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The challenges of the urban transport strategy of Belgrade

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2013
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Authors
Jovanović, Miomir
Article (Published version)
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Abstract
Belgrade's main characteristics are: a) high densities, b) extremely high concentration of jobs in CBD and its central zone, c) very high level of usage of urban public transport and of pedestrian movements. According to the Newman - Kenworthy classification, Belgrade is a typical 'public transport city', while due to its transport strategy Belgrade can be best described as a hybrid of the Thomson's 'low cost strategy' (very high usage of buses) and 'strong centre strategy' (high concentration of jobs in it's CBD). This type of spatial development and urban transport strategy is extremely sensitive to the rise of personal motorization and automobile usage. Since in Belgrade: a) main mode of transport are buses, b) streets are very narrow, c) although public transport oriented, Belgrade doesn't have rail systems with separated, 'exclusive' right of way (metros, and light rail systems - traffic jams at Belgrade's streets are extremely pronounced - number of vehicles per 1 km of streets i...s - 277 vehicles/km. Hence, Belgrade has four times more vehicles per 1 km of street network than Australian cities, two times more than metropolises of the USA and Canada, and 25% more than the West European and wealthy Asian cities. In short, Belgrade is (for a very long time) mature for a rail (metro or LRT) system, with completely separated, exclusive right of way, and much more strict private motor vehicles limitation strategy.

Keywords:
Belgrade / spatial development / urban densities / metro / light rail systems
Source:
Glasnik Srpskog geografskog društva, 2013, 93, 3, 35-44
Publisher:
  • Srpsko geografsko društvo, Beograd
Funding / projects:
  • Urban Drainage Systems as Key Infrastructure in Cities and Towns (RS-37010)

DOI: 10.2298/GSGD1303035J

ISSN: 0350-3593

[ Google Scholar ]
URI
https://gery.gef.bg.ac.rs/handle/123456789/578
Collections
  • Radovi istraživača
Institution/Community
Geografski fakultet
TY  - JOUR
AU  - Jovanović, Miomir
PY  - 2013
UR  - https://gery.gef.bg.ac.rs/handle/123456789/578
AB  - Belgrade's main characteristics are: a) high densities, b) extremely high concentration of jobs in CBD and its central zone, c) very high level of usage of urban public transport and of pedestrian movements. According to the Newman - Kenworthy classification, Belgrade is a typical 'public transport city', while due to its transport strategy Belgrade can be best described as a hybrid of the Thomson's 'low cost strategy' (very high usage of buses) and 'strong centre strategy' (high concentration of jobs in it's CBD). This type of spatial development and urban transport strategy is extremely sensitive to the rise of personal motorization and automobile usage. Since in Belgrade: a) main mode of transport are buses, b) streets are very narrow, c) although public transport oriented, Belgrade doesn't have rail systems with separated, 'exclusive' right of way (metros, and light rail systems - traffic jams at Belgrade's streets are extremely pronounced - number of vehicles per 1 km of streets is - 277 vehicles/km. Hence, Belgrade has four times more vehicles per 1 km of street network than Australian cities, two times more than metropolises of the USA and Canada, and 25% more than the West European and wealthy Asian cities. In short, Belgrade is (for a very long time) mature for a rail (metro or LRT) system, with completely separated, exclusive right of way, and much more strict private motor vehicles limitation strategy.
PB  - Srpsko geografsko društvo, Beograd
T2  - Glasnik Srpskog geografskog društva
T1  - The challenges of the urban transport strategy of Belgrade
VL  - 93
IS  - 3
SP  - 35
EP  - 44
DO  - 10.2298/GSGD1303035J
UR  - conv_334
ER  - 
@article{
author = "Jovanović, Miomir",
year = "2013",
abstract = "Belgrade's main characteristics are: a) high densities, b) extremely high concentration of jobs in CBD and its central zone, c) very high level of usage of urban public transport and of pedestrian movements. According to the Newman - Kenworthy classification, Belgrade is a typical 'public transport city', while due to its transport strategy Belgrade can be best described as a hybrid of the Thomson's 'low cost strategy' (very high usage of buses) and 'strong centre strategy' (high concentration of jobs in it's CBD). This type of spatial development and urban transport strategy is extremely sensitive to the rise of personal motorization and automobile usage. Since in Belgrade: a) main mode of transport are buses, b) streets are very narrow, c) although public transport oriented, Belgrade doesn't have rail systems with separated, 'exclusive' right of way (metros, and light rail systems - traffic jams at Belgrade's streets are extremely pronounced - number of vehicles per 1 km of streets is - 277 vehicles/km. Hence, Belgrade has four times more vehicles per 1 km of street network than Australian cities, two times more than metropolises of the USA and Canada, and 25% more than the West European and wealthy Asian cities. In short, Belgrade is (for a very long time) mature for a rail (metro or LRT) system, with completely separated, exclusive right of way, and much more strict private motor vehicles limitation strategy.",
publisher = "Srpsko geografsko društvo, Beograd",
journal = "Glasnik Srpskog geografskog društva",
title = "The challenges of the urban transport strategy of Belgrade",
volume = "93",
number = "3",
pages = "35-44",
doi = "10.2298/GSGD1303035J",
url = "conv_334"
}
Jovanović, M.. (2013). The challenges of the urban transport strategy of Belgrade. in Glasnik Srpskog geografskog društva
Srpsko geografsko društvo, Beograd., 93(3), 35-44.
https://doi.org/10.2298/GSGD1303035J
conv_334
Jovanović M. The challenges of the urban transport strategy of Belgrade. in Glasnik Srpskog geografskog društva. 2013;93(3):35-44.
doi:10.2298/GSGD1303035J
conv_334 .
Jovanović, Miomir, "The challenges of the urban transport strategy of Belgrade" in Glasnik Srpskog geografskog društva, 93, no. 3 (2013):35-44,
https://doi.org/10.2298/GSGD1303035J .,
conv_334 .

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