Roads & Public Transportation Network: As an Approach Approach to develop New Cities in Egypt
Submitted by Fatma Ibrahim
an. 2010
Contents Introduction ……………………………………………………………………...…….. 3 Chapter one: Theories of public transportation network in the cities planning…4 1.1 introduction……………………………………………….………...……………. 4 1.2 Urban Development approaches ………..………………….……...……………..4 1.3 Self Sufficiency of the new cities planning ………..……………...…………….. 5 1.4 The principles of the public transportation network ………………………..…. 5
Chapter two: Applications of the public transportation networking in cities through history……………………………………………………………………………..…. 6 2.1 Planning overview of Germany ……………...………….………………....…….. 6 2.1.1 Long-Distance public Transport network in Germany...... ...……..…….. 6 2.1.2 Public Transportation network of Munich, Germany …...………....….. 7 2.2 Public transport network of Jonkoping, Sweden …………………………...….. 8 2.3 Public Transportation network of Heliopolis, Cairo, Egypt ….…………...….. 9
Chapter three: Measuring the public transportation network of new cities of Egypt – the case of 10 of Ramadan city…………….………………………………………...10 3.1 introduction......................................................................................................….. 10 3.2 City overview....................................................................................................….. 10 3.3 Development plans for the tenth of Ramadan city……………………………...10 3.3.1 Housing and City centers development plans …………........…….. 11 3.3.1 Industrial Areas ……………………………...…………........…….. 11 3.3.1 Transportation and Road Networks ……………..……........…….. 11 3.4 Public transportation network in tenth of Ramadan city …………………….. 12 4. Conclusion……………………………………………………………………….……. 13 References………………………………………………………………………….......... 14
List of Figures Fig. 2.1 Long-Distance public transport network ……………………………………... 6 Fig. 2.2 map of Munich's S-Bahn and U-Bahn networks ………………………..…..... 7 Fig. 2.3 map Jonkoping city’s transportation networks. …………………………….... 8 Fig. 3.1 map of Tenth of Ramadan city location……………………………………..…10 Fig. 3.2 Tenth of Ramadan city master plan ….……………………………………..…11
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Introduction:-
The new cities established in Egypt for many objectives, including an easing of population pressure on the existing cities, the resources available to invest in Egypt's desert and coastline, the establishment of industries in specific areas to take advantage of the economic output at the provincial level diagram, increasing the national income, and advancing development. The new cities in Egypt suffer from isolation and low population compared to the planned for these cities, and in spite of what was in these cities from large investments in land and facilities. The increase in city size with populations affects the distribution of goods and services in the down town then it lead the governmental to plan a new cities, however the new cities in Egypt turn into a burden on the state budget as the problems and disadvantages suffered by the new cities as it was planned to offers opportunities of providing a physical and social environment that in all respects embodies the most progressive attitudes but it still suffer from isolation and low population, these experiments aim to achieve developmental strategic aspects in the fields of urbanization, so it is important to know if those new cities achieve its objective and main principles? Why these new cities didn ’t attract people. The research aims to analyses the urban development approach of the new cities so as to play an important role in attracting residents. Transportation is a key to the productivity, and therefore the success of the connection between the different urban settlements. It is the most fundamental level in the city planning, however the Transportation routes attract business and allow new and larger towns to develop along it, especially interstate highways, also reflect the transportation principle. Public transports accomplish the important public policy objectives of reducing traffic congestion, air pollution and energy consumption. Transport facilities are still one of the most important locational factors in the process of entrepreneurial decision-making (Grabow et al. 1995).
The research propose hypothesis that Public transports network on the regional level of the city planning play role in connection the new cities with the main agglomeration , therefore it help in attraction the inhabitants and leads to urban development. The research Methods invented to test the Hypothesis and answer the research question, so the structure of the paper is as follows. Chapter one: Theories of public transportation network in the city’s planning as a definition of the research problem. Chapter two deals with the applications of the public transportation networking in cities through history. Chapter three measuring the public transportation network of new cities of Egypt – the case of 10 of Ramadan city. Chapter four draw the conclusion of the paper.
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Chapter one: Theories of public transportation network in cities planning 1.1 Introductions The aim of this part of the paper is to study and investigate the major role of the public transportation network in attracting people to the new cities and also achieves urban development, so it is important to have a theoretical background to test the research hypotheses. Several authors and theories deal with problems, strategies and contexts not only addressed in the analysis of public transportation networks of the city planning but also in the development approaches of the urban settlements.
