Intermodal Connections Research Articles

Multi-airport system management strategies considering air-rail intermodality and social welfare

The resource allocation and utilization efficiency in multi-airport systems can be significantly enhanced through the implementation of effective management strategies, thereby enhancing transportation efficiency in these critical transportation hubs. This study proposes a decision-making model for governments, airports, and air carriers operating within multi-airport systems, incorporating network structures that encompass both air-rail intermodal connectivity and direct route options. A backward induction method is employed to conduct a comparative analysis of social welfare between group management and localized management strategies for multi-airport systems. The results demonstrate that the group management strategy represents the Nash equilibrium, as it ensures the maximization of social welfare while maintaining alignment with public welfare objectives. Further examination of high-speed rail unit operating costs reveals a potential Prisoner’s Dilemma that the management departments may encounter. When the high-speed rail unit operating costs fall below a critical threshold, total social welfare under the localized management strategy surpasses that of the group management strategy for multi-airport systems. Moreover, higher airline revenue proportions derived from air-rail intermodal services may mitigate the likelihood of encountering a Prisoner’s Dilemma, as the critical value of high-speed rail unit operating cost increases with the increase of airline revenue proportions. These findings provide valuable insights for policymakers and stakeholders in designing effective multi-airport system management strategies, integrating both operational efficiency and social welfare maximization.

Spatially Varying Effect Mechanism of Intermodal Connection on Metro Ridership: Evidence from a Polycentric Megacity with Multilevel Ring Roads

Understanding the spatially varying effect mechanism of intermodal connection on metro ridership helps policymakers develop differentiated interventions to promote metro usage, especially for megacities with multiple city sub-centers and ring roads. Using multiple datasets in Shanghai, this study combines Light Gradient Boosting Machine (LightGBM) with Shapley additive explanations (SHAP) to explore these effects with the consideration of the built environment and metro network topology. Results show that the collective impacts of intermodal connection are positive, not only within the main city but also alongside the main commuting corridors, while negative effects occur in the peripheral area. Specifically, bike sharing trips increase metro ridership within the inner ring of the city, while bus services lower metro usage at stations alongside the elevated ring roads. Parking facilities enable metro usage at city sub-centers, and the small pedestrian catchment area increases metro riders alongside the main commuting corridors. Empirical findings help policymakers understand the effect mechanism of intermodal connection for stations in different regions and prioritize customized planning strategies.

Effect of beliefs and attitudes on public transport users’ choices. The moderating role of perceived intermodal connectivity

Effect of beliefs and attitudes on public transport users’ choices. The moderating role of perceived intermodal connectivity

Analysing intermodal connectivity for the functionality of Namibia’s regional logistics hub

Background: In today’s interconnected global economy, logistics and supply chain management are pivotal in facilitating the movement of goods and services across regions. Supply chains have become increasingly complex, involving multiple stakeholders, diverse transportation modes, and intricate global networks. The efficient management of these supply chains has emerged as a critical determinant of competitiveness and economic growth for businesses and nations.Objectives: The study aims to analyse the level of intermodal connectivity and how it enhances the functionality of a regional logistics hub using Namibia as a case study.Method: The research study adopted a mixed-method design, collecting data through interviews, questionnaires, and documentary analysis to examine intermodal connectivity and its impact on the functionality of the Namibian regional logistics hub.Results: The study’s key findings reveal a fragmented railway system and a significant reliance on road transportation within the Namibian transport system. The level of intermodality is found to be low, indicating limited connectivity and integration between different modes of transport in Namibia.Conclusion: The study highlights the need to address the fragmentation within the railway system, reduce the heavy reliance on road transportation, and improve intermodal connectivity to enhance the functionality and efficiency of the Namibian transport system.Contribution: This research contributes to the existing knowledge of transportation and logistics hubs within the Namibian context. By exploring the role of intermodal connectivity, the study builds upon the theoretical frameworks of transport geography, logistics management, and infrastructure planning.

