess the role of human-oriented transportation among the plans and programs of Kerman city hall. Therefore, the amount of funds allocated to the transport sector in Kerman city hall development plans and programs has been investigated for a period of six years (2009-2014). Comparative analysis method is used for surveying the position and the importance of sustainable transport among planners and urban management. Kerman is the historical city and the most important city in the South East of Iran. Due to uncontrolled population growth in recent decades, a large number of cars added to its pathways, so it is required to have a plan of sustainable transportation programs to be evaluated traffic. Results of the analysis indicate that the budget allocated to the development of the vehicle-oriented transportation is much more than human-oriented transportation and in fact, human-oriented systems of transport such as walking and cycling are considered less than the others. Also in the old fabric of Kerman city that has formed on the basis of the human-oriented transportation, the lowest level of funding is intended to regulate transportation. With this description, it is clear that achieving sustainable development and human-oriented in urban transport sector, it fundamentally needs paradigm shift in urban transport development and revision in the attitudes of managers and planners, and in the meantime it is necessary to correct the programming cycle of urban development along with review of the allocating funds mechanism and to define projects in various sectors. Urban and transport planners can conduct municipalities projects with costing not too much and hereto provide non-motorized styles in the field of urban transport networks. If only allocated apart of the overall funding for roads, highways and city streets to the development of public transport and non-motorized transportation options, the impact would be very high.
According to recent U.N. statistics, the majority of the world’s inhabitants live in cities, many of which are developed without public and sustainable transportation infrastructure [
In this article, urban traffic plans have been titled as one of the ten chapters in the five-year plans of city halls (format approved by the Ministry of Interior). This paper examines the content and documents related to the amount of funds allocated to the traffic in the Kerman city hall development program and comparative analysis method is used to check the status and importance of development of the human-oriented and sustainable transportation planning and urban management. For this purpose, by reviewing the literature and theoretical research, overview of the importance of the transport walking-based and human-orientated is obtained, then via survey of the budget allocated to traffic sector in former development plans of Kerman municipal in a six-year period (2009-2014). The status of sustainable transport and humanitarian is determined in plans and programs of Kerman municipal as one of the major cities in developing country of Iran.
Studies of urban transport have many changes over the past 50 years. The main emphasis of transportation studies in the early decades was on the increasing capacity to meet the rising demand for travel by motor vehicles. Next studies, concerns the emphasis on pathways capacity development, showed widening of city streets, unlike popular belief not lead to a reduction in traffic volume and intensity [
Recently, several reports and other publications have estimated various benefits of walking and bicycling based on the share of vehicular travel that could be replaced by AT. The California Department of Public Health (CDPH) applied its integrated transport and Health Impacts Model (I-THIM) to illustrate impacts of long-term AT substitution scenarios. The most ambitious scenario modeled for the San Francisco Bay Area predicts a 45% reduction in GHG emissions and 2236 fewer deaths and 22,807 years of life gained by 2035 [
Anthony Danz, an economist at the Brookings Institution, believes that traditional approaches to solve the traffic problem was trying to “enlarging pipes” and in other words was developing the streets. However, this approach only temporarily solves the issue. He believes that, to solve the problem of traffic we must decrease the volume of fluid or, “the number of vehicles” which is reduced by increasing the effects of traffic at peak hours or on busy streets [
The study area is the capital of Kerman province, Kerman City. The city has four urban region and has a population about 650 thousand people [
transport with personal vehicles or passenger carrier transport except taxis that this issue is considered as the main source of air pollution in the Kerman city. Today the safety caused by traffic is the main concern of this city. In 2009, 19,200 traffic accidents have been recorded in the Kerman city, and crowded urban paths such as Azadi Square and Jomhoori Blvd are the most accident prolific areas. The lack of adequate security caused by high seismicity accidents on the sidewalks nearby the main arteries, has reduced the utility of these trails. In Kerman city, public transport systems include buses and taxis. Already in Kerman city in 3 regions, about 152 thousand passengers are transported by bus every day, Also, about 5 thousand taxis move about 300 thousand people every day, But the willingness of residents to use personal cars is caused a slow transport in the main axes of the city center. Some experts say one reason for the high volume of traffic in Kerman is annual increase of 30 thousand units of vehicles traveling on the streets of this town [
Nowadays what the world transport experts agree on it, is achieve to human-oriented and sustainable transport model so it can provide a safe, quiet urban landscape of the city with fast, safe and efficient for all citizens [
Allows the basic needs of individuals and societies to be met safely and in a manner consistent with human and ecosystem heal this affordable, operates efficiently, offers choice of various transportation modes, and supports a booming economy. Limits emissions and waste so that plants are able to absorb them, minimizes consumption of non-renewable resources, limits consumption of renewable resources to the sustainable level, reuses and recycles its components, and minimizes noise pollution and use of land [
