Urban Transport Issues in Cotonou: Analysis and Perspectives

2013 ◽  
Vol 850-851 ◽  
pp. 1118-1122
Author(s):  
Fousseni Gomina Mama ◽  
Zhong Zhen Yang ◽  
Boukon’la Ayedun Akimbi Akpado ◽  
John Kawie Zogar

This paper analyzed the urban mobility and mode of transportation within Cotonou, by diagnosing the current problems of transport through the role of each transports actors, demographic. Based on the survey which highlights the characteristics '' household-mobility in Cotonou, this research revealed, on one hand, the large gap between the transport infrastructures and the transport demand, and in the other hand, the exceptional case of mobility in this metropolitan area, where the motorcycles largely dominate the other mode of transport in the city, including public buses which implementation has failed. In the end, some recommendations have been made and proposals formulated in aim to respond efficiently to the urban transport problem in Cotonou.

2021 ◽  
Vol 13 (13) ◽  
pp. 7084
Author(s):  
Gabriel Dias ◽  
Elisabete Arsenio ◽  
Paulo Ribeiro

Shared e-scooter systems were first introduced in 2017 and have since been spreading around the world as a sustainable mode of transport. The success of this mode is also due to new urban mobility strategies and plans, such as the European Sustainable and Smart Mobility Strategy, which relies on non-pollutant modes. To display the range of effects that can be achieved in urban mobility through the proper implementation of shared e-scooter systems, a systematic literature review and a case study were performed. It was found that this shared system can help cities with environmental issues, such as reducing air pollution, reducing inequality in access to transport, promoting money-saving, and improving mobility resilience. During the Covid-19 pandemic, shared e-scooters became a great asset in many cities worldwide, because they promote social distancing and help cities not to rely only on private cars to replace public transport rides, especially for short-distance trips. In the case study of Braga, it was found that the city still relies on shared e-scooter modes as a mobility option after the pandemic, also promoting special fares for people to start using the service.


2021 ◽  
Author(s):  
Corinna Peters

This study assesses changes in mobility behaviour in the City of Barcelona due the COVID‐19pandemic and its impact on air pollution and GHG emissions. Urban transport is an important sourceof global greenhouse gas (GHG) emissions. Improving urban mobility patterns is therefore crucial formitigating climate change. This study combines quantitative survey data and official governmentdata with in‐depth interviews with public administration officials of the City. Data illustrates thatBarcelona has experienced an unprecedented reduction in mobility during the lockdown (a 90%drop) and mobility remained at comparatively low levels throughout the year 2020. Most remarkableis the decrease in the use of public transport in 2020 compared to pre‐pandemic levels, whereas roadtraffic has decreased to a lesser extent and cycling surged at times to levels up to 60% higher thanpre‐pandemic levels. These changes in mobility have led to a radical and historic reduction in airpollution, with NO2 and PM10 concentration complying with WHO guidelines in 2020. Reductions inGHG emissions for Barcelona’s transport sector are estimated at almost 250.000 t CO2eq in 2020 (7%of the City’s overall annual emissions). The study derives policy implications aimed at achieving along‐term shift towards climate‐friendlier, low‐emission transport in Barcelona, namely how torecover lost demand in public transport and seize the opportunity that the crisis brings for reform byfurther reducing road traffic and establishing a 'cycling culture' in Barcelona, as already achieved inother European cities.


2021 ◽  
Vol 65 (9) ◽  
pp. 118-129
Author(s):  
Y. Zinin

The overthrow of M. Gaddafi with the assistance of NATO in October 2011 led to the collapse of the vertical of power and institutions of the state and sentenced Libya to a deep systemic crisis. The article examines the peculiarities and role of the tribal factor in the current events in Libya, a country with deeply divided, multi-composite societies (DDS). It is characterized by tribal, regional, racial and ethnoreligious diversity. With 90% of its population having tribal roots, the number of tribes passes 140. This diversity has left its mark on the course of events, affected the struggle for power. The author sums up the shifts that have taken place in the tribal segment of society in recent decades. The rush of members of different tribes to the city led to their fragmentation, diminution of their former structure. The bonds of kinship, the spirit of solidarity, the traditional behaviour of the tribesmen have been to different extents eroded. However, the influence of a tribe or genus that play the role of a bonding society remains essential. This was especially evident after the advent of dual power in 2014, the author assumes. The two poles of domination – Tripoli and Tobruk are trying to play this card to their advantage. On the other hand, the security vacuum caused by the fall of the regime spontaneously filled forces, including regional tribal groups. The scholar tracks how various tribal councils and other entities here and there take on the functions of maintaining resilience and order, ending infighting, returning hostages, etc. In doing so, they often turn to the traditional usual right – Urf. The author agrees with a number of Libyan scholars and other foreign researchers that there are now some signs of a breeding tribal identity in Libya. At the same time, this process is multi–directional, as in Libya, a country with a deeply divided society, tribes can both engage in conflicts and contribute to their peaceful denouement. The researcher draws attention to the fact that the relationship between tribalism and Islamists is rather contradictory. The latter use to argue that “Islam is the solution to all problems.” But their entry into the arena of politics in Libya after October 2011 did not prevent the de facto collapse of the country and the growth of sectarian standoff. And that according to the author divides society and plays into the hands of certain political forces. In this atmosphere, tribal polarization and the general alienation of society are at risk of growth. The author analyzes the relations between tribal and national identities in a country where the process of consolidation of the population into a single nation has not yet been completed.