1.2 Urban Development approaches The approach of the urban development accur in a hierarchical way, Hudson 1989 argued that growth occurs within the urban settlement system from the largest urban places to the smallest in a concept of a hierarchical system. Taaffe et al. (1963) studies the economic, political and social forces behind infrastructure expansion in underdeveloped countries. The study finds that initial roads are developed to connect regions of economic activity and lateral roads are built around these initial roads and this creates urban development by the transportation network. Geography's central place theory seeks to explain how hierarchies of places develop (Christaller 1966). Models developed by Batty and Longley (1985) , Krugman (1996), and Waddell (2001) consider land use dynamics, allowing central places to emerge. In many respects, the hierarchy of roads is the network analogue of the central place theory. The theory has three orders or principles. The first is the marketing principle. In this system, market areas at a certain level of the central place hierarchy are three times bigger than the next lowest one. There is also the transportation principle where areas in the central place hierarchy are four times bigger than the area in the next lowest order. Finally, the administrative principle is the last system and here. “Other influencing factors include zoning laws, globalization, technological superiority, industry clusters, geographic advantages such as coastal ports, natural resource distribution, and the distinctiveness of the good or service” (Dennis et al 2002; Derudder and Witlox 2004; MacDonald and Rudel 2005). So from the literature of this theory, it explains the element of the planning of the urban settlements from the city, town and village, it also deals with the regional urbanization network, we ever know that the concentration of large population in cities is essentially the result of the spatial organization of secondary and territory activities that can be conducted more profitably when clustered together rather than dispersed and this what the theory searching for it begin with the three main elements the first one is a lined pattern of transportation centers that grow along -4-
transport routes and at junctions of different types of transportation to connect each district with the main core city, second a pattern of specialized function centers which develop, singly or in clusters, around a localized physical resource.
1.3 Self Sufficiency of the new cities planning The new towns are on or beyond the edge of the urbanization and some were intended to become “self-sufficient” on the assumption that people who lived in the new towns would also work there. The “self -sufficiency” objective was not reached, as many people from the new towns work in other parts of the metropolitan area while many others from elsewhere in the metropolitan area work in the new towns. Suffice it to say that within a labour market (metropolitan area); the logic of planners with respect to where people should work is a highly inaccurate predictor of where they will actually work.
Peter Hall (Cities and Civilization) has documented the failure of Swedish new towns to achieve self-sufficiency, while the average new town worker in the London area commutes a distance double that of the diameter of residential new town (http://www.demographia.com/db-seuknewtowns.htm ).The only way to make a new town self-sufficient is to place it so far from any other urbanization that residents have no choice but to work in the local area. From this issue there are two different thought in the new cities planning one to be self sufficient near the agglomeration and the other one is to be self sufficient but isolated.
1.4 The principles of the public transportation network The strategic level of planning the public transport network have many principles that make it achieve its objective, services, and facilitate quality policy for people, however it seeks to create level of connection through the different level of urban settlements. (Colin Buchanan 2003, ECMT 2002) suggests success factors for public transportation network: 1. Regional organisation which is the existence of some kind of regional structure starts to plan transportation networks. 2. Land use and transport co-ordination. Successful co-ordination between land-use policies and transport policies in recognition of their conjoint spatial attributes. 3. Long-term stability of a high service quality is required for the public transport system to influence urban development and create more sustainable transport patterns. 4. Simplify routes more generally; focus on high frequency on core corridors. 5. Start with corridors, because these are easier to grow than networks. 6. Reduced parking availability, traffic calming, traffic congestion on key road corridors paralleled by rail-based services and a land use planning framework that works to assist public transport will all lead to greater patronage increases.
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Chapter two: 2.1 Planning overview of Germany The onset of World War I and the destruction of parts of European cities sent many city reformers to the drawing table. Physical changes like those proposed to city blocks and streets, as the city boundaries expanded in an unrestrained fashion, a new apparatus of planning to bridge the gap between the city, the suburbs and the open region was sought, however the most clear in the new cities planning in Germany the road and transportation network as Germany has a very modern transportation network. The country is known for its high-speed autobahns, efficient railroads, and busy ports. “The network is modern, reflecting improvements to the antiquated roads in the East under the reconstruction program (reconstruction of the East), which lead to the construction or upgrade of 13,200 kilometres of federal highways or trunk roads by the end of 2001 in the 1 new states in the East ” . In 1991 the railroads in the West began to introduce high-speed inter-cities service. High-speed trains can travel as fast as 250 kilometres /hour.
