Dubai Traffic – Guidelines for a Sustainable Urban Living
PREAMBLE
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If you live in a cosmopolitan city, you are used to the frenetic and chaotic vehicle traffic. Dubai, with its fast-paced development, growing population and influx of tourists, is not that different.
Every time I find myself stuck in traffic, I start looking around assessing the road network, its urban context and trying to understand the root causes behind such level of traffic. I can’t help it - the Engineer and Master Planner inside me override the Projects Director on his way to work.
After almost two years in this exercise, I started noticing the patterns.
In this article I explore subjects such as public transport, road connectivity, traffic free flow, urban density and land use, schools, vehicle speed, speed bumps and parking bays, and what needs to be improved to achieve a more sustainable urban living.
This is my personal contribution to the Emirate of Dubai and its Residents.
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1. PUBLIC TRANSPORT
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Dubai holds the distinction of being the first in the Middle East to establish a mass transit public transport system. The Dubai Metro, since its inception, has been a symbol of the city's commitment to modernity and sustainability. However, despite this significant achievement, the city's transit infrastructure faces challenges that hinder its efficiency and accessibility for a large segment of its population.
Dubai's urban development suffers from I call "far-west cowboy city syndrome." This phenomenon describes cities that expand linearly along a main thoroughfare, much like the frontier towns of the American West. In Dubai's case, this development pattern is evident along Sheikh Zayed Road, the city's primary artery that runs parallel to the coastline. The metro line, which follows this route, primarily serves the populations residing within this narrow corridor, leaving vast residential areas underserved.
For a mass transit system to be truly effective, it must provide comprehensive connectivity that enables residents to commute from their homes to workplaces without relying on personal vehicles. This requires a network that not only covers the main commercial districts but also extends into residential neighborhoods, ensuring equitable access for all city dwellers.
One of the critical components of an efficient transit system is robust last-mile connectivity. ?This involves transportation solutions that bridge the gap between transit hubs and final destinations, typically within a 1.5 km radius.
In many global cities, this is achieved through an extensive bus network, cycling paths, or pedestrian-friendly infrastructure.
In Dubai, however, last-mile options are either minimal or nonexistent. The lack of these services forces residents to depend on personal vehicles, even when using the metro for a portion of their journey is feasible.
For residents living beyond the reach of last-mile services, Park & Ride facilities at metro stations offer a practical solution. These facilities allow commuters to park their vehicles at transit hubs and complete their journey using public transport.
Implementing such facilities, especially outside the city center, and offering them free of charge can significantly encourage the use of mass transit. Unfortunately, Dubai currently has limited Park & Ride options, which diminishes the appeal of using the metro for many potential users.
The shortcomings in Dubai's mass transit system have tangible consequences. A significant portion of the city's residents have no viable alternative but to drive to work, leading to increased traffic congestion during peak hours. This not only causes delays and reduces productivity but also contributes to higher emissions and environmental degradation. The reliance on personal vehicles strains the city's infrastructure and contradicts global trends toward sustainable urban living.
Addressing these challenges requires a strategic expansion of the metro network. Extending lines inland and into the southern districts beyond Sheikh Zayed Road would connect currently isolated residential areas. Such expansion would democratize access to efficient public transport, reduce the dependency on cars, and distribute commuter traffic more evenly across the network.
The good news is that Dubai has announced ambitious plans to more than double its number of metro stations by the year 2040. The Dubai Metro currently has 64 stations operating and intends to have 140 stations by 2040. Work is currently underway on the Dubai Metro blue line which will stretch over a total of 30km, with 15.5 km running underground and 14.5 km above ground. We also know that the development and expansion of Al Maktoum International Airport to eventually make it the world’s largest capacity airport will include Dubai Metro stations within it.
Implementing a comprehensive last-mile transportation system is essential. Establishing feeder bus services at every metro station can significantly enhance accessibility. These services should be frequent, reliable, and integrated with the metro schedule to ensure seamless transfers. Additionally, promoting alternative modes of transport like cycling and walking through safe infrastructure can complement these efforts.
Developing ample Park & Ride facilities at strategic locations outside the central business district can alleviate congestion and promote mass transit usage. These facilities should be user-friendly, secure, and free of charge to incentivize commuters to opt for public transport over driving into the city center. Integrating these facilities with real-time information systems can further enhance user experience.