The concept of sustainable transportation is vital to ensure environment clean, healthy and high quality. So it emphasizes on the human life and the environment, to meet current and future needs. Today, the transportation systems in major cities have shown a bad image because of have traffic congestion, accidents, lack of access to public transport and carbon emissions to the atmosphere of space contributes to environmental pollution and imbalance in terms of quality of life in general mobility. Along with the promising concept of sustainable transport services to consumers and at the same time ensure the safety of road users and also help towards the welfare and the environment [
Sustainable transport system can be defined also as a transportation demand but does not affect future transport demand [
Transportation planning that is able to promote the concept of sustainability, refers to a comprehensive and strategic planning that consider the long time and indirect effects of environmental, social and economic components and boost the sustainable planning that emphasize on development instead of growing as enhancing quality factor and consider the resource constraints and risks, including the reduction of fossil fuels and climate changes [
Environmental | Social | Economic |
---|---|---|
Air and water pollution | Inequity of impacts | Traffic congestion |
Habitat loss | Mobility disadvantaged | Mobility barriers |
Hydrologic impacts | Human health impacts | Accident damages |
Depletion of non-renewable resources | Community interaction | Facility costs |
Community livability | Consumer costs | |
Aesthetics | Depletion of non-renewable resources |
zation of traffic and the development of consumer culture [
However, walk ability does not inevitably eradicate car dependency. People may live in walk able neighborhoods in which they can walk to the grocery store or their gym, but they may still need a car to get to work or other places [
Non-motorized transport (NMT), cover walking, cycling and other modes of transport (skates, wheelchairs, carts), in which the required force to move people and goods provided through the muscle force [
NMT which includes walking and cycling is increasingly being favored as an attractive alternative to motorized commuter journeys by policymakers and environmentalists. Favorable NMT policies and increased NMT mode share can provide both personal and social benefits. The individual benefits are improved health and fitness, basic mobility, improved accessibility and cost effective travel. The social benefits are congestion reduction, roadway and parking infrastructure cost savings, energy conservation, reduced air and noise pollution and reduced accident risks to other road users [
Litman says that option of non-motorized mobility can create different advantages and disadvantages (
In Iran, there haven’t done any activities to strengthen these kinds of trips, except for the old cities, especially in
Potential Benefits | Improve user comfort, access improvements especially for pedestrian, up grading the walking, increase local property values, reduce traffic congestion, [ |
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Potential defects | Increasing accident risk, increasing travel time, increasing of development costs [ |
bazaar and there is not any facts and statics that specifies the size, role and status of this system. Unlike our country, most industrial countries have done extensive works in this area in order to reduce the issues of central part and priority access. In the United Kingdom more than 60 percent of trips under 1/5 km just take place on foot and it is said that in urban areas, about one third of all trips are done on foot [
Wherein the share of traffic that is carried out on foot be more, structured settlements will be stronger, more diverse and yet free from crisis, so the pedestrian should travel in all the settlements, as sure, with no problem and easy. Intrinsic feature of pedestrian, induced differentiation him from other types of traffic: flexibility and rapid self-regulation, the pedestrian is adapting him with natural conditions [
Studies have found that neighborhoods classified as walk able (using walk ability benchmarking tools) have higher levels of incidental walking and a lower incidence of obesity [
Studies suggest that obesity is mitigated by increased activity associated with a more walk able environment. Studies have shown that light-to-moderate activity is associated with a substantially reduced risk of developing disease. Many urban planning scholars agree that the built environment influences physical activity levels [
A growing body of work shows that walk able neighborhoods have intrinsic economic value by encouraging economic transactions and social exchanges and bolstering real estate property values in addition to promoting health benefits [
Improved walk ability can entice consumers to purchase more local goods and promote greater economic resilience. The attributes associated with walk ability may also have the capacity to improve safety and decrease crime [
The purpose is not to prohibit the use of car, because not only it is not physically possible, but also there no economical and rational justification and on the other hand, it is in conflict with the common human values such as freedom and individual choice. Instead, the goal is living in a city, does not require people to acquire and frequent use of the vehicle [
According to the considered thoughts, municipalities in the country as the main administrant of urban projects and programs and as well urban management in cities, transport requires the definition of plans and projects related to this topic in order to implement programs related to human-oriented and sustainable transport. Moreover, each project requires adequate funding to be operated. In following papers, the budget changes during the past six years in the Kerman city have been reviewed.
