people think that traffic congestion

traffic congestion usually occurs during the commuting time and this method may be more efficient to provide convenient stress for people in some specific periods, such as between 7 am to 8 am in the morning. Besides , it can create a feeling of happiness for travellers due to preventing from getting caught in the rush hour traffic . In modern era, as a result of upsurge in human population and development in urban areas, traffic clogging has become a serious problem being faced by citizens. banishing personal automobiles can be a remedy to this issue according to some people while others pursue this as an impractical approach. I am in consummate accord with this statement and will enlighten my point of view. Some people think that in order to deal with the problem of congestion in cities, privately owned vehicles should be banned in city centers, while others consider this to be an unrealistic solution. Discuss both sides and give your opinion. A poor infrastructure hinders under-developed countries from progressing and modernising. Vay Tiền Online H5vaytien. People think that traffic congestion in the downtown area is due to the increasing number of private cars. A. Traffic congestion in the downtown area is blamed for the increasing number of private cars. B. The increasing number of private cars is thought to be responsible for traffic congestion in the downtown area. C. The increasing number of private cars is attributed to traffic congestion in the downtown area. D. Traffic congestion in the downtown area is thought to result in the increasing number of private cars. Đáp án B HD "Mọi người nghĩ rằng sự tắc nghẽn giao thông trong khu vực thành thị là bởi vì sự tăng lên về số lượng của xe ô tô cá nhân."A. Sự tắc nghẽn giao thông trong khu vực thành thị bị đổ lỗi cho sự tăng lên về số lượng của xe ô tô cá nhân. Sai vì khác câu gốc về nghĩaB. Sự tăng lên về số lượng của xe cá nhân được cho là nguyên nhân gây ra tắc nghẽn giao thông trong khu vực thành thị. C. Số lượng ô tô cá nhân ngày càng tăng được cho là do tắc nghẽn giao thông trong khu vực thành thị. Sai vì khác câu gốc về nghĩaD. Sự tắc nghẽn giao thông trong khu vực thành thị được cho là dẫn đến việc số lượng ô tô cá nhân ngày càng tăng. Sai vì khác câu gốc về nghĩa New York CNN — President Joe Biden’s administration is set to allow New York City to move forward with a landmark program that will toll vehicles entering Lower Manhattan, after a public review period ends Monday. The toll is formally known as the Central Business District Tolling Program — but it’s commonly called “congestion In practice it works like any other toll, but because it specifically charges people to drive in the traffic-choked area below 60th street in Manhattan, it would be the first program of its kind in the United States. Proposals range from charging vehicles $9 to $23 during peak hours, and it’s set to go into effect next spring. The plan had been delayed for years, but it cleared a milestone last month when the Federal Highway Administration signed off on the release of an environmental assessment. The public has until Monday to review the report, and the federal government is widely expected to approve it shortly after. From there, the New York Metropolitan Transportation Authority MTA can finalize toll rates, as well as discounts and exemptions for certain drivers. New York City is still clawing out of from the devastating impact of the Covid-19 pandemic. Congestion pricing advocates say it’s a crucial piece of the city’s recovery and a way to re-imagine the city for the future. “This program is critical to New York City’s long-term success,” New York Gov. Kathy Hochul said last month. The plan would also mark the culmination of more than a half-century of efforts to implement congestion pricing in New York City. Despite support from several New York City mayors and state governors, car and truck owners in outer boroughs and the suburbs helped defeat proposals. In 2007 Mayor Michael Bloomberg called congestion “the elephant in the room” when proposing a toll program, which state lawmakers killed. A decade later, Gov. Andrew Cuomo — who had long resisted congestion pricing — said it was “an idea whose time has come” and declared a subway state of emergency after increased delays and a derailment that injured dozens. Two years later, the state gave the MTA approval to design a congestion pricing program. Ultimately, it was the need to improve New York City’s public transit that became the rallying cry for congestion pricing. Each day 700,000 cars, taxis and trucks pour into Lower Manhattan, one of the busiest areas in the world with some of the worst gridlock in the United States. Car travel at just mph on average in the congestion price zone, and it’s a downward trend. Public bus speeds have also declined 28% since 2010. New Yorkers lose 117 hours on average each year sitting in traffic, costing them nearly $2,000 in lost productivity and other costs, according to one estimate. The toll is designed to reduce the number of vehicles entering the congestion zone by at least 10% every day and slash the number of miles cars travel within the zone by 5%. Congestion comes with physical and societal costs, too more accidents, carbon emissions and pollution happen as belching, honking cars take up space that could be optimized for pedestrians and outdoor dining. Proponents also note it will improve public transit, an essential part of New York life. About 75% of trips downtown are via public transit. But public-transit ridership is 25% to 30% lower compared to pre-pandemic levels, according to the MTA. The MTA says congestion fees will generate a critical source of revenue to fund $15 billion in future investments to modernize the city’s 100-year-old public transit system. The improvements, like new subway cars and electric signals, are crucial to draw new riders and improve speed and accessibility — especially