European International Journal of Multidisciplinary Research
and Management Studies
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TYPE
Original Research
PAGE NO.
27-34
DOI
OPEN ACCESS
SUBMITED
22 October 2024
ACCEPTED
14 December 2024
PUBLISHED
06 January 2025
VOLUME
Vol.05 Issue01 2025
COPYRIGHT
© 2025 Original content from this work may be used under the terms
of the creative commons attributes 4.0 License.
Evaluation of the Urban
Transport System
According to the Principles
of the Active City: Kufa
City as a Case Study
O. J Al-Mosherefawi
College of Physical Planning, University of Kufa, Najaf, Iraq
R. A. Jwad
University Presidency, Department of Scholarships and Cultural Relations
University of Kufa, Najaf, Iraq
Abstract:
Urban transformations resulting from
technological and economic changes have contributed
to the emergence of a pattern of urban dispersion.
Rapid transportation based on private cars, along with
investment in road networks and the decline in land
values on the outskirts of cities, have helped to create
the phenomenon of urban sprawl and expansion. This
has led to the absence of connectivity between city
areas and the separation of residential, industrial,
office, retail, and recreational areas. In contrast,
concerns have escalated about traffic congestion in
cities, increased greenhouse gas emissions, and
increased
energy
consumption
allocated
to
transportation, which has enhanced interest in active
mobility patterns as a sustainable solution. Therefore,
the problem of our research is that the urban
transportation planning process in the city of Kufa is
characterized by randomness and lack of sustainability
principles, with neglect of the vital role of urban
transportation and its effects on the health and
psychological state of the city's residents and its
association with economic aspects. The research
assumed that following the principles of the active city
and applying them in the city's urban transportation
plans contributes to improving the quality of life for
residents and addressing the problems associated with
urban transportation in the city of Kufa. The research
aims to evaluate the current urban transportation
system according to the principles of the active city. The
study concluded that the horizontal extension of the city
of Kufa, the abundance of infrastructure for private
vehicles, and long travel distances led to a reduction in
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reliance on active transportation. The design of
residential neighborhoods in the city of Kufa
encourages horizontal extension. It lacks a strategy of
urban compactness or compaction, which forced the
residents of the city of Kufa to rely primarily on private
motorized transportation in the process of
transportation, and with a direct relationship that
increased environmental impacts and run-over
accidents. The absence of encouragement and
education, along with social customs, made active
transportation in the city of Kufa socially unpopular.
Therefore, the planning of residential neighborhoods
must be reconsidered, better communication must be
provided, and infrastructure for walking and cycling
must be provided according to the guidelines of
sustainable urban planning. The wider spread of
economic activities throughout the city may increase
active travel and reduce the use of private motorized
vehicles.
Keywords:
Active City, Quality of Life, Sustainability,
Active Transportation.
Introduction:
The city and the way we use it have
changed significantly. Cars were limited to a specific
category of the city's residents, while everyone used
other means of transportation. Since then, the use of
bicycles and walking has declined, and the shift to
personal vehicles has increased. The number of cars of
all shapes and sizes has led to different plans and uses
in the city.
There is, of course, a connection between
transportation patterns and city structure. When
comparing downtown neighborhoods to peripheral
areas, we find that the structure of the city center is
not suitable for large flows of motorized traffic. The
streets are narrow, and parking spaces are limited,
creating complex problems within the city. The
separation of functions in these areas makes the
distances to the city center, residential areas, and work
areas long, which leads many city residents to choose
personal cars for transportation in light of the lack of
other sustainable forms of transportation in the city
structure.
The current growth and the need to increase city
density calls for a reconsideration of the issue of
mobility. The application of sustainable urban
transport planning principles, one of which is the active
city, which is a healthy city designed to integrate
physical activity into the daily routine, with the goal of
reaching a rate of physical activity per day of at least
30 minutes or more. This activity takes more than one
form, such as walking, performing fitness exercises, or
cycling for purposes, discouraging the use of personal
cars, and improving road safety.