An integrated intermodal freight transportation system to avoid container supply chain disruptions in Chattogram Port of Bangladesh

An integrated intermodal freight transportation system is a derived demand to transport shipping containers from/to the seaport to/from the hinterland, instead of undertaking cargo loading and unloading activities in port-protected areas. The concept of the intermodal system is to transfer containers to nearby hinterland nodes, such as dry ports, inland rail, road, and river terminals as a part of port development, as well as increasing port efficiency and productivity. Lloyd’s List ranked Chattogram Port as the 67th busiest container port in the world as per container port throughput in 2022. Chattogram Port has small-scale intermodal facilities for off-docks/ICDs in the port city only. In addition, a pure intermodal system has been developed by one rail ICD in the capital city, Dhaka, and two RICTs nearby Dhaka, but less than 5 % of port throughput. A large-scale intermodal for serving the major cities, SEZs, EPZs, and industrial areas is absent due to planning and policy problems, as well as the unavailability of intermodal infrastructure and network. Due to an improper hinterland intermodal chain, the port faced container supply chain disruptions at the port yard and exceeded port capacity, resulting in container vessel congestion at the outer anchorage of Chattogram Port. By developing rail and road infrastructure, and utilizing natural river connectivity, it is possible to develop road, rail, and river intermodal systems, and shape an integrated intermodal freight transportation system to avoid container supply chain disruptions in Chattogram Port. To develop an integrated intermodal system, this research chose a quantitative research methodology for port throughput data analysis and forecasting future throughputs that are advanced to the intermodal model for Chattogram Port. Overall, this paper aims to develop an integrated intermodal freight transportation system to support Chattogram Port to keep and increase the record of port productivity, efficiency, and competitiveness actively. Highlights Intermodal system is a derived demand for managing hinterland and port terminals of a seaport that needs to be implemented in Chattogram Port Container supply chain disruptions to be avoided to increase the port productivity and efficiency Inland intermodal connectivity will help to increase hinterland of a seaport It is necessary to develop an integrated intermodal freight transportation system to support Chattogram Port to keep and increase the record of port productivity, efficiency, and competitiveness globally

Multi-modality frequency-aware cross attention network for fake news detection

An increasing number of fake news combining text, images and other forms of multimedia are spreading rapidly across social platforms, leading to misinformation and negative impacts. Therefore, the automatic identification of multimodal fake news has become an important research hotspot in academia and industry. The key to multimedia fake news detection is to accurately extract features of both text and visual information, as well as to mine the correlation between them. However, most of the existing methods merely fuse the features of different modal information without fully extracting intra- and inter-modal connections and complementary information. In this work, we learn physical tampered cues for images in the frequency domain to supplement information in the image space domain, and propose a novel multimodal frequency-aware cross-attention network (MFCAN) that fuses the representations of text and image by jointly modelling intra- and inter-modal relationships between text and visual information whin a unified deep framework. In addition, we devise a new cross-modal fusion block based on the cross-attention mechanism that can leverage inter-modal relationships as well as intra-modal relationships to complement and enhance the features matching of text and image for fake news detection. We evaluated our approach on two publicly available datasets and the experimental results show that our proposed model outperforms existing baseline methods.

Study of Integration of Greater Bandung BRT Service in Bandung City

The Trans Metro Pasundan (BRT) requires a comprehensive review for network integration with existing modes like angkot, Damri Bus, Trans Metro Bandung (TMB), and commuter trains (KRD). This study aims to employ a GIS model to assess BRT integration in Bandung City through spatial and trip analysis. Key network integration indicators include: (1) overlap level; (2) area coverage within catchment areas; (3) the number of transfers between corridors; and (4) route availability. Analysis shows that the unclear intermodal hierarchy has caused high overlap level and low coverage areas. Low intermodal connectivity also leads to high number of transfers. These issues do not meet the concept of equity set out in the regulations. BRT overlap exceeds 60% with angkot and 90% with Damri, failing to enhance coverage in certain areas, particularly four eastward sub-districts, with catchment ratios of just 13% - 27%. Utilizing ArcGIS, 26 out of 900 trips between sub-districts, originating at BRT stops, require more than the regulation’s designated two corridor transfers. Route availability is measured by the walking distance needed to access a stop between routes, which remains below the 500-meter regulatory limit.

Development of Sustainable Integrated Transit Area in Gorontalo Province, Indonesia

Transportation integration is the integration of air, rail and land transportation modes with the aim of improving transportation performance more efficiently and effectively. The development of transit areas is important in order to realize a sustainable transportation system. Isimu Terminal in Gorontalo Province is a gateway to access to various modes of mass public transportation that serve inter and intra-provincial transportation. This research aims to evaluate the existing conditions of the Isimu terminal based on the evolution of the implementation of transit area development according to the categories: seamless mobility, sustainable neighborhood and optimum growth. This research is qualitative deductive. Primary data was obtained through in-depth interviews with station users and direct observation. Secondary data is obtained through institutional surveys to relevant parties. The result the integration of services between Djalaludin airport and Isimu terminal does not seem to be optimally connected and the loading and unloading of goods outside the terminal is visible. However, this area has the prospect of functioning as an intermodal connectivity node with the planned infrastructure development of the train station, Djalaludin airport, and Isimu terminal, and as further suggestions this area can be developed into an integrated transit area and transhipment node.