2.1.1 Long-Distance public transport network in Germany The development in the spheres of transport and communication in general seems to lead an increasing process of speeding up, linked with plenty of chances and risks 1 especially for urban areas . After Germany's unification and the political change in Eastern Europe transport patterns in Germany have been transformed completely the focus of transport infrastructure improvement is on the high speed long-distance networks, East-Germany was better equipped with railroads and WestGermany was advantaged in long-distance roads and freeways by the end of 1990. From this point 2.1 Long-Distance public transport network they put the main objective of this networking which is Fig. Source: travel-to germany.net/germany/german_transportation_network.
To improve the East-German transport infrastructure in general,
To create high-quality transport facilities between the business centers in the eastern and Western part of Germany.
To diminish problems caused by intra-urban transport.
To improve the locational advantages for investors.
1 http
://travel-to germany.net/germany/german_transportation_network.htm
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2.1.2 Public Transportation network of Munich, Germany Munich is the capital of Bavaria and is the third largest city in Germany. The city is home to 1.3 million people and has one of the most comprehensive metro and suburban train networks in Germany; however Munich metropolitan area has a population of 2.9 million people. Between 1997 and 2001 due to positive public transport initiatives the trend was being reversed and the number of public 3 transport trips increased from 533 million per year to 561 million per year . Munich city now has an urban development strategy called the Munich Perspective, which has two objectives:
Improved mobility, to increase the attractiveness of the city to business. Reduction of land and energy use and reduction of emissions.
The perspective of the city of Munich is towards expanding Transport Network (The metro (underground) was built for the 1972, the underground train service is called the U-Bahn, The city of Munich also has a well developed bus and tram network run by The Munich Transport and Tariff Association (MVV).
Fig. 2.2 map of Munich's S-Bahn and U-Bahn networks. Source/ www.urbantrans ort-technolo .com/ ro ects/munich
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http://www.difu.de/projektforen/iuk/dokumente/transport.shtml http://www.urbantransport-technology.com/projects/munich
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2.2 Public transport network of Jonkoping, Sweden Jonkoping, on the southern shores of Lake Vattern in Sweden, is a city with 81,000 inhabitants (including the integrated town of Husqvarna) and 120,000 in the administrative commune of Jonkoping. A completely restructured, modernized bus network was introduced in 1996. The network is now organised around three main pendulum lines that cross the urban area. All other lines have many connections with the main lines. The fast and efficient operation of the main routes attracts so many passengers that the services are run with 5- and 10- minute intervals most of the day. This also induces many suburban passengers to make transfers between local and main line services for journeys within the city. Most of the local bus lines have two departures per hour most of the day. The results have been impressive; even if there have been some complaints from some customers with forced interchange in the suburbs. Patronage has increased by 15 percent (1996 –2002) where it had been declining by a rate of 1 –2% on an annual basis prior to the launch of the program. Comparable Swedish cities without a similar network restructuring continued their decline in the same period. The market share for public transport has increased from 19% to 22%. The level of patronage is higher than most comparable cities. 4
Fig. 2.3 map Jonkoping city’s transportation networks. Source/ Council of European Municipalities and Regions 2003
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(Sources: Council of European Municipalities and Regions 2003, Marie 2001, Rye et al. 2005).
