Technical University of Mombasa

7.0 DEVELOPMENT AND TRANSPORT STRUCTURE

The overall urban and regional requirements must be determined, in doing so the range of routes
and means of transport must be examined and brought into line with the requirements, but also
the need to take into account aesthetics and urban environment, the individual means of transport
and transport systems must be designed to achieve these objectives. Specifically this entails:

 Development of highways for private transport, as far as the urban environment and the
health of the citizens
 In towns plan sufficiently for stationary traffic, taking into account aesthetics and urban
environment
 Choice of the right means of transport, appropriate for the area and structures in question
 Examination of individual, even limited traffic areas, to see whether changing the
transport system and converting to new systems would bring about improvements, also
with the pedestrian in mind.
 Creation of a balanced transport system which ensures integration of private and public
transport to principles based on reason.
 Development of efficient, convenient and effective transport network for supply
distribution to meet the demand.

2.0 DEVELOPMENT OF PUBLIC TRANSPORT ON THE BASIS OF SOCIO-

ECONOMIC DEVELOPMENT
The interdependencies between the economy behavioral patterns of the population, urban
development and transport have grown considerably in line with the continued adjustment to
meet the needs of the modern industrial society.

Development of new technology especially exerts a constant influence on local public transport.
The primary example is the increasing motorization in the last years. The variety of individual
influences of modern life have, however decisive influence on overall urban development. The
town and its environs are increasingly interdependent. As a result of this earlier bases for
planning are being overturned. Large-scale migration from the country (surrounding) after the
first industrialization phase has now been supplanted by migration from the city to the
surrounding and further regions. This trend is continuing, it is dependent on increasing

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motorization, since the automobile allows people to live within a range of 25 to 30 km from the
city and to drive daily between home and workplace, as far as the traffic conditions permit.

The migration from inner cities must be stemmed with new overall concepts. Revitalization of
the city to a certain extent by promoting new housing developments in the center is one of the
possibilities. Pedestrian zones in busy centres and secondary centres should help them to regain
their urban character. Environmental influences, in particular those created by traffic itself, must
be taken into account. For this a detailed investigation of the individual districts and the
functions they serve is necessary, as is going out into the regions. Co-ordination and integration
of the plans over a wide area provide the basis of the new concepts. Living outside town and
working and shopping in town is not the solution. Various polycentric solutions present
themselves to relieve the monotony of the city areas and improve the traffic conditions.

The objective is to create a common, practicable transport plan with the aim of providing the
appropriate means of transport which is the optimum for the functioning of life within the region,
which is capable of handling the volume of traffic and which is economic.

This plan must be drawn up and fully integrated in other urban development plans. Regional
development plans, land utilization plans, development plans and general transport plans must
form an integral unit.

3.0 BASIC PRINCIPLES OF PLANNING FOR LOCAL PUBLIC TRANSPORT

Planning for local public transport is only part of the overall transport plan. In order to plan for
this part correctly and appropriately for the future of the region in question, detailed individual
investigations are necessary. When eventually selecting a transport network, or preferably
several transport networks incorporating different kinds of transport, the one with the highest
performance should be selected but also many other criteria for well-being of people in urban
area should be taken into consideration.

To avoid one-sidedness either for private or for public transport and to reach an optimum of the
performance of all transport modes, the following aspects should be taken into consideration:

 Integrated planning for several traffic networks (every mode of transport has its system
inherent advantages and disadvantages), which consequently leads to rejection of
planning from the point of view of private transport bottlenecks.
 The models may only be used as aids and monitoring instruments and building and
improving programs based on these models must be made flexible to react to changes in
policy and society.
 Because of not properly working free market mechanism in transport due to dominating
influences of policy, economy and society, the planning process should not just deal with