Trip Distribution and Modal Choice in the Taman Mini LRT Station Area

The surrounding Taman Mini LRT station boasts a diverse range of land uses, primarily characterized by residential zones, interspersed with dynamic activity hubs such as tourist attractions, shopping malls, and hospitals. The prevailing issue in this area relates to persistent traffic congestion, stemming from the overreliance on private vehicles, inadequate public transportation infrastructure, disjointed intermodal connections, and the lack of seamless integration between transportation modes and activity centers. This study endeavors to comprehensively analyze pedestrian and vehicular movement in the periphery of the Taman Mini LRT station. This analysis is pivotal in assessing the current mobility landscape. Notably, the intensity of activity within a particular land use directly correlates with its ability to draw vehicular traffic, consequently leading to prolonged waiting times for pedestrians at crosswalks. Employing a four-step model, this research methodically defines pedestrian and vehicular flow within the region. This model incorporates output distribution of trips and origin-destination graphs. Additionally, stated preference techniques are employed to discern respondents’ inclinations when making travel decisions. This involves evaluating key factors like travel time, fares, frequency, accessibility level, comfort, and safety – categories that significantly influence their preferences when selecting between LRT and other transportation modes.

Integration Strategies for Sustainable Positioning of Shipping Companies in the Maritime Trade Market System

Introduction. The maritime transport of individual countries, operating in a single space of the World Ocean, determines the tasks and problems of creating standard requirements for the reliability of cargo flows and system security of operation. This significantly differentiates the conditions for the development of maritime transport as a subsystem of the global maritime transport market between its individual structures, on the one hand, and national maritime transport complexes, on the other. This is what determines the expediency of various integration processes in the system of the maritime trade market.
 Aim and tasks. The study examined the role of integration technologies in the global maritime trade market and the analysis of the development of the country's maritime transport complex in relation to its real needs for participation in integration processes, as well as possible strategies for integration principles and finding ways to implement such strategies in the activities of the country.
 Results. The study resulted in the identification of three approaches to the forms of integration in the maritime trade market. The first form includes the processes of creating the gross national product based on the international division of labor, when the global sectoral equilibrium is achieved by combining the technology of producers of one country with the resources and territory of another state. The second form of integration is the M&A strategy for the further development of shipping companies and other enterprises of the maritime complex. The third form is the interaction of individual maritime transport enterprises in intermodal connections. The implementation of all the above forms of integration is in line with globalization trends in the socio-economic development, achievements of technological progress and strategic interests of shipping companies.
 Conclusions. The development of maritime transport in terms of integration characteristics and technical priorities reflects the principle of sustainability. At the same time, activities are separated in the system of achieving a balance in the state of the main components of the transport services market according to the criteria for optimizing the investment flow. The latter necessitates a constant search for optimization of the fleet's carrying capacity and cargo terminal throughput. The main thing is to study the optimization of development from the perspective of both macroeconomic and business structures.

Modeling interactions between the Montreal subway and other urban transportation modes at the station level

Subway systems are an example of how underground space can contribute to developing more sustainable cities. Their use can be encouraged by integrating other urban transportation modes to provide easy access to the stations, thus facilitating intermodal connectivity. However, few studies have addressed data and modeling issues with multiple modes. This gap, mainly due to the lack of appropriate methods, explains why relationships between traditional and emerging modes remain poorly understood; there is still debate about whether they are complementary or competitive. This paper investigates this question by examining interactions between three alternative modes (bikesharing, free-floating carsharing and taxi) and the Montreal (Quebec, Canada) subway over two months. To this end, several operational passive datasets are merged. A two-level growth model, including both fixed and random effects, is then developed based on time series of daily numbers of boardings at subway stations. This longitudinal model quantifies the effect of various variables (calendar, weather, socio-demographic and economic, network connectivity, land use and built environment attributes) on each station use. The correlations between subway boardings and alternative mode destinations are also measured to detect potential intermodal relations. Finally, a further categorical analysis is conducted by period and station type to specify these interactions in time and space. Results reveal that alternative modes tend to complement the subway in the network periphery (as possible access mode to the subway stations), but may compete with the subway in areas closer to the city center. Such findings could help policymakers determine the location of the mobility services to enhance first-mile subway access, as well as the best mode integration around subway stations in planning strategies.