for low-income and minority residents, who are least likely to own cars, say plan advocates. New York City is “dependent on public transit,” said Kate Slevin, the executive vice president of the Regional Plan Association, an urban planning and policy group. “We’re relying on that revenue to pay for needed upgrades and investments that ensure reliable, good transit Improving public transportation is also key to New York City’s post-pandemic economic recovery If commutes to work are too unreliable, people are less likely to visit the office and shop at stores around their workplaces. Congestion charge advocates hope the program will create more space for amenities like wider sidewalks, bike lanes, plazas, benches, trees and public bathrooms. “100 years ago we decided the automobile was the way to go, so we narrowed sidewalks and built highways,” said Sam Schwartz, former New York City traffic commissioner and founder of an eponymous consulting firm. “But the future of New York City is that the pedestrian should be king and queen. Everything should be subservient to the While no other US city has yet implemented congestion pricing, Stockholm, London and Singapore have had it for years. These cities have reported benefits like decreased carbon dioxide pollution, higher average speeds, and congestion reduction. Just one year after London added its charge in 2003, traffic congestion dropped by 30% and average speeds increased by the same percentage. In Stockholm, one study found the rate of children’s acute asthma visits to the doctor fell by about 50% compared to rates before the program launched in 2007. Some groups are fiercely opposed to congestion charges in New York City, however. Taxi and ride-share drivers, largely a low-income and immigrant workforce, fear it will hurt drivers already struggling to make ends meet. The MTA said congestion pricing could reduce demand for taxis by up to 17% in the zone. Commuters and legislators from New York City’s outer boroughs and New Jersey say the program hurts drivers who have no viable way to reach downtown Manhattan other than by car, and that this would disproportionately impact low-income drivers. But out of a region of 28 million people, just an estimated 16,100 low-income people commute to work via car in Lower Manhattan, according to the MTA. Other critics say it could divert more traffic and pollution from diesel trucks in Manhattan into lower-income areas like the Bronx, which has the highest rates of asthma hospitalization in the city. The MTA and other agencies have plans to mitigate many of these adverse effects, however. Taxis and for-hire vehicles will be tolled only once a day. Drivers who make less than $50,000 a year or are enrolled in certain government aid programs will get 25% discounts after their first 10 trips every month. Trucks and other vehicles will get 50% discounts during overnight hours. Additionally, the MTA pledged $10 million to install air filtration units in schools near highways, $20 million for a program to fight asthma, and other investments to improve air quality and the enviornment in areas where more traffic could be diverted. The stakes of New York City’s program are high, and leaders in other cities are watching the results closely. If successful, congestion pricing could be a model for other US cities, which are trying to recover from the pandemic and face similar challenges of climate change and aging public infrastructure. “It’s good to see New York City’s program is moving forward,” said the Los Angeles Times Editorial Board last month. “Los Angeles should watch, learn and go The severity of traffic congestion has increased in the in recent decades, according to a 2020 report from the Association for Commuter Transportation ACT in partnership with the Department of Transportation USDOT. “In 1982, the average person living in one of the country’s 75 largest cities faced seven hours of travel delay per year,” the report states. “By 2001, that figure had shot to 26 hours of delay per year, and the most severely congested periods of the day — once known as the rush hour’ — stretched to cover nearly six hours of each day … with the average rush hour’ trip taking nearly 40 percent longer than the same trip at other times of the day.” While traffic congestion prevention has advanced over the past few decades, many cities still struggle to deal with it effectively. The USDOT found that between 1980 and 2021, the built more than 870,000 lane miles of highway, yet pre-COVID-19 congestion was worse than it was in the early 1980s. Many ways that city and roadway engineers approached road design in the past haven’t proven effective at limiting traffic congestion, such as the move to expand city highways. By prioritizing a monolithic route and disincentivizing diverse roads and travel methods, engineers have unintentionally added to city congestion. However, well-researched and proven solutions to traffic congestion problems exist. Earning an advanced engineering degree, such as a Master of Science in Civil Engineering, can prepare individuals to design alternatives to city highways that use developing transportation methods and innovate on current road systems plagued with traffic congestion Primary causes of traffic congestion include the following, according to USDOT Traffic accidents blocking lanes Difficult weather conditions Unexpected spikes in traffic demand Traffic bottlenecks Disabled traffic control equipment In many cases, multiple factors can occur at once. One cause of traffic congestion can lead to another, such as when the onset of challenging weather for road travel generates a rise in traffic as drivers rush home. Traffic creates more problems than just commuting delays. Traffic congestion can cause compounding issues for delivery drivers and the supply chain, slowing the restocking of food and other essentials to communities that don’t have many local sources. High congestion can