1- The active city:
1-1 The concept of the active city
Urban transformations due to technological and
economic changes have led to urban dispersion (Alonso,
A., 2018). Rapid transit based on cars, investment in
roads, and declining land values in the city suburbs have
led to the development of urban sprawl, resulting in a
lack of continuity and separation of residential,
industrial, office, retail, and recreational areas (Frumkin,
2002, p. 201). Growing concerns about traffic
congestion in cities, greenhouse gas emissions, and
transportation energy expenditure have led to
increased interest in active mobility. One of the forms of
sustainability in which active mobility is a central focus
is the active city, which is a vibrant city full of
movement. People cycle or walk to work, school,
friends, or home. But some people move without a
specific destination: they stroll in the park, around the
neighborhood, or simply along the canal. As they move,
they think about things and make decisions
–
some
crucial (Should I stop at a red light?), some less
important (Should I take this or that route?), and some
intuitive (Should I pass or should I slow down?). When
cycling or walking, you become part of the city, using all
your senses, being open to others, and contributing to
shaping the city (Urban Design & strategy commissioned
by the City of Amsterdam, 2017, pp. 20-21). An active
city is one that constantly creates and improves
opportunities in the built and social environments and
expands community resources to enable all its citizens
to be physically active in everyday life (Edwards, 2008,
p. 3). Therefore, the researcher's operational definition
of the concept of active is a lively city that encourages
non-motorized forms of transportation such as walking
and cycling, where residents participate in daily
activities that contribute to their interaction with the
urban environment, which enhances social life, public
health, and environmental sustainability.
2- Forms of activity in the active city
The active city is the city in which the infrastructure
supports physical activity in multiple forms, as in Table
(1), compatible and scalable to achieve the following:
A.
Improving the quality of life for citizens.
B.
Ensuring tangible economic growth by raising
living standards and providing job opportunities for city
residents.
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Table (1) Forms of activity in the active city.
Forms of Activity
Aspects
N.
A- High quality in various social aspects (education, health
care, public safety, housing.
B- Access to high-quality health care services (including e-
health (telecare) or remote health monitoring and
management of electronic health records.
C- Homes that encourage activity and enjoyment of nature
(light and ventilation.
D- Facilitating access to all services.
Active Life
1
A- Quick access to and from stations.
B- Safe transportation.
C- Innovative systems (more efficient and intelligent
transportation systems).
D- Effective use of traffic networks in the movement of
vehicles, people and industry, to reduce traffic congestion.
E- New social pattern: such as car sharing and diversification
between the use of cars and bicycles.
Active Transport
2
A- Continuous monitoring of pollution rates and types.
B- Activating programs for prevention and dealing with
natural and industrial disasters, including the ability to
address the effects of climate change.
C- Using sustainable technology.
D- Providing sustainable income and a healthy and
sustainable environment that meets today's needs without
sacrificing the needs of future generations.
E- Environmentally sustainable energy consumption.
F- Reducing energy consumption through technological
innovations while promoting energy conservation and reusing
materials.
G- Providing enjoyment of nature for all segments of society
(rich and poor).
Active Environment
3
A- Representation in wise decision making.
B- Public and social services.
C- Improving community access to services.
D- Transparency.
E- Democratic and inclusive processes.
F- Linking government organizations and departments.
G- Opening channels of communication between citizens and
officials to know the requirements and integrate them into the
plans.
H- Periodic maintenance.
Active Management
4
A- The basis of social capital is human citizens, so their needs
must be met.
B- Developing material services such as transportation, water,
utilities (energy) and communications.
C- Supporting international industries.
D- Providing a more harmonious educational environment in
both urban and rural areas.
E- The spirit of initiative and innovation.
F- High levels of productivity.
Active Economy and
Production
5
Source: (Ramadan 2020, 769
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From the above table, we notice that the forms of
activity in the active city include multiple aspects and
forms, so our research will focus on the element of
active mobility, the concept of which will be reviewed
in the following paragraph, with the extraction of the
most critical indicators that will be verified to what
extent they are achieved in the study area.
3- Active transportation
Regardless of their objectives, walking and cycling, as
they are two means that rely on self-power and human
energy, are among the most prominent means
included in active transportation systems, which
promote green and sustainable transportation and
provide general health benefits. Walking is used every
day to travel short distances, such as moving to
facilities located in the same geographical area. On the
other hand, cycling is an effective means of traveling
short to medium distances as an alternative to
motorized vehicles. Therefore, the appropriate
infrastructure for active travel may provide many
benefits compared to the infrastructure for motorized
vehicles, including physical exercise, easy access to
streets, reducing the hassle of searching for parking,
reducing emissions, and alleviating congestion
(Rahman, 2023, pp. 4-5). Active transport, such as
walking (direct access to destination, access to public
transport stations) and cycling, is defined as a means of
transport that requires human muscular intervention
for movement. It is currently one of the main axes of
transport planning due to its health benefits,
environmental non-pollution, energy efficiency, and
socio-economic factors. Strategies that encourage the
replacement of short-distance car trips with active
travel are becoming more common (Rodrigues, 2023, p.
