# data[].attributes.body
Traffic Flow is the study of the movement of individual drivers and vehicles between two points and the interactions they make with one another

# data[].attributes.headline
Why   improving traffic flow  is  so important  

# data[].attributes.subject
Why   improving traffic flow  is  so important  

# data[].attributes.body
-reducing journey times
-decreasing congestion
-supporting lower emissions of the cae

# data[].attributes.headline
How does public transportation help reduce traffic?

# data[].attributes.subject
How does public transportation help reduce traffic?

# data[].attributes.body
-allows drivers to reach their destinations more quickly
-saving time
-increasing productivity

# data[].attributes.headline
Why develop better publictransportation is important

# data[].attributes.subject
Why develop better publictransportation is important

# data[].attributes.body
-improve overall accessibility
-low costs
-substantially lower crash rates and lower crash severity than automotive travel

# data[].attributes.headline
What is the important of developing public transportation

# data[].attributes.subject
What is the important of developing public transportation

# data[].attributes.body
-Improves Road Congestion

-Public Transportation Reduces Air Pollution

# data[].attributes.body
Potential benefits include road safety, increased comfort and mobility for non-motorized travel, reduced environmental impacts, increased neighborhood interaction, and increased property values. Traffic calming can help create more livable communities and reduce suburban sprawl.

# data[].attributes.body
1. The use of public transportation is one of the most obvious solutions to reduce the impact of traffic congestions. ...

2. Carpooling is a very good option to reduce your contribution to the road traffic.

# data[].attributes.body
The report showed that after a 'settling in period', where road capacity was reduced for private cars there was a 25% average overall reduction in traffic. Case-by-case outcomes varied substantially, but in many cases, when you reduce road capacity, existing motor traffic doesn't just find another route

# data[].attributes.attachment_link.readable_text
In April 2019 a heavily-used bridge across the River Thames in London was closed indefinitely due to structural problems. Local media were full of alarm, warning about the likely traffic congestion that would result. But, curiously, several months later, the signs are that the opposite may be happening. Pollution levels in key nearby centres have gone down, a strong indication that fewer cars are on the roads. Could this be the latest sign of one of the best kept, and counter intuitive secrets in urban planning, that less road space doesn't increase congestion but leads to a drop in vehicle numbers? In a world looking to quickly cut carbon emissions it's an insight that could prove revolutionary.

Imagine if we closed some roads to cars and traffic congestion actually reduced as a result. This sounds counter-intuitive; yet, it is exactly the effect that was revealed by research in the 1990s in a number of cities around the world. This result was described as 'traffic evaporation' in the seminal 1998 UK study of 100 locations. The report showed that after a 'settling in period', where road capacity was reduced for private cars there was a 25% average overall reduction in traffic. Case-by-case outcomes varied substantially, but in many cases, when you reduce road capacity, existing motor traffic doesn't just find another route. Some of it 'disappears', or 'evaporates'.

By the 1990s, the city of Copenhagen had already adopted what has since become their long-term strategy of reducing space for cars while developing public transport options. By cutting parking spaces, removing road lanes, and banning certain through traffic, in 1998, 80% of all journeys were made on foot, and 14% by bicycle. Car traffic in the city core was hugely reduced and congestion was no longer a problem. Long-term planning and vision is of course vital, but change can happen quite quickly on the ground. In Kajaani, Finland, the High Street, which was taking 13,000 vehicles per day across the main square, was closed completely. Traffic in the adjacent streets rose, but only from 1,000 to 6,500 vehicles per day. Other surrounding streets saw no change in traffic flows. This means that over half the former traffic in the main square simply 'evaporated'. Similar patterns emerged in a range of European cities studied, from Nuremberg to Oxford, and from Strasbourg to Wolverhampton.

These ideas have taken some time to percolate through into widespread urban planning - perhaps through a mix of mistaken beliefs about how traffic flows work and the strength of the car lobby - but there is no reason they could not be implemented quickly, given the political will. Even the US, where the car was made king, cities have started to look at how to make better use of space previously designated for cars, such as parking lots. After San Francisco implemented a pilot project with real-time data on parking availability and dynamic pricing for spaces, an evaluation found that the amount of time people spent looking for parking fell by 43%. This was part of San Francisco's Smart City initiative, which has been looking more widely at how to move around the city in the most efficient way for people and for the environment. As urban designers realise the danger of moving people to the suburbs, hollowing out city centres and creating areas of deprivation, city space is increasingly needed for homes, businesses, learning and leisure facilities. The car can appear to be convenient for individuals, but planners and politicians alike are waking up to the fact that they are an inefficient use of space and resources for society as a whole.