Beyond infrastructure, policy measures play a crucial role. Implementing incentives for public transport use, such as subsidized fares or tax benefits, can encourage a shift in commuter behavior. Simultaneously, public awareness campaigns highlighting the environmental and personal benefits of using mass transit can foster a culture that values sustainable transportation.
Dubai can draw inspiration from cities that have successfully expanded and optimized their mass transit systems. For instance, Singapore's integrated transport network combines extensive metro lines with comprehensive bus services and Park & Ride facilities, resulting in one of the world's most efficient public transport systems. Adapting such models to Dubai's unique context can provide valuable insights and strategies.
The path to improving Dubai's mass transit system is clear and attainable:
1.???? Expansion of Metro Lines: Developing new metro lines that penetrate deeper into residential districts, particularly those south of Sheikh Zayed Road, is imperative. This expansion should be planned with future urban development in mind to ensure long-term relevance and efficiency.
2.???? Implementation of Last-Mile Buses: Establishing feeder bus networks at each metro station will significantly enhance accessibility. These services must be reliable, frequent, and synchronized with metro schedules to provide a seamless transit experience.
3.???? Development of Park & Ride Facilities: Constructing free-of-charge Park & Ride facilities at all metro stations outside the central area can encourage commuters to switch from personal vehicles to public transport. These facilities should offer sufficient capacity and security to meet the needs of a growing population.
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2. ROAD CONNECTIVITY
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A city's road infrastructure primarily comprises three hierarchical types of roads: arterial roads, collector roads, and local roads.
Traditionally, arterial and collector roads are engineered to enable vehicles to take any direction at intersections, facilitating smooth and efficient traffic flow.
However, in Dubai, this conventional approach is not consistently applied, leading to significant traffic challenges.
Before delving into the specifics of Dubai's traffic issues, it's essential to comprehend the functions of the different road types:
In an optimally functioning network, arterial and collector roads allow vehicles to turn in any direction at intersections, ensuring direct routes and minimizing travel distances.
Dubai's road network deviates from this norm in several significant ways:
The restrictions on turning movements have profound implications for traffic flow and urban mobility:
The rationale behind Dubai's road design choices may stem from various considerations:
While these reasons have merit, the unintended consequences highlight a need for a balanced approach.
In many cities worldwide, road networks are designed to maximize accessibility and directness of routes:
Moving forward, Dubai needs to improve its current and future road network connectivity.
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3. TRAFFIC FREE FLOW
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Traffic free flow refers to the uninterrupted movement of vehicles without the need for stopping at intersections, signals, or roundabouts
This is typically achieved through grade-separated crossings, where roads intersect at different levels using overpasses, underpasses, or tunnels.
Grade separation eliminates conflicts between crossing traffic streams, thereby enhancing safety, reducing travel times, and improving overall traffic efficiency.
For a city like Dubai, where time is a valuable commodity, and the economy relies heavily on the seamless movement of goods and people, ensuring traffic free flow is not just a convenience but a necessity. It directly impacts productivity, reduces fuel consumption, and lowers vehicle emissions, contributing to environmental sustainability.
Despite Dubai's advanced infrastructure, there are arterial roads with four or more lanes that intersect at grade, controlled by traffic signals or roundabouts. These at-grade crossings interrupt the flow of traffic, causing delays and increasing the risk of accidents.
During peak hours, the congestion at these intersections can be significant, leading to frustration among drivers and a decrease in the efficiency of the transportation network.
For example, arterial roads such as Al Khail Road and Sheikh Zayed Road are designed for high-speed travel but are occasionally impeded by at-grade crossings in certain sections. The presence of traffic signals and roundabouts on these major roads contradicts the principle of uninterrupted flow that arterial roads are meant to provide.
Implementing grade-separated crossings on all arterial roads is essential for several reasons:
1.???? Enhanced Safety: Eliminating at-grade crossings reduces the likelihood of collisions caused by conflicting traffic movements. Grade separation minimizes the points of conflict between vehicles, pedestrians, and cyclists.
2.???? Improved Traffic Efficiency: Without the need to stop at signals or navigate roundabouts, vehicles can maintain consistent speeds, reducing travel times and improving punctuality for commuters and commercial transport.
3.???? Economic Benefits: Time saved on the roads translates into economic gains. Businesses can operate more efficiently, and the logistics sector benefits from faster delivery times.
