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Mass transportation

A Project Submitted in the Partial fulfillment of the requirements for the award of grade points in ENGLISH COMMUNICATION SKILLS LAB By AMBUJA KULSHRESHTHA (1210710306) (2/4 B.Tech Information & Technology and Engineering) Under the esteemed guidance of DR.B.SUDHA SAI, Assistant Professor, Department of English, Gitam Institute of Technology, GITAM UNIVERSITY

Department of Information &Technology Engineering Gitam Institute of Technology, GITAM UNIVERSITY, Visakhapatnam-530045 (2011-2012)

ACKNOWLEDGEMENT Acknowledgements are always in adequate in a work of this kind and I wish to express my heart full thanks to all the people who have made it possible for me to do this project and to present this report. At the outset, I would like to express my deepest gratitude to Dr.B.SudhaSai, Assistant Professor, Department of English, Gitam Institute of Technology, GITAM University, my project guide, for her encouragement and her useful suggestions, which has enriched the quality of this project AMBUJA KULSHRESHTHA, (1210710306), I.T, C3

Letter of transmittal Visakhapatnam, 14-09-2011. From AMBUJA KULSHRESHTHA, 1210710306, I.T-C3, Gitam University, Visakhapatnam. To Mrs.B.SudhaSai, Assistant Professor, Gitam University, Visakhapatnam. Respected Madam, SUB: Letter of transmittal I thank you for giving me this opportunity to present a report onMASS TRANSPORTATION. I am grateful for the invaluable support and guidance which has helped me in accomplishing this task. I would love to thank all the faculty members for helping me with my report. Thanking you. Yours sincerely, AMBUJA KULSHRESHTHA, 1210710306

CERTIFICATE
Department of Information & Technology Engineering GITAM Institute of Technology GITAM University Visakhapatnam

This is to certify that the project work entitled MASS TRANSPORTATION is a bona fide record of the work done by AMBUJA KULSHRESHTHA of Department of Information & Technology Engineering, GITAM Institute of technology, GITAM University ,Visakhapatnam. She did this project work under my supervision and guidance in partial fulfilment of the requirement for the award of grade points in ENGLISH COMMUNICATION SKILLS LAB,2/4 B.Tech,2nd semester. Dr.B.SudhaSai, Assistant Professor, Dept .of English, Gitam Institute of technology, Gitam University.

Contents:
Abstract. Introduction. Definition. History of mass transportation. Types of mass transportation. Commuter Railways. Subways and Rapid Transit. Trams and Light Rail. Busses Major Road Networks Urban Freeways Arterial Roads

Advantages of mass transportation Disadvantages of mass transportation Uses of mass transportation Conclusion Reference and Bibliography

Abstract:
Mass transportation, or public transportation or mass transit, the movement of people within urban areas using group travel technologies such as buses and trains The essential feature of mass transportation is that many people are carried in the same vehicle (e.g., buses) or collection of attached vehicles (trains). This makes it possible to move people in the same travel corridor with greater efficiency, which can lead to lower costs to carry each person or because the costs are shared by many peoplethe opportunity to spend more money to provide better service, or both.Mass transit systems may be owned by private, profit-making companies or by governments or quasi-government agencies that may not operate for profit. Whether public or private, many mass transportation services are subsidized because they cannot cover all their costs from fares charged to their riders. Such subsidies assure the availability of mass transit, which contributes to making cities efficient and desirable places in which to live. The importance of mass transportation in supporting urban life differs among cities, depending largely on the role played by its chief competitor, the private automobile. People travel to meet their needs for subsistence (to go to work, to acquire food and essential services), for personal development (to go to school and cultural facilities), and for entertainment (to participate in or watch sporting events, to visit friends). The need for travel is a derived need, because people rarely travel for the sake of travel itself; they travel to meet the primary needs of daily life. Mobility is an essential feature of urban life, for it defines the ability to participate in modern society.Travellers make rational choices of the modes they use, each choosing the one that serves him or her best, although best may be viewed differently by each traveller. Transportation services in a city define the alternatives from which travellers must choose the activities available to them, and the places to which they can go. The transportation available to an individual is the collective result of government policies, the overall demand for travel in the region, competition among different modes, and the resources available to each individual to buy services. Urban transportation services directly affect the character and quality of urban life, which can differ among individuals who have access to different kinds and amounts of transportation services.