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 economic aspects but also the interests of non-motorists, e.g. pre-school children, school
children, housewives and the elderly have all to be involved.
 The one-sided concept of an optimum transport system which does not take into account
environment questions, such as noise exhaust pollution, dirt, aesthetics must be dropped.
 Migration from the environs to the city centre must be controlled and the environs must
be seen as equally important as city centre in terms of planning attractiveness.
 The infrastructure, which can be influenced by the planning process, must take more
account of pedestrians, cyclists and above all public transport users.
 The surveys done on local public transport systems to ascertain whether suburban
railways, underground railways or – in particular medium-sized towns – trams and other
public transport is more favorable, must be positively promoted.
 In target system for re-orienting transport planning, environmental improvement,
improvement of living conditions and leisure values, must have priority over the aim of
increasing mobility (e.g. promoting restricted transport areas).
 Local public transport should be designed so that there is no hindrance by private
transport. The public transport vehicles should be able to influence the phases of traffic
signals.
 There should be new priorities when extending transport systems: first pedestrians,
cyclists and public transport and then private transport.
 Traffic steering measures must have a priority
 Private transport should be assigned a supplementary function as feeder system (park &
ride) in areas where public transport is not provided as a full service.

The forecast is derived from the diagnosis. In order to offer optimum solutions for local public
transport, constant co-operation with those responsible in overall transport planning is necessary,
since the modal split between private and public transport can only be derived from looking at
the whole situation.

The result of this investigation provides the best overall solution for all transport sectors and all
means of transport for an optimum network, for forecasting the necessary investment, for
scheduling implementation, while always taking into account of an overall optimum economic
development.

3.1. DIAGNOSIS
Diagnosis must take into account all the activities in life which have an effect on traffic. This
includes the above mentioned structural conditions in all sectors. (Living, working, leisure,
education, shopping and other communication). The task is therefore to draw up the fundamental
principles related to local public transport.

4.0 CURRENT URBAN AND TRANSPORT STRUCTURES

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Details of the following must be compiled according to size and in order to record the state of
various sectors of life and the traffic flow of the population center:

 Living areas and their influence on traffic, as well their delimitation according to the
main traffic areas and natural traffic boundaries.
 Areas for industry, manufacturing, etc.
 Areas of influence for trade
 Areas of influence for shopping
 Areas of influence for education and cultural facilities
 Areas of leisure, sport and recreation

When examining these individual areas, the historical development of the town and region to its
present state must be clearly identified and recorded. This stock-taking is important when
deciding the present and future traffic routes, positioning of stops and interchanges and designing
the network. Within this framework, the area being examined must be clearly delineated. The
number of commuters and jobs must be determined, all related to the existing routes of all public
transport conurbation (metropolis, city, metropolitan area or capital)

5.0. TRANSPORT NETWORK ASSESSMENTS

After carrying out a traffic flow survey: determine section volume, network volume, transport
relationships, number of passenger getting on and off at major stops, direct travellers, passengers
who change, and journey times. The various networks of individual means of transport and the
overall network can be assessed. It must be examined whether:

 Transport of an equal value is available for the inhabitants of individual districts.

 The overall network provides the optimum way of reaching the destination.
 Reasonable and as far as possible comparable, distances between the main traffic points
exist to cater for the usual daily behavior of the individual (connection: home – work,
home – shopping, home – leisure)
 Previous urban development ensures economic and as far as possible homogenous
utilization of routes
 Bottlenecks with overcrowding exist
 Intersections need to be improved
 The position of stops is optimal
 The necessary facilities for information need to be improved at the stops
 The routes may need to be changed
 There are particularly harmful environmental influences
 A link between various individual networks is necessary

5.1 Choice of a public transport system

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When choosing suitable public transport, many influences must be considered:

 What was previously on offer in the way of public interest?

 Can the transport that has been developed, be developed further and be made into a
modern means of transport?
 Can the basic requirements of attractiveness, such as speed, punctuality, frequency of
service be fulfilled?
 Is it economic?
 Can it transport enough people?
 Is the traveller treated equally over the entire transport area?
 Is the seating provided balanced?
 Do the means of transport much up to modern environmental and energy requirements?

It can be seen from this list that the choice of the most suitable means of transport is in each case
dependent on many components.

It can also be seen that as a result of historical development and for economic reasons, one
means of transport alone will probably seldom (hardly ever) be able top meet all the
requirements. A low population density does not justify a suburban railway; high population
density areas however require suburban and underground railways with good train formation
possibilities.