4.???? Environmental Advantages: Smoother traffic flow leads to reduced idling and acceleration, lowering fuel consumption and emissions, contributing to Dubai's sustainability goals.
While the benefits are clear, implementing grade-separated crossings across all arterial roads in Dubai presents challenges:
For every engineering challenge, there is a solution that balances cost, time, and intent. A tailored approach is essential, considering the unique characteristics of each intersection or crossing. Here are some engineering solutions that can be adapted to Dubai's context:
1.???? Overpasses and Underpasses: Constructing bridges or tunnels allows for uninterrupted traffic flow. In areas with space limitations, underpasses can be a viable option to avoid altering the existing landscape significantly.
2.???? Flyovers: Elevated roadways can bypass congested areas or intersections. Modular construction techniques can expedite the building process and reduce costs.
3.???? Stacked Interchanges: Multi-level interchanges can handle high volumes of traffic from different directions without interference. Although complex and potentially costly, they are effective for major junctions.
4.???? Roundabout Upgrades: Converting at-grade roundabouts into grade-separated interchanges can maintain the benefits of circular traffic flow while eliminating stop-and-go conditions.
5.???? Intelligent Transportation Systems (ITS): Incorporating technology to manage traffic flow can complement physical infrastructure. Adaptive signal control and real-time traffic monitoring can optimize traffic movement where grade separation is not immediately feasible.
6.???? Phased Implementation: Prioritizing critical intersections and implementing grade separation in phases can spread out costs and minimize disruptions.
Cities worldwide have successfully addressed similar challenges:
Dubai can learn from these examples, adapting solutions to fit its unique context and urban development goals.
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4. URBAN DENSITY AND LAND USE
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The main role of a municipality is to regulate how the city operates and grows to provide its residents with a sustainable and vibrant environment across all sectors: economy, society, safety, quality of life, among others.
One of the most powerful tools is the set of Urban Planning Regulations and Guidelines.
These define land uses, building heights, maximum Gross Floor Area (GFA) per land area (Floor Area Ratio, FAR), setbacks, parking requirements, right-of-way corridors, public spaces, among other subjects. With these variables, the municipality can dictate the future of its city.
When well applied, it leads to massive positive impact, but unfortunately also works the other way around. When not properly applied, it leads to major problems.
Dubai is a mixed bag. There are good and bad examples, but several problems stand out that need improvement.
Urban density is measured by Floor Area Ratio (FAR), which consists of a building’s floor area in relation to the size of the lot or parcel that the building is located on. This ratio depends on two major variables:
Good design practices advise that in urban areas the building footprint should not exceed 60% of the plot area.
Good sustainability practices advise that buildings should be roughly G+5. This by itself is a major subject and one that I really appreciate. Please note that we are not discussing environmental subjects. People tend to confuse sustainability with environment. Sustainability is much more than environment, but I will leave this subject for a separate article.
A G+5 building arrangement allows for a balanced mixed-use development. This means we can have retail services on the ground floor, offices on a mezzanine floor, four floors of mainstream residential, and one floor of premium residential, as well as accommodate all parking on a basement level, for example.
This is important to ensure a good land use mix, boost the local economy, reduce the need for daily commuting, and by default, reduce vehicle traffic.
There are also important infrastructure benefits with this arrangement: it enables an optimized wet and dry utilities infrastructure.
There is a minimum served population requirement to ensure an acceptable cost per capita of the utility facilities, such as wastewater treatment plants and electrical substations. But there is also a maximum served population requirement to ensure that the transmission and distribution networks are cost-effective and don’t occupy excessive space in the right-of-way.
For those less familiar with the terminology, right-of-way refers to the corridor of land allocated for public domain, such as transportation infrastructure, pedestrian mobility, wet and dry utilities infrastructure, and rights of access and passage.
Also, the ratio of rooftop area to water heating demand allows the use of efficient solar systems.
From a neighborhood integration and security perception perspective, a G+5 arrangement is also very beneficial. According to social studies, there is a maximum average number of people we can keep track of and consider as part of our social network. The exact number is not agreed upon, but it ranges from 150 to 250 people. This is known as Dunbar's Number.
Dunbar suggested that a maximum group size of 150, which he found represented in naturally forming groups all over the world in different domains and cultures—from tribes to military units—is a function of neocortex size in the primate brain.
