A transit map for micro-scale urban development in Alexandria, Egypt

Introduction

A micro-scale transit built environment (MSTBE) refers to neighbourhood-specific urban design that integrates relevant built environment and transportation indicators. It is the smallest scale since it deals with internal trip capture, relative friction, and the pedestrian environment.¹ The authors split the sustainable MSTBE into three scopes: transit-oriented communities (TOCs), sustainably developed transit supply systems, and the mobility hubs (including their zones), all of which are supported by transit frameworks, strategies, solutions, and guidelines (see Figure 1-1). The authors derived these three scopes from two international case studies in Canada and the United Kingdom (see Data collection, Methods). From these international case studies, the authors have derived lessons that will be useful for the research’s case study development phase.

Figure 1. (1) A micro-scale transit built environment includes transit-oriented communities, a sustainably developed transit supply system, and a mobility hub. This figure is the authors’ own work. (2) Mobility hub zones includes the primary zone, secondary zone, tertiary zone, and catchment area. This figure is the authors’ own work.

TOCs are walkable, compact, and well-connected neighbourhoods. These neighbourhoods are intended to encourage active transportation by focusing on high-density, mixed-use, and pedestrian-friendly development within the walking distance of frequent transit and utilising mobility management strategies to reduce unnecessary driving. TOCs must be regarded as part of the government's attempt to establish sustainable and innovative means of transportation. The TOC approach aims to aid in developing communities based on transit stations to increase ridership, alleviate traffic congestion, and enhance housing and job opportunities. All of this contributes to the development of entire communities based on solid urban planning and design guidelines. Collaborating to create TOCs has the following primary advantages: the building of complete communities, added value, the creation of a mix of uses, a vibrant public realm, and prominence.^2–4

Transit infrastructure and transit services are components of a sustainably developed transit supply system. Transit infrastructure consists of the basic facilities, structures, equipment, technologies, and services that support economic activity and quality of life. It promotes local and regional development by facilitating the flow of goods, connecting production centres with markets, and facilitating people's movements by providing access to work, social opportunities, health and educational facilities, and other services. At the same time, transit services encompass all services (sea, air, land, inland waterways, surveying, and pipelines) that involve the movement of people and products (freight), the rental of carriers with a crew, and related support and auxiliary services – the type and quality of transit services in a neighbourhood influence the establishment of a TOC. Transit service types can be selected based on speed reliability, regardless of infrastructure, and local access attributes are primarily determined by the right-of-way (ROW) type and station or stop spacing.

A mobility hub is a multimodal transportation centre that includes major transit stations and their surrounding areas (approximately 10 min/800 m radius), that connect transit, active transportation, and car commutes and that increase the use of shared modes with an emphasis on employment, living, shopping, and/or recreation. This type of hub is frequently seen as a location where new transportation technology and services can be integrated and utilised to improve user experience and increase transportation alternatives for first- and last-mile travel. As the origin, destination, or transfer point for many trips, a mobility hub plays a vital role in the regional transit system. Mobility hubs come in a variety of shapes and sizes, ranging from city centre hubs to suburban small stations, from those directed to rural environments to those oriented towards tourism.^5–7 Collaborative Mobility UK (CoMoUK) developed Mobility Hub Accreditation to provide a set of guidelines for evaluating the quality of mobility hubs. The guidelines include six criteria for effective scheme design: visibility and accessibility, sustainable mode selection, safety, ease of switching modes, practical amenities, and social and community appeal. When planning the process and understanding the needs and potential in each area, it is common practice to split a mobility hub into zones. The four zones are the primary zone, secondary zone, tertiary zone, and catchment area (see Figure 1-2).⁸

Research problem

There have recently been statements that Alexandria's ongoing and future transportation projects will be implemented, such as the high-speed train El Ain El Sokhna-Marsa Matrouh, the Alexandria Metro (Abu Qir-Misr Station), Raml Tram Rehabilitation, and the Establishment of Central Stations on the Express Train Track. These statements are on the official website of the Egyptian National Authority for Tunnels.^9–12 From the perspective of the authors, accepting these projects is unfeasible because the existing MSTBEs all over Alexandria are unsustainable owing to their lack of scopes: TOCs, sustainably developed transit supply systems, and mobility hubs. Even if there are one or two scopes, the MSTBE will be incomplete.

