The function of transit is really precise or of import in the development of the state ; extremely industrializes or crude. Enhanced mobility has many positive effects on economic development and societal public assistance, including more efficient motion of goods and improved entree to occupations, wellness services, and instruction. The metropoliss in developing states holding transitional economic systems inexorably differ from those in developed states in economic, political and demographic features. Differences in incomes or GDPs mostly affect the vehicle ownership, sum route substructure. Political history, population growing, size and country of the metropolis, available substructure, income and governmental policies are some of the factors that affect the transit system in any metropolis. This piece of class work trades with comparative survey between a metropolis from developing state and other two metropoliss from developed universe.
For many centuries, metropoliss had their lodging, economic and socio-cultural activities within the confined infinite. The chief conveyance manner was walking. But as the industrialisation and civilisation started taking topographic point, metropoliss extended boundaries and suburbs formed. Now this led to new railway-road lines to supply home-work journeys. In these metropoliss, denseness remained high and walking continued to be the dominant manner for other journeys. Far Eastern metropoliss or Asiatic metropoliss show similar features today: really high denseness and mobility provided chiefly by walking or cycling. ( Vivier, May 2001 )
City in Developing State:
Mumbai ( Other Asiatic ) :
It is the 6th largest metropolitan part in the universe and largest metropolis in India. It is besides most populated metropolis in India. Mumbai lies on the west seashore of India and has a deep natural seaport. Mumbai is the commercial and amusement Centre of India, bring forthing 5 % of India ‘s GDP, and accounting for 25 % of industrial end product, 40 % of nautical trade, and 70 % of capital minutess to India ‘s economic system. ( Pacione, 2006 )
Cities in Developed Countries:
London ( Western European ) :
London is the capital of England and the United Kingdom. It is the UK ‘s largest and most thickly settled metropolitan country and the largest urban zone in the European Union by most steps. London is a taking planetary metropolis being the universe ‘s largest fiscal Centre and has the largest metropolis GDP in Europe.
New York ( North American ) :
New York is the most thickly settled metropolis in the United States, and the Centre of the New York metropolitan country, which is one of the most thickly settled urban countries in the universe. New York City is the most dumbly populated major metropolis in the United States. The economic system of New York City is the largest regional economic system in the United States and after Tokyo, Japan it is besides the 2nd largest metropolis economic system in the universe. ( HARTGEN, 1983 )
Area, Population and Population Density:
Table 1: Area, population and denseness harmonizing to 2003 figures.
Area ( sq kilometer )
Population ( 2007 )
Density ( per sq kilometer )
Types of conveyances available in selected metropoliss:
( beginning: Mumbai Metropolitan Region Development Authority, India )
Public Bus Service ( BEST ) , NMMT-Navi Mumbai Municipal Transport, Suburban Electric Trains: Local Railway Lines, Public Taxi/Autorickshaw Services, Waterway Services, bike, prosaic, private autos and two Wheelers etc.
( beginning: Conveyance for London, TfL – London )
London Underground, London Buses, London Rail, London Streets,
London Overground, bike, prosaic, Black cab taxis, private cars etc.
( beginning: Metropolitan Transport Authority, New York )
Rapid theodolite, coachs, private vehicles, Taxis, bike, prosaic, semi formal, aerial ropeway, commuter rail, ferry etc.
