Editing City (section)

=== Transportation ===
{{See also|Public transport}}
[[File:Gautrain..., O R Tambo Intl Airport South Africa.jpg|thumb|[[Gautrain]] at [[O. R. Tambo International Airport]] in Johannesburg]]
[[File:Harmoni Central Busway Transjakarta 4.JPG|thumb|[[TransJakarta]] in Indonesia is the longest [[bus rapid transit]] system in the world.]]
[[File:Kevyen liikenteen väylä Baana - G8541 - hkm.HKMS000005-km0000n5jx.jpg|thumb|[[Baana]], a [[Shared-use path|shared-path]] [[rail trail]] in [[Helsinki]]]]
Because cities rely on specialization and an [[economic system]] based on [[wage labour|wage labor]], their inhabitants must have the ability to regularly travel between home, work, commerce, and entertainment.<ref>Grava (2003), pp. 1–2.</ref> City dwellers travel by foot or by wheel on [[road]]s and [[walkway]]s, or use special [[rapid transit]] systems based on [[tunnel|underground]], [[light rail|overground]], and [[Elevated railway|elevated]] rail. Cities also rely on long-distance transportation (truck, [[rail transport|rail]], and [[airplane]]) for economic connections with other cities and rural areas.<ref name=Hart2001>Tom Hart, "Transport and the City"; in Paddison (2001).</ref>

City streets historically were the domain of [[horse]]s and their riders and [[pedestrian]]s, who only sometimes had [[sidewalk]]s and [[transit mall|special walking areas]] reserved for them.<ref>Grava (2003), pp. 15–18.</ref> In the West, [[bicycle]]s or ([[velocipede]]s), efficient human-powered machines for short- and medium-distance travel,<ref>Grava (2003),</ref> enjoyed a period of popularity at the beginning of the twentieth century before the rise of automobiles.<ref>Smethurst pp. 67–71.</ref> Soon after, they gained a more lasting foothold in Asian and African cities under European influence.<ref>Smethurst pp. 105–171.</ref> In Western cities, industrializing, [[electrification|electrifying]], and expanding [[public transit]] systems, especially [[streetcar]]s, enabled urban expansion as new residential neighborhoods sprang up along transit lines and workers rode to and from work downtown.<ref name=Hart2001 /><ref name="WhittYago1985">{{Cite journal |last1=Whitt |first1=J. Allen |last2=Yago |first2=Glenn |date=September 1985 |title=Corporate Strategies and the Decline of Transit in U.S. Cities |url=http://journals.sagepub.com/doi/10.1177/004208168502100106 |journal=Urban Affairs Quarterly|volume=21 |issue=1 |pages=37–65 |doi=10.1177/004208168502100106 |s2cid=153704300 |issn=0042-0816|url-access=subscription }}</ref>

Since the mid-20th century, cities have relied heavily on [[motor vehicle]] transportation, with major [[effects of the car on societies|implications]] for their layout, environment, and aesthetics.<ref name=Borden>Iain Borden, "Automobile Interstices: Driving and the In-Between Spaces of the City"; in Brighenti (2013).</ref> (This transformation occurred most dramatically in the US—where corporate and governmental policies favored automobile transport systems—and to a lesser extent in Europe.)<ref name=Hart2001 /><ref name=WhittYago1985 /> The rise of personal [[car]]s accompanied the expansion of urban economic areas into much larger [[metropolis]]es, subsequently creating ubiquitous [[traffic]] issues with the accompanying construction of new [[highway]]s, wider streets, and alternative [[walkway]]s for pedestrians.<ref>Moshe Safdie with Wendy Kohn, ''The City After the Automobile''; BasicBooks (HarperCollins), 1997; {{ISBN|0-465-09836-3}}; pp. 3–6.</ref><ref>Grava (2003), pp. 128–132, 152–157.</ref>{{sfn | Latham | McCormack | McNamara | McNeill | 2009 | p=30–32}}<ref name="Wachsmuth2014">{{Cite journal|url=https://www.researchgate.net/publication/275321247|doi=10.1068/d21911|title=City as Ideology: Reconciling the Explosion of the City Form with the Tenacity of the City Concept|journal=Environment and Planning D: Society and Space|volume=32|pages=75–90|year=2014|last1=Wachsmuth|first1=David|issue=1 |bibcode=2014EnPlD..32...75W |s2cid=144077154|access-date=30 June 2017|archive-date=24 October 2018|archive-url=https://web.archive.org/web/20181024192135/https://www.researchgate.net/publication/275321247|url-status=live}}</ref> However, severe traffic jams still occur regularly in cities around the world, as private car ownership and urbanization continue to increase, overwhelming existing urban [[street network]]s.<ref name="Gwilliam2013">{{Cite journal|url=https://www.scribd.com/document/326229357/Cities-on-the-Move-Ten-Years-After|doi=10.1016/j.retrec.2012.06.032|title=Cities on the Move Ten Years After &#124; Biofuel &#124; Economic Growth|journal=Research in Transportation Economics|volume=40|pages=3–18|year=2013|last1=Gwilliam|first1=Kenneth|access-date=30 June 2017|archive-date=28 July 2020|archive-url=https://web.archive.org/web/20200728140827/https://www.scribd.com/document/326229357/Cities-on-the-Move-Ten-Years-After|url-status=live|url-access=subscription}}</ref>