2016 ◽  
Vol 44 (2) ◽  
pp. 184-204 ◽  
Author(s):  
Oscar Sosa López

Study of the struggle of a social movement, the Frente Amplio contra la Supervía, to stop the construction of an urban toll road in the southwestern end of Mexico City reveals that investments in transportation assumed to benefit the larger public are in fact creating new landscapes of infrastructural and democratic exclusion. Examination of the forms of citizen mobilization, alliances among diverse actors, and the role of accountability institutions as spaces for democratic experimentation suggests that struggles against large infrastructure projects allow citizens and the state to redraw the limits of authoritarianism and the meaning of sustainability and democracy in the city. El movimiento social Frente Amplio contra la Supervía se organizó para detener la construcción de una autopista de peaje urbana en el extremo suroeste de la Ciudad de México. El análisis de las luchas del Frente revela que las inversiones en la transportación que se suponía que beneficiarían a un público amplio en realidad están creando nuevos espacios de exclusión infraestructural y democrática. El análisis de las formas de movilización ciudadana, de las alianzas entre diferentes actores y del rol de las instituciones de rendición de cuentas como espacios de experimentación democrática sugiere que las luchas contra los grandes proyectos de infraestructura les permiten a los ciudadanos y al estado volver a trazar los límites del autoritarismo y el significado de la sostenibilidad y la democracia en la ciudad.


2017 ◽  
Vol 12 (4) ◽  
pp. 373
Author(s):  
Fitriyadi Fitriyadi

Cilegon is one of the National Activity Centre (PKN) in Banten Province. As PKN, Cilegon generate movement from out of town towards Cilegon, either using AKAP/AKDP buses and urban transportation from the place of origin. Many AKAP/AKDP bus passengers fell in the shadow of the terminal, while the urban transport passengers from the outside get into the city of Cilegon and drop off passengers . The number of outer urban transport operating in Cilegon Cilegon City area adds to congestion in Jalan Sultan and Jalan Ahmad Yani Ageng Tirtayasa , especially at rush hour. Therefor, the Government of Cilegon Municipality then implement the construction of SeruniTerminal, officially put into operation on April 1, 2013. With the expected Seruni terminal buses no longer drop off passengers at the terminal shadow, and urban transport outside the city of Cilegon not get into town. Positivistic approach and methods used in this study is a quantitative method , as well as some analysis used : (1) the analysis of the characteristics of SeruniTerminal, (2) analysis of traffic volume in Seruni Terminal, (3) analysis of urban transport route network in Cilegon, and (4) policy analysis for development of The Seruni Terminal, is expected to answer the research question, namely : " the role of Seruni Terminal in the urban transport system in Cilegon Municipality? "The results obtained from this study is the lack of Seruni Terminal has a role in urban transport systems in Cilegon. To enhance the role, it’s can be done with urban transport route A.01 Cilegon-Anyer and Merak-Cilegon M.01 directed toward Seruni Terminal, and/or the addition of a new trajectory Cilegon-JLS. Therefor, Seruni Terminal is expected to increase the role of the movement in serving urban communities in Cilegon.


2011 ◽  
Vol 280 ◽  
pp. 36-39
Author(s):  
Yu Jing Zhu

The paper considers the development and utilization of the Yangzhou’s Canal is not enough, the city's achievements in building a far cry from the once glorious, now can not meet the future transport planning has been far from development. This paper then made twenty creative pattern language to develop the city's green transport, including the characteristics of canal traffic and the bike and bus rapid transit system as the city's main mode of transport, to create a set of Boats, Buses, Bikes (3B Rapid Transit) in one of the three healthy, environmentally friendly urban transport network, reshaping the image of the city, another city of glory.