Introduction:
Mass transportation refers to municipal or regional public shared transportation, such as buses, streetcars, and ferries, open to all on a nonreserved basis. An important form of mass transit is rapid transit, such as subways and surface light rail systems, designed for commuting between urban and suburban (or exurban) centres. Mass transportation can be divided into fixed route systems (often involving rails), such as streetcars and subway trains, and non-fixed route transit (along surface streets or water), and such as buses and ferries, but does not usually include airplanes, taxis, or long-distance rail with more formal ticketing procedures. Mass transit systems offer considerable savings in labour, materials, and energy over private transit systems. Since far fewer operators are required per passenger transported, they can be better trained and more strictly licensed and supervised. When utilized to any reasonable fraction of their capacity, mass transit vehicles carry a far higher passenger load per unit of weight and volume than do private vehicles. They also offer fuel savings, not only because of the relative reduction in weight transported, but also because they are large enough to carry more efficient engines. Further, if emphasis is given to mass transit in the planning of future ground transportation systems, smaller rights of way will be possible, lessening the amount of landscape that must be paved over for highways and roads. Although mass transit offers many savings, it does require some sacrifices in personal convenience. These are the necessity to travel on a fixed rather than an individually selected schedule and to enter and disembark from the system only at certain designated locations. The obvious goal for a mass transit system is to have as few unused passenger accommodations as possible.

Definition:
Mass transportation is any kind of transportation system in which large numbers of people are carried within a single vehicle or combination of vehicles. Airplanes, railways, buses, trolleys, light rail systems, and subways are examples of mass transportation systems. The term mass transit is commonly used as a synonym for mass transportation.It is also known as PUBLIC TRANSPORT OR MASS TRANSIT.

In many parts of the world, mass transit systems are an important component of a nation's transportation system. Where people are too poor to buy automobiles, they depend on bicycles or animals or mass transit systems such as bus lines to travel within a city and from city to city. During the twentieth century, however, the role of mass transit systems in developed nations such as the United States has declined dramatically. The primary means of transportation has become the private automobile, which typically carries only one or two passengers at a time.

TRANSPORTATION HISTORY OF MASS:


The history of mass transportation is intimately connected to industrialization, urbanization, and the separation of residence from workplace. By the beginning of the 20th cent., London, New York, Boston, Paris, Budapest, and other major cities had fixed-rail subway systems (sometimes elevated); by the 1920s buses were common. In the United States, patronage of mass transit grew steadily from 1900 (six billion passengers per year) to 1927 (over 17 billion), but plummeted during the Great Depression. Patronage grew again during War II, peaking in 1946 at 23 billion riders, but then dropped steadily every year until the mild renaissance of public transit in the early 1970s. The total number of riders in 1970 was less than that of 1910. The reasons for these declines are complex and often political. Los Angeles, for example, had over 1,000 miles of trolley and interurban lines before 1930; this system was taken over by a private company, dismantled, and replaced with noisy, polluting, and comparatively slow buses. Since few people chose to ride them, costs rose, thereby cutting the number of passengers further. To reduce costs, private companies eliminated outlying branches and smaller stations. These trends, along with inexpensive gasoline, suburban and highway development, the deterioration of older subway lines, and the greater freedom cars offered, helped turn the United States into a car culture. However, as the public has grown increasingly concerned over the impact of cars on the environment and the quality of life in urban areas, there is growing support for the development of more efficient and comfortable mass transit systems. Models for such systems were developed in Europe and Japan. Trains in the Paris Metro, for example, operate on rubber tires and can reach speeds of 48 mph (77 km). Smaller cities are watching developments in Edmonton, Canada, which built a 4.5-mi (7.2-km) rapid transit system of lightweight trains