As it is clear from
As well according to
Also a percentage of urban development costs spent on land and property acquisition needed to create the transport infrastructures. According to financial planning of Kerman city hall, the budget for planning and urban development will be divided between the land and estate acquisition and various study projects. At the beginning of the review period in 2009 the project of property and land acquisition amounted to199.04 million Riyals, allocated to itself about 5% of the total budget of urban development (
In this six years property and land acquisition has owned more budget than the study projects and a major share of the budget of urban development planning is cost in this part, while with further studies and thus allo-
Title | 2009 | 2010 | 2011 | 2012 | 2013 | 2014 |
---|---|---|---|---|---|---|
Total of budget for urban development | 4,406,350,000 | 4,511,440,000 | 5,998,810,000 | 7,775,100,000 | 8,666,930,000 | 13,415,200,000 |
Total of transportation plan and reform of urban traffic | 2,476,160,000 | 2,168,340,000 | 2,803,380,000 | 2,780,170,000 | 3,668,500,000 | 5,089,900,000 |
Percentage of transportation plan and reform of urban traffic | 56.19 | 48.06 | 46.74 | 35.76 | 42.33 | 37.94 |
cate more funding for the study plans can present plans that are compatible with human-orientated and sustainable transportation.
The budget allocated to transportation plan and reform of urban traffic, is distributed in nine projects related to the program. Each of the projects allocates a part of the total budget according to their importance. The titles of these nine plans are as follows:
・ The plans of infrastructure, curb and asphalt pavements;
・ The plan of Implementation of the pavement;
・ The plan of construction and completion of the bridge over the river and under pass bridge of urban streets;
・ The plan of completion and construction of public parking;
・ The improvement plan of traffic in the old texture of city;
・ The plan to help the bus;
・ The plan of improving traffic;
・ Master plan of organizing urban transport;
・ The plan of construction of the urban belt.
As it is clear in each of the years of study, the plans of infrastructure, curb and asphalt pavements allocated to themselves greatest share of the total budget.
The lowest level of appropriations is different in the years of the investigation, in 2009, the beginning of the review period, the plan of completion and construction of public parking and the improvement plan of traffic in the old texture of town allocated a very little amount of funds nearly zero percent to themselves. While via the allocation of more funds to improve transport in the old urban texture can move towards sustainable development, because these textures are formed on the basis of sustainable development.
In 2010 this share allocated to the improvement plan of traffic in the old texture of city. In 2011, again improvement plan of traffic in the old texture of city and in addition to that The plan of construction of the urban belt had a very small amount of budget, in 2012 the plan of construction of the urban belt, in 2013 completion and the plan of construction of public parking , master plan of organizing urban transport and the plan of construction of the urban belt and finally at the end of the review period, in 2014 the plan of construction of the urban belt have the lowest amount of budget.
The plans of Infrastructure, curb and asphalt pavements at the beginning of the review period in 2009 allocate to itself the maximum amount of funding, and over the next years it has a decreasing trend, especially in 2011 it has decreased considerably compared to the previous year. Totally the plans of infrastructure, curb and asphalt pavements have passed decreasing trend during the study years.