Wider relevance

What is interesting about traffic evaporation is that it is all about the behaviour of people and our inaccurate assumptions about how they behave in any given scenario. There is no constant steady demand that we can point to as 'traffic" for any site; instead, the flow of vehicles is revealed to be a fluctuating, highly changeable body made up of individuals making complex decisions. When alternative means of travel are available, people therefore shift surprisingly quickly to whichever mode works for them to get round the particular travel problem they face - traffic jams, strikes, road blockages etc. For shorter journeys, walking or cycling is the usual substitute, with buses, trams and trains taking up those travelling the longer distances.

The short term benefit to passengers moving away from cars is immediate in terms of reduced street pollution, dirt and noise. During the Extinction Rebellion protests that closed roads in London, England, what was most apparent was how pleasant the cityscape became - quieter, safer, cleaner. But there are also unexpected long-term benefits: for example, Oxford University academics looked at Tube strikes in London, and found that some commuters discovered more efficient routes using other parts of the public transport network, and 1 in 20 people changed their travel habits, sticking with these new routes after the strike ended, often saving time and money. According to the study's authors, being forced to change routines or methods by environmental regulations can often lead to net benefits, as individuals or organisations are forced to innovate. In economics, this is known as the Porter hypothesis, and its existence is encouraging for Rapid Transition.

Context and background

In 1994, the UK Government-commissioned Sactra (the Standing Advisory Committee on Trunk Road Assessment) report provided evidence on the impact of new road building on local traffic levels. The report revealed that when new road capacity is provided, overall traffic levels in the vicinity of the scheme may actually increase. The evidence does not offer a reliable means of predicting the extent of this traffic increase, but case studies in the report suggested that it is typically around 10% in the short term, and 20% in the longer term. This went against popular thinking, which imagined that new roads were simply satisfying a steady demand - the approach of so-called 'predict and provide' - not stimulating extra demand. It established once and for all that the 'induced traffic' phenomenon - building new road capacity generates more motor vehicle trips - was a reality and should be taken into planning decisions.

However, policymakers tend to favor highly visible physical investments, such as building roads. Sometimes roads are built or upgraded even when demand hardly justifies it. Improving capacity on 'strategic' roads like the M25 around London has often just encouraged short car trips within the local area, which in turn leads to the new capacity filling up, and longer distance traffic being delayed again. Congestion continues - with many other, arguably more important, problems (air pollution, noise pollution, severance, road danger) worsened.

Research in the US supports this claim, with findings that the more highway capacity a given metro area had, the more miles its vehicles travelled on them. A 10% increase in capacity, for instance, meant a 10% increase in vehicle miles, on average.

Enabling factors

This kind of transition will demand vision from the planning authorities and a steely reserve in the face of those lobbying for additional road and/or car use. The cities featured in the 1998 report case studies all decided to take action at the municipal level, bringing together planners, developers and transport authorities. This kind of joined-up thinking is the ideal way to progress such a scheme - and perhaps town or city level is the best way to proceed, where decisions can be taken more quickly. The only drawback could be that smaller jurisdictions may not have the resources to argue their case against the powerful car lobby and the public's lack of awareness of what happens when you build more roads.

An incremental approach gave residents in those cities with advanced thinking time to adapt, and to change from driving and parking their cars to walking, using bicycles and public transport. The sooner we start making these changes, the longer we have to put them into practice in a smooth and equitably way. Some face particular mobility challenges, such as people with disabilities, and provision for cars - whether electric, conventional or self-driving - will continue to be a part of traffic management planning, but finding ways to encourage more use of alternative modes of transport for mass transit - public transport, cycling and walking - must be the goal of any sustainable urban policy. This will need time, planning and investment.

Demand for urban space for living in a more pleasant environment is a major driver of change, and is one that is likely to increase - particularly as our populations become more urban and city homes become smaller and more expensive. Public, outside space is being reclaimed by communities who feel it belongs to them - and not just to the car. It is also being clawed back by city authorities keen to make the most of their land, largely through the policy of reducing parking. The Swiss city of Zurich declared as early as 1996 that there would be no more parking: officials placed a cap on the amount of parking spaces that would exist there, putting in place a trading system by which any developer proposing new parking spaces would be required to remove that many parking spaces from the city's streets. The result has been that the city's streets have become more amenable to walking, cycling and public transport. Other cities around the world are thinking similarly; São Paulo got rid of its minimum parking requirements and implemented a maximum that could be built into specific projects. Beijing, Shenzhen and Guangzhou are hoping to emulate San Francisco's dynamic pricing approach.