at a cost of $65 million instead of adding five new freeways at ten times the cost. In the United States, efforts to upgrade mass transit systems have experienced mixed results. The trend has been away from private ownership; by 1990 over 90% of North American mass transit was publicly owned and managed. The BART (Bay Area Rapid Transit) system serving San Francisco and neighbouring cities maintained service during the 1989 earthquake, but it has never attracted the number of riders originally anticipated. Washington, D.C.'s Metro system (144 million riders in 1988) included a wider area of service and more efficient schedules. Currently buses account for 60% of mass transit rides in the United States; innovations such as articulated buses and reserved lanes on highways are balanced by the problems of noise, air pollutionair pollution, contamination of the air by noxious gases and minute particles of solid and liquid matter (particulates) in concentrations that endanger health. The issue of mass transit has come full circle; it is once again a central social and political issue.

TYPES OF MASS TRANSPORTATION:


Of the several central transportation issues facing cities today, mass transit has increasingly become top priority, possibly even more important than roads themselves. Governments strive to find the balance between many different factors that can make or break any mass transit system. These include ridership, routing, transport type, and of course the actual cost of the service. If it is done right though, mass transit can be one of the citys most important assets. Mass transit can take many forms, from busses to rapid transit railways, different types of mass transportation are described below: Commuter Railways: Almost all large cities around the world have commuter rail services that run on the railways leading toward the city centre. Most civic transit services are localized inside the city proper, but commuter rails are designed to carry large numbers of people from the outer suburbs in towards the city centre. Toronto has the GO, Paris the RER, and Chicago has its Metro network. Commuter rails are much less a civic transportation system as a regional transporter to bridge the gap between the citys core and its edge. Most importantly, their trains have

the capability to take tens of thousands of cars off the road every day, alleviating clogged arteries and highways. The RER (which stands for Roseau Express Regional or Regional Express Network) is widely known as one of the most successful examples of commuter rail in the world. It was first conceived in 1936 as an express version of the Metro (subway) that had been constructed in 1900. Construction finally began in 1961 on Line A, which runs from east to west. The government spared no expense in construction, spending billions of Francs on lavish and massive stations. The investment has paid off exponentially though today, Line A is Europes busiest passenger rail line, carrying over one million people per day. The line has become so busy that double deck trains are being introduced, and advanced signalling has been brought in. The new signalling system allows for unprecedented 90 second wait times at stations new trains often pull into the station as the previous train clears the track just ahead of it. Today, the RER consists of five different routes, Lines A to E. It carries over a hundred thousand people per hour, and is of immense and incalculable value to the region of Lie de France. It has connected what was previously a relatively isolated central Paris with its surrounding region, bringing millions of visitors into the central business district on weekends. It allows foreign tourists to travel to surrounding attractions, such as Versailles. Most of all, it gives any business located near an RER line a huge advantage in terms of access to a very large labour market commute times from any given part of the city have been cut drastically, because driving in Paris can often be hectic and slow. Paris RER system is the prime model for a regional commuter rail system, but many different varieties of commuter rail are used around the world. Most of them work on the same principle though: connect the outside with the inside, and make it easy for people to get between them. Although these networks are extremely expensive to initially construct (especially if they require underground central stations), they inevitably pay huge dividends if they are routed correctly. Paris stands testament to this, as do many other commuter rail systems around the world. In a large city, interconnectivity is paramount to a successful economy, and it is simply impossible to depend on expressways to provide it. Subways and Rapid Transit: When the density of large central business districts is enough to support a rapid transit system, it can form the backbone of an excellent mass transit service. The definition of rapid transit is a system of public transportation in a metropolitan area, usually a subway or elevated train system. It never crosses roads or walkways at grade, but is either elevated over them or submerged