During the six-year period the plan of implementation of the pavement has very limited changes and almost in all of these six years the same rate and very little funding has been allocated to it. However, generally it had an increasing trend and the amount of budget has increased from 70,120,000 Riyals in the first year of the review to 200,000,000 Riyals in the end year. Despite this trend of increasing, the amount of funds allocated to it indicates that, While for expanding of the network of roadways and their equip massive spending are allocated, at the same time, public transport systems and cycling and walking networks as sustainable transport options, less attention were paid.
The plan of construction and completion of the bridge over the river and underpass bridge of urban totally has an ascending and descending process. Such that from 2009 to 2011, it has increased and has dramatically increased from 93,490,000 Riyals to 987,520,000 Riyals. After that in 2012 the amount of budget has decreased 226.06 million Riyals. In the following year we can see a big jump in budget, 848.65 million Riyals and at the end of the year it’s lightly decreases compared to previous year and the rate reaches to1500 million Riyals.
The budget of the plan of completion and construction of public parking has an increasing and decreasing process, In 2009 the beginning of the study period, allocated to it a tiny proportion of budget, In two next years, can be observed approximately14-fold increase in the budget. In two next years, the direction of process has changed and sailed to reduce until in 2013 it became approximately zero, but in the last year of review in 2014 has been found a 10 percent increase. Due to the severe shortage of public parking in Kerman city especially in the central parts of the city that has more commercial uses, it is expected that additional funding by the municipality and relevant organs to it be assigned.
The budget of the improvement plan of traffic in the old texture of city totally has an increasing process except in 2013 that it had a slight decrease compared to the previous year. But in general, this plan allocated to itself a small percentage among the nine plans of urban traffic. Despite the wide range of Kerman is formed by
2014 | 2013 | 2012 | 2011 | 2010 | 2009 | Title |
---|---|---|---|---|---|---|
1,736,000,000 | 1,438,100,000 | 1,225,930,000 | 1,157,630,000 | 1,532,510,000 | 1,840,890,000 | The plans of infrastructure, curb and asphalt pavements |
%34 | %39 | %44 | %41 | %71 | 74% | Percentage of transportation plan |
200,000,000 | 101,620,000 | 136,700,000 | 73,380,000 | 82,680,000 | 70,120,000 | The plan of Implementation of the pavement |
%4 | %3 | %5 | %3 | %4 | %3 | Percentage of transportation plan |
150,000,0000 | 1,610,110,000 | 761,460,000 | 987,520,000 | 146,670,000 | 93,490,000 | The plan of construction and completion of the bridge over the river and under pass bridge of urban streets |
%29 | %44 | %27 | %35 | %7 | %4 | Percentage of transportation plan |
500,000,000 | 0 | 93,830,000 | 145,180,000 | 61,020,000 | 8,440,000 | The plan of completion and construction of public parking |
%10 | %0 | %5 | %5 | %3 | %0 | Percentage of transportation plan |
117,500,000 | 26,450,000 | 33,220,000 | 13,210,000 | 10,640,000 | 7,230,000 | The improvement plan of traffic in the old texture of city |
%2 | %1 | %1 | %0 | %0 | %0 | Percentage of transportation plan |
350,000,000 | 371,320,000 | 322,880,000 | 203,570,000 | 153790000 | 211,320,000 | The plan to help the bus |
%7 | %10 | %12 | %7 | %7 | %9 | Percentage of transportation plan |
186,400,000 | 12,090 | 100,040,000 | 128,020,000 | 111,590,000 | 92,880,000 | The plan of improving traffic |
%4 | %3 | %4 | %5 | %5 | %4 | Percentage of transportation plan |
500,000,000 | 0 | 106,110,000 | 94,870,000 | 54,460,000 | 27,440,000 | Master plan of organizing urban transport |
%10 | %0 | %4 | %3 | %3 | %1 | Percentage of transportation plan |
0 | 0 | 0 | 0 | 14,980,000 | 124,350,000 | The plan of construction of the urban belt |
%0 | %0 | %0 | %0 | %1 | %5 | Percentage of transportation plan |
5089900000 | 3668500000 | 2,780,170,000 | 2,803,380,000 | 2,168,340,000 | 2,476,160,000 | Total of transportation plan and reform of urban traffic |
old and worn texture and consequently the traffic in these areas should be arranged and therefore it requires additional funding. Very small amount of funding allocated to it, shows lack of attention to the old and worn texture of city and organizing and improving it, however, the old textures of Kerman were formed on the principles of sustainable architecture and urbanism as a result, traffic in these places is human-oriented.
The budget of the plan to help the bus had decreased just at the beginning and the end of the study period and in other years the trend has been increasing. But generally at the end of the study period, this share have fallen in terms of percentage share of the total budget funds of urban transport and transit compared to the first year, While public transport system should be in order to achieve sustainable transport spread.
The budget of the plan to improve traffic has increased over the six-year period and from 92,880,000 Riyals at the beginning of the review period achieved to 186,400,000 Riyals at the end of the period. However, its contribution of total funding share is small.
The budget of the plan of construction of the urban belt, is zero in all these years except for first and second year of study, the reason is that the plan of city within beltway is implemented.
Among all of under taken plans there is just the plan of implementation pavement that takes steps toward non-motorized transportation. During the six-year period, the plan of implementation pavement had very limited changes and almost in all of the study years has been allocated to it on the same level and very little funding (
Since Kerman city is a historic city with wide spread old texture, it is expected that further funds be allocated for projects that will improve traffic in the old texture and move it to more cycling and walking, unfortunately, the budget process does not show this.
Nowadays, transportation system is entirely for the benefit of drivers and thus is beneficial to vehicle traffic from predict stage to conclusions stage. However, today, to deal with environmental risks, increase the level of social interaction, save costs of transport and contribute to the health, we need to seek alternatives to car use.
In this case, managers and planners in the design and planning of city hall projects can provide the base of non-motorized models in network traffic by leading the city hall projects with low costs and make such problems less in cities. Bicycle transportation and pedestrian system are including these systems. This system has many advantages such as improving health, reducing household spending, reducing the cost of transportation and construction of infrastructure, reducing air pollution and dependence on non-renewable resources that will be usable for a wide range of social classes and it has significant economic benefits for the city as well.
Unfortunately, in the development plans of Kerman city, it has not been paying attention to this transport system and this is specified via very small share of the budget allocated to the sector’s development plans and programs municipality.
Another important point is that the extremely low budget allocated to improve traffic in the old texture of city, despite the wide range of Kerman city consists of old texture that it has very bad transportation condition. Since the old texture of Kerman is formed on the principles of sustainable living, including pedestrians, so it is better that the authorities pay more attention to this section in order to take a major step forward to human-oriented transport. If only allocated apart of the overall funding for roads, highways and city streets to the development of public transport and non-motorized transportation options, the impact would be very high. Generally, we should change the heading city hall planning, and implementation-oriented and biking receive more shares from the budget. City hall projects must be in the form of urban development plans, programs and strategies that walking-oriented system and biking and ultimately human-oriented transportation become top of view.
Projects of development plans in Kerman city can be in the form of the following strategies to promote human-orientated and the transportation system, which is defined as following:
・ Developed plans of study for effective factors on the increased use of non-motorized transportation;
・ Revising the terms of zoning and development plans based on the walking and sustainable access;
・ Information and promotional plans to reduce the use of private cars;
・ Providing of support facility in public and private places, such as the location of the stop and park of the bike, pedestrians and cyclists specific inputs to provide comfort;
・ Using the potential in the historic texture of the city to assign it to specific routes on foot;
・ Break down of trails, pedestrian and bike rides and create safety for pedestrians and cyclists;
・ Continuity of sidewalk network and transition and pause spaces in the human scale and optimal pedestrian.
Sedigheh MeimandiParizi,AbdolrezaKazeminiya, (2015) Evaluation of Human-Oriented Transport in City Hall Transportation Projects Approach to Sustainable Case Study of the Kerman City Hall. Journal of Building Construction and Planning Research,03,149-161. doi: 10.4236/jbcpr.2015.33015