The urban [[Public transport bus service|bus system]], the world's most common form of public transport, uses a network of scheduled [[bus route|routes]] to move people through the city, alongside cars, on the roads.<ref>Grava (2003), 301–305. "There are a great many places where [buses] are the only public service mode offered; to the best of the author's knowledge, no city that has transit operates without a bus component. Leaving aside private cars, all indicators—passengers carried, vehicle kilometers accumulated, size of fleet, accidents recorded, pollution caused, workers employed, or whatever else—show the dominance of buses among all transit modes, in this country as well as anywhere else around the world. [...] At the global scale, there are probably 8000 to 10,000 communities and cities that provide organized bus transit. The larger places have other modes as well, but the bulk of these cities offers buses as their sole public means of mobility."</ref> The economic function itself also became more decentralized as concentration became impractical and employers relocated to more car-friendly locations (including [[edge city|edge cities]]).<ref name=Hart2001 /> Some cities have introduced [[bus rapid transit]] systems which include exclusive [[bus lanes]] and other methods for prioritizing bus traffic over private cars.<ref name="Gwilliam2013" /><ref>{{Cite journal |last1=Levinson |first1=Herbert |last2=Zimmerman |first2=Samuel |last3=Clinger |first3=Jennifer |last4=Rutherford |first4=G. |year=2002 |title=Bus Rapid Transit: An Overview |url=http://scholarcommons.usf.edu/jpt/vol5/iss2/1/ |journal=Journal of Public Transportation |volume=5 |issue=2 |pages=1–30 |doi=10.5038/2375-0901.5.2.1 |s2cid=17621150 |issn=1077-291X|doi-access=free }}</ref> Many big American cities still operate conventional public transit by rail, as exemplified by the ever-popular [[New York City Subway]] system. Rapid transit is widely used in Europe and has increased in Latin America and Asia.<ref name="Gwilliam2013" />

[[Walking]] and [[cycling]] ("non-motorized transport") enjoy increasing favor (more [[pedestrian zone]]s and [[bike lane]]s) in American and Asian urban transportation planning, under the influence of such trends as the [[healthy city|Healthy Cities]] movement, the drive for [[sustainable development]], and the idea of a [[carfree city]].<ref name="Gwilliam2013" /><ref>{{Cite journal |pmc = 3428861|year = 2012|last1 = Rydin|first1 = Y.|title = Shaping cities for health: Complexity and the planning of urban environments in the 21st century|journal = Lancet|volume = 379|issue = 9831|pages = 2079–2108|last2 = Bleahu|first2 = A.|last3 = Davies|first3 = M.|last4 = Dávila|first4 = J.D.|last5 = Friel|first5 = S.|last6 = De Grandis|first6 = G.|last7 = Groce|first7 = N.|last8 = Hallal|first8 = P.C.|last9 = Hamilton|first9 = I.|last10 = Howden-Chapman|first10 = P.|last11 = Lai|first11 = K.M.|last12 = Lim|first12 = C.J.|last13 = Martins|first13 = J.|last14 = Osrin|first14 = D.|last15 = Ridley|first15 = I.|last16 = Scott|first16 = I.|last17 = Taylor|first17 = M.|last18 = Wilkinson|first18 = P.|last19 = Wilson|first19 = J.|pmid = 22651973|doi = 10.1016/S0140-6736(12)60435-8}}</ref><ref>{{Cite journal|url=https://www.academia.edu/17076734|doi=10.1016/j.landurbplan.2004.09.036|title=Greenways: Multiplying and diversifying in the 21st century|journal=Landscape and Urban Planning|volume=76|issue=1–4|pages=252–290|last1=Walmsley|first1=Anthony|year=2006|bibcode=2006LUrbP..76..252W |access-date=20 December 2017|archive-date=10 December 2021|archive-url=https://web.archive.org/web/20211210035741/https://www.academia.edu/17076734|url-status=live}}</ref> Techniques such as [[road space rationing]] and [[road pricing|road use charges]] have been introduced to limit urban car traffic.<ref name="Gwilliam2013" />