below them. This allows for frequent trains, something that is impossible with level crossings. The history of subways began in London, England in 1854, where the first ever underground railway was built. Since then, the London Underground has become the largest and most famous subway system in the world. It consists of twelve lines totalling 408km of track, and carries almost one billion people per year [Transport for London]. Because of its success, it is no surprise that subways have been adopted in dozens of cities around the world. However, a few things are required for a city to be able to support a subway network. This sort of dense environment is perfect for a healthy subway system, but that doesnt mean rapid transit cant survive in more dispersed urban areas. Vancouvers Sky train is an excellent example of this. Vancouver has a very dense urban core, but the Sky train extends far beyond it into the surrounding suburbs. Even though the suburbs might not be dense enough to support a rapid transit system themselves, their connection to the downtown has proven to be a catalyst for development around suburban stations. Vancouver was entirely without a rapid transit system until 1985, when construction was completed in time for Expo 86 [J. C. Dunn, 2003]. The system used a new technology that was developed by an Ontario crown corporation, using linear induction motors to magnetically propel its trains along the tracks [Bombardier]. From the initial construction of the Expo line in 1985, the SkyTrain network has expanded to include the Millennium line and two more planned lines, which will help serve the 2010 Olympics. It is the worlds longest completely automated network, and consists of 49.5 kilometres of track with 33 stations, servicing 65 million people every year. This is nowhere near the scale of the London Underground, but Vancouver is a very different city instead of serving an already existing, dense core, the SkyTrain is helping to create new communities and economic opportunities near its stops. Most of Vancouver is like any other North American city, filled with low density suburbs. The presence of the SkyTrain is changing this, though. Around many stations, the surrounding suburbs have been transforming into medium rise, mixed use condominium developments. Even the outer terminus of the Expo line has seen relatively high density development, which is a great improvement over previous suburban sprawl. In other situations, such as at the Scott Road Station, a park-and-ride system is in effect. The station is surrounded by large parking lots, and acts like a magnet for commuters heading toward downtown Vancouver. Instead of driving into the congested inner city, they drive only a short distance, park at the SkyTrain station and ride in comfort toward the downtown.

These are two examples of very different rapid transit systems which both serve very different cities. London is a good example of a subway system in any very large, dense city similar characteristics are seen in places like Paris, New York, and Hong Kong. The Vancouver example illustrates what has become a common use for rapid transit systems in modern cities that is, build the network, and let the density come after because of increased connectivity and business. Trams and Light Rail: In the past, trams have been a popular mode of transportation in cities of many sizes. Even small cities such as Guelph, Ontario had streetcar lines at the turn of the twentieth century [Guelph Historical Society]. But this was before the automobile became popular, and people had to depend on public transit to get from one place to another. Thus, many small-town streetcar lines had fallen apart by the end of the 1920s. Today though, trams and light rail are making resurgence in many cities around the world. Light Rail is defined by the government of the United Kingdom as A local railway or tram system, sometimes capable of sharing roads with traffic and heavy railways [United Kingdom Planning Portal]. It is usually at grade (that is, at road level), and is very versatile because it carries large numbers of people but can share the road with car traffic and does not need its own right-of-way. Streetcars Bridge the gap between busses and rapid transit busses run local routes on the road, and rapid transit is a high capacity system running on grade separated rails. Conversely, light rail takes the on-road, at grade aspect of busses, but the high capacity and rail characteristics of light rail. One of the largest light rail systems in the world is located in Toronto, Canada. The system has over 300km of track covering the very inner core of the city, and connecting with subway and bus lines. Torontos streetcars are not only an excellent way to get around, but they are one of the things that define the city. The Red Rocket is the icon of the Toronto Transit Commission, and indeed one of the icons of the city of Toronto, alongside its famous skyline. And in fact, the streetcars are the most successful part of the TTC system; four of the TTCs most busy surface routes are streetcar lines [Toronto Transit Commission]. Even today, the number of people riding the streetcar every day is increasing. Increased ridership demand also means more seating space is needed, so the city has put out a bid to spend 1.4 billion dollars to order 204 new light rail vehicles. The new streetcars are of the sort often seen in European cities, with low floors and modern, sleek designs but problems are already starting to arise. One of the bidders for the project says low floor light rail vehicles are bumpy and unreliable because they are so close to the ground and use unproven