A Methodology to Identify the Hinterland for Freight Ports by Transportation Cost Functions

Introduction: The competitiveness of a port depends on hinterland characteristics, among other factors. In particular, hinterland accessibility and efficient inland logistics are key factors in ensuring the speed of goods flows. The port systems have to be configured as an efficient and logistically effective interface between oceanic maritime trade and inland trade. The paper has been elaborated starting from research carried out in the European ISTEN project (Integrated and Sustainable Transport in the Efficient Network), aiming to improve the intermodal connections among the ports of the Adriatic-Ionian area and the ports and their hinterlands. Objective: The objective of the work is to propose an original approach for identifying the port hinterland based on the evaluation of transport times and costs in the whole supply chain (from the origin in the foreland zone to a final destination in the hinterland). Methods: The analyses have been carried out by considering separately the transport time and monetary cost components and generalized transport cost. The methodology involves wide research of data and careful analysis of the port hinterland connectivity. An analytical application is proposed in order to identify and compare the potential hinterlands of two Italian ports, Gioia Tauro and Genoa. Results: The results of the proposed analyses show that the geographical distribution of the port hinterlands changes significantly in relation to the reference drivers in terms of monetary cost and time along the intermodal international paths; this has led to further analyses considering the transport generalized cost which has integrated into travel time and monetary cost. Conclusion: The aim of the proposed approach is to overcome the limits of the methodologies of the sector based on geographical characteristics that focus attention only on market aspects considering marginally the transport component. The methodology is transferable to other contexts and other types of freight interchange nodes by adapting the cost functions.

Improving mobility and infrastructural connectivity on college campus for commuting students: a case study from the US

ABSTRACT As contemporary colleges and universities continue to undergo unprecedented growth, more and more students commuting to campus face parking and physical infrastructural connectivity problems. Using the case of a US college campus, this paper identifies areas in which physical infrastructural connectivity limits students’ ability to commute to campus, either due to gaps in the network or lack of awareness of the network. Graph theory application was used to gauge the overall connectivity of the sidewalk, bike lane, and bus route networks available to students at the university. Through GIS mapping, relationships between these networks were identified, as well as gaps in these networks. In addition, a survey of students’ commuting patterns was performed to identify how students travel to campus and their overall familiarity with the alternative transportation networks. Insights from this study could enhance planning for inter-modal connectivity and make student commuting safer, more accessible, more eco-friendly, and more convenient even as the student population continues to increase.

Multiscale spatial analysis of metro usage and its determinants for sustainable urban development in Shenzhen, China

Metro systems play a critical role in contemporary urban development. With proper planning and deployment, metro systems can often lead to enormous socioeconomic and environmental benefits. As such, a bulk of studies have been conducted to investigate metro usage determinates for more efficiently harvesting its benefits. However, past studies are found with three inherent drawbacks, including incapability of capturing multiscale features of different covariates among commonly adopted models, overlooking socioeconomic ingredients (e.g., housing prices and fine-grained population density), and neglecting temporal variations, thus likely leading to biased findings. This study aims to understand metro usage determinants in four divided time slots, i.e., morning peak, off-peak (day), evening peak, and off-peak (night) in Shenzhen, China by applying multiple datasets into a novel model of multiple geographically weighted regression (MGWR). The findings indicate that (1) the built environment factors, socioeconomic elements, and intermodal connection factors influence metro usage in different manners; (2) compared with the other four traditional models, MGWR demonstrates the best performance in explaining metro usage determinants; (3) different important variables affecting metro ridership are identified with the Random Forest technique for all the four time periods in Shenzhen and (4) the correlation between explanatory variables and metro usage is found varying with different spatial patterns. This study is not only of methodological value to firstly apply MGWR to the domain of metro usage but also of practical value to inform decision-makers on how to better promote and predict metro travel demand and ultimately achieve low-carbon and sustainable urban development visions.