2).
Based on what was reviewed in the concept of the active
city and its forms of activity with a focus on active
transport, the researcher reached a set of indicators,
shown in Table (2), on the basis of which the current
status of urban transport in the city of Kufa will be
evaluated.
Table (2) Main and sub-indicators extracted from the study.
Sub-indicator
Key Indicators
N.
-
Linking public transport stations and active transport routes.
-
Possibility of transporting bicycles via public transport.
Integration with
public transport
1
-
Density and connectivity of pedestrian and bicycle networks.
-
Presence of safe and connected sidewalks.
-
Provision of barrier-free passageways.
Walkability and
cycling
2
-
Accident rates involving pedestrians and cyclists.
-
Measures that reduce risks (such as reducing vehicle speeds)
-
Separate and safe cycling paths.
Safety and security
3
-
Percentage of population using walking or cycling as a daily
mode of transportation.
-
Rates of increase in reliance on active transport over time.
Participation and
use
4
-
Reducing carbon emissions due to increased reliance on active
transportation.
Environmental
impact
5
-
Programs to educate and encourage walking and cycling.
-
Awareness campaigns on the benefits of active transportation.
Education and
promotion
6
-
Easy access to schools, health facilities, and places of work
through active transportation.
-
Mix of land uses (proximity between different activities).
Accessibility
7
Source: Researcher.
Study area
The city of Kufa is one of the oldest Iraqi cities. It is
distinguished by its good location, contains old
mosques and ancient archaeological sites, and has a
regional influence that goes beyond the city’s borders
and the borders of its administrative region, the
governorates near and far from it, and may reach
further than that to include Arab and Islamic countries.
The city of Kufa is located on the right bank of the
Euphrates River (Shatt al-Hindiyah), between longitudes
44°39′ and 44°21′ east and latitudes 33°57′ and 33°12′
north, at an altitude of (24 meters) above sea level (Jedi,
2023, pp. 1418). This is located in the southwestern part
of Iraq, on the eastern side of Najaf Governorate. It is
considered an urban center for the Najaf Governorate.
Babylon Governorate borders the city to the north,
Qadisiyah Governorate to the east and south, and the
west is the center of Najaf Governorate, which is (10 km
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away). It is 157 km away from the capital, Baghdad, on
highways, 50 km away from the city of Hillah, 75 km
away from Karbala, and 65 km away from Diwaniyah,
the center of Qadisiyah Governorate (Al-Mashrafawi,
2021, p. 122), as in Figure 1. Given the importance of
its location and center, The religious and historical city
has become a city that is visited by a large number of
visitors. Still, it also faces some urban challenges that
most Arab cities suffer from, the most important of
which are those related to metropolitan transportation
(2223 Al-Jawari, 2022).
Figure (1) Location of Kufa city
Source: (Al-Mosherefawi, 2023, p. 2)
5- Analysis of the transportation system in Kufa city
according to the principles of active transportation:
5-1 Integration with public transit:
Kufa city lacks public transportation, as public
transportation is limited to one route (Najaf-Kufa line).
This line is devoid of facilities for public transit,
especially those related to public transportation
stations, and the city is bereft of paths for active
transportation (walking, cycling). Therefore, the sub-
indicator represented by the connection between
public
transportation
stations
and
active
transportation paths is not achieved. Still, the
possibility of transporting bicycles via public
transportation has not been achieved because the
existing means of public transportation are small
vehicles with a capacity of (11) passengers.
Walkability and cycling
The city does not have pedestrian networks, whether
they are part of the road sidewalk components or
separate pedestrian paths isolated from other road
components, so the connectivity index is not achieved,
and it is not free of obstacles. This is due to the large
number of violations on these sidewalks by the owners
of shops on both sides of the road. As for its connection
to some extent, its planning system separates these
paths from each other at specific points, and pedestrian
movement
becomes
intertwined
with
vehicle
movement, which makes it absolutely unsafe.
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Safety and Security
The citizen in the city of Kufa does not feel safe while
moving within the city of Kufa because he is exposed
to an accident whether he is walking or riding a bicycle.
In 2019, a study was conducted on traffic accidents.
Run-over accidents came in second place after collision
accidents, accounting for 45% of the total accidents in
that
year
(Directorate
of
Transport
and
Communications Statistics, 2019).
Risk-reducing measures (such as reducing vehicle
speed) in the study area are limited to speed bumps,
which are considered old traditional solutions that are
ineffective in achieving the desired goal. There are also
works carried out by planning authorities and decision-
makers in the city that aim to expand the vehicle
movement space, which exacerbates the problem of
traffic accidents. The area is devoid of separate or
shared paths for cycling.