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2.3 Public transport network of Heliopolis, Cairo, Egypt The beginning of the 20th century, witnessed the emergence of planned cities in the ideas and visionary plans of the cities planning in Egypt. Heliopolis is a district of Cairo, Egypt. The town was established by the Heliopolis Oasis Company, headed by the Belgian industrialist, Baron Empain. In 1905, Heliopolis established which bought a large stretch of desert some distance to the northeast of Cairo at a low price from the colonial government. The efforts culminated in 1907 with the building of the new town of Heliopolis, in the desert ten kilometres from the center of Cairo. It was designed as a "city of luxury and leisure", with broad avenues and equipped with all necessary conveniences and infrastructure; water, drains, electricity. In contrast with its initial establishment, Heliopolis now is considered a main part of Cairo not just a quiet suburb. With the numbers of 5 residents doubled several times since 1922 . New extensions for the former suburb are found in the northeast, with new cities developed like El-Rehab, ElShorouq, El-Obour, and Badr. A large stretch of desert some distance to the northeast of Cairo at a low price. The efforts culminated in 1907 with the building of the new town of Heliopolis, in the desert ten kilometres from the center of Cairo however the transportation network in Heliopolis start with the tram line which at the first stage was free to attract people to come from the downtown to see the new district and it was a successful experiment in Cairo. There also A few successful applications of public transport network recorded : 6 -In Los Angeles, a 40 percent ridership increase occurred when passenger fares were reduced by 40 percent (1982 to 1985). This is a larger ridership increase than is projected for the new rail routes being developed. Unfortunately, the inability to control cost increases in the public monopoly environment required fare increases that have driven away most of the new passengers. - 40 percent increase in ridership resulted from a 60 percent increase in public transport bus service in Fort Wayne, Indiana (1985 to 1988). The service expansion was made possible by the use of cost effective private contractors.
This chapter has tackled the theoretical background on the role of the public transportation network but as an application in the case studies of the European cities. The main objective of the public transportation network as a service concept is to make it easy for everybody to use in the city and to connect the new cities with the major one or with the city agglomeration. 5
http://en.wikipedia.org/wiki/Heliopolis_ (Cairo suburb)
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the public purpose research, Presentation by Wendell Cox to the Transit New Zealand Land Transport Symposium Wellington, July 1996. Number 11
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Chapter three: 3.1 Introductions The case study method is used to validate the model proposed of the research (public transportation network of the new cities of Egypt) and it one of the parameters to test the hypothesis, It is an “empirical inquiry that investigates a contemporary phenomenon within its real-life context, especially when the boundaries between the phenomena and the context are not clearly evident” (Yin, 1994,).
3.2 City overview Tenth of Ramadan city was build according to the decision of our governorate number 249/1977 to attract the foreign investments in the city, because of the importance of the city as it is the first new city and the policy that is adopted will influence the general policy for other new cities. The trend which prevents some of the applicants from obtaining their reserved plots contradicts government policy on ownership. The city located in Ismailia – Egypt desert road at 55 km from Egypt, “the ultimate population of the city will be 500,000 people and the development will 7 be implemented in four stages ”. Numerous discussions concerning housing, industry, infrastructure, and implementation have been held and are supported by various sectors and planning Fig. 3.1 map of Tenth of Ramadan city location. Source/ http:// http://www.emdb.gov.eg/ studies as the research explains.
3.3 Development plans for the tenth of Ramadan city This paper tends to study and analysis the development plans for the first stage which have been studies with respect to the national and regional contexts. The phasing priorities with regard to population about 150,000 people have also been studied in this plan. The city first stage comprises the creation of a complete city with a balanced structure, it also concern community & neighbourhood planning, housing development, city center, industrial areas, and the infrastructure systems. The result of the development plans studies have been the safeguarding of a balanced growth within the framework of existing possibilities.
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first stage of tenth of Ramadan final report, 1978, Ministry of Housing and new communities.
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3.3.1 Housing and City centers development plans The housing studies of the city have been based on the social and economic parameters of the inhabitations. The basis of construction at this stage has been considered within the national housing context and also with the respect to the expected population increase and scarcity of resources and skilled labour. The result of this studies have been discussed with those responsible of ministry and finally a practical policy within the political, legal and financial framework has been established not only for this stage but also for the other three stages of the city. The central activities have been studies and analysed with the respect to the main centre, community centres and neighbourhood centres as it including institutions, cultural, health and commercial facilities and dwelling.
3.3.2 Industrial Areas The main policy for industries in the first stage has been determined by studying the national policies for industrialization. In the absence of strong legislation controlling urban development, especially for industrial areas, principles, guidelines and regulations for implementation have been worked out on the legal plans. The industrial area divided into three main types known as heavy separated industry, medium size industry, and light industry.
3.3.3 Transportation and Road Networks The traffic expectation inside and between the zones calculated to adapt the population. The main goal of planning the road and the footpath networks has been to clarify the separation between vehicular traffic and cycle and pedestrian movement and to minimize the use of cars as far as possible. A main footpath network has been design to link the residential and industrial areas on the other hand the stage provided by integrated road patterns with different functional hierarchies, the district distributors, local distributers, access and service roads and parking facilities. The detailed transportation studied has met the demands of efficiency, coefficiency, integration and economy. Fig. 3.2 Tenth of Ramadan city master plan. Source/ tenth of Ramadan final report, 1978, ministry of development and new communities .
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3.4 Public transportation network in tenth of Ramadan city Belong to the transportation planning of tenth of Ramadan city first stage; public transport will be the dominant mode of travel, so the public transport system will consist of:
Regional buses and rapid transit
The regional buses should connect the city to Cairo, Ismailia, Bilbeis, etc. A railway connection or a regional rapid transit line with Cairo for freight and passengers is recommended to accommodate a possible growing demand for regional passenger traffic. This regional network should locate close to the primary road network and the pedestrian system. It is recommended that tenth of Ramadan should be served by a railway line from the very first stages of development and this has two alternatives railway line: 1. An improved alignment of the existing Cairo –Suez railway and a branch
line to tenth of Ramadan. 2. A new Cairo –Suez railway line passing tenth of Ramadan and connecting
up with the Ismailia – Suez line at Fayid.
Tram line
The public transport system is based on a system with its own right of way. It will provide direct connections between communities and industrial areas and the city center. The communities are located along the routes thereby making it possible to cover the entire city with minimum public transport lines.
Local buses
These buses will provide when the city is fully developed to be inside the communities and from the neighbourhood units to the nearest tram station.
This part of The paper study the planning of the tenth of Ramadan city and find that the development of the city comprises several competing planning tasks first, achieving balanced development. Second, ensuring a realistic housing programme meets the existing socio-economic demand. Third, create flexibility and adaptability of the urban structure. The planning implies that people moving to the city intending to work in the different industrial sectors to settle and live in the city but the planning failed to achieve this due to several factors, some of them is the regional connection of the city to the different part didn’t implement till now and the city depend up on the local buses that serve between the communities.
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4. Conclusion This paper tried to demonstrate the importance of Public transportation network planning and design for the possible success of public transport in both urban settlements and districts. It also presented some principles of line structuring and network design which are likely to forward development of an efficient, high quality public travel network with focus on the connection between the new cities and the agglomeration on the regional level as this leads to the creation of an attractive alternative to the people to reside the new cities, However, the factor of the public transportation is one of various number of aspects that need further verification. To conclude up, public transportation network effect in different real world situations to be a useful system for
Solutions in different types of urban and rural regions used to verify and develop. To serve an environmental need by providing an alternative to the automobile and thereby reducing traffic congestion, air pollution and energy consumption. A concern for the environment is integrated into community design in various ways such as through regional and local connections to transit (Carter, 2004). Accomplish specific levels of mobility for the disadvantaged and to obtain a specific urban travel market share depending on the community.
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References: BASKIN Carlisle W., London, 1966, Central places in southern Germany (traduction partielle de DS: cité CP). Elsheshtawy, Yasser (2004). Planning Middle Eastern Cities: An Urban Kaleidoscope in a Globalizing World . Routledge. pp. 144 –151 Gideon Golany, “New Towns Planning: Principles and Practice, John Wiley & Sons, New York, 1976. Dobrowolska, Agnieszka; Jaroslaw Dobrowolski (2006). Heliopolis - Rebirth of the City of the Sun. American University in Cairo Press
Bruton, Michael J., Introduction to Transportation Planning , 3rd Ed., Hutchinson (1985) Journal of Engineering Sciences (JES), Assiut University, Vol. 31, No. 1, pp. 231-244, January 2003, EVALUATION OF THE EGYPTIAN EXPERIMENT IN ESTABLISHMENT THE NEW TOWNS IN THE DESERT AREAS. Council of European Municipalities and Regions, 2003.
Rye, T. et al. (2005). HiTrans Best practice guide no. 5. Public transport – Citizens’ Requirements. Stage 2 Case studies. Stavanger (NO), HiTrans, c/o Rogaland County Council. ISBN 82-990111-6-7.
Websites http://www.urbantransport-technology.com/projects/munich/ , dec., 2009 http://travel-to germany.net/germany/german_transportation_network.htm, dec., 2009 http://www.difu.de/projektforen/iuk/dokumente/transport.shtml , dec. , 2009 http://en.wikipedia.org/wiki/Heliopolis_(Cairo_suburb) , dec., 2009 http://www.allacademic.com/ dec., 2009 http://www.emdb.gov.eg/, Jan. 2010 ,
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