A Framework for the Assessment and Policy Development of Water Transit Services in Dubai, UAE

The Marine Agency-Roads and Transport Authority (MA-RTA) of Dubai-UAE recently undertook a study to develop a new transport policy for service delivery. The goal of the new policy is to increase rider share and use of MA-RTA services. The existing service policy guidelines of the water transit services were barely supported by the loading patterns, existing market coverage, adequate intermodal planning tools, economic feasibility, and capital return of services. Based on user and operators surveys of the water transit services, aiming at assessing the baseline conditions, methodologies are suggested to estimate important service attributes, including service coverage, intermodal connectivity, and market demand estimation. The estimated service attributes were used as measures to develop the service policy standards to increase water transit ridership and enhance service efficiency. It is recommended to incorporate some of the service standard/guideline measures under a framework discussed in this study for developing service plans, monitoring performance, and providing short or long term alteration to the services.

Intermodal Connectivity to BRT: A Comparative Analysis of Bogotá and Curitiba

Bogotá and Curitiba have become important references for public transportation in Latin America and have gained worldwide recognition for their technically and managerially innovative bus-based public transportation systems (Bus Rapid Transit, BRT). However, despite the huge success of these projects, most people living in these cities still use other modes for their daily trips. The main aim of this paper is to investigate whether, and how, these cities adopt a multimodal approach when planning and implementing their innovative BRT projects. We compare how pedestrians, cyclists, and taxi and car users are linked to the BRT system in each of these cities and conclude that minor changes in both systems could improve their multimodality.

Extended VIKOR Method based on Interval-Valued Intuitionistic Fuzzy Numbers for Selection of Logistics Centre Location

Identifying the appropriate location for logistics centres (LC) is key to gaining and maintaining a competitive advantage and increasing the efficiency of supply chain activities. Increasing customer expectations, efforts to reduce logistics costs and the intensity of competition in the logistics sector have led to the establishment of many new LMs in recent years. These centers contribute significantly to increasing efficiency in freight transportation, optimizing logistics services and reducing the traffic. The increasing importance of LCs and the significant impact of their location on logistics activities have made the choice of installation site a strategic consideration. However, evaluating LC location alternatives is a complex process that must take many factors into account. The aim of the present study is to propose an extended VlseKriterijuska Optimizacija I Komoromisno Resenje (VIKOR) approach based on interval-valued intuitionistic fuzzy numbers (IVIFN) and test its feasibility. Applying IVIFN contributes to coping with uncertainty in human thought and decision processes. On the other hand, VIKOR is a decision-making technique that facilitates ranking criteria that are contradictory and represented by different units, and it offers a compromise solution. The feasibility of the extended VIKOR approach through IVIFN proposed in this study was tested in a numerical example in which LC location alternatives were evaluated. Three experts were consulted to determine the criterion weights and to rank the alternatives. Decision makers serve as logistics and planning specialist, logistics operations manager and supply chain chief engineer. In practice, alternatives were evaluated by considering six criteria. As a result, criteria are listed in the form of intermodal connection (0.255), infrastructure (0.194), security/safety (0.169), proximity to customers (0.158), proximity to suppliers (0.131), and labour supply (0.093), according to their weighted importance. It is expected that the findings obtained in the study will contribute to researchers and sector managers.

ДИНАМІКА ЯКОСТІ МУЗИЧНИХ СЕНСОРНИХ УМІНЬ МОЛОДШИХ УЧНІВ: РЕЗУЛЬТАТИ ФОРМУВАЛЬНОГО ЕКСПЕРИМЕНТУ

The importance of forming primary school children’s musical perception is justified by the introduction of the new version of the educational standard and educational programs as well as by teaching Arts on the basis of an integrative methodological approach. The purpose of the article is to scientifically ground the system of didactic influences on musical perceptual processes of younger school children focusing on the following research tasks: a) to define sensory ability as a unit of functioning of musical perception; b) to characterize the levels of pupils’ musical sensory skills formed in the mass experience of primary education; c) to disclose the specifics of variable experimental effects which differ in the degree of intensity of intermodal connections of sensory channels; d) to compare the quality dynamics of musical sensory skills formation in different versions of the pedagogical experiment. Musical sensory ability is defined as the performance of a system of auditory interiorized perceptual familiarizing and cognitive actions based on the mastered standards of music sounds and skills of applying these standards in the examination of musical phenomena. It has been found that in the mass experience of primary education pupils master musical sensory skills at elementary, intermediate and sufficient quality levels where the intermediate one prevails. The system of exercises and game tasks has been developed on the basis of intermodality with coordination of musical and phonemic auditory, musical auditory and color visual, musical auditory and spatial visual sensory processes. The system is aimed at expanding and systematizing pupils' reference ideas about music sounds as well as forming rational ways of their examining musical phenomena. The effectiveness of the introduced didactic influences has been proved: in comparison with the control group the participants of experimental groups, especially the first one, have demonstrated both the highest efficiency of distinguishing and systematizing music sounds and a variety of skills to reproduce them in singing, spatial modelling and instrumental game. The following changes have taken place in the structure of experimental groups: the respondents with an elementary level of musical perception development have not been identified, but a level gradation with intermediate, sufficient, high and consistently high levels of mastery of musical sensory processes. Key words: musical sensory ability, standards of musical sounds, methods of examination of musical sounds, game tasks, exercises, younger students.

