Author: Fani Rachmita
EMILY BADGER
If you're a Bus Rapid Transit believer, here's the dream – a commute around town that is as efficient as a train without the cost of finding the land, laying the tracks, acquiring the train cars and building the stations, the park-and-ride lots and the highway overpasses to get to them (a process, as many discouraged commuters know, that takes years and years and years).
Creating train-like bus routes just sounds so much easier. Since 2008, Phoenix, Kansas City, New York, and Cleveland have all implemented BRT systems. Chicago is mulling one now. Worldwide, the concept is taking off, too. 134 cities – half of them in Latin America – now have such corridors, spanning more than 3,000 kilometers of urban bus routes from Zaozhuang, China to Guadalajara, Mexico.
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JAKARTA, KOMPAS.com – Pembangunan jalur kereta Mass Rapid Transport (MRT) dianggap tidak akan menyelesaikan kemacetan Jakarta. Hal itu disebabkan pembangunan MRT tersebut memerlukan investasi besar dan waktu yang tak sebentar. Country Director of Institute for Transportation and Development Policy, Yoga Adiwinarto menjelaskan untuk mengatasi kemacetan Jakarta dan kota besar lainnya di Indonesia ini adalah bagaimana memindahkan orang, bukan memindahkan orang melalui mobil atau motor. "Bila pemerintah kota Jakarta bangun MRT untuk atasi macet, itu tidak masuk akal," kata Yoga di ajang Tekno Idea "Solusi Sistem Lalu Lintas dan Tata Kota" di XXI Lounge Jakarta, Kamis (29/3/2012). Sebenarnya, rencana pembangunan MRT di ibukota sudah direncanakan sejak tahun 1970. Tapi hingga penggantian enam gubernur DKI Jakarta sampai saat ini, pembangunan MRT pun hanya sebatas pembangunan tiang pancang. |
ITDP Indonesia Country Director, Yoga Adiwinarto was invited by Kompas to give his presentation on Teknoidea, “Jangan Pucet Liat Jakarta Macet” in XXI Lounge, Plaza Senayan. The presentation entitled “Tackling Congestion with BRT” provides an explanation why the BRT is the current best solution to deal with congestion. Transjakarta as a matter of fact is…
http://www.thehindu.com/news/cities/chennai/article2869824.ece
Proper paid-parking facilities, government policies that impose punitive taxes on cars, infrastructure that is not disconnected from the streets and life, bicycle tracks, pedestrian safety and a good transit system… the list is endless.
But if there is one thing that is most crucial to urban planning, it is the right use of land because everything else can be rectified later, said American entrepreneur Mark Gorton, on Tuesday.
http://thecityfix.com/blog/urban-highways-offer-cities-new-opportunities-for-revitalization/
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Cheonggyecheon in Seoul, South Korea is an international best practice for greenways that has also seen an increase in development and rents along the corridor and a decrease in air and noise pollution and traffic. Photo by Sarah Kim. |
If the twentieth century was known for building highways, the twenty-first century may be known for tearing them down. A new report jointly produced by the Institute for Transportation and Development Policy and EMBARQ, ”The Life and Death of Urban Highways,” re-appraises the specific conditions under which it makes sense to build urban highways and when it makes sense to tear them down.
After decades of building and maintaining urban highways, many cities are choosing to tear them down rather than repair or maintain them. Five are showcased in this report: Portland, Oregon; San Francisco, California; Milwaukee, Wisconsin; Seoul, South Korea; and Bogotá, Colombia. These cities demonstrate the social, economic and environmental benefits of removal or of reinvesting in other options and opportunities.