Some basic requirements should be aimed for conurbations, namely that the traveller in public
transport is treated approximately equally to the one in private transport, the same seating is
provided, and also as regards the ration between seating and standing room, and also as regards
other attractiveness features.

This leads automatically to more means of transport and transport systems in each conurbation,
which however must be closely linked for reasons of attractiveness and journey times.

The limits of the most suitable means of transport are not fixed. Apart from its performance
capabilities there are other criteria which may influence the choice of the most suitable means of
transport, for example:

 It may be sensible to extend underground railways as open lines for several kilometers at
the edge of the town in the less densely populated areas (uninterrupted transport), in order
to avoid losing time when changing.
 Environmental and energy questions may affect considerably the choice of transport
today.
 The comparative costs “road – public transport” for planned extensions can be kept at a
low level for local transport if it is possible to avoid expensive road network, e.g.

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 widening and altering the lines due to the complicated construction of intersections and
complicated signaling systems.
 Park and ride may contribute in the decongesting of city centers
 The performance of the rail transport can be improved by cooperating buses into the
system buses can act as feeder systems for the rail transport.
 Future urban development can indeed influence the choice of a higher quality means of
transport.

Since singular networks, e.g. underground networks, cannot on their own cope with all the
transport requirements of a region due to the differences in population density, buses and private
transport should be integrated in the districts further out from the town according to the
requirements there.

In the middle suburban zone, buses and possibly modern local public transport, carbin railways
with their own tracks are the most suitable means of transport; in the actual densely populated
areas, fast means of transport which can accommodate a high volume of passengers should run.

The choice of a means of transport is further determined by the following factors:

 Available space for constructing new system within a historically grown urban structure
 Cost for construction, maintenance and operation of the infrastructure
 Cost of vehicles and the operation
 Level of service including punctuality, travel speed
 Impact on people and the environment
 Compatibility to existing systems (reduction of maintenance and operating costs)
 Temporal and spatial flexibility in scheduling

Means of transport and public transport lines which must be viewed separately as far as
technology is concerned should however be integrated in the planning procedure so that the
traveller can be provided with the optimum conditions of travel and changing options.

6.0 PRIVATE TRANSPORT

(As opposed to public transport) is transportation service which is not available for use by the
general public. Often public transportation service providers are privately owned;
notwithstanding, any and all services provided by such companies that is available to the general
public is considered public transport. While private transportation may be used alongside nearly
all modes of public transportation, private railroad cars are rare. Unlike many forms of public
transportation, which may be subsidized, the entire cost of private transportation is born directly
or indirectly by the user.
Private transport is the dominant form of transportation in most of the world.

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7.0 COST BENEFIT ANALYSIS/EVALUATION OF TRANSPORT INFRASTRUCTURE
When evaluating transport infrastructure it becomes difficulty to quantify the benefit from the
projects. This is because some of the benefits are not tangible. This range of benefits realized in
the environment, safety (reduction in accidents) and comfort as well as convenience realized by
the society using the facility. Various standards exist for evaluating the benefits of transportation
infrastructure.

The underlying aim of CBA’s is to record all the impacts of a variety of different service
variants, to transform and weigh the results of the impacts in an evaluation scale and finally to
choose the variant with the most positive effects for realization.

In general for local public transport the following aspects of a new measure in transport have to
be determined in the standardized evaluation of investment in traffic infrastructure in public
transport.

a) Impacts on the users/traffic demand:

 Different of travelling time (weighed with the amount of time difference from 1 to
5 minutes are considered less than greater difference)
 Differences in the frequency of changing vehicles
 Differences of costs of travel
 Differences in the costs of road accidents
b) Impacts on the citizens/environment:
 Differences of exhaust emissions
 Differences of noise emissions
 Differences in land use
c) Impacts on the public transport company
 Differences in cost of investment
 Differences in cost for operation (energy, employees, maintenance of vehicles and
tracks, network operation)
 Differences in revenue for tickets

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