A 2011 study by the University of California, estimated there are upwards of 800m parking spaces in the US, covering about 25,000 square miles of land. And a study showed that drivers cruise looking for parking for an average of 3.3 minutes. Based on the number of parking spaces in the area studied, this adds up to 950,000 extra miles travelled over the course of a year, burning 47,000 gallons of gasoline and emitting 730 tons of CO2. In London alone in the United Kingdom parking spaces are estimated to take up nearly 20 square miles of land.

Scope and evidence

In 1987, in Wolverhampton, England, private car through-traffic was gradually removed by closing the central core roads. Between 1990 and 1996 there was a 14% drop in central traffic on core routes.

In 1993, in Oxford, England - Private car access to the city centre was restricted and predictions of increased traffic congestion did not materialise. Between June 1999 and June 2000, traffic flows on the inner cordon were down by an average of 20%. Traffic flows on the outer cordon remained largely unchanged, with a small reduction of 1.3%.

In 1994, the UK Government-commissioned Sactra report (1) provided evidence on the impact of new road building on traffic levels in the area of the scheme. The report revealed that new road capacity can actually increase overall traffic levels by as much as 10% in the short term, and 20% in the longer term.

In 1996, Kajaani, Finland closed its main square and a section of the main high street to traffic. Over half this former traffic simply 'evaporated' and was not displaced to surrounding streets.

The Swiss city of Zurich declared as early as 1996 that there would be no more parking: officials placed a cap on the amount of parking spaces that would exist there, putting in place a trading system by which any developer proposing new parking spaces would be required to remove that many parking spaces from the city's streets.

In 1999, in Vauxhall Cross, London, road capacity was reduced by 15% through a combination of road layout alterations and traffic-light sequencing adjustments.

No significant congestion or tailbacks occurred, and the experiment appeared not to cause any significant problems in Lambeth or neighbouring boroughs. A 2-8 % reduction in peak time traffic was observed and traffic queues were shorter than before.

A 2011 study by the University of California, estimated there are upwards of 800m parking spaces in the US, covering about 25,000 square miles of land. And a study showed that drivers cruise looking for parking for an average of 3.3 minutes. Based on the number of parking spaces in the area studied, this adds up to 950,000 extra miles travelled over the course of a year, burning 47,000 gallons of gasoline and emitting 730 tons of CO2.

# data[].attributes.attachment_link.title
Reducing roads can cause traffic to 'Evaporate'

# data[].attributes.attachment_link.description
In April 2019 a heavily-used bridge across the River Thames in London was closed indefinitely due to structural problems. Local media were full of alarm, warning about the likely traffic congestion that would result. But, curiously, several months later, the signs are that the opposite may be happening.

# data[].attributes.body
1. Minimum Parking Requirements.

2. Increase On-Street (Curb) Parking.

3. Subsidize Off-street Parking.

4. Add Remote Parking Spaces.

5. Redesign Existing Parking Facilities.

6. Car Stackers and Mechanical Garages.

7. Provide Parking Information to Users.

# data[].attributes.body
Smart parking also reduces traffic congestion by making the process of parking faster. If city planners installed sensor lights on every space, drivers could get off the road quickly by understanding availability in advance. ... Thus, the driver can keep their eyes on the road and save time looking for spaces.

# data[].attributes.attachment_link.readable_text
We're all too familiar with the sight of a road congested with cars trying to secure a parking spot, worsening traffic by slowing other vehicles down. According to a study commissioned by IBM, approximately 30% of a city's traffic is caused by drivers actively searching for a parking spot.
Naturally, this results in congestion around the parking venue. In the US, drivers spend an average of 17 hours per year looking for parking. We are literally wasting days stuck in traffic, looking for a place to park.

However, creating more parking spaces won't necessarily solve traffic congestion in densely populated cities. Instead, we need better management of the existing spaces. Smart parking technology holds the key to easing traffic by smoothening parking process for both drivers and operators.

Inefficient Parking Management Worsens Traffic

Smart parking isn't about creating more parking spaces but making it easier for drivers to quickly locate existing ones such that time spent on the road is significantly reduced. Drivers cruising around a parking lot worsen traffic since they drive slower than those that aren't looking for parking.

Moreover, drivers cruising around parking spots are more likely to get into an accident; about one in every five traffic accidents occurs in or around a parking lot. It isn't hard to imagine distracted drivers accidentally colliding with other vehicles. This also puts pedestrians at risk. And once an accident happens, it further delays the flow of traffic since moving a damaged vehicle off the road takes time.

Smart Parking as a Solution to Traffic Woes

Smart parking technology combines the use of sensors, street lights, smart navigation systems, and online payment platforms to relay information to drivers and parking lot operators. The real-time data collected from the sensor system is translated into actionable insights on smart parking applications. These are then used by drivers to take the least congested route, get an overview of the parking options, and make payment at the touch of a button.