technology. This could be a huge issue for the new trams, because unreliability and an uneven ride mean bad service. In a survey conducted by the TTC about the new trams [Toronto Transit Commission], people placed emphasis on frequent service, as well as a comfortable and clean environment. It is hard to imagine a bumpy ride could be comfortable, although perhaps people are willing to sacrifice some comfort for better accessibility. In any case, this illustrates the issues facing any transportation network in modern cities. All transport networks must balance needs and wants, with costs and technical limitations. In the case of the TTCs streetcars, building unattractive vehicles with uncomfortable seats could lead to a decrease in ridership. This would negate the investment and decrease the effectiveness of the entire system. Light Rail routes have increasingly popular as transit alternatives in recent years. Newly implemented light rail is often closer to rapid transit, being separated from the roadway and running on its own separate track. This resurgence first happened in Germany because of its existing tram tracks and the involvement of the engineering firm Siemens AG. Siemens was the first to invent the modern style of light rail, with attractive and comfortable vehicles, which has become popular today. Many cities in Europe have this type of light rail system in operation, which has proven that it can be very successful. And because of its success in Europe, North American transport planners are increasingly deciding they could be successful here as well. Busses: The staple of any citys mass transit system are busses. They are the first line of attack for any city trying to combat traffic congestion, largely because are extremely cheap compared to any other type of mass transportation. They use existing road infrastructure, the only capital investments needed are the vehicles themselves which only cost about $500,000 each (a streetcar can cost up to $5 million each) [Transit Toronto]. Busses are used in many different situations, from ultra low density suburbs to crowded downtowns filled with skyscrapers. They are extremely versatile for both these situations if there is more ridership demand, more busses can simply be added to the same route. Even better, in situations where transportation needs change, the bus routes can easily be adjusted to reflect the new requirements. The Tri-Cities area of Kitchener-Waterloo and Cambridge are a very good example of where busses do a very good job serving a medium to small sized city. Since the merging of Kitchener Transit and Cambridge Transit into a single company called Grand River Transit, bus services between the three cities have gone far above the typical mid-size city bus system. This is in large part due to the express route, which passes through major destinations in the

region. The route is express, which means it has infrequent stops, and it also gets priority at signalled traffic intersections. The express links several alreadyexisting transport hubs, allowing riders to board collector busses, get off at a terminal, and ride the express line to another part of the city. This system creates a sort of elongated hub-and-spoke bus system for the region. Several hubs are connected by the express line, and frequent-stop bus routes branch out from the hubs. This system has greatly improved quality of service on Grand River Transit, and also greatly increased ridership in the previously underserved Cambridge district. It is helping the Tri-Cities area become more unified, and connected which is a great achievement because connectivity is the ultimate goal of mass transit. Major Road Networks: In the modern day, one of the objectives of mass transit is to get cars off the roads. However, it is impossible for a city to function without roads. They are required for trade, commerce, and the movement of people. Without them and the freedom of movement they provide, our cities would simply cease to exist. This freedom of movement is necessary for human society, something that mass transit cannot possibly provide. People need to be able to walk down the street to the neighbours or the corner store, and North American cities could not possibly survive in their current state without the private automobile. But although roads are a necessary organ for a living, breathing city, they can also leave scars across its landscape. Urban Freeways: High speed expressways can be an absolutely vital link between major economic centres. They are a conduit for transport trucks, which are necessary for short-haul and just-on-time deliveries and trade. They allow private car owners to traverse long, empty expanses with relative ease and high speed. They have the effect of shortening relative distances between places, bringing markets and people closer together. For example, people will take a trip down a highway to a faraway place to make a large purchase, even if there is another store that sells the same product closer to home. This is because distances are more often measured in time than in actual distance therefore, reduce the travel time between two places, and more people will travel between them. Expressways are great assets for intercity travel, but they can create huge problems when they pierce the heart of a city. 1956, the United States government initiated the biggest public works project in its history: the construction of the massive interstate system from coast to coast to coast