Table 3: Population, country and manners
Density, pick of conveyance manner and journey cost:
Cities in which denseness is high and journeys are made largely on pes, by bike and on public conveyance are the 1s that spend the least on guaranting the mobility of metropolis inhabitants. In metropoliss in developing states, when walking, cycling and public conveyance are dominant, the entire cost of journeys to the community is in the order of 6 to 8 % of GDP, whereas it can transcend 14 % in sprawling metropoliss where 90 % of journeys are made by auto. ( Vivier, May 2001 )
Table 4: Density, pick of conveyance manner and journey cost
( India – Other Asiatic )
London ( UK – Western European )
( USA aa‚¬ ” North American )
Density ( inhabitants/hectare )
Proportion of journeys on pes, by bike and public conveyance
Journey cost ( % of GDP )
Journey cost utilizing private manners ( % of GDP )
Journey cost utilizing public manners ( % of GDP )
Annual energy ingestion
( million joules/inhabitant )
Emissions CO, SO2, NOx, COV ( kg/inhabitant )
Emissions CO, SO2, NOx, COV ( kg/hectare )
Annual deceases by conveyance accidents
( per million )
Income degree, urban construction and transit system
The crisp growing in car traffic in metropoliss in developing and emerging states may compromise economic development and worsen the life conditions of metropolis inhabitants.
In sprawling flush metropoliss where the car dominates, people travel fast and often, but daily travel times are high and metropolis inhabitants without an car for travel are excluded from urban activities. ( Vivier, May 2001 )
Table 5: Income degree, urban construction and transit system
( India – Other Asiatic )
London ( UK – Western European )
( USA aa‚¬ ” North American )
GDP/inhabitant ( US $ )
Density ( inhabitants/hectare )
Number of cars per 1,000 dwellers
Route kilometer per million dwellers
Motorized mobility by private manners ( km per twelvemonth per dweller )
Entire motorized mobility
( kilometer per twelvemonth per dweller )
Average continuance of motorizes journey ( proceedingss )
Public conveyance web
Public conveyance is used less when the degree of auto ownership is high, but its attraction may change at a given degree of auto ownership depending on mobility policies. Public transport supply volume is clearly linked to that of demand. However, the function played by rail manners is more decisive than supply volume per dweller in guaranting the attraction of public conveyance. ( Vivier, May 2001 )
Table 6: Public Transport
Efficiency of public conveyance web
Public conveyance production costs, in relation to GDP per dweller, are 2 to 3 times lower in the worldaa‚¬a„?s developed metropoliss than in metropoliss in developing states. Higher backing on webs in dense metropoliss explains this superior productiveness. ( Trends in conveyance sector 1970-2006, 2008 )
Table 7: Car ownership
Table 8: Car usage
Recent Transport Development and issues:
Transportation system in Mumbai is a mammoth job, chiefly because of the topography of the island.
It is said that Mumbai transit system is modelled after the London Transport system ; it was likewise developed in concurrence with it. When London developed as complete system, Mumbai had it about five old ages subsequently. The motorway set-up is around 1431 kilometers of chief route which serves around 6.2 million people per twenty-four hours. However, the most used method of transit is rail. In Mumbai, there are assorted coach services ; all of them are owned by assorted private companies. The lone highways that exist in Mumbai are the East and West Highways that run north/south along the eastern and western seashores of the island. ( Anjana Das, 2003 )
At present one of the cardinal jobs in Mumbai is going distances. The mean distance travelled per rider of mass transit is 6 kilometers, merely about one-third the length of Mumbai. Due to the crowded populace conveyance system, Numberss of people are exchanging to two Wheelers ; this will be really debatable because it will increase the pollution job.
Furthermore, non-transportation utilizations of roads, such as knee bend, slums and haphazard parking have worsened the state of affairs. Besides, another enlistment in Mumbai Transport is that it is non run by one regulating organic structure. All of the different manners of transit are owned by different groups, both private and governmental. If they were able to organize a metropolis transit bureau, so possibly advancement towards better manners of mass theodolite, such as a metro, would be possible.