According to many facts, the Alexandrian MSTBE is incomplete. First, current Alexandrian TOCs are imperfect communities based on poor design principles and have no sustainable guidelines to guide the urban design of qualified transit stations and their surroundings, which results in passenger discomfort. Passengers encounter problems in direct and indirect ways, and therefore, passengers are averse to using public transportation and are forced to use private cars. Second, there are delays in receiving new transit supply system technologies that are currently being developed or that are expected to be implemented over the next five to ten years as a consequence of the authorities’ faltering. Lastly, each mode of public transportation operates independently, without integration with other transit systems, and does not facilitate passengers’ movement from the start to the end of their trips.

Study aim

The study’s aim is to redirect authorities’ focus from strategic plans to the existing MSTBEs of cities. This research establishes a sustainable urban design for MSTBE by gathering, studying, capturing image survey data on the current state of the case (see Data availability¹³), and using SWOT analysis to create a seamless integration built environment in an 800m radius around various transit mode intersections, provide arrival and departure passengers with mobility comfort throughout the hierarchy of access, and promote a shift in travel behaviour to the greatest extent possible through relevant decision-making, such as transit system planning, design, financing, and operation. Another aim is to create a method that includes phases supported by transit frameworks, strategies, solutions, and guidelines to establish an 800 m radius micro-scale transit built environment.

The interaction and balance between transportation, land use, and place-making functions were used throughout to meet the objectives of the study, including the following:

Methods

Documentation phase

As mentioned earlier, this phase was divided into four aspects:

Visiting relevant transport institutions: Visits were made to the General Authority for Passenger Transport in Alexandria, Public Authority for Planning Transport Projects, National Railway Authority of Egypt, Ministry of Transportation, and Directorate of Housing and Utilities–Alexandria. Appointments were made:

• • To view documents, maps, manuscripts, and references related to transportation in Alexandria, such as the Strategic General Urban Plans, which were prepared by the Egyptian General Organisation of Physical Planning (GOPP) in collaboration with other authorised accredited local and foreign organisations: the Maclean Plan 1921 and General Plan (GP) 1959, GP 2005, GP 2017, GP 2025, GP 2032, and GP 2050 (the authors have collected the plans into two figures; see Data availability,¹³ “Strategic General Urban Plans (1).jpg” and “Strategic General Urban Plans (2).jpg”).

• • To have some available public notes for the transit projects in Alexandria that may be helpful in the study, such as titles of ongoing projects and whether they are on schedule i.e., the high-speed train El Ain El Sokhna-Marsa Matrouh, the Alexandria Metro (Abu Qir-Misr Station), Raml Tram Rehabilitation, and the Establishment of Central Stations on the Express Train Track, as the Egyptian National Authority for Tunnels announced about them; the Alexandria urban transport study is financed by the neighbourhood investment facility from the European Union and managed by the French Development Agency (Agence Française De Développement); the Egyptian Government commissioned EGIS rail, a French advisory office, to prepare a long-term scenario for the Alexandria governorate strategic plan for urban transportation consistent with urban planning for the city; and a partnership between SYSTRA, AECOM, Orascom Construction SAE, The Arab Contractors, Siemens Mobility, and other companies with the Egyptian ministries to consult, design, install, commission, and maintain the systems for the projects.

• • To facilitate the operation of capturing image survey data on the current state needed for the case study.

Prior to the visits, the authors submitted “Formal Requests for Information and Approval”, signed by the Vice Dean for Graduate Studies and Research, Prof. Sahar Mahmoud Al-Arnaouti, and stamped by the Faculty of Fine Arts, to the transport institutions and obtained approval to use and share the data.

For the copies and translation of the formal requests for information and approval, see Data availability.¹³

Capturing image survey data: The authors used the following photography and panoramic photography tools to acquire image survey data: (1) a DSLR camera with a professional camera tripod, (2) a padcaster tripod dolly wheel, and (3) a smartphone with a DJI Osmo Mobile 3 Gimbal for the smartphone to capture image survey data on the current state of the case study (see Data availability,¹³ “00 Capturing Image Survey Data Tools.jpg”, “01 Primary Zone.jpg”, “02 Secondary Zone.jpg”, and “03 Tertiary Zone.jpg”).

Overlaying, tracing, drawing, and presenting: The authors used the maps obtained from the institutional archives (the authors have collected the plans into two figures; see Data availability,¹³ “Strategic General Urban Plans (1).jpg” and “Strategic General Urban Plans (2).jpg”) and the exported images from Google Earth Pro (see the software availability statement for alternatives) to draw the new Alexandria Transit Map by overlaying and tracing with Autodesk AutoCAD (see the software availability statement for alternatives). Then, the authors cropped the case study zone from it and presented the case study zone using Adobe Photoshop (see the software availability statement for alternatives).

Transcribing announcement on TV shows: On the “Al Hekaya” TV talk show, presenter Amr Adeeb and Kamel El-Wazir, the minister of transport of Egypt, announced official transportation news about the transit developments in Egypt and Alexandria (see Data availability,¹³ “Official Transportation News through the Media.pdf” provides descriptions of the news).

After conducting comprehensive research and data collection, the authors selected the MBMH as the case study zone from among 23 mobility hubs indicated on the new Alexandria Transit Map. The case study zone is located in Alexandria's core area and includes the 800 m radius surrounding the Muharram Bek El Mowkaf El Gedid Bus Terminal. Before the 1952 revolution, the Muharram Bek neighbourhood was considered an elite neighbourhood, with mansions and villas dominating the area. In accordance with GP 2032, an electric high-speed rail terminal will be constructed in front of the Muharram Bek El Mowkaf El Gedid Bus Terminal. Table 1 presents the current profile for the case study zone.

Table 1. Current profile – case study zone (present).

Item	Description
Location	The 800 m radius surrounding the Muharram Bek El Mowkaf El Gedid Bus Terminal
Infrastructure – Lines and Routes	• International Coastal Road • Alexandria Governorate Bus Route • Internal Governorate Railway Line
Infrastructure – Others	• Martyr Soldier/Muhammad Reda Muhammad Ahmad Bridge • Stations/stops: Muharram Bek El Mowkaf El Gedid Bus Terminal and Muharram Bek Train Station • Control systems • Support • Guidance • Propulsion • Control
Transit Modes	• Regional and national buses • Alexandria Governorate buses • Private cars • Taxis
Non-Mobility and Urban Realm Improvement Mobility Components	Covered waiting area

The Muharram Bek El Mowkaf El Gedid Bus Terminal is the new bus terminal for regional and national bus connections located in Alexandria's Muharram Bek area. Construction of it began in 2001 and was completed in 2003. It is operated by the National Company for Road Construction and Development and serves as the primary departure and arrival point for passengers travelling by land to and from Alexandria. It was considered an alternative to the old bus stop at the Sidi Gaber Train Station before all buses and taxis for the governorates were relocated to the present location. Public transportation runs across the case study zone (see Figure 2). However, there is no integration between two or more public transportation modes. Arriving passengers could use the train, but since the current Muharram Bek railway station is more than 1 kilometre distant, they cannot. An extra stop along the new suburban train line would be beneficial, and getting to the Misr Station Train Station is also difficult. Although the Misr Station is approximately 2 kilometres distant, the railway line prevents pedestrian access to the city centre.

Figure 2. Public transit modes (lines/routes/stops/stations) – case study zone (present). This figure is the authors’ own work.

Analysis phase

There is currently no mobility hub in the case study. However, the authors created a radius walking distance map to identify and analyse the mobility hub zones (see Figure 3-1). The following table (see Table 2) shows the SWOT analysis for each mobility hub zone (see Figure 3-2), with reference to Table 1. SWOT analysis is used to investigate the current and initial conditions of the planned hub site and its surroundings. Analyse existing transport networks, including street connections, cycling, pedestrian infrastructure, and public transport. This review included land use, urban form, and neighbourhood character to fully capture the context of the site. Redevelopment opportunities on and around the site were analysed to understand the potential of mobility hubs to support transit-oriented development. Finally, the site's constraints and opportunities are discussed to determine which elements of the mobility hub are best suited to the site's current issues and build on its strengths. In addition, the view of documents, maps, manuscripts, and references related to transportation in Alexandria, notes taken from visiting relevant transport institutions, and El-Wazir's explanation of official statements from transcribing announcements on TV shows helped the authors build the outline description of the current situation for the SWOT analysis.

Figure 3. (1) Radius walking distance map – case study zone (present).

This figure is the authors’ own work. (2) Mobility hub zones – case study zone (present). This figure is the authors’ own work.

Table 2. SWOT analysis of mobility hub zones.

SWOT	Primary Zone	Secondary Zone	Tertiary Zone
Strengths	• There are lighting units along the road • Traffic lights control the vehicle and pedestrian passage beside the bus terminal in both directions • There are street signs • There are taxicabs • The Muharram Bek El Mowkaf El Gedid Bus Terminal has an administration building, covered seating areas, bathrooms, and a ticket office • The bus terminal and its platforms are generally in good condition and clean • There are paid parking spaces and commercial shops inside the bus terminal • The Muharram Bek Train Station contains a covered seating area and an administrative building with a manager's office, a bathroom, a computer desk, and a ticket office • The train station and its platforms are generally in good condition and clean	• There is a parking district – West Alexandria • There is a car dealership (show and sell) • There are government buildings and institutions	• There is a pedestrian connection, i.e., the Martyr Soldier/Muhammad Reda Muhammad Ahmad Bridge • Residential buildings with heights ranging from 4 to 12 floors • There are development areas; each of them includes a mosque, an event centre, playgrounds, a wedding hall, a swimming pool, and a commercial centre • There is sporting club • There are government buildings and institutions
Weaknesses	• Entering the Muharram Bek Train Station by an improper entry; on the other hand, the main gate is sealed • The Muharram Bek El Mowkaf El Gedid Bus Terminal is not visible coming from the El Kabary Express Bridge • Private vehicles and taxicabs are parking against the bus terminal's wall, causing traffic congestion • There are no stable taxi stands, which causes traffic problems • The minibuses are causing traffic congestion at traffic lights by stopping illegally • No bus lanes • No safe access to bus stops, which must be provided through sidewalks and proper street crossing sites • At bus stops, there are no agency logos or visual markers, station names, route maps, or schedules, all of which should be displayed to riders • The presence of three-wheel tuk-tuks causes traffic problems • There is no pedestrian infrastructure that ensures pedestrian safety • There are no crosswalks where the roads would be too unsafe to cross without assistance due to vehicle numbers, vehicle speed, or road widths • No cycling facilities • No cycle tracks • Cyclists cannot ride safely in mixed traffic • No shared modes, either car or bike • No alternate parking spaces with trees or rain gardens • There are no open spaces • There is no balance in the distribution of services depending on the building types on the site • There are street vendors in the surroundings • The lighting units along the road do not usually work at night	• No vehicular infrastructure serves the Muharram Bek Train Station on both sides of the train station • There is no pedestrian infrastructure that ensures pedestrian safety • There are no crosswalks where the roads would be too unsafe to cross without assistance due to vehicle numbers, vehicle speed, or road widths • No cycling facilities • No cycle tracks • Cyclists cannot ride safely in mixed traffic • No shared modes, either car or bike • No alternate parking spaces with trees or rain gardens • There are no open spaces • There is no balance in the distribution of services depending on the building types on the site	• Building heights are inconsistent with street widths, and there are various heights on both sides of the Mahmoudia Canal Road • There is no pedestrian infrastructure that ensures pedestrian safety • There are no crosswalks where the roads would be too unsafe to cross without assistance due to vehicle numbers, speed, or road widths • At intersections, there are no raised crosswalks, which act as speed calming measures and prioritise pedestrians • No alternate curb extensions or rain gardens with parking spaces to create pinch points on the streets, which help in speed reduction • No curb extensions to locate street trees, light poles, cycle racks, or other street furniture • No cycling facilities • No cycle tracks • Cyclists cannot ride safely in mixed traffic • No shared modes, either car or bike • No alternate parking spaces with trees or rain gardens • There are no open spaces • There is no balance in the distribution of services depending on the building types on the site
Opportunities	• The Alexandria High-Speed Electric Rail Terminal will be built on the vacant site in front of the Muharram Bek El Mowkaf El Gedid Bus Terminal; a sign confirms the existence of the Egypt Electric High-Speed Rail Project. The Egyptian Ministry of Transport owns the project, which is supervised by the General Authority for Roads, Bridges, and Land Transport; the general consultant for the project will be SYSTRA, and CASA Construction will handle the contracting; this project will cause a qualitative shift in the realm of transportation, affecting the MSTBE • There are development services in front of the bus terminal, i.e., petrol and gas stations with commercial amenities located in front of the bus terminal	• The vacant site on which the Alexandria High-Speed Electric Rail Terminal will be established is far too large to be managed alone; the authors expect that further projects will be planned on this land to serve and support the terminal • There are development services, i.e., petrol and gas stations and a car service centre	There are development services, i.e., petrol stations, car service centres and a supermarket
Threats	There is no provision to guarantee the safety of people crossing the train track from mixed-use land		Pedestrians do not generally use bridges except a few times due to the many stairs on the bridges; pedestrians jump over concrete barriers to pass from one side to the other, often exposing passers-by to danger; some neighbourhood residents made a small ladder bypassing by jumping or using bridges