Figure (5) is a model of the methods used to calm vehicle traffic in the city of Kufa.
5.4 Participation and use
There is a percentage of the population who use
walking or cycling as a daily means of transportation in
the city of Kufa, and this percentage does not match
the standards and ambitions aimed at achieving
sustainability in the urban transportation process. In a
study conducted by the researcher (Al-Fedawi) that
dealt with three neighborhoods in the city of Kufa, it
was found that 70% of the residents of these
neighborhoods rely on private cars for daily
transportation
(Al-Fedawi,
2022,
105).
These
percentages are constantly increasing, and this is due to
the lack of keeping pace with the development of urban
transportation planning programs, which led to the
rates of reliance on active transportation decreasing
over time. 5-5 Environmental Impact In a study
0
20
40
60
80
100
120
140
Regional
Sectoral
Major
Secondary
Vehicle crash
Rollover accident
Pedestrian run-over
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conducted by (Al-Mosherefawi) on samples of readings
at various points in the city of Kufa, it was found that
the concentration of CO2 gas resulting from
incomplete combustion of fuel reached (10.5ppm). At
the same time, the permissible global limits were
(9ppm) with an exposure period of (8 hours), while the
concentration of SO2 gas in specific locations reached
(0.11ppm) while the permissible limits nationally and
globally were (0.03ppm) and also exceeded the
allowable limit. These percentages and readings lead to
the fact that there are no trends to increase reliance on
active transportation but rather the opposite, increasing
mechanized transportation.
Source: (Al-Mashrafawi, 2021, pp. 120-121)
5-6 Education and encouragement
There were some trends in the basic plan prepared in
the city of Kufa in 2008 aimed at encouraging walking
and cycling, but they remained ink on paper and did
not see the light in the implementation processes of
the basic plans. As for awareness campaigns about the
benefits of active transportation in the city of Kufa, the
local government does not have such trends, as the
reality of Iraqi society in general and the city of Kufa, in
particular, does not accept such trends and adheres to
some customs such as relying on private
transportation.
5-7 Accessibility
The horizontal urban expansion and sprawl that the
city of Kufa witnessed after 2003. This led to the
absence of connectivity between the city's regions and
the distance between residential and industrial areas
from other services such as schools, health facilities,
and workplaces, which led to the lack of reliance on
active transportation patterns. Some residential
neighborhoods do not have essential services in a way
that enables residents of the residential neighborhood
to reach them on foot, which makes them dependent
on neighboring neighborhoods and thus makes access
to them by one of the active transportation patterns
very difficult. Land uses, especially in the city center, are
characterized by horizontal mixing. Indeed, this type of
mixing does not achieve the factor of convergence of
distances between activities as achieved by vertical
mixing.
CONCLUSION
The horizontal expansion of the city of Kufa and the
abundance of infrastructure for private vehicle roads,
long travel distances, and high transportation costs lead
to a reduction in reliance on active transportation. The
design of residential neighborhoods in Kufa City
encourages horizontal sprawl. It lacks a strategy of
urban solidarity or compactness. It lacks attention to the
infrastructure for sustainable transportation such as
public transportation, walking, and cycling to the point
of making the city devoid of any form of active
transportation, which forced the residents of Kufa city
to rely primarily on private motorized transportation in
the process of transportation, and with a direct
relationship that increased the environmental impacts
and run-over accidents. The absence of encouragement
and education, along with social customs, made active
transportation in Kufa city socially unpopular.
Therefore, the planning of residential neighborhoods
must be reconsidered. Better communication must be
provided, and walking and cycling must be provided in
Figure (6) Concentration of
SO2 Gas in The City of Kufa.
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accordance with the guidelines of sustainable urban
planning. The broader spread of economic activities
throughout the city may increase active travel and
reduce the use of private motorized vehicles.
Moreover, launching bike-sharing programs and public
education campaigns that highlight the social,
economic, and environmental benefits of sustainable
public transportation, walking, and cycling are
effective strategies to break the social fallacy and
increase active travel. This study provides critical initial
insights into this issue. Thus, our findings will be helpful
to policymakers in shaping the city's structure more
sustainably. They will guide decision-makers in
determining policy and planning options for
transportation infrastructure and land use across the
city and allocating funding to promote active
transportation to protect the environment and public
health. At the same time, this is the first study of active
transportation and the built environment in the study
area.
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