₦airaland Forum

LOL that's completely ridiculous.

Nigeria's issue isn't money, it's tackiness. What we think is good is horrible, and we make that good abundant in our land and suffer for it. That thing is 2000 car accidents waiting to happen. Every region has these projects to so it's not a north south thing.

The obsession with unnecessary overpasses to show 'progress' is a going to make the average nigerian city more of a hellhole than it already is in 50 years. As the world is phasing out overpasses. Instead of us thinking of what's next or what will solve real problems, we are racing to make the mistakes that other countries made in 1965.

ReligionOfPiss1:
it's not Fair ,how can you call me slowpoke for saying the Truth

which of your family did he terrorised?

Removal of Overpasses in Seoul to Improve the Cityscape & Transportation Environment


Background to Removal of Overpasses
Into the 1970s, South Korea achieved dramatic economic growth. With it, the automobile industry also grew. One of the most important transportation policies of the time was to facilitate traffic flow, and overpasses were built in support of this policy. These structures were built mostly in the old downtown area because, at the time, traffic flowed into the city center, within the boundaries of the four old city gates. The urban expressways (e.g., Gangbyeon Riverside Expressway, Olympic Expressway, Oegwak Outer Beltway, Naebu Inner Beltway) did not exist, and all arterial roads headed toward the city center. In the 1970s and 1980s, most overpasses were built in the old town center in Gangbuk where traffic bottlenecks occurred. Eighty-six overpasses were built in Seoul during this time of constant construction.
Three to four decades later, in the 2000s, overpasses began to lose their originally intended function due to more balanced urban development as well as changes in road networks and the overall traffic system. As highly functional roads such as urban expressways were built one after another, traffic dispersed and urban concentration also eased. More than anything, the old town within the four old city gates declined and the new Gangnam areas prospered. This shift in urban concentration and “relocation” of the bottlenecks from old to new areas brought the excessive investment on overpasses to light. For instance, Ahyeon Overpass was empty except during commuting hours and its numerous sharp bends resulted in speed-related accidents. Overpasses such as this, where users were hit with a “congestion charge” to discourage them from bringing their cars into the city center, were no longer the symbol of smooth flowing traffic. The transportation policy paradigm was also changing, and more emphasis was placed on pedestrians and public transit than on vehicles.
Residents argued that overpasses blighted the cityscape, caused regional isolation, and undermined regional development. Accordingly, the argument for removing overpasses became more and more logical, which the City of Seoul began to review. Subsequently, the city decided to remove some of them, starting with the Cheonggye Overpass connecting east and west in 2003. The removal of this first overpass resulted in a better cityscape and traffic congestion was not as severe as had been expected. Since then, the city decided to consider removal of other old, ugly overpasses that undermined the cityscape.


<Figure 1> Removal of Cheonggye Overpass: Before & After


Source: Internal data, Seoul Metropolitan Government


Another reason for this was that overpasses interfered with another program in Seoul – introduction of the center bus lane system. To install center bus lanes, a minimum of 2 additional lanes were necessary; most overpasses began at the center of roads that were 4 lanes (both ways) or narrower. Center bus lanes could not be built on roads over which overpasses occupied. On the stretch of roads where overpasses begin, congestion is frequent as cars and buses change lanes to get on their desired path. The local environment was also an element. Most areas with overpasses saw their commercial districts fade away due to the support columns, some areas even becoming slums. Many of these supports have been removed for a myriad of other reasons (deterioration, disruption of traffic flow, interference with subway construction, blighting the cityscape, etc.). More will follow suit.




Summary & Process
Studies by experts show that there were approximately 40 deteriorating overpasses of 30 years of age or older, and that were not as functional as they were intended to be. Although removal of the overpasses would potentially nearly double the traffic volume, this would be compensated by better public transit service, leaving the road’s capacity for cars unchanged. In 2002, Seoul started with Tteokjeon Overpass in Jeonnong-dong and phased out overpasses that were not safe or lacked economic or environmental value, seeking to change public awareness of the changing city, improve the cityscape and urban environment, revitalize affected regions and their commerce, and enhance traffic flow and safety.

One of the best examples of an overpass that outlived its effectiveness in terms of traffic flow is the previously-mentioned Cheonggye Overpass. Built to absorb the explosive traffic inflow in the 1960s, Cheonggye Overpass was removed as part of the Cheonggye Stream Restoration project in 2003. The 5 km stretch was replaced with a one-way 2-lane road with a center bus lane[b]. Before demolition, some worried about severe congestion due to the reduced road capacity, [/b]but the current condition near the stream is not severe. According to expert evaluation, changes to the city center traffic pattern, new city center development, and especially the increasing number of cars no longer entering the city center assisted policies to make the city more oriented towards public transit. Due to the success of the removal of Cheonggye Overpass and transportation improvement plans, Seoul moved onto other overpasses. The city government paid extra attention to residents who consistently demanded removal because of the blighted cityscape and hindered regional development. Comprehensive plans were established, with the overpasses removed in phases. Table 1 provides a summary of this overpass removal in Seoul.

https://seoulsolution/en/content/removal-overpasses-seoul-improve-cityscape-transportation-environment

BLAISECAMPAORE:
There is no protein in corpse water yet your women gulp it so you have no point.

what about this one ?

velocity25:
you said what?
This is arewa statistics.
Bro what keep majority of northern states afloat is monthly allocations which Kano collect the highest.

No state in the SE can survive without FG allocation

This people are so wicked. You left the people that owns the oil empty and plan to go and spend their money far away Kaduna.

freegaza:
No state in the SE can survive without FG allocation

says parasitic North

Chai! Gnashing of teeth is at its peak on this thread....

E dey sweet me say flat-inos carry kano matter for head like this...mean say the thing dey do dem shege!

velocity25:
says parasitic North

There are 11 million parasites living in the North

freegaza:
There are 11 million parasites living in the North

even in the poorest countries we Igbos create opportunities, in your region we run the economy.

velocity25:
even in the poorest countries we Igbos create opportunities, in your region we run the economy.

HMMMMMMMMM

YOUR FOLKS CAN RUN ECONOMIES BUT NOT KANO.
GO AND ASK YOUR FOLKS THERE
KANO HAS BEEN A CENTRE OF COMMERCE FOR CENTURIES BEFORE THE WHITES CAME THROUGH THE SEA.

KANO IS IN A CLASS OF ITS OWN.
IMAGINE A PLACE WHERE 2 OUT OF THE ONLY 3 CERTIFIED BILLIONAIRES COME FROM.

velocity25:
even in the poorest countries we Igbos create opportunities, in your region we run the economy.

Opportunities that are only present in the "parasitic North"

freegaza:
Opportunities that are only present in the "parasitic North"

the opportunities Igbos created by themselves.