1988 ◽  
Vol 53 (2) ◽  
pp. 287-309 ◽  
Author(s):  
A. F. Aveni ◽  
E. E. Calnek ◽  
H. Hartung

In the light of the recent excavations of the Templo Mayor in downtown Mexico City, we explore the problem of the role of astronomy, calendar, and the landscape in the design and orientation of the building and of the city in general. We employ ethnohistoric data relating to the foundation myth of Tenochtitlan as a means of generating hypotheses concerning astronomical orientation that can be tested by reference to the archaeological record. We find that eastward-looking observations (implied in dismantling and reconstructing the myth) that took place around the time of the equinox may have been related to an attempt to transform a true east orientation from the natural environment into the architecture via a line that passed through the center of the Temple of Huitzilopochtli (the more southerly temple of the pair constituting the top of the Templo Mayor). It also is possible that the notch between the twin temples served a calendrical/orientational function. Evidence is presented to support the view that the mountain cult of Tlaloc, represented in the environment on the periphery of the Valley of Mexico by Mount Tlaloc, also may have directly influenced the orientation of the building and that it was part of a scheme for marking out days of the calendar by reference to the position of the rising sun at intervals of 20 days from the spring equinox. In this regard, we discuss the connection between the Templo Mayor and an enclosure containing offertory chambers atop Mount Tlaloc, which is located on a line extended to the visible horizon 44 km east of the ceremonial center. The ethnohistoric record implies that this place had been used for sacrifices to the rain god after whom the other of the twin temples of the Templo Mayor was named.


2020 ◽  
pp. 110-121
Author(s):  
P. S. Stepanov

The transport systems of the largest cities in Russia usually include extensive tram and trolleybus networks. There are subways in seven million-plus cities. Thus, electric transport has a very significant role in the passenger traffic of these cities. Moreover, the mentioned elements of the electric transport system can influence each other in different ways, and the level of their spatial interaction can also differ. For example, in global practice, there are cases when most types of public transport in the city (bus, trolley, tram, minibus, etc.) are feeders to subway lines, which are usually the key mode of transport within the integrated transport system of a large city (in In some cases, the role of the subway can be performed by a light rail). In addition, tram and trolleybus can be integrated in different ways. Diverse factors and processes taking place inside the city can influence the level of this integration: replacing one mode of transport with another, shortening the lines of one of the modes of transport, etc. Various options for such interaction are described by the example of three Russia’s cities: Kazan, Samara and St. Petersburg.


2014 ◽  
Vol 11 ◽  
pp. 198-203 ◽  
Author(s):  
Francesca Moraci

For some time now, following the constitutional reform, the debate on the metropolitan city has been reignited. The topic has been at the centre of attention given that cohesion policies attribute to metropolitan cities a key role in planning and the constitutional reform seems to have given an answer to the spending review which wipes out the provinces and formally identifies the European Strategy under the form of a programmatic suitability of intermediate metropolitan level. This level should counterbalance the municipal egoism which provides a distorted interpretation of subsidiarity which has marked planning since the revising of Title V. Very few are acquainted with the implications and complexities of these entangled mechanisms which will fail if all conditions are not met whether they be effective, nominal or opportunity related. This explains why the term Metropolitan City is preferred to conurbation, agglomeration or metropolitan area. Metropolitan Area and City do not coincide the area is in a portion of territorial recognition which entails attractive and competitive factors, the city is identified as such only if within the territorial organization that explains why the creation of both must be ensured: the city must be promoted in terms of competition, with or without a demographic dimension, by fostering the shared political project and by creating relational and productive conditions to attract and offer services and what else is necessary. What makes the difference is how to build and what to build. The strategy and the role of the future Metropolitan City of Reggio Calabria and Messina stem from two different regulations and from the attempt to integrate interregional functions through the project I put forward: the strategic corridor platform of the Straits area. The platform is a non-confined territorial dimension which encompasses the two metropolitan cities and shares relational functions and understandings with the vast territory. It fully exploits the possibilities and available reforms in order to organize and provide the territory with competitive and functional dimensions so as to compete in Europe and in the Mediterranean. The prototype-project, the first part of the study has already been published, fosters an idea of governance and urban system which will devise, through future cohesion policies and multidimensional strategies, a single strategic vision of the territory able to dialogue at a local and Euro-Mediterranean level with the new scale economies and meet the challenges of 2020-2050. Without going into detail, the project proposes and organizes the intangible functions of the Area (new assets and networking) so as to satisfy the demand for services and infrastructures physical and non-physical (functional and international indicator).


Transfers ◽  
2015 ◽  
Vol 5 (1) ◽  
pp. 7-27 ◽  
Author(s):  
Vanessa Stjernborg ◽  
Mekonnen Tesfahuney ◽  
Anders Wretstrand

This study focuses on Seved, a segregated and socioeconomically “poor” neighborhood in the city of Malmö in Sweden. It has attracted wide media coverage, a possible consequence of which is its increased stigmatization. The wide disparity between perceived or imagined fear and the actual incidence of, or exposure to, violence attests to the important role of the media in shaping mental maps and place images. Critical discourse analysis of daily newspaper articles shows that Seved is predominantly construed as unruly and a place of lawlessness. Mobility comprises an important aspect of the stigmatization of places, the politics of fear, and discourses of the “other.” In turn, place stigmatization, discourses of the other, and the politics of fear directly and indirectly affect mobility strategies of individuals and groups.


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