Smart Parking Eliminates Distractions

Smart parking can reduce traffic by making it easier to locate empty parking spaces, thus lowering the risk of distracted driving. Through the use of sensors that detect whether space is empty or occupied and lights that indicate this, smart parking technology can help drivers locate spots. Rather than scan for empty spaces, drivers can easily assess availability through red and green lights. This would also help them plan their parking maneuver, warning the driver behind that they are going to pull into space.

Smart Parking Reduces Cruising Time

Smart parking also reduces traffic congestion by making the process of parking faster. If city planners installed sensor lights on every space, drivers could get off the road quickly by understanding availability in advance. Parking facilities can also list the number of spaces available at the entrance with sensors constantly updating the figures, thus ensuring drivers always have the latest information and save commute time.

Smart parking technology can go even further than sensors and lighted spaces. Using the latest advances in IoT, sensors can be synced to a cloud platform that feeds the information into a mobile app. Such apps could then guide the driver with a GPS providing directions to the next available parking space. Thus, the driver can keep their eyes on the road and save time looking for spaces.

Another way smart parking can ease traffic is by making payment easier. Smart parking apps allow instant payment through smartphones, this making a parking space available to the next driver quicker.

Benefits to Stakeholders

Smart parking applications are particularly helpful in cities with high population and traffic densities. One city that has benefited greatly from smart parking technology is San Francisco. After implementing this technology in the city, the time is taken to find a parking space reduced by 43%, miles were driven to get to a parking space dropped by 30% and greenhouse gas emissions dropped by 30%.

Smart parking technology will be beneficial in major Indian metropolitans where the number of vehicles is on the rise. In such cities, a driver spends close to 25 minutes finding a parking space, resulting in high fuel wastage-which is neither pocket-friendly nor environmentally-friendly. Smart parking will clearly improve our commutes by transforming parking and reduce traffic to make our cities more livable.

About Get My Parking

Get My Parking is an award-winning provider of Interoperable Digital Parking Platform that integrates any parking equipment and connects it to mobile and cloud for a standardized seamless experience. It enables parking operators and owners to leapfrog to a customized white-label solution with their existing equipment. It essentially plays the role of connecting all parking and mobility stakeholders on common platform who were until now operating in silos. It has presence in over 4 countries and processes over 2 million transactions per month. It was awarded 'Amazon AWS Mobility Startup of the Year (emerging) 2017' in Travel category.

Get My Parking was conceived with a view to affordably digitize the global parking industry. With a dream run of achievements and appreciation by Prime Ministers of India and UK both, it is also working with several city governments to provide smarter parking for smart cities. Its strong foundation of team, technology, and partnerships with leading system integrators and parking equipment manufacturers enables it to provide a single seamless platform for all stakeholders involved like operators, consumers, equipment manufacturers, and city administrations. The company aims to create future-proof parking technology and connect parking industry internally as well as with urban mobility players.

: http://blog.getmyparking.com/2018/10/11/benefits-of-smart-parking-series-how-smart-parking-reduces-traffic/

# data[].attributes.attachment_link.title
Benefits of Smart Parking: How Smart Parking Reduces Traffic

# data[].attributes.attachment_link.description
We’re all too familiar with the sight of a road congested with cars trying to secure a parking spot, worsening traffic by slowing other vehicles down. According to a study commissioned by IBM, approximately 30% of a city’s traffic is caused ...

# data[].attributes.headline
what are the examples of enhancing the road we can do to improve the traffic in cities?

# data[].attributes.subject
what are the examples of enhancing the road we can do to improve the traffic in cities?

# data[].attributes.body
-  renew the toll system - instead of tollbooth to collect cash, use automated such as Touch'nGo, Smart Tag, Rapid etc
- make more lanes for tolls - to speed up the traffics
- widening the roads - give space for the drivers to speed up their vehicle

# data[].attributes.body
-the Ministry of Road Transport and Highways
- implementation of the road safety laws
- they should proceed a properly  construction of roads

# data[].attributes.headline
why we need to enhancing the road system for traffics in cities be improved?

# data[].attributes.subject
why we need to enhancing the road system for traffics in cities be improved?

# data[].attributes.body
- by resurface the roads, it will reduce traffic Speed and provide more comfortable and safe drive
- to provide accessible and continuous sidewalks
- to make it easier for people's transportation move from one place to another in a safe and efficient manner

# data[].attributes.headline
how can traffics in cities be improved? (enhance road system)

# data[].attributes.subject
how can traffics in cities be improved? (enhance road system)

# data[].attributes.body
-renovated roads, new roads, and many more investments are made for the improvement of traffic
- resurface roads - cover the potholes as it may lead to dangerous situation
-priority the sidewalk for the pedestrian to walk safely
-