[National Highways Act]. The project was actually initiated by President Eisenhower as a national defence issue. After fighting the Nazis in World War Two, he greatly appreciated the advantage the Autobahn network gave the Germans. Today though, the Interstate is seen as one of the symbols of American excess the word brings to mind images of oversized SUVs traversing massive stretches of asphalt. But this is not the only socially unhealthy aspect of the Interstates. When they were built through cities, they were central causes of urban decay and have caused the decline of several major U.S. cities.The city of Detroit had seen massive highway construction in the period between mid 1950s and early 1970s. In that time, nine different highways sliced through the neighbourhoods of the bustling motor city. The central business district was surrounded by five giant interchanges that took up to forty acres of prime land each. These freeways were built to promote urban renewal, in an age where the suburbs were beginning to spread across the land. It was the fulfilment of the American Dream a family would be able to have a nice house in the suburbs, and the father would be able to drive his sleek new car into the city centre to work in a towering skyscraper. The idea of this was very appealing to almost everyone, but was a complete fallacy. Instead of promoting urban renewal, freeways ended up killing the city centre. When the city finally realized this in the mid-1970s, it put a freeze on all new highway development within city limits. But the damage had already been done. People had already begun moving out of the city centre in massive numbers, and once they were in the suburbs, they stayed there. Because of the car culture, the central business district lost its vitality. Instead of living in the city centre and walking or riding public transit to work, people built big houses in the suburbs, and then drove to giant parking lots below sterile office towers downtown. Instead of reversing urban decay in downtown, the highways only accelerated it although they allowed the suburbs to enjoy a giant construction boom. In short, highways are excellent assets for trans-regional movement of goods and people. However, if highways are used to excessively within the heart of the city, they can effectively suck all life out of it. Before the interstates were built, we had no idea such a thing would result. But Detroit and countless other cities have shown that urban renewal is never due to increased vehicular access to the central city. Instead, mass transit and high density cities are needed to promote a healthy downtown core. Arterial Roads: Arterial roads are defined simply as a major or main route. They often take the form of wide streets or divided boulevards, which can handle a large and

relatively fast flow of vehicles. The name arterial road is quite appropriate all the cars from the feeder streets (capillaries) come together to drive through the heart of the city. They are basically the expressway of the urban environment, but instead of scarring the city, they are down at street level, where people can actually interact with their surroundings. Arterial roads are magnets for commerce and development in modern cities. Because they bring so much traffic into one place, they create prime land for things like office buildings and plazas. In the city centre of large cities, boulevards are often lined with high density commercial and residential developments. The most famous example of this is the Champs Elyses in Paris. The eight lane wide boulevard stretches from the La Defence to the Louvre museum. It is lined with some of the most expensive real-estate in the city, as well as a shopping district with stores such as Louis Vinton Benetton, Nike, Zara, the Gap, Virgin, and Sphere. All of these are high end, globalized retail outlets that can afford to pay the high rents of Pariss grand boulevard. The Champs Elyses has been so successful that it has almost become too successful. Instead of the upscale restaurant, theatre, and shopping district it once was, it has started to become a jumble of international chain stores. Because of its world-class appeal, any big company with money wanted to open a premium store there and big companies were the only ones that could afford the rent. According to Paris officials, a Champs Elyses full of multinational stores is just the same as any old strip mall around the world. They have dedicated themselves to reversing the trend, and have already refused an application from Swedish giant H&M to locate on the avenue. Few arterial roads enjoy the same level of success that the Champs Elyses is now trying to avoid. Many are just typical city streets lined with homes or shops. Strip malls dot the major intersections of North America, fronted by huge parking lots. But arterial roads are the lifeblood of the city, allowing people and goods to flow freely. They almost never lead to decay, unlike urban highways. They are the mass transit of the private person, be it on foot, bike, or in a vehicle.

Advantages of mass transportation:


Mass transit systems have a number of obvious advantages over private means of conveyance, such as the automobile. In the first place, they are a far more efficient way of moving people than is the private automobile. For example, a subway system operating on two tracks 36 ft (11 m) wide can transport 80,000 passengers per hour. In comparison, an 8-lane freeway 125 ft (38 m) wide can

carry only 20,000 passengers per hour. The cost of operating an inter-city bus line typically runs about two cents per vehicle mile, about one-tenth the comparable average for a private automobile. It also takes up much less space than do the highways needed for the movement of automobile traffic. Most urban landscapes today are a vivid testimony to the amount of space required for our automobile-dominated transportation system. Streets, highways, bridges, overpasses, and parking lots occupy as much as a third of the land available in some urban areas. Mass transit systems are also more environmentally "friendly" than is the private automobile. A single bus filled with 80 people uses only slightly more fuel than does a single private automobile, yet is capable of carrying many times more passengers. The amount of air pollution produced per passenger, therefore, is much less.