So a neighborhood block that doesn't exceed 250 residents will generally have a greater sense of community belonging and security, and residents will take more care of the common areas.
Also, interestingly enough, it's a good-sized population to be served by a bus stop, and the space between blocks will be approximately 300 meters, which is a suitable distance for bus operations efficiency and within a 15-minute walkable distance from the furthest point of the neighborhood block.
Last but not least, if for every five neighborhood blocks there is a metro station or any other mass transit option, then you achieve the perfect public transportation scenario.
1,500 meters is a good distance to ensure metro operations efficiency and to serve a decent-sized population of approximately 6,250 people, ensuring operational profitability.
So overall, if we go below or above this G+5 building arrangement, then we start facing challenges.
Low-rise buildings result in:
High-rise buildings result in:
As said, Dubai has good and bad examples, but there are two typical bad examples that stand out:
Moving forward, the focus should be on sustainable urban density (G+5) and proper balance of land use mix.
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5. SCHOOLS
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When designing a city, district, or neighborhood, it is critical to define the community facilities within that area, such as:
All of the above are required to ensure a functional urban space and need to be located within a specific maximum distance, within a specific maximum travel time, or to serve a maximum number of people.
Schools have a significant impact on vehicle traffic. For evidence, simply observe the traffic in Dubai during and after a school break; no special studies are needed to validate this fact.
Furthermore, the degree of traffic congestion is inversely proportional to the adequacy of the school facilities in a given area. In other words, the more severe the traffic congestion, the less adequate the school facilities. The adequacy of school facilities depends on:
Schools should always be at the heart of every urban center. This is an area where Dubai needs massive improvement. Unfortunately, it is very common to see districts and neighborhoods without schools.
As a result, parents need to travel significant distances to accommodate their children's school commuting within their daily work commute. It is also common to see schools located in undeveloped areas, completely disconnected from residential zones, where in many cases they can only be reached via arterial roads such as highways.
These situations are extremely disruptive:
Moving forward, Dubai needs to consider schools at the heart of all new urban developments.
7. VEHICLE SPEED
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In general, there is a misconception that a high-speed roads can carry a higher volume of traffic. This is not correct. Faster isn’t always better.
In the realm of traffic engineering and urban planning, a common misconception persists: the belief that increasing the speed limits on roads will inherently lead to higher traffic flow.
At first glance, this assumption seems intuitive—if vehicles move faster, more of them should pass a point in a given time.
However, the reality is more nuanced. In fact, higher speeds can lead to decreased traffic flow due to the complex interplay between speed, traffic density, and safety requirements. This article delves into the intricacies of traffic flow theory to elucidate why high-speed roads do not necessarily carry a higher volume of traffic.
To comprehend this paradox, it's essential to understand the fundamental elements of traffic flow: speed, density, and flow.
These variables are interconnected through the fundamental relationship: q = k × v.
This equation implies that traffic flow is the product of density and speed. However, the relationship is not linear due to the safety spacing required between vehicles at different speeds.
The fundamental diagram of traffic flow illustrates the relationship between speed, density, and flow. It reveals that:
One critical factor affecting traffic flow is the headway - the distance or time between two vehicles traveling in the same direction.
At higher speeds, safety regulations and driver behavior necessitate greater headways to allow sufficient reaction time. For example:
The maximum flow occurs not at the highest speeds but at moderate speeds where the product of speed and density is optimized. This optimal point balances:
Empirical studies have shown that the maximum flow on freeways typically occurs at speeds ranging from 50 to 60 km/h (31 to 37 mph). Beyond these speeds, any increase in speed requires disproportionate increases in headway, thereby reducing density and overall flow.
Understanding this relationship has practical implications for traffic management:
For instance, the German Autobahn, famous for sections without speed limits, experiences congestion similar to speed-limited highways during peak times. The lack of speed limits does not translate to higher flow because safety considerations and increased headways at high speeds reduce density.
In Dubai the maximum speed in urban dense areas is significantly high. As a result, the traffic flow is not optimized, and the number of traffic accidents occurs more frequently then desired or with more severe damages.
Moving forward it is recommended that the maximum speeds in Dubai road network is re-assessed and reduced overall.
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8. SPEED BUMPS
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Speed bumps are a class of traffic calming devices that use vertical deflection to slow motor-vehicle traffic in order to improve safety conditions.
