English 5-1

The related problem to address is the role of the government to manage Transportation: It is the responsibility of government to manage transportation networks and avoid traffic congestion (Rye, 2016). Therefore, cities with Transportation Demand Management programs already in place. Transportation Demand Management enables the government at all levels to ensure that there is efficiency in transportation so that the country (Rye, 2016). Also, it is cumbersome to deal with vehicles that emanate from different places (rural regions) and increase traffic in city centers and major urban setting. The efficacy of expanded roadways in managing traffic congestion is increasingly under challenge. Much of the traffic on new or expanded roads has been shown to be induced.
A growing sustainable transport movement is mobilizing public demand for investment in safer, more livable cities with a greater range of travel choices.

The argument that will be addressing this problem is the Transportation Demand Strategy. The Transportation Demand Management is a strategy that is used to increase the efficiency and sustainability through the encouragement of a shift from single-occupant vehicles to non-single occupants’ vehicles. In another word, the Transportation Demand Management is used to manage traffic jams by reducing personnel cars in the city centers and major urban setting (Sharpies, 2002). The Transportation Demand Management would be a persuasive essay that convinces the urban planners and engineers about the efficiency and sustainability of the towns (Sharpies, 2002).

The need to manage travel demand has now become urgent for a number of converging reasons.
Oil prices have now passed the previous peak in 1980, and 95% of all energy used in transport is oil. Vehicle travel in the United States, which has been rising steadily since records began, started to level out before the fuel price increases and is now in decline.[12] Part of this decline is likely to be people making fewer trips, with potentially far-reaching economic and social consequences. Countries and cities where the car is one of many travel choices are more likely to prosper, as people can choose to drive less but are still able to travel by transit, cycle safely, walk to local shops and facilities or choose to work or study from home.

Transportation demand management, traffic demand management or travel demand management (all TDM) is the application of strategies and policies to reduce travel demand or to redistribute this demand in space or in time.[1][2]
In transport, as in any network, managing demand can be a cost-effective alternative to increasing capacity. A demand management approach to transport also has the potential to deliver better environmental outcomes, improved public health, stronger communities, and more prosperous cities[citation needed]. TDM techniques link with and support community movements.

Yes, the research I have conducted will support my point. The term TDM has its origins in the United States in the 1970s and 1980s and is linked to the economic impacts of the sharp increase in oil prices during the 1973 oil crisis and the 1979 energy crisis. When long lines appeared at gas stations, it became self-evident that alternatives to single-occupancy commuter travel needed to be provided in order to save energy, improve air quality, and reduce peak period congestion.

Since 2010 transportation professionals have suggested that the TDM is widely misunderstood simply as a collection of vaguely related initiatives and that this misunderstanding is constraining the true potential of the concept. TDM practitioners have found that TDM is far more effective when framed as a philosophical approach which over time becomes a cornerstone of sustainable urban transport systems. A new paradigm in transport planning, internationally recognized as TDM, appears to be emerging which embraces concepts such as "mobility management" and "active travel management" under its umbrella.

There is a broad range of TDM measures, including:
Transportation management associations: leverage public and private funds to increase the use of ridesharing and other commuting options that reduce traffic congestion and improve air quality
Including or improving pedestrian-oriented design elements, such as short pedestrian crossings, wide sidewalks, and street trees.
Requiring users of parking to pay the costs directly, as opposed to sharing the costs indirectly with others through increased rents and tax subsidies.
Including and improving public transportation infrastructures, such as subway entrances, bus stops, and routes.
Subsidizing transit costs for employees or residents.

The environmental impact of aviation occurs because aircraft engines emit heat, noise, particulates and gasses which contribute to climate change[1][2] and global dimming. Among others, airplanes emit particles and gasses such as carbon dioxide (CO2), water vapor, hydrocarbons, carbon monoxide, nitrogen oxides, sulfur oxides and black carbon which interact among themselves and with the atmosphere.
Despite emission reductions from automobiles and more fuel-efficient and less polluting turbofan and turboprop engines, the rapid growth of air travel in recent years contributes to an increase in total pollution attributable to aviation. From 1992 to 2005, passenger kilometers increased 5.2% per year. And in the European Union, greenhouse gas emissions from aviation increased by 87% between 1990 and 2006.

When it comes to automobile use, there is a spiralling effect where traffic congestion produces the 'demand' for more and bigger roads and removal of 'impediments' to traffic flow, such as pedestrians, signalised crossings, traffic lights, cyclists, and various forms of street-based public transit such as streetcars (trams).
These measures make automobile use more pleasurable and advantageous at the expense of other modes of transport, so greater traffic volumes are induced. Additionally, the urban design of cities adjusts to the needs of automobiles in terms of movement and space. Buildings are replaced by parking lots. Open air shopping streets are replaced by enclosed shopping malls. Walk-in banks and fast-food stores are replaced by drive-in versions of themselves that are inconveniently located for pedestrians. Town centers with a mixture of commercial, retail and entertainment functions are replaced by single-function business parks, 'category-killer' retail boxes and 'multiplex' entertainment complexes, each surrounded by large tracts of parking.
These kinds of environments require automobiles to access them, thus inducing, even more, traffic onto the increased road space. This results in congestion, and the cycle above continues. Roads get ever bigger, consuming ever greater tracts of land previously used for housing, manufacturing, and other socially useful purposes. Public transit becomes less and less viable and socially stigmatized, eventually becoming a minority form of transportation. People's choices and freedoms to live functional lives without the use of the car are greatly reduced. Such cities are automobile dependent.
Automobile dependency is seen primarily as an issue of environmental sustainability due to the consumption of non-renewable resources and production of greenhouse gasses responsible for global warming. It is also an issue of social and cultural sustainability. Like gated communities, the private automobile produces the physical separation between people and reduces the opportunities for the unstructured social encounter that is a significant aspect of social capital formation and maintenance in urban environments.
Negative externalities of automobile[edit]
According to the Handbook on the estimation of external costs in the transport sector[1] made by the Delft University and which is the main reference in the European Union for assessing the externalities of cars, the main external costs of driving a car are:
congestion and scarcity costs,
accident costs,
air pollution costs,
noise pollution costs,
climate change costs,
costs for nature and landscape,
costs for water pollution,
costs for soil pollution and
costs of energy dependency.

There are a number of planning and design approaches to redressing automobile dependency, known variously as New Urbanism, Transit-oriented development, and Smart growth. Most of these approaches focus on the physical urban design, urban density and land use zoning of cities. Dr. Paul Mees, a transport planning academic formerly at the University of Melbourne argues that investment in good public transit, centralized management by the public sector and appropriate policy priorities are more significant than issues of urban form and density.
There are, of course, many who argue against a number of the details within any of the complex arguments related to this topic, particular relationships between urban density and transit viability, or the nature of viable alternatives to automobiles that provide the same degree of flexibility and speed. There is also research into the future of automobility itself in terms of shared usage, size reduction, road space management and more sustainable fuel sources.
Car-sharing is one example of a solution to automobile dependency. Research has shown that in the United States, services like Zipcar, have reduced demand by about 500,000 cars.[2] In the developing world, companies like eHi, Carrot,[3] Zazcar and Zoom have replicated or modified Zipcar's business model to improve urban transportation to provide a broader audience with greater access to the benefits of a car and provide"last-mile" connectivity between public transportation and an individual's destination. Car sharing also reduces private vehicle ownership.