Disadvantages of mass transportation:


The desirable features of mass transit systems are balanced by a number of serious drawbacks. In the first place, such systems are economically feasible only in areas that have relatively large populations. As the number of inhabitants per square mile decreases, the efficiency of a mass transportation system also decreases. Mass systems are also very expensive to build and to operate. This factor becomes more important when cities decide to install mass transit systems long after development has already taken place and disruption of existing structures is a serious problem. Since mass transit systems seldom receive the government assistance provided to highway construction, consumers often have to pay a higher fraction of the costs of using mass transportation. People complain about mass transportation systems also because they can be crowded, uncomfortable, dirty, and unreliable. Again, with limited budgets, mass transit systems are seldom able to maintain equipment and schedules to the extent that riders can rightly demand. Finally, mass transportation systems are simply not as convenient as the automobile. A person can step into her or his car and drive virtually anywhere with a minimum of inconvenience. No mass transportation system can approach this level of ease.

Uses of mass transportation:


The popularity of mass transportation systems varies inversely with the availability of the private automobile. Over the past century, as cars have become less expensive, consumers have opted for private transportation over subways, buses, trolleys, light rail systems, and other forms of mass transit.

Between 1915 and 1980, automobile ownership increased 20 times faster than did population growth in the United States. Probably the most significant shift in this pattern occurred during and just after World War II when automobiles were expensive and difficult to obtain by the private consumer. Mass transit usage reached record highs during the 1940s and 1950s. As prosperity returned to the nation, however, private cars once again became more popular as a means of transportation. In the two decades between 1950 and 1970, riders on all forms of public mass transit dropped from 19.5 billion to about 6.7 billion. That decrease was reversed briefly in the early 1970s as a result of the oil embargo instituted by the Organization of Petroleum Exporting Countries (OPEC) in 1973. Americans suddenly became aware of the nation's dependence on other nations for our oil and natural gas, and there was a renewed interest in reviving the nation's nearly moribund public transportation systems. It was about this time (1972) that the first of the country's new mass transit systems, Bay Area Rapid Transit (BART), opened in the San Francisco Bay Area. BART was followed in the next two decades by new subway, bus, and trolley systems in Washington, D.C., San Jose and San Diego, California, Atlanta, Baltimore, Dallas, Los Angeles, and other urban areas.

Conclusions:
Transportation and connectivity is one of the most important issues facing any city. A badly designed transportation network has the potential to paralyze movement, or even suck all movement out of the city. However, a comprehensive transportation strategy that incorporates the entire range of options can be one of the citys greatest assets. A large city cannot be successful only by using highways, or only roads, or only mass transit. It must combine all three in an intelligent manner to allow people to get where they need to go. Mass transit can be used to free people from their cars and bring them from place to place with ease in higher density areas. Roads are necessary to free people and goods from the inflexible schedules of mass transit. Used together, these provide ultimate freedom of movement, something that is absolutely necessary for a healthy city. A city is built around transportation, and if transportation is done right, it can become one of the icons of the city like Torontos Red Rocket.

Reference and bibliography:


See R. Fogelson, Fragmented Metropolis (1967); S. Fischer, Moving Millions (1979); B. Cudahy, Cash, Tokens and Transfers: A History of Urban Mass Transit (1991). The study noted that more than two-thirds of the world's population is predicted to live in cities by 2030, with mass transit an integral part in supporting continued urban growth and liveability. Mass transit tied to hearing problems by The Nation's Health Technical tests are periodically carried out on all modes of marine mass transit systems, including auras and water buses, and operation permits are not issued unless the approved safety and security standards are met. RTA amends marine safety rules byGulf News (United Arab Emirates)

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