Results and discussion

As shown in Figure 4 and Figure 5-2, the authors took several phases into account, including the accumulation of lessons, information, and data and the analysis and development of the current state, in order to have acceptable results in the long run, even though there were negative results. The proposal achieved the following:

Figure 4. Mobility hub zones – case study zone (proposal). This figure is the authors’ own work.

Figure 5. (1) Land uses map – case study zone (present). This figure is the authors’ own work. (2) Land uses map – case study zone (proposal). This figure is the authors’ own work.

In addition to the proposal’s achievements, the authors wanted to ensure that they had distributed the land uses fairly, so they estimated the exact percentages of the land uses for each mobility hub zone in the case study in the current and proposed states and compared them (see Figure 5 and Table 5); the result was acceptable under the guidance of the two international case studies. And also, they evaluated the MBMH using the city centre mobility hub’s CoMoUK accreditation assessment, and the mobility hub was awarded CoMoUK Gold Accreditation (see Table 6).

Out of all the above outcomes, the overall results are positive, as the authors expect that if the proposal is implemented as intended, it will be the starting point to ensure that the micro-scale transit built environment is a catalyst for future influences that will affect meso-scale and ultimately macro-scale transit built environments in the long run.

Conclusions

Transportation has changed dramatically in the last decade. Demographic changes, increased urbanisation, and changes in employment types and arrangements have put additional demand on existing transportation and transit networks. That is why the authors focused on the existing MSTBEs of cities to prepare Alexandria to accept ongoing and future transportation developments that will complement local transit.

This research used the MBMH as a case study as a starting point for applying “Enhanced MSTBE Phases” methodology in Alexandria, Egypt, where the case study was documented, analysed, and developed to be sustainable. Throughout the methodology’s application, the authors ensured that the development must start from the smallest scale (micro-scale) of the built environment to the next scales (meso-scale and macro-scale), as well as that people’s behaviour is always affected by the design of the built environment (MSTBE). Moreover, when the authors compared land use percentages and used mobility hub’s CoMoUK accreditation assessment, the results were positive, which indicated the authors’ success in the methodology’s application.

Following the successful methodology’s application to the case study, the authors anticipate that if this method is applied to the other 22 proposed mobility hubs at MSTBEs, the influences of the MSTBEs will reach the meso- and macro-scales. Moreover, Alexandria Strategic General Urban Plans’ Transportation Sector Five Goals (Support Decentralised Concentration, Improve Quality of Life & Environmental Quality, Stimulate Successful Socio-economic Development, Promote Cultural and Architectural Heritage, and Support Planning Policies for Implementation) would be achieved, which would affect the whole governorate’s urban planning and housing, urban and economic development, transportation, and the environment in the future, as shown in Table 7.

Software availability