Table 9: Modal split
The conveyance in London was handled by London Passenger Transport Board in 1933-48 ; but in twelvemonth 1949, it is changed to London Transport Executive boulder clay 1984. But in between 7 old ages from 1963-1970 it was done by London Transport Board. London Regional Transport came into image in 1984 after London Transport Executive which once more changed in 2000 to Transport for London which is operative boulder clay day of the month. The alteration happened due to the huge activities, operations and care of assorted paths and manner of conveyances. ( Wastebook )
London ‘s conveyance forms the hub of the route, rail and air webs in the United Kingdom. A Department of Transport study carried out in 1995 provides some personal travel milage informations: our mean milage per twelvemonth per individual was 6,511, carried out by 200 stat mis walking, 37 stat mis cycling, 800 stat mis on public conveyance and 5,474 stat mis in autos and other private motor vehicles. ( Wastebook )
The major issues in London Transport are abuse of resources and excessively much trust on private motor vehicle. Besides, there is important downside symbolizes by around 43,000 deceases and serious hurts. ( 1996 )
Table 10: Travel cost
The transit system in New York City is a coaction of complex systems of substructure. New York, being the largest metropolis in the United States, has a transit system which includes the longest metro systems in universe measured by pathway milage ; and vehicular tunnel which is automatically ventilated, and an aerial ropeway. ( HARTGEN, 1983 )
Due to the extended usage, and a divergent history of events, the substructure system has jobs related to its functionality, dependableness, and support.
Harmonizing to 2003 figures, of all people who commute to work in New York City, 32 % use the metro, 25 % thrust entirely, 14 % take the coach, 8 % travel by commuter rail, 8 % walk to work, 6 % carpool, 1 % usage a cab, 0.4 % ride their bike to work, and 0.4 % travel by ferry. ( HARTGEN, 1983 )
Though New York has one of the best conveyance web ; the basic issues here are the clip consumed by the traveler. It is really large metropolis with figure of suburbs that makes the journeys between two points longer ; this leads to the traffic congestion ; environmental issues etc.
Texas Transportation Institute Data — — — —
Surveyed metro population
Annual congestion hold per individual
Annual congestion cost per individual
Rush hours per twenty-four hours
Annual rider stat mis of travel on public theodolite
$ 18.5 billion
Annual congestion cost saved by public theodolite
$ 4.9 billion
Excess fuel consumed per individual due to congestion
In these modern yearss of life, conveyance for work and leisure is primary demand which can be easy and flexibly fulfilled by private vehicles. It is believed that, the private auto ownership enhances the life and can be a legitimate cause for pride but it needs updating on a regular basis to the latest, more powerful, improved theoretical account. This leads to assorted jobs like higher figure of traffic accidents ; bad effects on wellness of serious air pollution ; occasional Marine calamities associated with the monolithic planetary cargos of oil ; unacceptable force per unit areas on native peoples where dodo fuels are extracted ; and decreased quality of life for those unable to afford a auto, who remain dependent upon worsening public conveyance services.
The development in engineering in recent decennaries seems like the single vehicles will be a major portion of transit in all states. But, sing the likely oil monetary values, it is desirable that future attempts should be made towards cut downing the demand for route conveyance, cut down volumes and cut down the effects of traffic.
Journey Sharing ( for illustration lift portion, small town auto portion ) and Car pools/clubs are going popular as they are more convenient and cheaper life style, salvage money and aid in cut downing the pollution and clime alteration. Assorted authoritiess have taken inaugural towards these issues to do a better sustainable green universe.
Anjana Das, J. P. ( 2003 ) . Transport scenarios in two metropolitan metropoliss in India: Delhi and Mumbai. Energy preservation and direction, 2603-2629.
HARTGEN, D. T. ( 1983 ) . New YORK STATE ‘S Position ON TRANSPORTATION ENERGY CONTINGENCY PLANNING. Energy, 8 ( 8-9 ) , 603-608.
OECD. ( 2001 ) . Sustainable development critical issues.
Pacione, M. ( 2006 ) . City Profile Mumbai. Cities, 23 ( 3 ) , 229-238.
( 2008 ) . Tendencies in conveyance sector 1970-2006. International conveyance forum OECD.
Vivier, J. ( May 2001 ) . Millenium metropoliss database for sustainable mobility – Analysiss and recommendations. UITP.
Mumbai Tranport Maps: Network of Local Trains and Roads
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London Transport Maps: Network of London Underground Tubes & A ; Highwaies
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