Speed Bumps can be designed for two different purposes:
The height and shape of the speed bump dictate the design speed and the above purposes.
Unfortunately, most of the times, municipalities and communities have no clue on how to select a speed bump and they end up creating an additional problem, instead of resolving the original one.
There are many examples of incorrect selection of speed bumps with negative impact on traffic and road safety. Dubai included.
For example, observe the speed bumps installed in the access roads to DAMAC Hills 2 in Akoya. The height and shape of the speed bumps is such that in order not to damage the vehicles, the drivers need to reduce speed from 60Km/h to less than 10km/h, which is basically stopping the vehicles.
For the drivers who don’t know well this access roads and are unaware of such bumps, one of following scenarios occurs:
a)????? either they fly their cars over the bumps and do an ultimate test on their suspension, potentially damaging the vehicle and loosing steering control;
b)???? or they brake drastically to avoid flying over the speed bump but risk a direct collision from the rear vehicle who doesn’t have any visibility over the speed bump and is not expecting any sudden brake.
The above scenarios are even worst at night. There are no street lighting directly above the speed bumps and the lux level is not the best, therefore the visibility is extremely poor.
On top of the above road safety concerns, we have the negative impact on vehicle traffic.
Forcing vehicles to reduce drastically their traveling speeds results in something called phantom traffic jams.
Have you ever been in a situation where you find yourself stuck in a traffic jam in the middle of a highway and suddenly the jam disappears and there are no signs of accident or anything that could justify the traffic jam ?
Well, if there are enough cars on a road, any minor disruptions to the flow of traffic can cause a self-reinforcing chain reaction: one car brakes slightly, and the ones behind it brake just a bit more to avoid hitting it, with the braking eventually amplifying until it produces a wave of stopped or slowed traffic.
These traffic waves arise from small perturbations in a uniform traffic flow, like a bump in the road, or a driver braking after a moment of inattention.
This is what happens at this location at traffic peak hours.
So these speed bumps only result in traffic jams at peaks hours and in increased number of accidents and incidents.
Moving forward, the selection and location of speed bumps needs to be carefully executed.
Height, length and shape are not random. There is engineering behind it and needs to be correctly applied.
Speed bumps must be no less than 25mm high and no more than 100mm high. It is important that speed bumps are not too steep to ensure vehicles can safely pass over them. The maximum gradient recommended for speed bumps is a 1:10 gradient.
Furthermore, there are better options than speed bumps to control traffic speed, namely:
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9. PARKING BAYS
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Dubai, renowned for its rapid urban development, faces a growing challenge with parking infrastructure. The city's current parking requirements for various land uses are sometimes insufficient, leading to overcrowded public parking spaces and strained urban mobility.
The parking requirements in Dubai for different land uses are currently as follows:
For a city with a mature public transportation system, the above would be fine, but this is not the reality.
The lack of a good public transport and undersized parking leads to several issues:
To understand how Dubai's parking requirements stand in a global context, let's compare them with the standards in other major cities across the specified land uses.
Retail Spaces
§? Dubai: 1 bay per 70 sq.m. of GFA.
§? Berlin, Germany: Typically requires 1 space per 50 sq.m. of retail area. Emphasizes sustainable transport, but still provides sufficient parking in suburban areas.
§? Madrid, Spain: Generally requires 1 space per 35-40 sq.m. of retail space. Aims to balance between car usage and public transport reliance.
§? Lisbon, Portugal: Requires 1 space per 50 sq.m. of retail GFA. Encourages public transport but acknowledges the need for parking.
§? Los Angeles, USA: Requires 1 space per 23-28 sq.m. of retail area. Car-centric city with high parking provisions.
§? Houston, USA: Requires 1 space per 19-28 sq.m. of retail space. High reliance on private vehicles dictates generous parking requirements.
§? Toronto, Canada: Requires 1 space per 20-40 sq.m. depending on the area. Balances between urban density and vehicle usage.
§? Hong Kong: Requires 1 space per 200-300 sq.m. due to excellent public transport. Encourages minimal car use in dense urban areas.
§? Singapore: Requires 1 space per 45-60 sq.m. of retail GFA. Strong public transport reduces dependency on cars.
§? Brisbane, Australia: Requires 1 space per 20-30 sq.m. in suburban areas. Urban areas may have lower requirements due to better public transport.