Transit Usage in Social Shocks: A Case Study of Station-Level Metro Ridership in Anti-Extradition Protests in Hong Kong

As a form of social movement aiming to effect social change, protests could bring about unintended impacts on all walks of life. In other words, the cost of protests can be incurred by those who might not be protesters. The protests triggered by an extradition bill in Hong Kong since 2019 are no exception. This paper focuses on the impacts on the ridership of the metro system on protest days. It synthesizes and hypothesizes factors influencing the distribution of the ridership changes and conducts an empirical study in the context of Hong Kong to study the possible influences and spatial dependence. It is found that, across metro stations, political orientation (percentage of votes to pro-democracy camp in the 2019 Election of District Councils), law enforcement (permission from the police to protest), land use type (especially for commercial and open space), population age and income, as well as transit/road network characteristics and intermodal connectivity, significantly influence the ridership of metro stations during protest days. In addition, the mixed regressive spatial autoregressive model has higher explanatory power than the ordinary least square model, suggesting the need for a spatial lag and error specification. The results could also have significant implications for policy and planning for operating metro services and managing metro stations before, during, and after social shocks.

Building Sustainability in the Urban Environment: An Integration of Road and Water Transportation Systems in Port Harcourt Metropolis

The apparent disconnect of different modes of transport in the Port Harcourt metropolis is causing difficulty in urban mobility among commuters. The study has assessed the integration of road and water transport systems to build a sustainable urban environment in Port Harcourt metropolis, Nigeria. The specific objectives of the study are to identify the road and water infrastructure transport systems in Port Harcourt metropolis and their state of functionality, identify and examine the disconnect existing in the street and water transportation in the study area, identify the challenges facing the integration of road and water transportation in the study, and provide physical planning strategy to achieving the integration of road and water transport systems in the study area. The study adopted a Mixed Methods Research (MMR) approach using a concurrent triangulation research design to obtain the relevant data and information that addressed the study aim and objectives of the study. In addition, the study employed purposive and simple random sampling techniques, including the key informant method. A total of four hundred (400) commuters, fifty (50) each, were interviewed from six (6) major road corridors and two (2) jetties in Port Harcourt City (Aggrey, Trans-Amadi and Olu-Obasanjo Roads) and Obio/Akpor (Akpajo-Elelenwo-Oil Mill, NTA and Agip Roads) and two (2) jetties: Port Harcourt City (Bille/Bonny/Nembe Jetty) and Obio/Akpor (Feltaco Jetty). Some Key informants from the transport sector like the Rivers State Ministry of Transport (RSMT) staff Rivers State Ministry of Urban Development and Physical Planning (RSMUDPP). Others are staff of the Rivers State Transport Company (RTC), National Union of Road Transport Workers (NURTW), Rivers State Marine Transport Company, waterways transport operators, and Town Planners were among those interviewed. The study found potential for integrating road and water transport systems in the study area, and some of the infrastructures are obsolete and lack maintenance, thereby impeding interconnectivity and interlinkage between both systems. The study also revealed that government unwillingness to harness and develop the potential poor urban planning and management, and poor urban governance contribute to the disconnect of the road and water transport systems observed, affecting the quality of life and well-being of residents and poor urban sustainability. Thus, to improve the potentials and challenges identified, the study suggested that the government should develop an integrated transportation policy framework to enhance the integration of road and water transport systems. The government should upgrade and rehabilitate roads and water transportation infrastructure to improve intermodal connectivity and linkages for efficiency and effectiveness in the study area. The Public-Private Partnership approach should be developed and adopted in the planning and management of the transport sector in the study area; develop all waterways within the study area through canalisation and channelisation, and the government should adopt sound governance principles to involve all stakeholders of the transport sector.