also influence the public’s perception of a community. It may discourage new businesses and potential residents from moving to the area, for fear of constant traffic. Traffic Congestion Solutions Despite the many causes of roadway congestion, civil engineers have tools to reduce its effects and, in some cases, prevent it. More innovative road design can help direct the overflow of drivers onto side roads, reducing the chance of traffic congestion. Alternate transportation infrastructure, such as bus lanes, bike lanes, and sidewalks, can provide travel options outside private vehicles. Investment in public transportation can expand those options even further. Here are a few more details on some of these traffic congestion solutions. Smart Road Design One of the easiest ways to improve traffic congestion is to remove the issue of congestion arising from too many people trying to travel at once on any given road. When a civil engineer’s design offers alternative routes to the same destination, this can help reduce the number of vehicles in high-traffic areas. This allows all streets to share the load of traffic and reduces the number of times drivers wait in it. Another solution is to reduce the number of lanes available to private vehicles, in favor of public transportation. By exchanging a few open roadway lanes for bus lanes, carpool lanes, or even sidewalks, a civil engineer’s design can reduce the overall number of vehicles on the road, as some potential drivers may opt for another form of transportation that’s cheaper or better fits their lifestyle. Of course, there will always be drivers who require or choose to drive their own vehicles. However, reducing the overall number of vehicles on the road by providing other options can reduce the potential for congestion. Alternative Transportation Infrastructure To increase the use of alternative transportation methods, cities and infrastructure planners have recognized the importance of providing the necessary infrastructure to ensure these methods are safe and efficient. Many cities are increasing their investments in amenities such as bike lanes, carpool lanes, bus-only lanes, bus tunnels, trolleys or streetcar tracks, and more. The degree of effectiveness expected from these types of designated alternative-transit infrastructure is increased by the outright removal of conventional vehicle lanes, according to an article by Streetsblog. Creating wholly separated streets or exclusive spaces more effectively streamlines traffic than simply painting lanes or messages on existing pavement. Transit design will become an increasingly vital part of urban planning and revitalization efforts in the coming years. Public Transportation Investment A 2022 report by the United States Public Interest Research Group USPIRG highlights the necessity of increasing investment in public transportation offerings across the country. Cited reasons for increasing public transit use include reducing oil consumption USPIRG estimates that even current public transit usage saves billions of gallons a year, reducing traffic congestion, and decreasing our national environmental footprint. Additional quality of life and economic advantages accompany avoiding personal vehicle ownership, such as no longer needing to budget for vehicle maintenance and gas costs. Investing in public transportation can fuel job market growth more robustly than equivalent spending on highway maintenance or spending projects. While city planners or local legislatures often scrutinize significant public transport overhauls because of the perceived high cost, sometimes less is more. For example, the Bus Rapid Transit BRT system is an alternative to a high-cost metro rail that uses dedicated bussing corridors in metro areas, a more efficient and accessible form of transportation, according to the Institute for Transportation and Development Policy. Creative minds could take existing public transit infrastructure and create brand-new possibilities that not only curtail a variety of growing problems but provide the capacity for growth for towns, cities, whole states or countries, and beyond. The field of transportation technology and design is projected to experience rapid growth as a convergence of factors propels it to new heights of relevance and demand. Greater demand for better public transportation will be driven by rising national and global populations; increasing calls to reduce reliance on fossil fuels; decreasing costs of alternative energies and technologies; and slow but steady societal behavior shifts that propel more people into lifestyles that reduce personal vehicle ownership. Plan Your Route to a Career in Civil Engineering Traffic congestion problems and their solutions are only one aspect of civil engineering. The online civil engineering master’s degree from Ohio University offers courses such as Traffic Impact Studies, Traffic Parameters, and Transportation Planning Fundamentals that introduce students to important fundamentals about traffic congestion, what causes it, and how best to reduce it. Learn more about our online Master of Science in Civil Engineering program and master how to effectively supervise, plan, design, construct, and operate the infrastructure that connects the modern world. Recommended Reading 5 States with the Most Congested Highways in the Country Four Factors of Smart Highways What Do Civil Engineer Do for Their Communities? Sources The Fourth Regional Plan, “Reduce Highway Congestion Without Adding New Lanes” Institute for Transportation and Development Policy, What Is BRT? Streetsblog, “Three Reasons Why Congestion Decreases When Cities Delete’ Road Lanes” Department of Transportation, “Mitigating Traffic Congestion” Department of Transportation, “Traffic Congestion and Reliability Trends and Advanced Strategies for Congestion Mitigation” Public Interest Research Group, “The Path to Clean Transportation”

people think that traffic congestion