Office Buildings
§? Dubai: 1 bay per 50 sq.m. of GFA.
§? Berlin: Requires 1 space per 75-100 sq.m. of office space. Promotes cycling and public transport for commuting.
§? Madrid: Requires 1 space per 40 sq.m. of office GFA. Balances parking with public transport availability.
§? Lisbon: Requires 1 space per 40 sq.m. of office area. Recognizes the need for parking while promoting alternative transport.
§? Los Angeles: Requires 1 space per 35 sq.m. of office space. High car dependency necessitates more parking.
§? Houston: Requires 1 space per 30 sq.m. of office space. Reflects the city's car-centric infrastructure.
§? Toronto: Requires 1 space per 40-60 sq.m. depending on location. Urban centers have reduced requirements.
§? Hong Kong: Requires 1 space per 150-200 sq.m. due to heavy reliance on public transport.
§? Singapore: Requires 1 space per 100-300 sq.m. depending on the zone. Encourages use of public transit and discourages car ownership.
§? Brisbane: Requires 1 space per 50 sq.m. in suburban areas. Urban areas may have maximum limits to discourage car use.
Hotels
§? Dubai: 1 bay per 5 hotel rooms.
§? Berlin: Requires 1 space per 3-5 rooms, depending on hotel size and location.
§? Madrid: Requires 1 space per 3 hotel rooms. Additional spaces may be required for conference facilities.
§? Lisbon: Requires 1 space per 2-3 hotel rooms. Higher provisions for luxury hotels.
§? Los Angeles: Requires 1 space per hotel room, plus additional for facilities.
§? Houston: Requires 1 space per hotel room, reflecting high car usage.
§? Toronto: Requires 0.75 to 1 space per hotel room.
§? Hong Kong: Requires minimal parking due to excellent public transport.
§? Singapore: Requires 1 space per 3-5 rooms, with reductions in central areas.
§? Brisbane: Requires 1 space per 4 rooms in urban areas; more in suburban locations.
Food and Beverage Establishments
§? Dubai: 1 bay per 50 sq.m.
§? Berlin: Requires 1 space per 10-20 sq.m. of dining area.
§? Madrid: Requires 1 space per 20-30 sq.m. of dining space.
§? Lisbon: Requires 1 space per 25 sq.m. of dining area.
§? Los Angeles: Requires 1 space per 5-10 sq.m. of dining area.
§? Houston: Requires 1 space per 2-5 sq.m. due to high car usage.
§? Toronto: Requires 1 space per 20-30 sq.m. of dining area.
§? Hong Kong: Minimal parking requirements; relies on public transport.
§? Singapore: Requires 1 space per 45 sq.m. of dining area.
§? Brisbane: Requires 1 space per 10-20 sq.m. of dining area.
Residential Units
§? Dubai: Units ≤150 sq.m.: 1 bay per unit. Units >150 sq.m.: 2 bays per unit.
§? Berlin: Requires 0.5 to 1 space per unit, promoting alternative transport modes.
§? Madrid:Requires 1 space per unit, plus additional visitor parking.
§? Lisbon: Units up to 80 sq.m.: 1 space per unit; Units 80-120 sq.m.: 1.5 spaces per unit ; Units over 120 sq.m.: 2 spaces per unit ;Also requires visitor parking provisions.
§? Los Angeles: Requires 2 spaces per unit, regardless of size.
§? Houston:Requires 1.33 to 2 spaces per unit, depending on the number of bedrooms.
§? Toronto:Requires 0.5 to 1.2 spaces per unit, plus visitor parking.
§? Hong Kong:Requires 0.1 to 0.2 spaces per unit, due to reliance on public transport.
§? Singapore:Requires 1 space per unit, with reductions in central areas.
§? Brisbane:Requires 1 to 2 spaces per unit, plus visitor parking.
Of course there is also implications of Increased Parking Requirements:
To mitigate negative impacts, Dubai should:
Dubai's current parking requirements are insufficient, leading to various urban challenges. By comparing its standards with those of Berlin, Madrid, Lisbon, Los Angeles, Houston, Toronto, Hong Kong, Singapore, and Brisbane, it's evident that increasing parking provisions is necessary for most land uses. However, this should be balanced with sustainable urban planning strategies to avoid encouraging excessive car use.
In summary, the recommendations to adjust Dubai Parking Requirements are as follows: