Chapter 8: Target Areas Transport Management: 8.1 Existing Issues, Opportunities and Constraints

CREATS Phase I Final Report Vol.
III: Transport Master Plan

Chapter 8: TARGET AREAS TRANSPORT MANAGEMENT
CHAPTER 8: TARGET AREAS TRANSPORT

MANAGEMENT
8.1 EXISTING ISSUES, OPPORTUNITIES AND CONSTRAINTS

In summary, the following problems and issues have been identified from a
traffic-engineering point of view in the Study Area. The problems and issues are
identified from data based on several investigations of traffic volume flow, vehicular
travel time, parking conditions and traffic control facilities.
8.1.1 Problems and Issues of Traffic Flow and Control
(1) Excessive Vehicular Traffic Volume to/from the Central Area
Chronic traffic congestion in the Cairo CBD area and the Central Giza area becomes
very severe during the peak period when major signalized intersections reach
near-saturated level. This indicates that there are significant gaps between road
space supply and vehicular traffic demand for commuting.
(2) Low Average Travel Speed and Area of Congestion
In the morning peak period, the area surrounded by the 6th October, 26th July,
Cornish El Neel and Port Said roads (covering approximately 15 sq km) was
identified as a heavily congested area, in terms of travel speeds of 10km/h or less.
However, in the midday period, the congested area increases to about 30 sq. km. In
the evening peak hour, the congested area was more or less the same as the area in
the midday peak period.
These figures show that the congested area covers almost the same area of the Cairo
CBD and Giza Central Area, where the supply of road space is very difficult because
of its characteristics of land use. Thus, the question should be how to divert the
excessive traffic demand made by private vehicles to other forms of traffic flows.
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CREATS Phase I Final Report Vol. III: Transport Master Plan
(3) Main Causes of Traffic Congestion
The main causes of traffic congestion, characterized by travel speed of 10 km/h or

less during the peak hour, are categorized into 8 types, in the context of traffic
engineering and based on the travel time survey, as described below.
• Waiting for traffic lights to change

• Pedestrians crossing
• Congestion of buses/shared taxies near bus stops
• Traffic congestion caused by traffic spill-back from upstream
• Merging and diverging from/to side roads without a traffic signal light
• On-street parking
• Conflict of vehicles at U-turn points
• Vehicles stopping due to engine trouble
In addition, the following problems were seen from visual observation and other
information.
• Bad driving habits such as zig-zag driving

• Unsuitable geometric condition of certain roads
• Traffic friction with informal roadside use activities
It is, therefore, highly recommended that effective countermeasures should be
considered, to mitigate traffic congestion at “BOTTLENECKS”, through a traffic
control and management plan.
(4) Traffic Education of Drivers and Pedestrians is Weak
Egyptian drivers, considered collectively, have been described as undisciplined

through actions such as suddenly changing lanes without notice, jumping queues and
blocking intersections. Such driving behavior leads to lower traffic capacity and the
occurrence of traffic accidents. Therefore, effective traffic education programs and
campaigns should be promoted to improve driver’s compliance with traffic laws and
regulations.
The behavior of pedestrian’s is also rather bad i.e. they cross streets at the middle
sections of roads (jay-walking), and they walk along vehicle lanes to shortcut their
journey. In addition to this, pedestrians and passengers overflow onto vehicle lanes at
bus stops because of the small capacity of the area. Appropriate pedestrian
education programs are, therefore, required to improve pedestrian discipline as well
as the capacity improvement of pedestrian facilities.
In addition, the quality of instruction given to student drivers is quite insufficient,

although more detailed investigation may be required in this area. More practice
and classroom teaching by driving schools should be provided. As a consequence
of insufficient instruction, proper attitudes or ideas toward driving and law
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enforcement, that are necessary for self-discipline and social responsibility, are not
adequately stressed.
(5) High Occupancy of On-street Parking
The Cairo CBD, bordered by Ramsees, Clot Bay, El Azhar, Port Said, Mohammed
Bey Fareed, and Mohamed Kareem roads, has a high parking occupancy, where the
parking occupancy in the business hour exceeds 100%. Particularly in the area
boarded by Ramsees, 26th July, El Gumhouriya and El Raeess Abdel Salam roads,
the parking occupancy was in the range of 150% to 200%. The present level of
on-street parking capacity is far from sufficient to meet parking demand. It is,
therefore, highly recommended that the number of parking spaces should be
developed or regulated by various traffic restrictions.
8.1.2 Problems and Issues of Traffic Control and Management Facilities
(1) Unsuitable Traffic Signal Control System
At the present time, February 2002, there are over 227 signalized intersections in the
study area. The maintained traffic signals are mostly vertical-type signal heads,
traffic lights were not visible because of low poles. Some traffic lights are not
working properly. The signal light for pedestrians was not installed sufficiently.
During peak periods, most major signalized intersections were manually controlled
by traffic policemen. This is because the current traffic congestion in the Cairo may
be difficult to control with the existing system due to near or over-saturation
conditions. However, this manual control makes signal synchronization difficult to
keep and leads to a long cycle time. Many long cycle times of more than 3 min
were observed during the field survey.
(2) Key Bottlenecks
The current traffic congestion is mainly caused by spill-back due to near or

over-saturated bottlenecks. The signal control system can only be effectively
operated when the traffic shows a stable fluctuation pattern. Thus, the technical
improvement of the signal control system to manage near or over-saturated
conditions will be necessary instead of manual operation by traffic police.
Notwithstanding this, it is necessary that widening plans for approaches to
intersections should be considered.
Traffic to and from side roads without traffic lights disturbs main traffic flows.
These no-signalized intersections will be considered for the installation of signals
including channelization, in order to control both motor vehicles and pedestrian
traffic.
The conflict of vehicles at U-turn points was seen on wide roads. Such U-turn
points will be considered for the installation of new signals, or such type of
intersection will be improved with adequate design.
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(3) Shortage of Traffic Safety Facilities
Pedestrian crossings are not sufficient in number. In order to reduce traffic

accidents involving pedestrians, more pedestrian crossings are needed along arterial
roads within the central area.
The traffic signs are not sufficient in number and, in addition, some of the regulation
signs are attached on low poles, giving poor visibility. The improvement of traffic
signs is necessary from the viewpoint of visibility as well as in terms of numbers.
(4) Insufficient Vehicles Inspection System
Congested sections caused by vehicles stopping due to engine trouble/puncture were

observed on elevated roads. Stationary vehicles on elevated roads, resulting from
engine trouble, can lead to traffic congestion and/or further accidents. A technical
improvement of the vehicle inspection system is highly recommended.
8.2 APPROACH AND METHODOLOGY

As previously pointed out in the analysis of the current urban transport status (refer
to Chapter 9 of Progress (2) Vol. I Report), the problem of the existing traffic
congestion is caused by inadequate road capacity including the lack of a
well-developed traffic management system.
An appropriate, systematic traffic management plan is essential for the safe, smooth
flow of the increasing motor traffic on roads. Traffic management is particularly
important to make the maximum use of the existing road facilities and to improve
current road capacities. Since traffic management plans are a relatively low cost,
except for those measures which improve large size facilities, and since it is possible
to carry out a trial and error method while observing the effects on the traffic flow
and other factors, it is necessary to introduce improvement measures that respond to
the changing requirements at different times.
The traffic management plan is composed of a Short-Term Plan, and a Middle and
Long-Term Plan. The short-term plan is an immediate action plan focused on
issues in the selected traffic congested area, and does not comprehensively result
from a study of the whole area on a unified theme, whilst the middle and long term
plans are focused only on specific issues in certain areas. The approach of each
plan is described below:
8.3 SHORT-TERM PLAN FOR IMMEDIATE ACTIONS
8.3.1 Objectives
The traffic management plan is generally part of the short-term plan because it makes
maximum use of the existing road facilities. Immediate action plan objectives for
promoting the quality of the urban environment are, therefore, listed as follows
directly below; and measures to improve the bus priority system, traffic control
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system, road/traffic management facilities and parking facilities are proposed

thereafter.
• To promote the service level of bus transport system;
• To achieve a smooth traffic flow;
• To reduce traffic accidents; and
• To create “pedestrian-friendly” facilities.
The immediate action plan is proposed as a series of short-term measures for the next
five years. It shall be followed by the implementation of the middle-term plan in
the Master Plan. With a view to achieving smooth traffic flow in the Cairo CBD
and Central Giza area, the goal of this plan is to induce commuters to shift from
private vehicles to public transportation, and to mitigate traffic congestion at
bottlenecks. Thus, it is necessary to increase road traffic capacity through the
improvement of traffic management facilities. Measures to achieve this are listed in
Table 8.3.1 and these are based on current problems and issues.
Table 8.3.1 Countermeasures for the Immediate Action Plan

Current Problems Issues Countermeasures Warrants
1. Traffic congestion 1. Technical improvement of 1.Improvement of traffic 1. Driver obeys traffic
at signalized signal control system to signal control system. signal control and
manage
intersections (Key near/over-saturated 1) Traffic response system regulation.
bottlenecks). conditions will be on near/over-saturated 2.Strengthening traffic
necessary. condition. regulation enforcement.
2) Synchronized system of 3.Updating control
traffic signal. parameters at different
2. Improvement at time.
intersections
1) Widening plan at
approach of intersection.
2. Traffic conflict 1. Appropriate pedestrian 1.Improvement of traffic 1.Pedestrian obeys traffic
between vehicles safety education programs safety facilities. signal control and
are required.
and crossing of 2. A capacity improvement of 1) Plan of pedestrian crossing regulation.
pedestrians pedestrian facilities is with traffic lights. 2.Strengthening traffic
required. 2) Plan of scramble regulation enforcement.
pedestrian crossing.
3) Plan of pedestrian bridge.
2.Improvement of traffic 1. Executing sustainable
safety education system traffic safety education.
1) Plan of pedestrian’s safety
education program.
3. Traffic congestion 1. It is highly recommended 1. Improvement of bus 1. Driver obeys traffic
of buses and that effective traffic facilities. signal control and
education programs should
shared taxies near be promoted to improve 1) Plan of bus stop with bus regulation.
bus stops. driver’s behavior in bay. 2. Strengthening traffic
accordance with traffic 2) Plan of bus priority lane regulation enforcement.
laws and regulations. system.
2. Safe bus stops facilities for 2. Improvement of traffic 1. Executing sustainable
passengers should be
considered. safety education system traffic safety education.
3. Bus priority system for 1) Plan of driver’s safety
promoting the service level education program.
of bus transportation
system should be
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considered.
4. Traffic congestion 1. Technical improvement to 1. Improvement of traffic 1. Driver obeys traffic
caused by traffic manage the traffic volume signal control system. signal control and
should be considered.
spill-back from 2. It is necessary to increase 1) Traffic response system on regulation.
upstream. the capacity at bottlenecks. near/over-saturated 2. Strengthening traffic
condition. regulation enforcement.
2) Synchronized system for 3. Updating control
traffic signals. parameters at different
2. Improvement of time.
intersection
1) Widening plan at approach
of intersection.
2) Plan of channelization
system.
5. Traffic congestion 1. Installation of signals 1. Improvement of traffic 1. Driver obeys traffic
at no-signalized including channelization, signal control system signal control and
in order to control both
intersection or motor vehicles and 1) Installation plan of traffic regulation.
roundabout. pedestrian traffic. signal lights at 2. Strengthening traffic
non-signalized regulation enforcement.
intersections and 3. Updating control
roundabouts. parameters at different
2) Plan of channelization time.
system.
6. Traffic congestion 1. Parking spaces should be 1. Improvement of parking 1. Strengthening on-street
caused by parking developed or regulated by systems parking enforcement.
various traffic restrictions.
on street. 1) Plan of toll parking system
on street by introducing a
parking ticket system.
2) Plan of tolled off-street
parking facilities.
7. Traffic conflict of 1. U-turn points will be 1. Improvement of traffic 1. Driver obeys traffic
vehicles at U-turn considered for the signal control system. signal control and
installation of signal light
points. control. 1) Installation plan of traffic regulation.
signal lights at U-turn 2. Strengthening traffic
point. regulation enforcement.
3. Updating control
parameters at different
time.
8. Traffic congestion 1. A technical improvement 1. Improvement of traffic
caused by of the vehicle inspection safety facilities
system is highly
vehicles stopping recommended. 1) Plan of emergency space
due to engine 2. Emergency space on the on elevated road.
trouble. elevated road should be 2. Improvement of vehicle 1. Strengthening traffic
considered. inspection system regulation enforcement.
2) Improvement of vehicle
inspection system.
9. Traffic accidents 1. Effective traffic education 1. Improvement of traffic 1. Strengthening traffic
caused by bad programs should be safety education system. regulation enforcement.
promoted to improve
driving habits driver’s behavior in 1) Plan of driver’s safety 2. Executing sustainable
such as sudden accordance with traffic education program. traffic safety education.
change lanes by laws and regulations.
vehicles (e.g.
zigzag driving),
and sudden
stopping without
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notice leading to
traffic accidents.
10. Traffic accidents 1.It is necessary to decrease 1. Improvement of 1. Executing periodic
caused by traffic accidents through intersection analysis of traffic
the improvement of traffic
unsuitable management design, and to 1) Plan of channelization accident data.
geometric achieve a smooth traffic system
conditions on flow. 2) Plan for improvement of
street. intersection by introducing
a dynamic simulation
model.
11. Traffic friction 1. It is necessary to increase 1. Improvement of traffic 1. Strengthening traffic
with informal traffic capacity through enforcement regulation enforcement.
traffic enforcement.
side land use 1) Plan of traffic enforcement 2. Executing periodic road
activities. on street. patrol system.
Source: JICA Study Team 2002
In order to success the implementation of the given countermeasures in the GCR

traffic conditions, the warrants should be executed carefully. Especially, it is
necessary that drivers/pedestrians obey traffic signals and regulation if the benefits
of traffic management measures are to accrue. The conflicts between vehicular
traffic and pedestrians, which reduce the efficiency of the urban street network, can
be minimized by improving the road/traffic facilities and implementing traffic safety
measures including effective drivers/pedestrian education programs. Such
measures and programs, if successfully implemented, will not only improve traffic
flows but will also improve the safety, convenience, and comfort of both pedestrians
and drivers.
Besides, from a psychological point of view, unless the traffic enforcement is also
promoted, the general public will not pay much attention to their behavior or
attitudes. Traffic police should be mobile in keeping with progressive traffic
enforcement and modern supervisory techniques. In additions, a more stringent
licensing system as well as effective enforcement is urgently required to compel
drivers to observe traffic rules. CREATS proposed a “penalty-point system” for the
improvement of driving license system on Chapter 10, section 10.6 Supporting
Measures, in order to implement more stringent licensing system. Frequent traffic
offenders should be penalized by suspension of their license, and/or by making it
compulsory for them to attend reeducation programs. A penalty-point system can
be organized in such a way that serious offenders have a higher penalty than less
serious offenders.
Regarding to the warrant for the traffic signal control system, in order to response the
traffic flow conditions at different years, it is necessary that the traffic control
parameters of signal light should be updated periodically.
8.3.2 Study Area

The study area for the immediate action plan, as shown in Figure 8.3.1, covers the
area of seriously congested traffic in the Cairo CBD and Central Giza area (hereafter
referred to as the “action plan area”), bordered by the Ramsees, Port Said and El
Neel Cornish roads, and bordered by the Gamal Abd El Nasser, El Sudan and Abd El
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Salam Aref roads. Chronic traffic congestion in the area becomes very severe
during peak periods, where average travel speeds are less than 10km/h due to
multiple causes such as traffic spill-back from over-saturated bottlenecks, signalized
intersections with long cycle
times, congestion of
buses/shared taxies near bus Central Giza
stops, pedestrians crossing
and merging and diverging
from/to side roads without
signal lights. Based on the
foregoing, the Study Area for
the immediate action plan has Cairo CBD
been defined by a traffic
congestion area with low
speeds of less than 10 km/h
based on an analysis of the
travel time survey.
Figure 8.3.1 Study Area for the Immediate
8.3.3 Plan Description
Action Plan
(1) Improvement of the Traffic
Signal Control System
Based on the results of the travel time survey, the current problems and issues related
to existing traffic light controls are as follows:
• In the case of traffic congestion caused by spill-back due to near or over-saturated

signalized intersections (bottlenecks), a technical improvement of the traffic
signal light control to manage the traffic volume should be considered.
• In the case of traffic congestion at no-signalized intersections or roundabouts,
installation of signal lights including channelization should be considered, in
order to control both motor vehicles and pedestrian traffic.
• In the case of traffic congestion of vehicles at U-turn points, the installation of
traffic signal light control should be considered, in order to distribute conflicts
between vehicles.
Based on the forgoing issues, therefore, the four (4) plans listed below were proposed
for mitigating traffic congestion
• Traffic response system for near or over-saturated conditions.

• Synchronized system of traffic signal lights.
• Installation plan of traffic signal lights at non-signalized intersections and
roundabouts.
• Installation plan of traffic signal lights at U-turn points.
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1) Traffic Response System for Near or Over-saturated Conditions
In order to alleviate traffic congestion where there are near or over-saturated

conditions, it is recommended to introduce one type of traffic response system. It is
applicable for all traffic conditions, from under-saturation to over-saturation. As
part of the advanced traffic control system of the Tokyo Metropolitan Police
Department, this new signal control system* was developed. The concept of
control, system configuration and the effects of application are detailed below.
*Source: Advanced traffic control system of Tokyo Metropolitan Police Department.
a) Plan Locations
As shown in Figure 8.3.2, this plan will deal with the principal road network of
signalized intersections, linked to key bottlenecks with near or over-saturated
conditions following the analysis of the travel time survey. In determining the
locations for the installation of traffic signal lights for the traffic response system, the
following criteria was used:
Criteria for determining locations for installation of signal lights:

• Traffic congestion sections indicating less than 10km/h of average travel speed,
due to long periods of waiting for traffic signal lights to change;
• High ratio of total stopping time to total travel time: ratio above 50%.
• Key bottlenecks bring about spill-back condition to downstream; and
• Locations are located in the high principal road network in the action plan area.
Legend
Existing Traffic Lights
Newly Traffic Lights
Signalized U-turn Points
Synchronized System
Traffic Response System
Figure 8.3.2 Plan Location for Signal Control System
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The target intersections controlled by manual operation by the traffic police will be
considered to be signalized intersections. Based on the foregoing consideration, the
plan of the traffic response system covers the area bordered by Ramsees, Clot Bey,
Port Said, Magless El Shaab and Cornish El Neel roads. The target total number of
signalized intersections is 44 locations including 8 new signals.
b) Concept of Real-time Control System
The concept of control is explained below.
• When traffic demand is under-saturated, the aims of the system are not only to
reduce delay and stops but also to make the traffic flow safe by moderating the
speed of vehicles. It therefore uses a tool to set up an offset which corresponds
to the cycle length and uses a pattern selection method for real-time offset control.
• When traffic demand is nearly saturated, this system curbs congestion by

improving the efficiency of green time at critical intersections and maximizing the
traffic capacity. It is provided with a critical intersection control method
(Congestion alleviation control) for achieving this. The congestion alleviation
control directly calculates the split and cycle length every 2.5 minutes based on
the queue and the traffic volumes calculated from vehicle detector information.
This system also incorporates right turn vehicle actuation, which is run every
second by a signal controller at each critical intersection.
• When traffic demand is over-saturated, this system runs priority control for
competing traffic flows at critical intersections. If congestion has exceeded a
certain limit within a specific area such as the city center, this system controls
inflow to that area. Priority control is made possible by the congestion
alleviation control function, and inflow control is provided by Intentional Priority
Control.
c) System Configuration and Summary of Functions
The system consists of sub-systems

which are connected by means of
Traffic information Signal central
an optical LAN and which share
processing computer supervisor computer
functions. As shown in Figure
8.3.3, the system consists of
LAN
several Area Computers, a Traffic
Information Processing Computer Area computer Area computer
and a Signal Control Supervisor
Computer. Signal Signal lights
controller
Vehicle detector
Source: Advanced traffic control system of

Tokyo Metropolitan Police Department
Figure 8.3.3 System Configuration
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d) Traffic Information Processing
• Arrangement of vehicle detectors
Figure 8.3.4 shows a standard arrangement of vehicle detectors on an approach to a

critical intersection (key intersection).
30 M 150 M 300 M 500 M 750 M 1,000 M
Source: Advanced traffic control system of the Tokyo Metropolitan Police Department
Figure 8.3.4 Arrangement of Vehicle Detectors

• Traffic Information Process
Figure 8.3.5 shows the flow of information, and the method used for processing each type
of information is described below.
Detection Pulse Signal Status
Traffic Volume Occupancy Saturation-Flow Rate
Average Speed Load Ratio
Congestion Degree Congested Queue length
Travel Time
Source: Advanced traffic control system of the Tokyo Metropolitan Police Department
Figure 8.3.5 Traffic Information Process

• Signal Control Method
The system consists of a macro control function, which operates every 2.5 minutes,
and a micro control function which operates every second. The macro control
function is run by the Signal Control Supervisor and determines the signal
parameters based on detector information and congestion information. The micro
control function runs on the signal controllers and finely adjusts the green time based
on detector information from nearby intersections. Its main functions are left-run
vehicle actuation and flow rate maximization control.
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e) Effects of Application of Traffic Response System
The effects of the application of traffic response system may be estimated that total
travel time fell by 9%, total delay fell by 23% and congestion length-time fell by
28%, according to the result of Tokyo System.
2) Synchronized System for Traffic Signal Lights
Most major signalized intersections are manually controlled by traffic policemen and
this manual control is not enough to keep traffic signal lights synchronized. In
order to achieve a smooth traffic flow for major directions on seriously congested
roads, it is highly recommended that the computerized synchronized system of traffic
signal lights during peak hours is improved. Figure 8.3.2 shows the plan locations
for the synchronized system, which covers target routes including the key
bottlenecks with near or over-saturated conditions. In determining the locations for
installation of traffic signal lights by the synchronized system, the following criteria
was used:
Criteria for determining the locations of the synchronized system:

due to long waiting times for the traffic light to change;
• High ratio of total stopping time to total travel time: ratio above 50%, and
• Major route to be a priority except for within the planned area for the traffic
response system.
Based on the foregoing the consideration, target routes of the synchronized system
are eight (8) routes outside of the traffic response system: Cornish El Neel, El
Saray roads in Cairo CBD, Abdel Nasser, Gami’at-Duwa El Arabiya, Doqy, Abdel
Salam Aref, and Tahreer roads in Central Giza.
3) Installation Plan of Traffic Signal Lights at Non-signalized Intersections and

Roundabouts
The plan for the installation of traffic signal lights will deal with both the
non-signalized intersections, highlighted as subject intersections for the traffic
response system and the synchronized system, and the non-signalized intersections or
roundabouts where the volume of merging and/or diverging traffic was large. These
were also highlighted as traffic bottlenecks through an analysis of the current
situation which was based on the travel time survey. The plan includes the
channelization system. Figure 8.3.2 shows the plan locations for the installation of
traffic signal lights. In determining the locations for the installation of traffic signal
lights, the following criteria was used:
Criteria for determining the locations of traffic lights:
• Traffic congestion sections indicating less than 10km/h of average travel speed
due to long waiting times for the traffic light to change, and
• Locations with traffic congestion due to merging and/or diverging traffic.
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Based on these criteria, the targeted new signalized intersections are: 10

intersections in Cairo CBD, 23 intersections in Central Giza.
f) Channelization System
Based on the installation of traffic signal lights at non-signalized intersections or

roundabouts mentioned above, the traffic channelization plan will be mainly
executed.
4) Installation plan of traffic signal light at U-turn points
Traffic congestion at U-turn points is caused by conflicts between through traffic and
entering traffic. It is, therefore, highly recommended that the installation of new
traffic signal lights at U-turn points should be considered, in order to control both
main traffic flow and entering traffic flow. The plan proposes a standard design by
type of U-turn point. The current U-turn points are classified into two types i.e. A)
independent U-turn point on road and B) U-turn points for left-turn/through traffic at
non-signalized intersections (see Figure 8.3.6).
Type A: Independent U-turn point Type B: U-turn points for left/through

on road traffic at non-signalized intersection
Figure 8.3.6 Type of Current U-Turn Points

a) Comparison With/Without System of Traffic Signal Lights
• Type A: Independent U-turn Point on Road
Table 8.3.2 shows the comparison of design capacity between existing type A and
signalized type A. The figure indicates that the capacity of entering traffic from a
U-turn lane will decrease rapidly when the traffic demand on major road nears
capacity, the capacity of entering traffic from 1-lane U-turn point is only about 30
PCU/h when the through traffic on a major road is high i.e. above 2,000 PCU/h. As
the result, the through traffic on the major road will be blocked by a long queue of
entering traffic from the U-turn point. On the other hand, the proposed signalized
U-turn point can serve about 900 PCU/h of entering traffic even if the demand of
through traffic is high, through the distribution of signal phases (see Figure 8.3.7).
The capacity of entering traffic at a U-turn point was calculated based on the sum of
the following two traffic volumes:
- General traffic volumes on the major or priority road and,
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- Maximum traffic volume on the minor or non-priority road that, at the same
time, can possibly pass through the U-turn point after stopping once.
Accordingly, the usage of headways in priority traffic flow by vehicles of
non-priority traffic flow is generally treated under the “gap-acceptance”. The
simple model equation is given by the Poisson distribution.
Existing Type A Signalized Type A

1,800
2,000
2,700
2,030
900
30
30
900
2,030 2,700
2,000
Unit: PCU/h
1,800

Figure 8.3.7 Comparison With/Without System of Traffic Signal Lights
The proposed signalized U-turn point was assumed based on the design conditions in
Figure 8.3.8.
Proposed signal step. (cycle length = 100 sec)

Phase Time (sec)
1. Phase No.
50 100
Phase
1 G(46) Y R(50)
2. 2 R(50) G(46) Y
Note: G = Green, R = Red, Y = Yellow (4 sec),
Each loss time = 1 sec
Figure 8.3.8 Assumption of Signal Phasing and Step

Table 8.3.2 Comparison of Design Capacity Between Existing Type A and
Signalized Type A
Design Capacity
4-lanes two-way, Existing A type Signalized A type
major road traffic 1-lane one-way, 1-lane one-way,
4-lanes two-way, major 4-lanes two-way, major
(PCU/h) entering traffic from U- entering traffic from U-
road traffic (PCU/h) road traffic (PCU/h)
turn lane (PCU/h) turn lane (PCU/h)
600 4,000 550 1,800 900
1,000 4,000 330 1,800 900
1,500 4,000 160 1,800 900
2,000 4,000 30 1,800 900
• Type B: U-turn Points for Left-turn/through Traffic at Non-signalized Intersection
Table 8.3.3 shows the comparison of design capacity between existing type B and
signalized type B. The type B seems similar to a type of roundabout. However, the
8 - 14
circular traffic on the roundabout is priority traffic, whilst incoming traffic is

non-priority traffic. Therefore, the existing type B should be considered as
separated intersections linked to two U-turn points. The existing type B has two
locations where there are headways in priority traffic flow by vehicles of non-priority
traffic flow. The figure indicates that the capacity of entering traffic from U-turn
lanes will decrease the same as the abovementioned existing type A. The proposed
signalized intersection can also serve both directions at about 1,800 PCU/h through
the distribution of signal phases (see Figure 8.3.9). The signal control system can
work effectively when the traffic shows a stable fluctuation pattern in different
directions.
The signalized Type B should be designed based on the following conditions:
- The signal system should be designed together as two U-turn points.

- The signal split adopts a synchronized system by using the abovementioned
U-turn point signal steps.
- The each U-turn points will be controlled by offset parameters.
Existing Type B Signalized Type B
4,000 2,000 4,000 2,000
4,000 900 1,800 4,000

2,000
2,030 1,800
30 900 900
30 2,000 2,000
30 2,000 900 2,000

30 900
2,030 1,800
4,000 2,000 4,000 1,800

900
Unit: PCU/h
2,000 4,000 2,000 4,000
Figure 8.3.9 Comparison With/without System of Traffic Signal Lights
Table 8.3.3 Comparison of Design Capacity Between Existing Type B and

Signalized Type B
Design Traffic Capacity
Existing B type Signalized B type
4-lanes two-way, major 4-lanes two-way, minor 4-lanes two-way, major 4-lanes two-way, minor
4-lanes two-way, road traffic (PCU/h) road traffic (PCU/h) road traffic (PCU/h) road traffic (PCU/h)
major road traffic
(PCU/h) Through Through Through Through
Right- Right- Right- Right-
and left- and left- and left- and left-
turn Total turn Total turn Total turn Total
turn turn turn turn
traffic traffic traffic traffic
traffic traffic traffic traffic
600 2,000 2,000 4,000 550 2,000 2,550 900 900 1,800 900 900 1,800
1,000 2,000 2,000 4,000 330 2,000 2,330 900 900 1,800 900 900 1,800
1,500 2,000 2,000 4,000 160 2,000 2,160 900 900 1,800 900 900 1,800
2,000 2,000 2,000 4,000 30 2,000 2,030 900 900 1,800 900 900 1,800
8- 15
(2) Improvement of Intersection
Since there is no space in the built-up area of the plan area, for the short term, it is
very difficult to widen existing and new roads. Accordingly, based on the major
problem of current traffic spill-back associated with bottlenecks caused by lack of
traffic capacity, it is necessary to increase road traffic capacity through the maximum
use of the existing road facilities. The measure should take into account the need to
decrease delay time and long queue during peak hours. Therefore, an improvement
of an intersection by introducing a widening plan at the approach of the intersection
with channerization is necessary, in addition to the abovementioned signal control
system, for mitigating traffic congestion.
1) Widening Plan at Approach of Intersection
This plan covers the signalized intersections at the locations which, based on the
analysis of the travel time and distance diagram in the travel time survey, were
considered to be traffic bottlenecks. In this analysis, the bottleneck point in the
context of traffic engineering is defined as follows: travel speed of less than 10km/h,
and ratio of total stopping time to total travel time indicating a ratio of above 50%.
At bottlenecks where such parameters are exceeded, the approach will be widened
and/or traffic lights system will be improved as the abovementioned. In this
section, the widening plan will be introduced. As an example, improvement plans
are shown in Figure 8.3.10. The left lane of the widening plan is improved by
shifting to the centerline or median, and the improvement of channeling is also
required. In determining the locations for the widening plan at the approach of
intersection, the criteria used was the same as for the improvement of the traffic
control system, the location to be improved is also the same as for bottlenecks.
Figure 8.3.10 A Sample of a Widening Plan At the Approach of an Intersection
2) Plan for Improvement of an Intersection by Introducing A Dynamic Simulation

Model
This section discusses the assessment for the improvement of bottlenecks by

introducing a Dynamic Simulation Model. The target bottleneck for assessment is
Abdel Moniem Ryad Square, pinpointed as a traffic bottleneck through the analysis
of the travel time survey. In order to ensure a smooth traffic flow, the traffic
circulation plan is formulated by introducing a synchronized system of traffic lights,
8 - 16
a pedestrian-friendly scramble crossing system and a ramp control system for the 6th
October Bridge.
a) Alternative
Each Alternative is shown in Figure 8.3.11 (1)(2)(3)(4). Alternatives for

improvement are classified into four (4) types as follows:
• Alternative A: Traffic circulation system by synchronized signal light

Alternative A adopts fully adequate synchronized traffic lights at crossing points on
the principal roads, in order to achieve a smooth traffic circulation. Because, these
intersections are manually controlling by traffic policemen, this manual control is
difficult to effectively work when the traffic shows an unstable fluctuation pattern.
Additionally, there is inadequate signal phasing at the major signalized intersections,
for instance, at Galaa-Cornish El Neel intersection, and the traffic from Galaa St. at
the 2nd phasing of the traffic lights is always blocked by the through traffic from
Cornish St. Consequently, spill-back conditions occur downstream. When two
intersections interfere with each other because the distance between them is too
short, these intersections should be consider as one signal control system. Signal
phasing at Galaa-Mariette Pasha St. intersection has also a conflict between buses
from/to the bus street under 6th October Bridge and traffic on Mariette Pasha St.
Furthermore, this phasing is not coordinated with traffic from Galaa St., and then,
drivers jump queues and block intersections. There are three serious cross points
caused by short distance weaving behavior. The most serious weaving point is the
section between Galaa-Mariette Pasha St. intersection, and the on-ramp to 6th
October Bridge and the left-turn to Tahreer Sq. Traffic congestion becomes very
severe due to the conflict between this three directional traffic. Other points are
sections between Galaa-Mariette Pasha St. intersection and Ramsees- Mariette Pasha
St., caused by traffic going to Ramsees St., on-ramp to 6th October Bridge and Galaa
St.. Based on the foregoing conditions, a traffic circulation system will be
introduced with synchronized traffic lights.
• Alternative B: Pedestrian-friendly by scramble pedestrian crossing

Alternative B is the same as adopting fully synchronized traffic lights, in addition to
a pedestrian-friendly scramble crossing.
• Alternative C-1: 6th October Bridge ramp control by closing on-ramps

Alternative C-1 is traffic enforcement for entering to 6th October Bridge by closing
the on-ramp during peak hours.
• Alternative C-2: 6th October Bridge ramp control by partial closing

Alternative C-2 is stronger traffic enforcement than Alternative C-1, with the partial
closing of on/off ramps.
8- 17
Alternative A: Traffic Circulation by Synchronized Signal Light

Intersection D: 3 Phases
Cornish El Neel St.
1Φ 2Φ 3Φ
A
El Galaa St.
BUS
D
B
TERMINAL
BUS
PARKING LOT
TERMINAL
PARKING LOT
Ramsees St.
1Φ 2Φ
C Intersection C: 2 Phases
1Φ 2Φ
Mahmood
Basyoony St.
Merit Basha St.

Intersection A, B: 2 Phases
Figure 8.3.11 (1) Alternative A: Traffic Circulation System by

Synchronized Signal Light
A ltern ative B : P ed estria n-F rien dly b y S cram b le P edestrian C rossin g

In tersection D : 4 P hases
Scramble
C o rnish E l N eel S t.
Cros swalk 1Φ 2Φ 3Φ 4Φ
A
E l G ala a S t.
BU S
D
B T E R M IN A L
BU S
PARKING LOT
T E R M IN A L
P A R K IN G L O T
R a m sees S t.
1Φ 2Φ 3Φ
In tersection C : 3 P h ases
C
1Φ 2Φ
M a hm oo d 3Φ
Ba syo on y S t.
In tersectio n A , B : 3 P h a ses M erit B a sha S t.
Figure 8.3.11 (2) Alternative B: Pedestrian-Friendly Scramble Crossing
8 - 18
Alternative C-1: 6th October Bridge Ramp Control by On-Ramps

(A.M. peak hours and P.M. peak
Cornish El Neel St.
El Galaa St.
BUS
TERMINAL
PARKING LOT
BUS
TERMINAL
PARKING LOT
Ramsees St.
Mahmood Basyoony
St
Merit Basha St.
Figure 8.3.11 (3) Alternative C-1: 6th October Bridge Ramp Control by
Closing On-Ramps
Alternative C-1: 6th October Bridge Ramp Control by Partial

(A.M. peak hours and P.M. peak
Cornish El Neel St.
El Galaa St.
BUS
TERMINAL
PARKING LOT
BUS
TERMINAL
PARKING LOT
Ramsees St.
Mahmood Basyoony
St
Merit Basha St.
Figure 8.3.11 (4) Alternative C-2: 6th October Bridge Ramp Control by
Partial Closing
8- 19
The calculation of the saturation flow rate and the saturation degree of the
intersection in Alternative A and B is shown in Table 8.3.4. Figure 8.3.12 shows
the plan of signal cycle time and splits.
Table 8.3.4 Calculation of Saturation Flow Rate and Saturation Degree of

Intersection
Intersection A.
N-S S-N E -
Approach
R S L R S L R S L R S L
1) No. of lanes 0 3 0 0 4 0 3 0 2 - - -
2) Basic value of
- - - - - - - -
saturation flow rate 2,000 2,000 2,000 2,000
3) Adjustment factor
- - - - - - - -
lane width 1.000 1.000 1.000 1.000
- - - - - - - -
for heavy vehicles 0.97 0.8 0.97 0.97
for left - 1 - - 1 - 1 - 1 - - -
6) Saturation flow rate - 5,820 - - 6,400 - 5,820 - 3,880 - - -
7) Traffic volume - 3,236 - - 2,113 - 1,239 - 637 - - -
8) Flow rate - 0.556 - - 0.330 - 0.213 - 0.164 - - -
1Φ - 0.556 - - 0.330 - 0.000 - - - -
9) Necessary phase ２Φ - - - - - - 0.000 - 0.164 - - -
ratio ３Φ - - - - - - - - - - -
４Φ - - - - - - - - - - -
10) Ratio of heavy - 5% - - 33% - 2% - 3% - - -
Note: R=Right-turn, S=Straight, L= Left-turn, S.D=Saturation Degree
Intersection B
N-S S-N E -
Approach
1) No. of lanes - 4 3 2 4 - 2 - - - - -
2) Basic value of
- - - - - - -
saturation flow rate 2,000 2,000 2,000 2,000 2,000
- - - - - - -
lane width 1.000 1.000 1.000 1.000 1.000
- - - - - - -
for heavy vehicles 0.970 0.910 0.970 0.970 0.940
- - - - - - -
for left 1.000 1.000 1.000 1.000 1.000
6) Saturation flow rate - 7,760 5,460 3,880 7,760 - 3,760 - - - - -
7) Traffic volume - 2,137 1,826 1,996 1,456 - 663 - - - - -
8) Flow rate - 0.275 0.334 0.514 0.188 - 0.176 - - - - -
1Φ - 0.275 0.000 0.188 - 0.176 - - - - -
9) Necessary phase ２Φ - 0.275 0.334 0.000 - - 0.176 - - - - -
ratio ３Φ - - - - - - - - - - - -
４Φ - - - - - - - - - - - -
10) Ratio of heavy
vehicles - 4% 6% 4% 2% 0 8% - - - - -
8 - 20
Table 8.3.4 Calculation of Saturation Flow Rate and Saturation Degree of

Intersection (Contd.)
Intersection C
N-S S-N W-E E-W
Approach
1) No. of lanes - - - 4 - - - - 3 1 - -
2) Basic value of
- - - - - - - - -
saturation flow rate 2,000 2,000 2,000
- - - - - - - - -
lane width 1.000 1.000 1.000
- - - - - - - - -
for heavy vehicles 0.970 0.970 0.970
- - - - - - - - -
for left 1.000 1.000 1.000
6) Saturation flow rate - - - 7,760 - - - - 5,820 1,940 - - S.D
7) Traffic volume - - - 4,924 - - - - 970 1,834 - - of Total
8) Flow rate - - - 0.635 - - - - 0.167 0.945 - - phase S.D
1Φ - - - - - - - 0.167 0.000 - - 0.167
9) Necessary phase ２Φ - - - 0.635 - - - - 0.000 - - 0.635
0.801
ratio ３Φ - - - - - - - - - - - -
４Φ - - - - - - - - - - - -
10) Ratio of heavy
vehicles - - - 3% - - - - 1% - - - - -
Intersection D
S-N E-W(Gala St.) W (from Bus termin
E-W (to Bus termina
Approach
1) No. of lanes - - 3 - 5 - - 1 - - 1 -
2) Basic value of
- - - - - - - -
saturation flow rate 2,000 2,000 2,000 2,000
- - - - - - - -
lane width 1.000 1.000 1.000 1.000
- - - - - - - -
for heavy vehicles 0.970 0.940 1.000 1.000
- - - - - - - -
for left 1.000 1.000 1.000 1.000
6) Saturation flow rate - - 5,820 - 9,400 - - 2,000 - - 2,000 - S.D
7) Traffic volume - - 1,282 - 4,232 - - 200 - - 200 - of Total
8) Flow rate - - 0.220 - 0.450 - - 0.100 - - 0.100 - phase S.D
1Φ - - 0.220 - - - - - - - - - 0.220
9) Necessary phase ２Φ - - - - 0.450 - - - - - - - 0.450
0.770
ratio ３Φ - - - - - - - 0.100 - - 0.100 - 0.100
４Φ - - - - - - - - - - -
10) Ratio of heavy
vehicles - - 4% - 7% - - 100%
- - - - - -
8- 21
Figure 8.3.12 Plan of Signal Cycle Time and Splits.
Alternative A: Intersection A Alternative A: Intersection B

Proposed Signal Step: Cycle Length = 100 sec Proposed Signal Step: Cycle Length = 100 sec
Time (sec) Time (sec)
Phase 20 40 60 80 100
Phase 20 40 60 80 100
1Φ G (70) Y R (25) 1Φ G (41) Y R (54)

２Φ R (75) G Y ２Φ R (46) G (49) Y
Note: Yellow time = 5 sec Note: Yellow time = 5 sec
Alternative A: Intersection C Alternative A: Intersection D

Proposed Signal Step: Cycle Length = 100 sec Proposed Signal Step: Cycle Length = 100 sec
Time (sec) Time (sec)
Phase Phase 20 40 60 80 100
20 40 60 80 100
1Φ G Y R (76) 1Φ G (23) Y R (72)

R (24) G (71) ２Φ R (28) G (50) Y R(17)
２Φ Y
3Φ R (83) (12) G Y
Note: Yellow time = 5 sec
Alternative B: Intersection A
Proposed Signal Step: Cycle Length = 150 sec
Time (sec)
Phase 20 40 60 80 100 120 140 160
1Φ G (77) Y R(68)
２Φ R(82) G (28) Y R(35)
3Φ R(115) G (30) Y

Alternative B: Intersection B
Time (sec)
Phase 20 40 60 80 100 120 140 160
1Φ G (52) Y R(93)
２Φ R(57) G (53) Y R(35)
3Φ R(115) G (30) Y
Alternative B: Intersection C
Time (sec)
Phase 20 40 60 80 100 120 140 160
1Φ G (25) Y R(120)
２Φ R(30) G (90) Y R(25)
3Φ R(125) G Y
Alternative B: Intersection D
Time (sec)
Phase 20 40 60 80 100 120 140 160
1Φ G (32) Y R(114)
２Φ R(36) G (63) Y R(47)
3Φ R(103) G (15) Y R(28)
4Φ R(122) G (24) Y
8 - 22
b) Microscopic Dynamic Traffic Simulation Program
The Microscopic Dynamic Traffic Simulation Program is a software application

which has been designed for the analysis of traffic flows in a road network. This
program creates vehicles, each of which follows the vehicle ahead and determines its
behavior based on the surrounding conditions at every time point until it reaches the
destination. Each generated vehicle has its own desired speed, vehicular
acceleration/deceleration performance, final destination, and route to the destination,
and a variety of vehicle characteristics create irregular, frictional traffic flows, thus
reproducing traffic congestion in the computer.
To be more precise, the Dynamic Simulation Program can reproduce the following
phenomena in some form:
• Traffic disorder caused by the co-existence of slower vehicles;

• Traffic flow at signalized intersections;
• Merging and weaving traffic; and
• Traffic behavior depending on the road structure
The program then gives computed outputs such as traffic capacity of all or part of the
network, average speed and stopping delay of vehicles by sections, etc. Therefore,
it is envisaged that the application of this program is very effective, particularly
when several alternative plans of road network are worked out and it is necessary to
give some kind of quantitative approach for the comparison of the efficiency of each
plan.
c) Distinctive Alternatives for Comparison
Average vehicle speed between intersections can be calculated as a division of the

section length by the travel time to pass the whole section. The travel time includes
the time when a vehicle stops at a traffic signal or in a congested area. Therefore, it
should be noted that the actual running speed may be higher than this average vehicle
speed value.
Based on the forecast results shown in from Figure 8.3.11(1) through Figure
8.3.11(4), four (4) alternative plans have been compared with the present case or
each other. Below are some findings from this comparative analysis.
• Present case; the average speeds are in the range of 5km/h to 23km/h during peak
periods (9:00-10:00). Especially, the average speed in sections of 3-4 (7km/h),
4-5 (6km/h), 5-6 (5km/h) and 6-1 (7km/h) show less than 10km/h.
• In Alternative A, compared with the present case, there is a significant increase in

average speed on the each section; 3-4 at 12km/h, 4-5 at 21km/h, 5-6 at 12km/h
and 6-1 at 13km/h.
• In Alternative B, compared with the present case, generally there is no so much

change in speed values. The average speeds are in the range of 7km/h to 22km/h
8- 23
during peak periods. The average speeds in sections of 2-4 (9km/h), 3-4 (9km/h)
and 5-6 (7km/h) show less than 10km/h.
• In the Alternative C-1, compared with the present case, there is no so much
change in speed values. The average speeds are in the range of 4km/h to 34km/h
during peak periods. The average speeds in sections of 5-6 (6km/h) and 6-1
(4km/h) show less than 10km/h.
• In the Alternative C-2, compared with the present case, there is a significant
increase in average speed on the each section; 3-4 at 12km/h, 4-5 at 26km/h and
5-6 at 14km/h.
d) Overall Evaluation
The comparative analysis conducted in terms of average vehicle speed show that all
these four (4) alternative plans will most likely improve the current traffic flow in the
Abdel Moniem Ryad Square. Above all, Alternative A has proved to make the
highest score with respect to total numerical values. In this respect, the quantitative
analysis finally concludes that, of all, Alternative A is the most recommendable
action plan.
Table 8.3.5 Dynamic Simulation Forecast: Total Stopping Delay

(Morning Peak)
Travel Speed Forecasted by Dynamic Simulation (km/h)
From/To Alternative C- Alternative C-
Present Alternative A Alternative B
1 2
1 2 6 20 14 10 26
2 3 11 15 9 15 12
3 4 7 12 9 10 12
4 5 6 21 16 10 26
5 6 5 12 7 6 14
6 1 7 13 10 4 8
2 5 20 25 17 16 35
4 3 23 32 22 34 34
Evaluation - Good Fair Fair Good
Source: CREATS, JICA Study Team
Cornish El Neel St.
3
El Galaa St.
BUS TERMINAL
2 1
4 PARKING
LOT BUS TERMINAL
PARKING
Ramsees St.
5
6
Mahmood
Basyoony St.
Merit Basha St.
8 - 24
(3) Improvement of Parking System
1) Introduction
The Study Area for the immediate action plan, in Cairo CBD and Central Giza, is a
densely built-up area that functions as a center of commercial and business activities.
In the rush hour, all major roads in the area are congested due to the high
concentration of commuters, and commercial and business activities. This
congestion causes numerous problems, including the deterioration of the overall
environment and commercial and business activities. Owing to the density of
buildings in the area of the immediate action plan, it will be difficult to improve the
road capacity to meet the demands of an ever increasing traffic volume of traffic
despite unlimited investment in new road construction.
Therefore, it is necessary start regulating the inflow of private vehicles by various

traffic restrictions and increasing the use of public transport facilities. Unrestricted
vehicle movement should be limited in the Cairo CBD and the Central Giza by
means of restraint by traffic control and by promotion of modal conversion from
private vehicles use to public transportation use. It is, therefore, highly
recommended that the parking system should be improved by introducing policy
zoning for parking management. The main points of the recommendation are:
• To ban on-street parking by zonal parking control in order to make more effective
use of road capacity;
• To management parking duration on-street in order to increase the turnover rate;
• To deter vehicles from long-term parking on-street by introducing a parking
charge system in addition to the parking duration control; and
• To develop off-street parking facilities with the proceeds from the parking
charges.
In addition, the Japanese standards that building owners should provide parking
spaces that are applicable for building use and by total floor area will be introduced
in the plan.
2) Locations for Parking Management System
Figure 8.3.13 shows the plan area for the parking management system. Figure
8.3.14 shows the distribution of current high parking occupancy. With regard to
on-street parking, Cairo CBD and Central Giza have high parking demand, where
on-street total parking occupancy during midday peak hours exceeds 100%.
However, parking occupancy in the Shiakha zone was different, in the range of 50%
to 230%, due to the differing share of parking demand from building use. The
parking purpose during the peak period is different i.e. parking purpose in the
midday peak hours are mostly considered to be for commuting or business &
shopping. Such parking share will be different in proportion to the share of parking
demand from building use. Figure 8.3.15 shows the building use in the area of the
immediate action plan. With regard to the zonal share of building use, on-street
8- 25
parking management ought to be more strictly enforced for the area with high
parking occupancy and every effort should be taken to increase off-street parking.
Figure 8.3.13 Plan Area for Parking Management
Figure 8.3.14 Distribution of Current High Parking Occupancy
8 - 26
360
136
100 135
357 126
98 103
359 124
356 101 131
129
102 82 78
81 77
358
87 83
72 79
74 80
84
76
69
361 86 71 75
70
73
55
46 Parking Zone
52 44
85 42 Major Road
Other Road
45 Railway
47 Residential
Bisiness & Commercial
Manufacture
Residential & Business
N 49 Residential & Manufacture
Public Facility
W E Education Facility
Openspace & Religious
S Others
Island of Nile
0.4 0 0.4 0.8 Kilometers Nile River

Figure 8.3.15 Building Use in Immediate Action Plan Area
e) Area for Policy Zoning for Parking Management
The strictness of zonal parking management on street should be identified, based on

the conditions of building use in the plan area. The policy zoning for parking
management is effective for the traffic demand of commuting or business &
shopping.
Table 8.3.6 shows the share of total building floor area by use and by sub-divided
zone. The total building floor area is classified into four (4) categories of building
use; 1) Residential, 2) Business & commercial, manufacture, public facility and
education facility, 3) Mixed area residential & business, mixed area residential area
& manufacture, and 4) open-space & religious and others. The generated and
attracted traffic demand from/to building use of category 2) (Business & commercial,
manufacture, public facility and education facility) are mostly considered to be for
commuting or business & shopping. Figure 8.3.16 shows the distribution by the
share of the total building floor area of category 2). The area bordered by Ramsees,
Clot Bey, Abdel Azeez, El Sheikh and Cornish El Neel roads, has a high share of
total building floor area for category 2), where the share is in the range of 50% to
70%. Particularly in the sub-divided zones 13, 14, 15, 16, 19, 21, 22 and 23, the
shares of total building floor area are in the range of 61% to 70%. While, in most
of the sub-divided zone in the Central Giza, the share of total building floor area for
category 2) is less than 40%.
8- 27
f) Criteria for Policy Zoning of Parking Management
Based on the foregoing situation, the policy zoning for parking management will be
adopted at each zone listed below. In determining the area of the policy zoning for
parking management, the following criteria are used.
The areas of the policy zoning for parking management are defined as follows: Cairo
CBD is bordered by Ramsees, Clot Bey, Port Said, Magless El Shaab, and Cornish
El Neel roads, Central Giza is bordered by Gami’at-Duwa El Arabiya, Sudan, Abdel
Salam Aref, and Gamal Abdel Nasser roads. Figure 8.3.17 shows the area of the
policy zoning for parking management.
Criteria for Determining the Area of the Policy Zoning for Parking Management
1. Current high parking occupancy above 100% in midday peak hours.
2. Share of total building floor area of category 2); Business & commercial,
manufacture, public facility and education facility above 30%.
Table 8.3.6 Share of Total Building Floor Area by Use by Sub-Divided Zone
Building Area (ha)
Business &
Mix Area Residential
Commercial +
Zone No. Zone Area & Business + Mix Openspace & Religious
Total Building Area Residential Manufacture + Public
Area Residential & + Others
Facility + Education
Manufacture
Facility
Total 1807.63 3706.58 100.0% 2051.82 55.4% 1263.58 34.1% 265.36 7.2% 125.82 3.4%
Cairo CBD 770.62 1867.45 100.0% 794.31 42.5% 782.22 41.9% 239.06 12.8% 51.86 2.8%
1 11.66 19.74 100.0% 10.30 52.2% 7.30 37.0% 1.14 5.8% 1.00 5.1%
2 32.30 58.29 100.0% 29.23 50.1% 23.00 39.5% 3.65 6.3% 2.40 4.1%
3 11.78 27.74 100.0% 19.81 71.4% 6.22 22.4% 1.42 5.1% 0.28 1.0%
4 12.71 30.58 100.0% 13.02 42.6% 14.90 48.7% 2.51 8.2% 0.15 0.5%
5 37.08 69.35 100.0% 41.48 59.8% 20.95 30.2% 6.50 9.4% 0.43 0.6%
6 26.25 48.67 100.0% 15.52 31.9% 27.32 56.1% 5.41 11.1% 0.42 0.9%
7 34.40 83.78 100.0% 36.56 43.6% 41.08 49.0% 5.42 6.5% 0.73 0.9%
8 38.54 101.53 100.0% 57.37 56.5% 20.19 19.9% 22.05 21.7% 1.92 1.9%
9 38.54 95.57 100.0% 58.63 61.3% 20.56 21.5% 11.80 12.3% 4.58 4.8%
10 32.26 84.13 100.0% 51.46 61.2% 25.29 30.1% 4.20 5.0% 3.18 3.8%
11 14.10 39.31 100.0% 17.66 44.9% 17.74 45.1% 3.25 8.3% 0.66 1.7%
12 24.12 73.85 100.0% 15.13 20.5% 39.86 54.0% 18.42 24.9% 0.44 0.6%
13 18.49 40.42 100.0% 5.18 12.8% 27.32 67.6% 7.61 18.8% 0.30 0.8%
14 25.89 63.91 100.0% 14.61 22.9% 38.96 61.0% 10.04 15.7% 0.30 0.5%
15 10.04 24.80 100.0% 1.67 6.7% 17.19 69.3% 5.79 23.3% 0.16 0.6%
16 11.77 50.45 100.0% 7.99 15.8% 31.51 62.5% 10.60 21.0% 0.35 0.7%
17 24.15 71.92 100.0% 18.28 25.4% 46.14 64.2% 5.45 7.6% 2.05 2.8%
18 33.53 91.93 100.0% 41.55 45.2% 43.90 47.8% 3.73 4.1% 2.74 3.0%
19 10.15 30.09 100.0% 7.84 26.1% 18.42 61.2% 3.29 10.9% 0.54 1.8%
20 31.22 99.72 100.0% 20.43 20.5% 61.42 61.6% 16.75 16.8% 1.12 1.1%
21 15.85 43.46 100.0% 12.95 29.8% 26.12 60.1% 4.26 9.8% 0.14 0.3%
22 20.62 56.67 100.0% 9.37 16.5% 39.63 69.9% 7.07 12.5% 0.61 1.1%
23 15.25 41.14 100.0% 6.98 17.0% 27.25 66.2% 6.48 15.8% 0.43 1.0%
24 10.71 22.79 100.0% 5.80 25.5% 10.73 47.1% 5.27 23.1% 0.98 4.3%
25 65.57 149.19 100.0% 87.02 58.3% 16.74 11.2% 30.24 20.3% 15.19 10.2%
26 23.41 71.52 100.0% 37.04 51.8% 17.81 24.9% 12.60 17.6% 4.07 5.7%
27 43.04 97.09 100.0% 20.77 21.4% 56.57 58.3% 18.44 19.0% 1.32 1.4%
28 97.16 190.33 100.0% 130.67 68.7% 48.61 25.5% 5.67 3.0% 5.38 2.8%
Giza CBD 1037.01 1839.13 100.0% 1257.51 68.4% 481.36 26.2% 26.30 1.4% 73.96 4.0%
1 158.80 350.41 100.0% 308.59 88.1% 38.81 11.1% 2.08 0.6% 0.92 0.3%
2 127.61 208.21 100.0% 162.13 77.9% 27.22 13.1% 7.78 3.7% 11.08 5.3%
3 115.72 160.37 100.0% 111.11 69.3% 23.53 14.7% 5.21 3.2% 20.53 12.8%
4 67.15 105.88 100.0% 87.29 82.4% 9.25 8.7% 5.05 4.8% 4.29 4.0%
5 58.00 98.81 100.0% 73.25 74.1% 15.78 16.0% 2.27 2.3% 7.51 7.6%
6 509.73 915.46 100.0% 515.14 56.3% 366.77 40.1% 3.92 0.4% 29.63 3.2%
8 - 28
Figure 8.3.16 Distribution for Share of Total Building Floor Area of Category
2); Business & commercial, manufacture, public facility and education facility
Figure 8.3.17 Area of Policy Zoning for Parking Management
8- 29
Policy Zoning for Parking Parking Prohibition

Management (PZM) (1) 8:00-20:00 On-Street
Parking Prohibition
Target On-Street Parking Demand

(2) Prohibition of Parking
Commuting, Business and Shopping in Duration with Charge
Midday Peak Hour
Determing Area of PZM Target Zone Area Definition of PZM
Building Use in CBD On-Street Parking Level Street to be Prohibited
Business & Commercial, Parking Demand in Share of Total

Building Floor (1) 50%
Manufacture, Public and Midday Peak Hour Level A
Area (%) (2) 50%
Education Facility (12:00-14:00)
3 Level (1) 30%
Level B
Above 30% Above 100% (2) 70%
A: 70 - 60%
Share of Total B: 60 - 50%
Zonal Parking (1) 20%
Building Floor C: 50 - 30% Level C
Occupancy (2) 80%
Area
Figure 8.3.18 Policy Zoning System for Parking Management

3) Measure of Parking Management
The strictness of zonal parking management on-street was identified as being based
on the category levels of the share of the total building floor area and the degree of
parking occupancy. Such strictness of category levels was defined by two (2) types
of parking management. Two kinds of prohibition measures may be recommended;
one is the prohibition of on-street parking during 8:00-20:00 and the other is to
charge all vehicles. These two ought to be applied at the same time within one
system.
• Prohibition of on-street parking during 8:00-20:00; and

• Prohibition of on-street parking duration by introducing a parking charge system.
Under the recommended system every vehicle parked on a designated street must
pay a certain amount of parking charge and cannot park continuously longer than
three (3) hours at one time, even by paying more.
The main purposes of this are:
• To raise the turnover rate in order to increase the parking capacity in the planned
area;
• To exclude long-stay vehicles, for instance vehicles that park throughout working
time, in order to provide more opportunities to vehicles to park for shopping or
business;
• To promote the conversion from private mode to public mode; and
• To increase funds to develop off-street parking facilities.
8 - 30
On-Street Parking Prohibition
(1) 8:00-20:00 On-Street Services to Prohibited Diversify Alternate Modes

Parking Prohibition vehicles (Public Transport)
On-Street Parking
Operation Cost
(2) Prohibition of Parking
Parking Charges Revenue
Duration with Charge
Off-Street Parking
Facilities Construction Fund
Increases of Turn-Over
Rate (4.0 6.0)
Public Garages
Construction
Long Time Parking
Prohibition Increases Off-Street parking
Capacity
Increases On-Street parking
Capacity
Figure 8.3.19 Policy of Parking Prohibition

4) Area Definition of Zonal Parking Management by Strictness of Categories
Based on the foregoing, the area of the policy zoning for parking management and
the two kinds of prohibition measures, a definition of zonal parking management by
strictness, classified into three (3) category levels, may be recommended as shown in
Table 8.3.7.
Table 8.3.7 Area Definition of Zonal Parking Management

Criteria Management
Zonal Share Of Total
of Total Floor Streets, Street
Level Zonal Parking
Area for Kinds of Prohibition Share to be
Occupancy (%)
Category 2)* Prohibited
(%) (%)
1. Prohibition during 8:00-20:00. 50%
A 70-60 Above 100%
2. Prohibition of parking duration with charge. 50%
B 60-50 Above 100%
C 50-30 Above 100%
Notes: * Business & commercial, manufacture, public facility and education facility
8- 31
Level A is the strongest prohibition of on-street parking, the target area was
identified based on the total floor area of category 2) indicating a high share of 60%
to 70%. 50% of the streets will have no parking during 8:00-20:00, and the other
50% of streets have a parking charge system. Level B was identified based on the
total floor area of category 2) indicating a share of 50% to 60%. 30% of the streets
will have no parking during 8:00-20:00, and the other 70% of the streets have a
parking charge system. Level C was identified based on the total floor area of
category 2) indicating a share of 30% to 50%. 20% of the streets will have no
parking during 8:00-20:00, and the other 80% of the streets have a parking charge
system.
5) Area of Policy Zoning for Parking Management
Taking the area definition of zonal parking management into consideration, the area
for parking management was established as shown in Figure 8.3.20 and Table 8.3.8.
Zones where parking is to be prohibited are as follows:
Table 8.3.8 Zones Where Parking Is To Be Prohibited

Level Cairo CBD Central Giza
A Zone No.14, 15, 16, 17, 19, 20, None

21, 22 and 23
B Zone No.12 and 27 None
C Zone No.10, 11, 18 and 24 Zone No.6.

Legend
: Level A
: Level B
: Level C
: Out of Level A, B and C
Figure 8.3.20 Definition of Area of Zonal Parking Management
8 - 32
6) Development Needs of Parking Spaces with Zonal Parking Management
Based on the plan of policy zoning for parking management, Table 8.3.9 shows the
development needs of parking spaces by prohibited zones in Cairo CBD and Central
Giza. The total is about 13,200 vehicles and 23,800 respectively. In order to
enforce no-parking prohibition completely from 8:00 to 20:00, about 7,600 and 8,400
additional parking spaces will be required respectively. The number of vehicles
affected by this prohibition is estimated to be about 25,000 and 37,000 vehicles/day
respectively, assuming the average turnover rate is 3.3 and 4.4 times for the no
parking time period respectively. (The average turnover from 6:00 to 22:00 based
on the on-street parking survey is about 4.3 and 5.7 times). Those affected vehicles
would have to seek other parking spaces. Therefore, in terms of the total floor space
of parking facilities required, this translates into 19.0 and 21 hectares*. The supply
deficiency by levels in Cairo CBD is, 5,400 lots in Level A zones, 1,300 lots in Level
B zones, and 900 lots in Level C zones, the shortage by each zone is in the range of
130 to 960 lots. In Central Giza, the shortage in Level C zone is 8,400 lots. * The
required space for one car parking is 25 m2 including pass way.
Table 8.3.9 Development Needs of Parking Spaces by Zone for No-parking During
8:00-20:00 Time Periods
Cairo CBD Central Giza

Prohibition of Prohibition of
Prohibition during Prohibition during
parking Duration parking Duration
* No. of No. of 8:00-20:00 * No. of No. of 8:00-20:00
Zone Level with Charge with Charge
Existing Existing Existing Existing
No. Category Development Development
Parking Parking Parking Parking Needs of Off- Needs of On-street
Demand Capacity Needs of Off- Needs of On-street Demand Capacity
street Parking Parking Facility
street Parking Parking Spaces
Facility (Lot) (Lot)
Spaces (Lot) (Lot)
6 C - - - - 23,762 19,237 8,372 15,390
Sub total - - - - 23,762 19,237 8,372 15,390
14 A 818 540 548 270 - - - -
15 A 340 236 222 118 - - - -
16 A 840 376 652 188 - - - -
17 A 828 429 614 215 - - - -
19 A 306 202 205 101 - - - -
20 A 1,209 1,001 709 501 - - - -
21 A 1,194 533 928 267 - - - -
22 A 1,234 543 963 272 - - - -
23 A 813 535 546 268 - - - -
Sub total 7,582 4,395 5,385 2,198 - - - -
12 B 1,726 1,547 643 1,083 - - - -
27 B 1,229 782 682 547 - - - -
Sub total 2,955 2,329 1,325 1,630 - - - -
10 C 718 589 247 471 - - - -
11 C 668 509 261 407 - - - -
18 C 954 918 220 734 - - - -
24 C 302 220 126 176 - - - -
Sub total 2,642 2,236 853 1,789 - - - -
Total 13,179 8,960 7,562 5,617 23,762 19,237 8,372 15,390
Notes: * Based on result of on- street parking survey in 2001.
8- 33
7) Prohibition of On-street Parking Duration by Introducing A Parking Charge

System (Parking Ticket System)
a) Control Method
Installation of automatic parking ticket vending machine is the most common way to
enforce parking time control. It, however, requires a considerable amount of initial
cost and maintenance cost compared to the parking charge collected.
Figure 8.3.21 shows an automatic parking

ticket vending machine on-street in Japan.
In an area where these machines are
installed, the parking lot is marked on the
roadside in the same way as a common
on-street parking lot. Parking at these
lots is charged from 8:00 in the morning
until 20:00 in the night. A driver may
buy a ticket from the machine, he/she
puts it on the vehicle dashboard.
It is, however, recommended here to

adopt parking ticket system which is
economic and does not use a machine or
instrument. A driver needs to buy a
ticket from an inspector. When parking
on the designated street, he/she has to put
it on the dashboard where it can be seen
from the outside.
Figure 8.3.21 Parking Ticket Machine

An inspector shall be responsible for the sale of tickets, and for patrolling to check
for violators, the inspector shall stick a traffic violation ticket on the car to inform the
driver of his/her offence. The outline of the parking ticket system is shown in
Figure 8.3.22.
• Parking Ticket
There are three (3) kinds of tickets: one (1) hour, two (2) hours and three (3) hours
tickets. An example of a parking ticket is shown in Figure 8.3.23. A driver should
buy a ticket directly from an inspector who is patrolling on the road. The inspector
shall record the date and parking duration and sign the ticket.
• Parking Charge
If the parking charge is made too heavy a burden upon drivers, public opinion will be
against the new system and a serious social problem may result. On the other hand,
if the rate of parking charge is set at a very low level, the abovementioned purposes
of the management system cannot be attained. For setting the rate of parking
charge, an investigation by questionnaire will be needed to estimate the amount to be
8 - 34
charged. The following items may provide a hint for setting the rate of parking
charge.
- Car owners generally belong to the middle or higher classes;

- The rate must be suitable to avoid long-term parking;
- Consideration of the current rate of public parking charge; and
- What rate would help someone to decide whether to take a taxi to the CBD area
or to drive his car and then pay the parking charge.
Based on the foregoing, the rate of parking charge may be assumed to be between 1.0
and 1.5 L.E per hour.
Parking Management Driver

On-street Parking
Buying Ticket
Charge System
1. Sale & Recording Time by Inspector
Patrol & Inspection

Ticket Display
System
1. Patrol/Inspection 1. Non Display of Ticket

2. Prosecute Offender 2. Excess of Designated
3. Penalty Card & Transfer of Violating Car Time
Modification of Traffic
Illegal Parking
Law
1. Penalty
2. Special Ticket for CBD Residents
3. Special Case for Car Stopping Momentarilly
8:00 -20:00 Maximum Parking

Time Limit Parking Duration = 3.0
Figure 8.3.22 Outline of Parking Ticket System
8- 35
NO.
1 HOUR PARKING TICKET
Date Inspector Sign
HOUR MINUTES
8 0
9 10
10 30
11 45
12
1. Place ticket on dashboard visible to the Governorate
13 Inspector.
14 2. Use ticket only once. Do not use a ticket previously
used.
15 3. Use 1 or 2 hour ticket according to intended parking
duration. Any number of tickets, which equals the
16 sum of the intended parking duration,
17 may be used
4. A ticket must be used, even if somebody is waiting in the
18 parked car, or if there is problem with the car.
5. Minimum parking duration is one hour. For a parking
19
duration less than one hour, use one hour.
20
Figure 8.3.23 Sample Design of Parking Ticket

• Patrol and Inspection
An inspector, who is a person assigned by the traffic police or Cairo Governorate,

shall patrol once every hour to check if there are violators. An inspector’s sphere of
activities will be between a 100 m section to a 200 m section, on a daily shift basis.
The duties of an inspector are listed below:
- Ticket sale;
- Patrol and inspection;
- Enforcement of parking violation and regulations:
- Notice of penalty card; and
- Transfer of violating car by wrecking car.
• Regulation of Parking Violation
A diver violating the parking system will be punished in accordance with traffic
bylaw regulations. After the inspector informs the driver of his/her offence, a series
of procedures will be taken according to the traffic police office. There are two
kinds of parking violation penalties: one is the payment of an excess charge in the
case of the parking time violation being less than 1.0 hour and the other is the
8 - 36
transfer of violating car by wrecking car when time exceeds 1.0 hour. The process
of parking violation regulation is shown in Figure 8.3.24.
Parking violation, Regulation, Enforcement by Inspector
Non Display Excess

Ticke Designated
Notice of Penalty
Less Than 1.0 H or Excess
Payment Transfer Private Wrecking

Excess Wrecking Car Company
Traffic
Figure 8.3.24 Regulation of Parking Violation
• Special Free Parking Ticket
A special free parking ticket should be issued to a resident living within the
management area who parks his/her own car on the street in front of his/her dwelling.
• Implementation organization
It is necessary that the activities of planning and design of the parking ticket system
should be studied in relation to the transport measures and their influence on business
activities and drivers. It is desirable that the Cairo Traffic Engineering Bureau
(CTEB) be in charge of such planning matters, because it is responsible for overall
traffic management planning and policies. Regarding the operation of the parking
ticket system, two ideas can be considered: a new organization responsible for
operation will be formed, or the CTEB shall be responsible for operation.
However, staff of the CTEB should be recruited due to its small staff and its nature
as a planning body. The share of management activities is described as below:
- Final Decision: Cairo Governorate and Giza Governorate;

- Planning, design and Evaluation: CTEB;
- Operation: CTEB or new organization; and
- Enforcement: Traffic Police
8- 37
• Preparation for Implementation
It is also recommended that, at the start, this new system be introduced in the most
important areas as “A Pilot Project”, and its impact should be carefully monitored.
As people become gradually accustomed to the new system, it should be expanded to
other areas, and any modifications necessary to make it more suitable for the
Egyptian way of life should be implemented.
b) Impact and Effect
• Turnover and Parking Duration
As shown in the previous section, the average turnover is about 4.3 and 5.7 times in
the Cairo CBD and Central Giza respectively. It is not foreseeable, at this stage, to
what extent the turnover rate will be raised by the parking ticket system. However,
the following facts suggest that the parking ticket system would bring about a
considerably higher turnover.
- In Cairo CBD and Central Giza, long-stay vehicles parking for three hours or
longer account for about 37% and 27% of the total respectively.
- By prohibiting parking longer than three hours, the drivers of these long-stay
vehicles would either shorten their parking time or change their mode.
- Accordingly the average parking duration will shorten and the turnover rate will
become higher.
It is also expected that the parking duration of vehicles, which presently park for a
duration of three hours or less, will tend to become shorter. The parking purpose of
such vehicles is mostly considered to be for business or shopping.
• Increase of Possible Parking Capacity
In the CBD area of the Santa Fe Bogotá City, the capital of Colombia, where the
parking ticket system was adopted, the average turnover rate is as high as about 6.0
times per day (Parking charge per one hour is 550 Pesos, as stated previously,
US$ 1.00= 2,130 Pesos= 4.6 LE (March, 2002), thus, at the present rates of
exchange, a 550 Pesos charge is the equivalent of roughly 1.2 Egyptian Pound).
In Cairo CBD, assuming that the turnover rate be increased by about 1.7 times from
about 4.3 to 6.0 times per day, the possible parking capacity of the Cairo CBD streets
would consequently be increased from 5,600 lots to 9,500 lots.
• Estimate of Total Annual Revenue
The revenue from the parking ticket system for the Level A, B and C zones should be
basically used for the development of off-street parking facilities. To make a rough
estimation of this revenue, the following is assumed (see Table 8.3.10):
8 - 38
Table 8.3.10 Rough Estimation of Total Annual Revenue

Items Cairo CBD Central Giza
Total parking capacity of parking ticket system (lots) 5,600 15.400
Average parking density (Times) 1.0 1.0
Management time period (Hours) 12.0 12.0
Rate of charge per hour (L.E) 1.0 1.0
Days per month (excluding Fridays) (Days) 25 25
Months per year (Months) 12 12
Total annual revenue (Million L.E) 20.1 55.4

8) Improvement of Building Owner Standards for the Provision of Parking Spaces

by Introducing Japanese Standards
As described before, there is an immediate need to increase the off-street parking

capacity in order to manage on-street parking and improve traffic problems in the
Cairo CBD and Central Giza. Without a doubt, the parking problem is and will
continue to be one of the most essential issues to be resolved. Therefore, on-street
parking management ought to be more strictly enforced; every effort should be taken
to increase off-street parking. At present, there is the Cairo Governor’s decree No.
47/86; this decree, promulgated in 1986, obliges every new building owner to
provide parking spaces wider than the area specified by the usage of the building. It
is, however, necessary that the parking space should be established by specifying
more detailed definitions of area and building use. The following improvement of
building owner standards for providing parking spaces, based on the type of building
use, is highly recommended (see Table 8.3.11).
Table 8.3.11 Recommendation for Building Owner for Providing Parking Spaces
Specified Building Use
Population of Not Specified
Area Department Store, Other Shops
Urban City Others Building Use
and Offices
Parking Management Area &

One car per 200 m2 One car per 250 m2 One car per 450 m2
Commercial Area
Above 1.0
Million
Periphery of Above Area or Traffic
One car per 250 m2 - -
Congested Area

One car per 150 m2 One car per 200 m2 One car per 450 m2
Commercial Area
1.0 - 0.5 Million
Congested Area

One car per 150 m2 - One car per 450 m2
Commercial Area
Under 0.5
Million
Congested Area
Note: the required area for one car parking = 15 m2 in average, excluding pass way.
Source: Japanese standard for building owners to provide parking spaces.
8- 39
(4) Improvement of Traffic Safety Facilities
The traffic safety facilities are not sufficient in number, such as pedestrian crossings
(including bridges), safety guard devices and traffic signs. Pedestrian behavior in
the city of Cairo is seen as lawless, in some cases, pedestrians cross streets in the
middle section of roads (jay-walking), and they walk along vehicle lanes to shortcut
their journey, whilst in bus waiting areas, pedestrians and passengers overflow onto
vehicle lanes. Pedestrians in Egypt are generally low priority. It is observed that
drivers generally pay little attention to pedestrians even when the pedestrians are
using pedestrian crossings at intersections. This attitude must be changed, with
pedestrian traffic considered as important as vehicular traffic through the provision
of safe and convenient facilities and the according of sufficient priority to pedestrians
on roads, including pedestrian education through campaigns.
This section, in particular, discusses safety facilities for pedestrians in order to

prevent traffic accidents involve to pedestrians, the objectives of development of
pedestrian facilities in the Cairo CBD and Central Giza are:
• To prevent “jay-walking” of pedestrians;

• To ensure a safe pedestrian environment; and
• To create “pedestrian-friendly” facilities.
1) Plan Locations for Pedestrian Crossing
Pedestrian crossings with traffic light or scramble pedestrian crossings are highly
recommended. In determining the locations for the installation of such safety
facilities, the following criteria based on an analysis of the current situation was
used:
Criteria for determining locations of pedestrian crossings with traffic lights or

scramble pedestrian crossings:
• Locations where both vehicles and pedestrian traffic intermingle to a high
degree, and where there is a need to achieve a smooth and safe traffic flow; and
• Traffic congestion sections indicating less than 10km/h of average travel speed
due to pedestrians crossing.
Based on the foregoing, pedestrian crossings will be provided in the Cairo CBD
bordered by Ramsees, Clot Bey, Magless El Shaab, and Cornish El Neel roads, and
on Port Said St., Sudan St., Doqy St. and Sphinx Sq. as shown in Figure 3.8.26.
2) Plan of Scramble Pedestrian Crossing
At principal road intersections with large volumes of pedestrians, where there are
conflicts between pedestrians and right-turning traffic, this leads to traffic accidents
involving pedestrians. In order to reduce crossing times for pedestrians, by
minimizing the carriageway crossing distance, and contributing to pedestrian safety,
8 - 40
it is recommended that scramble pedestrian crossings should be installed at

signalized intersections with high volumes of pedestrians crossing.
a) Scramble Control of Signal
There are two types of scramble pedestrian crossings such as part-time operation and
whole day operation. A scramble control can be used for an intersection with many
pedestrians. An exclusive pedestrian phase is incorporated, it is equivalent to the
all-red situation for vehicular traffic. In determining the calculation of the cycle
length and the saturation ratio, the time required for the exclusive pedestrian phase is
regarded as lost time. The duration of the exclusive pedestrian phase is determined
from the physical dimensions of the size of intersection and expressed as the time
required to cross the intersection. Since this is a signal control system giving
priority of pedestrians crossing, the vehicular capacity at intersection will be
decreased. Therefore, the implementation of scramble control must be adjusted for
the situation of traffic congestion. An example of a layout and a scramble phase is
shown in Figure 8.3.25.
Scramble
Crosswalk 1st Phase 2nd Phase 3rd Phase
(Vehicles) (Vehicles) (Pedestrian)
1Φ 2Φ 3Φ
Figure 8.3.25 A Layout and Scramble Phase
Cairo CBD
Legend:
Pinpoint Traffic Safety facilities
Area for Traffic safety Facilities

Central Giza
Figure 8.3.26 Plan Location for Pedestrian Crossing with Signal Light or Scramble
Pedestrian Crossing
8- 41
(5) Improvement of Bus Facilities
This section discusses the immediate action plan for the bus priority system, in
relation to TDM strategies such as the policy zoning for parking management. If
drivers change their mode due to on-street parking prohibition, it is necessary that
bus facilities should promote the service level. Currently, there are serious
bottlenecks caused by the conflict of shared taxies and buses near bus stops on the
principal roads, and so safe bus stop facilities for passengers and a bus priority
system for promoting a service level bus transportation system should be considered.
Based on the promoting service level of public transport system in the Cairo CBD
and Central Giza, a plan of time periods within a bus priority lane system will be
proposed for achieving smooth bus operated flow. The bus priority lane system
will only be used so that priority is given to bus traffic.
1) Plan Locations for Bus Priority Lane at Timed Periods
The plan is based on the analysis of bottlenecks where there is a conflict of bus
buses/shared taxies and the plan will cover the key bus routes on major roads where a
smooth bus operated flow is to be achieved. The following criteria, based on an
analysis of the current situation, was used:
Criteria for determining locations of time periods within a bus priority lane:
• Key bus routes on the 6-lanes principal roads where a smooth bus operated
flow is to be achieved; and
due to conflict of shared taxies and buses near bus stops.
Based on the foregoing, time periods on bus priority lanes will be provided on
Ramsees St., Cornish El Neel St. & Qasr El Einy St., Port Said St., and Doqy St. as
shown in Figure 3.8.27.
Cairo CBD
Legend:
Time Periods Bus
Priority Lanes
Central Giza
Figure 8.3.27 Plan Locations for Bus Priority Lane with Timed Periods
8 - 42
2) Operating Method
a) Time Periods
The bus priority lane system will only be used so that priority is given to inbound bus
traffic during the morning peak hours when commuter traffic is heavy and to
outbound bus traffic during the evening peak hours. These time periods were
established on the basis of an analysis of the current traffic condition. The time
periods for operation of the bus priority lane system is as follows:
• Morning peak hour (inbound bus traffic) 7:00- 9:00

• Evening peak hour (outbound bus traffic) 14:00-16:00
b) Traffic operation system
The bus priority lane in the morning peak hours will be allotted only one lane of
inbound priority in the bus priority lane system, and in the evening peak hours the
bus priority lane will be allotted only one lane of outbound priority. Upon the
implementation of the bus priority lane plan, parking restriction must be carried out
to maintain the bus lane capacity, and it is also necessary to strengthen the
enforcement of other cars, flowing into the bus priority lane, by the traffic police.
Road markings and guide signs should be installed for securing a smooth bus flow.
(6) Improvement of Vehicle Inspection System
The congested sections caused by vehicles stopping due to engine trouble/puncture

were observed on elevated roads. Stationary vehicles on elevated roads, resulting
from engine trouble, can lead to traffic congestion and/or further accidents. A
technical improvement of the vehicle inspection system is highly recommended.
Based on a planned standard of inspection system, a new technical inspection
standard is classified into three parts i.e. chassis, body and lamps. Each part is
stipulated by detailed technical inspection items based on a new format standard.
At present, the vehicles inspection system is conducted by the Traffic Police of each
Governorate. In the case of private cars, the vehicles must be inspected at intervals
of three years, and a car owner pays the vehicle tax at the same time. In order to
implement more stringent vehicle inspection system, all privately-owned regular
passenger cars that are for example older than 5 years should be inspected once a
year, by vehicle inspection offices, recognized by Traffic Police. The inspection
procedure can be licensed to private companies or can remain the full responsibility
of the traffic police. A proposed vehicle inspection system will be considered two
steps as follows (see Figure 8.3.28):
• Applicants could prepare for that inspection by having their car updated for
inspection by a private garage. This, however, is not mandatory but will ensure
that the car is prepared to maximize the chance of passing the more rigorous
inspection system.
8- 43
• It is necessary to regulate the car inspection system by law. Offenders, those

failing to provide a regular inspection certificate, should be penalized by
suspension of vehicle’s license until a regular and updated vehicle inspection
certificate can be shown. This system revolution is possible but requires an
administrative decision and a will to change.
Voluntary car inspection

in spection MANDATORY
MA NDATORY car inspection
Applicants for Inspection of vehicle Vehicle Inspection

In licensed garage
Vehicle Inspection Certificate
Based
B ased on
on Based
Based on
Standard
Standard Standar
Standardd
Preparatory inspection Technical Vehi cle inspection

In private garage by Traffic Pol ice
Figure 8.3.28 A Proposed Vehicle Inspection System
Regarding the technical inspection items, the quality of existing inspection is quite
simple, and it is highly recommended that effective standard for technical inspection
item should be adopted. The inspection items, by part, are as follows:
a) Vehicle body: Brand name, Year of production, Model Shape, Color, Radio, No.
of seats, and No of doors.
b) Motor: Brand name & No., No. of cylinder, Fuel type, and Fuel capacity.
c) Chassis: Brand name & No., and Steering wheel.
d) Identical to the vehicle feature:
e) Motor: Identical or not identical.
f) Chassis: Identical or not identical.
g) Result:
h) Comments:
i) Inform the owner of the car (in case the feature does not match with acceptable
measures):
A proposed standard inspection item is comprised of 1) Part I: Chassis, 2) part II:
Body, 3) Part III: Lamp. Each part is composed of detailed items. The detailed
items for technical inspection are shown in Table 8.3.12. A sample of a format
sheet for the technical inspection items is shown in Table 8.3.13.
8 - 44
Table 8.3.12 Proposed Standard of Inspection Items

No. of Truck, Motor
Part Items Bus
Sub- Tractor Vehicle
1 Frame 3 -
2 Bumper 3
3 Turning control system 4 -
4 Disc wheel 1 -
5 Tires 2
6 Axle 1 -
7 Spring 1 -
8 Shock absorber 2 -
9 Mud flap 6 -
10 Hand brake 2
I. Chassis
11 Parking brake 6
12 Engine 3
13 Exhaust system 5
14 Drive train system 3 -
15 Ignition system 1 -
16 Electric system 6
17 Horn 6
18 Fuel tank 4 -
19 Speedometer 3
20 Tachometer 3 -
No. Truck, Motor
Part Items Bus
Tractor Vehicle
1 Windshield and glass 4 -
2 Rear view mirror 2
3 Wiper 4
4 Sun visor 1 - -
5 Rear body 4 - -
6 Letter, Picture or any mark 7 -
7 Body color 1 -
8 Roof 2 - -
9 Floor 2 - -
10 Side window 7 - -
II. Body
11 Entrance door 8 - -
12 Emergency door 7 - -
13 Driver seat 3 - -
14 Passenger seat 2 - -
15 Driver cab 3 - -
16 Driver partition 2 - -
17 Passenger grip 4 - -
18 Bell for stop signal 2 - -
19 Fluorescent pad 13
20 Safety belt 1
No. Truck, Motor

Part Items Bus
Tractor Vehicle
1 High beam lamp 7
2 Low beam lamp 5
3 Lamp for vehicle width 7
4 Turning lamp 8
5 Tail lamp 5
6 Stop lamp 6
7 Reversing lamp 6
8 License plate lamp 6
Lamp for vehicle's height
and categories (for
III. Lamp 9 vehicles whose height 12 -
exceeds 2.5m)
10 Inside vehicle lamp 5
11 Lamp for route plate 2 - -
12 Side lamp (option) 10
13 Side turn lamp (option) 5
14 Fog lamp (option) 7
High mount stop lamp
15 9
(option)
16 Other lamps 1
8- 45
Table 8.3.13 A Sample of a Format Sheet for Technical Inspection Items

Truck, Motor
Part Items How to check Bus
Tractor Vehicle
1. White or light yellow
2. 2 units
3. Fixed at the front in the same level, both left & right
4. Both of them must be the same color
1 High beam lamp
5. Fixed higher than the ground at least 40cm but not exceeding 1.35m
6. They will be lightened whenever tail lamps are lightened except in case
off temporary signal
III. Lamp 7. Additional 2 units are allowed (option)
1. White or light yellow same as high beam lamp
2. 2 units
3. Fixed at the front in the same level, both left & right
2 Low beam lamp
4. Fixed higher than the ground 40cm but not exceeding 1.35m. And the
length from the edge must not exceed 40 cm.
5. They will be lightened whenever tail lamps are
li h d
(7) Traffic Enforcement for Traffic Friction because of Informal Roadside Use
Activities
Traffic friction because of informal roadside use activity leads to lower traffic
capacity and the occurrence of traffic accidents. Currently, two types of traffic
friction with informal roadside use activities in the city are seen as follows:
• To erect neon light etc., near a traffic light or post signs which can be confused
with traffic signs; and
• Street vendors on the shoulder of streets.
The first one is dangerous when traffic lights or road signs are difficult to distinguish,
and the law should prohibit this. Periodic inspection should be enforced by the
traffic police. The second one is popular in Asia countries and are obstacles not
only for vehicular traffic but also for pedestrians. Periodic inspection should be
also enforced by the traffic police, or existing street vendors along streets should be
transferred to neighboring open spaces, such as pedestrian malls.
8.3.4 Cost Estimate

The total outlay for the short-term plan (Immediate Action Plan) in the traffic
management sector will require some xxx billion constant year 2001 L.E, excepting
the soft-technical projects. Table 8.3.14 show the name of the proposed projects
with constant year 2001 cost, description and expected responsible government
entities.
8 - 46
Table 8.3.14 Short-Term Plan in the Traffic Management Sector

Cost (L.E
CREATS Proposal Description Agency
Mil.)
1. Improvement of Traffic Signal Control System 235.6 Cairo/Giza Gov.
1-1 Traffic Response System*1) 163.5 44 existing signalized int., 8 new loca. Cairo Gov.
1-2 Synchronized System*2) 64.1 13 existing signalized int., 19 new loca. Cairo/Giza Gov.
1-3 Traffic Signal Lights at Non-signalized intersections*3) 7.1 8 locations Cairo/Giza Gov.
1-4 Traffic Signal Lights at U-turn Points*4) 0.9 2 locations Giza Gov.
2. Improvement of intersection 4.1 Cairo Gov.
2-1 Improvement of Abdul Moniem Ryad Sq. 4.1 4 signalized int., 4 scramble, 1 ped. Br. Cairo Gov.
3. Improvement of Parking System 36.4 Cairo/Giza Gov.
3-1 Parking Ticket System*5) 36.4 21,000 lots (Cairo:5,600, Giza:15,400) Cairo/Giza Gov.
4. Improvement of Traffic Safety Facilities 23.3 Cairo/Giza Gov.
4-1 Pedestrian Crossing With Signal Lights 14.0 50 locations Cairo/Giza Gov.
4-2 Scramble Pedestrian Crossing 1.9 12 locations Cairo/Giza Gov.
5. Improvement of Bus Facilities 3.7 Cairo/Giza Gov.
5-1 Bus Priority Lane System 3.7 Totally 16 km length Cairo/Giza Gov.
Total 303.1 -
Source: JICA Study Team
Note: *1)*2) Existing signal light will be replaced by newly signal light. Including locations for installation of newly signal light.
*3)
Excluding locations of newly signal lights for the traffic response system/synchronized system.
*4)
Excluding locations of newly signal lights for the synchronized system.
*5)
Including annual personnel cost and annual operation cost.
8.4 MEDIUM AND LONG TERM PLAN
8.4.1 Traffic Information System

The medium and long-term plans related to traffic management are focused on the
traffic information system and traffic control system from a medium and long-term
perspective; the new system uses vehicles detectors which enable automatic and
real-time collection of traffic information supplied to drivers through message sign
boards.
(1) Concept for the Plan
The traffic information system should be installed stepwise, because the existing
traffic signal control system must also continue to function. The system expansion
should be done as follows:
• Renewal for the functional upgrading of various traffic control installations of the
control center and the local facilities of signal lights and traffic detectors.
• Expansion of the traffic control area providing traffic signals at new intersections.
• CCTV cameras should be installed at effective points, such as susceptible traffic
congestion locations in order to expand traffic surveillance and to improve traffic
control.
• Expansion of the linear traffic-actuated control for each sub-area of the existing
route.
8- 47
• Expansion of an area traffic control through the interconnection of sub-areas

around the city center.
• Improvement and expansion to achieve an advanced system which can control
traffic quickly and in a timely manner, in response to real changes.
The system will be conceived with the improvement and expansion done in the
following three stages:
• 1st stage: installation of terminal equipment in the city center of each Governorate
and traffic signal local facilities, and individual linear controls and surveillance
systems on major radial roads.
• 2nd stage: improvement of traffic control operation transit to area traffic control.
• 3rd stage: Operational start-up of a concentrated-control advanced system.
(2) System Configuration
The system configuration is comprised of an information collection system, a data

processing system and an information supply system. Each basic function is shown
in Figure 8.4.1.
1) Information Collection System (Local)
Traffic information is collected by (see Figure 8.4.1 item a- b):
a) Automatic collection of traffic data using roadside vehicle detectors.
The traffic detectors will be installed at the entrance of major intersections and road
sections of uninterrupted flow, which are required for traffic control. The data
observed by the detectors at these points will be sent to the control center in real
time. The observed traffic data include traffic volume, length of traffic queue,
occupancy rate, traveling speed etc. and they should be selected and decided
according to the adopted traffic control policy, because such data will be used in
traffic analysis and planning as well as for signal control.
b) CCTV camera installed at roadside.

LOCAL TR A F F IC C O N TR O L C E N TE R LOCAL
e)
a) C e ntra l h)
P ro c e s s ing
D ispla y P a ne l,
T ra ffic CCU Unit
D e te c to rs
G ra phic M a p, D a ta
MDM D ispla y
MDF
c) C o m m a nd D e sk
i)
b) T V M o nito rs f) M e ssa g e S ig n B o a rd, C a r ra dio , Te le v isio n
CCTV g)
D a ta
C a m e ra s
B a nk
Figure 8.4.1 System Configuration for Traffic Information
8 - 48
2) Data Processing System (Traffic Control Center)
Collected information is processed as follows (see figure 8.4.1 item c-g):
c) Monitoring of traffic conditions by means of CCTV cameras.
The CCTV cameras (Closed Circuit Television System Camera) will be installed at
the points where observation is necessary at all times such as chronically congested
intersections, merging or diverging points and places where traffic accidents often
occur. The surveillance system of road conditions and traffic situations in the
control center (at all times) is very important in traffic control. The monitors that
systematically observe the information from the TV cameras, by route, will be
provided in the control center, strengthening the surveillance system. The
surveillance of various situations such as road conditions and accident conditions in
real time at the control center will facilitate the necessary counter-actions, and will
enable appropriate instructions to be given for such congestion and accidents.
d) Aggregation of collected traffic data for calculation of signal parameters, such as

controlling the intervals of signals (red/green) in proportion to traffic volume.
In the Central Processing Unit, information on traffic flows monitored by the traffic
detectors will be collected and processed, and the parameters of signal control will be
set. In addition, the control of exchange and monitor of traffic information with the
sub-center will be carried out.
e) Display of traffic congestion and traffic incidents on the Central Graphic Panel
Display Board.
In the display panels, the following data will be monitored, providing information for
decisions on traffic flow control for the traffic controller at the command desk.
• Route map & road conditions;

• Traffic situation such as traffic volume, length of traffic queue, occupancy rate,
traveling speed etc.;
• Condition of traffic incidents;
• Traffic regulations; and
• Traffic control devices.
f) g) Accumulation of traffic data in a data bank & collection of basic data for traffic
control operations.
The detected data for traffic control, such as traffic flow data, will be collected and
processed by route, by areas and by time zones etc. as a database, which should be
updated periodically. The database will be utilized for the analysis and
improvement of various traffic technologies as well as for setting the parameters of
signal control.
8- 49
3) Information Supply System (Local)
Providing traffic information by the following devices (see Figure 8.4.1 item h-i):
h) Control of signal lights.
The traffic signal lights will be operated based on the parameters of signal control
from the Central Processing Unit (CPU).
i) Supply of necessary traffic information to users.
Traffic information, such as the traffic situation and the location, cause and result of
the incident will be also offered to drivers for a safe and pleasant drive as much as
possible. In particular, the quick delivery of information on unusual traffic
phenomena will contribute to reducing secondary traffic incidents such as accidents
and traffic congestion. Appropriate instruction and regulation to drivers on the
unusual phenomena can be made through analyzing the correct situation with visual
information from the CCTV camera and data.
(3) Traffic Information Supply Plan
It is proposed to install a system to supply information on road and traffic conditions,

necessary for drivers, through a resident traffic manager, in addition to the traffic
control system to control traffic signal lights. Figure 8.4.2 shows the relationship
between the signal control system and the information system.
Traffic Signals
Traffic Signal Control

Traffic Control Center
Collection of Traffic Information Data via Variable Message Sign Board, TV

Detector and CCTV
Display, Radio Car, Telephone
Provision of Traffic Information for Drivers
Figure 8.4.2 Relationship Between Signal Control System And Information System
1) Objectives for Supplying Road Traffic Information
By supplying emergency information such as accidents, abnormalities and traffic

regulations, the following effects are aimed at:
• Immediate notification of incidents to drivers;

• Selection of routes, to prevent secondary congestion;
8 - 50
• Traffic flows will be re-distributed as a result; and

• Drivers can participate in the reduction of traffic problems by having such
information and this will help to mitigate traffic congestion.
2) Information Supply
The following information will be supplied:
• Information concerning route prohibition;

• Information on congestion and route guidance for detour;
• Road and traffic regulations; and
• Other public information.
3) Location of information Indication Unit
The center will be housed in the traffic signal control center and the information
indication units will be installed at major crossroads on arterial roads, as shown in
Figure 8.4.3. The information supply system includes an exchange of road & traffic
information between the proposed future urban expressway and the at-grade road
network.
Linear
Traffic-actuated
Control System
Legend
Urban variable
message sign board
Wide-area variable
Area Traffic Message sign board
Control System
Figure 8.4.3 Location of Information Indication Unit

4) Positive Collection and Accumulation of Data for the Traffic Center
To perform adequate traffic control, the collection, accumulation, and analysis of

various fundamental data, by location and by route, is essential. The following data
should be collected and accumulated without exception. A database should be
formulated and information supplied to those who are concerned with traffic control
and study. The data will be collected by periodical survey and vehicle detectors,
etc.
8- 51
• Traffic volume;
• Traffic volume occupancy rate;
• Travel speed; and
• Conditions of traffic signal lights, etc.
8.4.2 Bus Location Information System & Bus Priority Signal Control
System
This section discusses the bus priority system for the medium and long terms by
introducing the bus location information system and the bus priority signal control
system at signalized intersection. This section introduces a brief description of
these systems.
(1) Bus Location Information System
In terms of public transport, public transport service information such as time/fare

table, route network, transfer points, operation schedule and bus location is
considered to be important to the users. This information system does not alleviate
traffic congestion directly, but indirectly by encouraging people to use public
transport mode. To alleviate passenger discomfort caused by unpunctuality and to
improve management of operation, the bus location information system enables
individual display of the location of approaching buses at respective bus stops and
integrated display of locations of all buses under operation at the control center.
The system will enable public transport operators to manage and control their
business operations effectively and efficiently. Furthermore, the system will
alleviate users’ frustration towards unreliable services by displaying relatively
accurate bus arrival schedule at bus stops. The system, therefore, is expected to
increase public mode users extensively. Figure 8.4.4 shows an information board of
the system and a mechanism of the system.
Source: “Urban Transport Facilities in

Japan 1993”, City Bureau Ministry of
Construction and Japan
Transportation Planning Association.
Figure 8.4.4 Information

Board and Mechanism of
Bus Location System
8 - 52
(2) Bus Priority Signal Control System
In addition, in order to provide traffic signal priority, bus priority traffic signal
control system at signalized intersection is effective at the bottlenecks. The purpose
of the bus priority signal control system is to realize punctual public transportation,
improve convenience for bus users and promote car owners to use public
transportation, giving priority to bus transportation. By implementing the system,
public transportation will become more dominant, road traffic demand of private cars
will be reduced, and traffic flow will become more efficient. When a bus passes
under an infrared beacon at the local facility, the infrared beacon receives vehicle ID
information from an in-vehicle unit installed in a bus and transfers the data to the
Traffic Control Center. The Traffic Control Center, with vehicle ID information,
traveling point and destination, controls traffic signal so that buses do not have to
stop or shortens the waiting time at intersections as much as possible. Figure 8.4.5
shows the bus priority signal control system and a mechanism of the system.
Figure 8.4.5 Bus Priority Signal Control System

The signal lets a bus to go
ahead, allowing a bus
driver to make a left turn
or change lanes with ease
Infrared
Beacon
Traffic lights are controlled,

giving the right of way to a bus
so that it can go through
successive traffic rights.
Infrared
Beacon
2187: Exit
lane. Buses
only
Figure 8.4.5 Bus Priority Signal Control System
8- 53
In general, the following effects are achieved by operating mainly during commute
hours.
• Ensure punctual bus operation.

• Reduce waiting time for bus at intersection.
• Ensure safety when changing lane to make a left turn at intersection.
In Japan, the effect of bus travel time was reduced by an average of 11% as a result
of implementing the bus priority signal control system at the sampled roads, for a
length of about 46 km, during the year 2000.
8.4.3 More Vigorous Parking Policies

The policy zoning system for parking management in the immediate action plan was
proposed. In the long run, unrestricted car movement should be limited in Cairo
CBD and Central Giza by means of restrain by traffic control and by promotion of
modal conversion from private car use to public transportation use. However, it
must be kept in mind that drastic change of policy tends to cause social problems.
The present parking occupancy on the streets in the central area is already extremely
high exceeding 100% of the capacity in the peak hours. Accordingly, while
on-street parking control ought to be more strictly enforced, every effort should be
taken to increase off-street parking. Measures to increase off-street parking
capacity are suggested.
In order to promote the development of new parking space, it is necessary to obtain

the cooperation of the government. The possibility of implementing the following
administrative measures should be considered:
• Subsidy and/or tax incentives (reduction/waiver of income and/or fixed property

taxes);
The management of parking for public use is not a profitable business while the
urban space in the central area has a high opportunity value, so it may be difficult to
expect privately operated off-street parking to increase without taking any policy
measures. In this sense, it is worthwhile to study such measures as tax exemption
and subsidy system for parking business operated by the private sectors.
• Easement of floor space rate requirement of private parking building;

It is effective to promote the development of public parking building, if the floor
space rate requirement of private parking building will ease.
• Impositions of heavier taxes on non-utilized land;

The non-utilized spaces in the central area should be imposed heavier taxes, in order
to promote development of public parking.
• Strict enforcement of the regulation obligating new construction to provide

parking space.
8 - 54
The decree promulgated in 1986 (Cairo Governor’s decree No. 47/86) obliges every
new building owner to provide parking spaces wider than the area specified by the
usage of the building. If the decree is strictly enforced, the off-street parking
capacity will gradually increase with the renewal and development of the central
area.
8.4.4 Electronic Demand Management Measures

The full-scale development of ITS will create the development of infrastructures,
distribution of terminal equipment and diversification of applications. The
information and functions for ITS services are roughly divided into nine (9)
development areas such as advances in navigation systems, electronic toll collection
system, assistance for safe driving system, optimization of traffic management
system, increasing efficiency in road management system, support for public
transport system, increasing efficiency in commercial vehicle operation system,
support for emergency system, and support for emergency vehicle operations system.
In terms of the electric demand management measures for the future Cairo, the
advances in navigation system, the electronic toll collection system and the support
for public transport system will helpfully reduce traffic congestion that causes a
tremendous economic loss in monetary terms. This section introduces a brief
description of such effective electric demand management measures.
(1) Advances in Navigation System
The advanced in navigation system is divided into two (2) users services as the
provision of route guidance traffic information and the provision of
destination-related information, and then into six (6) specific user services: 1)
provision of route guidance information to drivers, 2) provision of information on
other modes of transportation to drivers, 3) advanced provision of route guidance
information, 4) advanced provision of information on other modes of transportation,
5) advanced provision of destination-related information, and 6) provision of
destination-related information for drivers. Especially, in this specific user services,
the description of services are shown below.
1) Provision of Route Guidance Information to Drivers
• Provide optimum route information;

• Provide road traffic congestion;
• Provide required travel time when congested; and
• Guide along the selected route.
2) Provision of Information on Other Modes of Transportation to Drivers
• Provide information on other modes operations;

• Provide information on parking availability; and
8- 55
• Provide information on availability of other public transportation service during

emergency.
3) Advanced Provision of Route Guidance Information
• Provide optimum route information in advance; and

• Provide road traffic information in advance.
4) Advanced Provision of Information on Other Modes of Transportation
• Provide information on other modes of transportation operations in advance; and

• Provide information on parking availability in advance.
5) Advanced Provision of Destination-related Information/, and 6) Provision of

Destination-related Information for Drivers
• Provide detailed information and reservation on destination facility and other in

advance.
(2) Electronic Toll Collection System
The electronic toll collection system is divided into two (2) specific user services: 1)
electronic toll collection on toll roads, and 2) electronic charge of fare collection of
parking lot, ferry and others. Especially, in this specific user services, the
description of services are shown below.
1) Electronic Toll Collection on Toll Roads
• Collect toll electronically on toll roads;

• Collect toll electronically on toll roads during peak hours (peak road pricing
system); and
• Collect toll electronically in CBD area (area pricing system).
2) Electronic Charge of Fare Collection of Parking Lot, Ferry and Others
• Collect parking charges electronically;

• Collect the charges for roadside parking electronically; and
• Collect fares for ferry electronically.
(3) Support for Public Transport System
The support for public transport system is divided into two (2) users services as the
provision of public transport information and the assistance for public transport
operations and operations management, and then into four (4) specific user services:
1) provision of information on public transport operations or other transit transfer
system, 2) assistance for taxi and on demand bus use system, 3) implementation of
8 - 56
priority passing for public transport system, and 4) provision of public transport
operations and others system. Especially, in this specific user services, the
description of services are shown below.
1) Provision of Information on Public Transport Operations or Other Transit

Transfer System
• Provide information on public transport in advance;

• Provide information on public transport in route;
• Provide information on other public transportation service while on board public
transportation; and
• Provide information on delay or accidents of public transport.
2) Assistance for Taxi And on Demand Bus Use System
• Assistance for bus use on demand; and

• Assistance for taxi use.
3) Implementation of Priority Passing for Public Transport System
• Provide traffic signal priority to bus and tram; and

• Monitor operations on segregated lanes such as for a bus.
4) Provision of Public Transport Operations and Others System
• Provide road traffic information and others;

• Provide information on public transport operations; and
• Provide information on expressway bus users.
8.4.5 Toll Management on GCR Internal Expressway
(1) Toll System
The decision on whether the toll expressway adopts the “Flat-rate Toll System” or
“Distance-based-rate Toll System will affect the road user’s usage patterns and toll
revenue. Flat-rate Toll System is effective and convenient to users for urban
expressways, where the average trip distance is relatively shorter and the average
frequency of usage per user is higher. Urban expressways are usually crowded, and
many users often enter and exit on daily basis, and the operator handle many similar
short trips. In such circumstances, a flat toll system is preferable because the
operator can save the collection cost, shorten the service time at payment, and the
user can easily remember the toll amount.
Distance-based-rate Toll System, on the other hand, is effective and fair to users for
inter-urban expressways, where the average trip distance is longer, and frequency of
8- 57
usage per user is less. If the difference in distance between longer trip user and
shorter trip users become large, the distance-based-rate toll creates unfairness. The
longer service time, normally less than ten seconds, is not a major problem when the
average distance is longer.
GCR Internal Expressways are located at urban city area in the future, the
expressways are comprised of a mini ring road and five (5) radial roads, where the
average trip distance is relatively short and the average frequency of usage per user is
high. The average interchange interval will be about 5 km, and the interchange
interval varies depending on each section. Considering such nature of the
expressway system, it is recommended that the toll system on GCR Internal
Expressway be “Flat-rate Toll System.
(2) Toll Collection System
In order to efficiently deal with huge volume of traffic in urban area, a “Flat-rate Toll
System will be adopted for the GCR Internal Expressway. Flat-rate Toll System
can be operated by paying cash or coupon ticket at the entrance gates. The system
simplified toll collection, which saves time for toll collection and requires no exit
gates, eliminating the need for land acquisition and construction, and operating costs
for such facilities.
(3) Toll Collection Office
A toll collection office will be established at each interchanges to collect the toll
from the expressway users. Main toll collection office will have the toll booths,
police branch office and power facilities.
8.5 RECOMMENDATIONS
8.5.1 Short-term Plan for Immediate Actions

There are many traffic and transportation problems in Cairo. As the city grows,
with an increase of population and economic activities, the traffic management
problems will become more serious. In the traffic management sector, the
following immediate action plans and projects are highly recommended as the
short-term measures targeting the year 2007. This would ensure the most effective
use of existing facilities and provide smooth, safe and comfortable trips.
(1) Improvement of the Traffic Signal Control System
Existing manual signal control system should be improved by introducing automatic

computerized control system. The new system uses vehicle detectors which enable
automatic and real-time collection of traffic information, the traffic response system
and the synchronized system are recommended to be introduced in Cairo CBD and
Central Giza.
8 - 58
(2) Improvement of Intersection
The current traffic congestion is mainly caused by spill-back due to near or

over-saturated bottlenecks. Improvement of intersections to increase the road
capacity is recommended through adequate engineering such widening at approach
of intersection, shifting to the centerline or median, in association with the
improvement of channeling and signal control system.
(3) Improvement of Parking System
The Cairo CBD and Central Giza area have a great amount of parking demands,
where the on-street parking occupancy rate always exceeds 100% during mid-day
peak hours. On-street parking ought to be more efficiency managed or strictly
controlled to shift to off-street parking in areas with chronically high parking
occupancy. The parking behaviors should be improved by introducing a policy
zoning system for parking management (PZM), where three levels of zonal parking
management are designated, based on the zone attributes in terms of the total
building floor areas of business & commercial and public uses. For each
categorized zone, the time-duration of parking prohibition and charge for on-street
parking (parking ticket system) are highly recommended.
(4) Improvement of Traffic Safety Facilities
It is often observed that pedestrians cross streets at middle section of roads

(Jay-walking), and walk vehicle lane to make shortcut on their journey. These
dangerous behaviors must be changed, providing safe and convenient facilities for
pedestrian crossing and promoting public education by traffic safety campaign. For
engineering solutions, pedestrian bridges and pedestrian crossing zones with traffic
light (i.e. scramble pedestrian crossing) are recommended to develop at the
intersections where both vehicles and pedestrian traffics intermingle to a high degree,
and where there is a need to achieve a smooth and safe traffic flows.
(5) Improvement of Bus Facilities
In order to uplift the service level of bus transport system in the Cairo CBD and
Central Giza, a bus priority lane system is recommended on selected trunk routes in
limited peak hours, taking into account a fact that traffic congestion often takes place
with conflicts of buses/shared taxies and other vehicles.
(6) Improvement of Vehicle Inspection System
Congested sections caused by blocking of engine-trouble vehicles are often observed

on heavy traffic roads. This could-be-avoidable incident yields enormous economic
losses and environmental pollution, given driver’s cars of their vehicles. Technical
improvement of the vehicle inspection system, therefore, is highly recommended.
An inspection standard needs to be developed with new inspection items. Detailed
inspection items for each category should be stipulated on a new format table.
8- 59
8.5.2 Medium and Long-term Plans

From a medium and long-term perspective, the traffic management plans which is
focused on the traffic information system, more vigorous parking policies, electronic
demand management measures and toll management system on GCR internal
expressways will be recommended.
(1) Traffic Information System
Given drivers the traffic information on road congestion status, locations of accidents
and/or estimated time to pass through bottlenecks, they could select beast alternative
routes to avoid troubles and get more comfortable travel. This can eliminate
economic losses in the society that it would otherwise suffer from. In particular,
quicker delivery of such traffic information is more effective. A traffic information
system is nowadays available in wide varies from simple to advanced surveillance
technologies, e.g., a CCTV camera cum data processing information system.
(2) Bus Location Information System & Bus Priority Signal Control System
In terms of public transport, to alleviate passenger discomfort caused by

unpunctuality and to improve management of operation, a bus location system
should consider on the major bus routes. The system enables individual display of
the location of approaching buses at major bus stops and integrated display of
locations of all buses under operation at the control center. In addition, in order to
provide traffic signal priority, bus priority traffic signal control system is effective at
the bottlenecks.
(3) More Vigorous Parking Polices
On-street parking control ought to be more strictly enforced, every effort should be
taken to increase off-street parking. Measures to increase off-street parking
capacity are suggested. In order to promote the development of new parking space,
it is necessary to obtain the cooperation of the government. The possibility of
implementing the administrative measures such as subsidy and/or tax incentives,
easement of floor space rate requirement of private parking building, impositions of
heavier taxes on non-utilized land, and strict enforcement of the regulation obligating
new construction to provide parking space should be considered.
(4) Electronic Demand Management Measures
The full-scale development of ITS will create the development of infrastructures,

distribution of terminal equipment and diversification of applications. In terms of
the electric demand management measures for the future Cairo, the advances in
navigation system, the electronic toll collection system and the support for public
transport system will helpfully reduce traffic congestion that causes a tremendous
economic loss in monetary terms.
8 - 60
(5) Toll Management of GCR Internal Expressways
GCR Internal Expressways are located at urban city area, where the average trip
distance is relatively short and the average frequency of usage per user is high. The
average interchange interval will be about 5 km. Based on the foregoing, it is
recommended that the toll system on GCR Internal Expressway be “Flat-rate Toll
System. The toll system can be operated by paying cash or coupon ticket at the
entrance gates. The system simplified toll collection, which saves time for toll
collection and requires no exit gates, eliminating the need for land acquisition and
construction, and operating costs for such facilities.
8- 61
CREATS: Phase I Final Report Vol. III: Transport Master Plan
Chapter 9: ORGANIZATIONAL AND INSTITUTIONAL MATTERS
CHAPTER 9: ORGANIZATIONAL AND

INSTITUTIONAL MATTERS
9.1 EXISTING ISSUES, OPPORTUNITIES AND CONSTRAINTS

This chapter delineates the results of the study about improving the current
organizations and institutional aspects so as to be in better position to implement the
components of the Master Plan. Experience in transport planning in developing
countries confirms that institutional weaknesses are the source of many observed
failures in urban transport. It has become widely accepted that there is a need to
integrate polices both within the transport sector and between the transport and other
aspects of urban development. This calls for the development of institutions which
minimize functional and jurisdictional obstacles to policy integration and operation
optimization. The main objective of institution building is to provide a strong
institutional and technical base for the formulation and implementation of policies
and projects. This objective can be achieved through “investment” in institutional
and administrative reforms, technical education, training and equipment. Such
investment represents a small portion of the total cost, but is often fundamental to
successful project completion and the establishment of a permanent operation and
maintenance capability. It should be understood that there is no blue print which can
be implemented in all countries. Institutions in any country are the result of long
evolution process which is controlled by many factors including cultural background,
political realities and historical facts. To develop an existing institutional setup to a
more modernized functional oriented one, the first prerequisite is to know the
shortcomings of the existing one and to be open for objective evaluation.
At the beginning a discussion about the administrative boundaries is made. The

relation between Cairo Planning Region as defined by the Ministry of Planning, the
Greater Cairo Region as defined by the General Organization for Physical Planning
and the Study Area of the current master plan study is explained. There is a need to
unify the definition for the Greater Cairo Region for planning and financing
compatibility.
Comparison between the responsibilities of the current organizations and those

required for functional organization setup at both the regional level and local level
indicates the need for establishment of new organizations at both levels. Strengthen
urban transport planning capabilities at the Egypt National Institute of Transport is
recommended to continue the updating of this Master Plan. Capacity building and
9-1
human resources development is a vital issue for the staffing of the recommended
organizations.
Coordination between the different organizations is the cornerstone for successful

transport system. All related organizations should strive for spatial, jurisdiction and
functional coordination.
Most of the cost of the Master Plan Projects can be covered if the level of transport
investment attained in the Five Year Plan 1997-2002 is maintained in the next four
Five Year plans. The remaining investment part can be secured through some
recommended measures such as rationalizing the public transport fare structure,
earmarked fuel taxation, parking fees, tolls from express highways and sharing the
windfall earning from transport projects.
9.2 ADMINISTRATIVE AND PLANNING BOUNDARIES IN THE

STUDY AREA
The Arab Republic of Egypt is divided into 26 local administrative units each one of
them has a Governor and thus called Governorate. The Governors are appointed by
the President and they have considerable power in the decision making process
related to all the services in their respective governorates. The budgets of those local
administrative units are channeled to them from the national budget through the
Ministry of Local Administration in addition to limited local taxes. Each
Governorate has an elected Local Council which reflects the requirements of the
inhabitants of each Governorate. The Local Councils approve the budget and plans of
the Governorates.
The Study Area covers primarily the Greater Cairo Region. But the term Greater
Cairo Region does not imply the same boundaries for all related parties (see Figure
10.2.1). For the Ministry of Planning, Cairo Planning Region encloses all the three
Governorates: Cairo, Giza and Qalyobeya in addition to the new city of Tenth of
Ramadan which is part of Sharqeya Governorate. The total area of the Cairo
Planning Region is about 36,570 Km2, and most of it is desert land in Giza
Governorate. For the Ministry of Housing, Utilities and Urban Communities, the
term Greater Cairo Region includes mainly the three cities of Cairo, Giza and Shobra
El Khiema without including the surrounding new communities. In the Greater
Cairo Public Transport Study conducted by the National Authority for Tunnels, the
term of Greater Cairo Metropolitan area was used to represent urban boundaries of
the above mentioned three cities. Such unclear definition of the term and its
boundaries has some negative implications and is a source of misunderstanding. The
concerned parties should reach an agreement about a defined boundary of the Greater
Cairo Region in order to match the different planning and budgetary efforts.
For the sake of urban transport planning, and in view of the growing economic
activities in the New Cities and New Communities around Cairo and Giza cities, the
boundaries of the Greater Cairo Region in this study has been expanded to include all
these New Cities and New Communities. The area of the Greater Cairo Region as
defined in this Study is 2110.94 Km2.
9-2
Each Governorate is divided into qisms (in the urban governorates) or Markazs (in
rural governorates). Each Markaz is a local administration unit with regard to police
and public services and thus has its local budget, but in Cairo and Giza each several
qisms, primarily police zone, makes larger administrative units called “Hay”. Cairo
City has 39 qisms, Giza City has 13 qisms and Shobra El Khiema City has 7 qisms.
Each Hay has a Head of the Hay appointed by the relevant governor. Each of the
New Cities and New Communities in the Study Area has its development
organization which is in charge of the management of all the public services
(including transportation) within the new city or new community. Examples are the
Tenth of Ramadan Development Organization and the Sixth of October
Development Organization. These development organizations are under the
Ministry of Housing, Utilities and Urban Communities and their budget are
channeled to them from the budget of that Ministry. It is supposed that the
administration of the new communities will be transferred to the relevant governorate
when the new city and/or new community reaches maturity, but so far no such
transfer has taken effect.
The Grater Cairo Region is the largest urban cologmoration in the Middle East and
Africa with current population of more than 14.39 million and is estimated to reach a
population of more than 20 million by the target year of the study 2022.
The physical plan for the Greater Cairo Region prepared by the General Organization
for Physical Planning (GOPP) aims to divide the region into homogeneous sectors. It
may be appropriate if the administrative boundaries within the region coincide with
the boundaries of the planned homogeneous sectors.
Figure 9.2.1 Administrative and Planning Boundaries in the Study Area
9-3
9.3 ORGANIZATIONS RELATED TO URBAN TRANSPORT

Although it is one of the public services, transportation differs from other services
such as water supply or telephone communication in that the planning,
implementation and operation of such services are usually the responsibility of single
body, while there are many organizations involved in some aspect or another of the
transportation service.
In GCR the organizations related to urban transport can be divided into government
organizations and private organizations. The former can be divided into national
government organizations that belong to one of the Ministries and local government
organizations that belong to one of the Governorates. Examples of the national
government organizations are the National Authority for Tunnels, the General
Authority for Roads, Bridges and Land Transport, Egypt National Institute of
Transport and other organizations under the Ministry of Transport. Although such
organizations are concerned mainly with the issues of national transport, they also
deal with many issues at the regional level of Greater Cairo.
The Ministry of Housing, Utilities and Urban Communities (MHUUC) has a special
role in urban transport of GCR because it is the Ministry in charge of the preparation
of the land use plans for the whole of Egypt and because of its role in the
development of new urban communities in the desert areas around the traditional
cities of GCR. The development of the new communities started about 20 years ago
by the two cities of the Tenth of Ramadan City to the East of Cairo and the Sixth of
October City to the West of Giza. The industrial growth of these two cities together
with other new communities around Cairo and Giza has dramatically changed the
transport patterns in the Region. MHUUC has constructed the Ring Road around
Cairo Region in addition to the 15th of May Corridor which connects the Sixth of
October City to Cairo. Almost half of the national investments in transport in GCR
are allocated to projects implemented by MHUUC.
The Traffic Police which is under the Ministry of Interior is responsible for the
enforcement of traffic rules, issuance of driving license and vehicle operation license.
The Traffic Police is also involved in traffic planning and management. There is a
Traffic Police assigned for each Governorate in addition to the Central Traffic Police
which is in charge of traffic on the intercity roads.
Each Governorate has its own Roads and Transport Directorate for road planning,
construction and maintenance. Cairo Governorate has established Cairo Traffic
Engineering Bureau (CTEB) to be in charge of traffic engineering and planning in
Cairo, but other Governorates do not have similar organizations. Cairo Transport
Authority which is under Cairo Governor is in charge of the operation of buses,
minibuses, river buses and tram network for all the region of GCR. Due to pricing
ceilings imposed on public transport fares, CTA has not been able to expand its
services to meet the demand.
To attend to part of the demand for improved bus service, Greater Cairo Bus
Company has been established under the Ministry of Public Enterprise. The
company operates air conditioned buses on selected main routs.
9-4
Historically the Private Sector was involved in bus and tram operation until the
Fifties of last century. Since then Public Sector took over and the role of private
sector was limited to the ownership and operation of taxis within the cities and
between cities. The inability of CTA to cope with increasing demand in trips has
opened the door to the rapid growth of shared taxis or microbuses. The share of these
shared taxis has reached to about 40% of the total public transport trips in GCR.
Most of these microbuses are owned and operated by individuals and their
uncontrolled driving behavior is one of the main reasons of traffic problems in GCR.
Taxis equipped with fare meters are mostly owned and operated by individuals
mainly because the controlled fares does not make its operation attractive to
company ownership. Most of these taxis are more than 10 years old and large
portion are more than 20 years old.
Cargo trucks are mostly owned and operated by either private companies or private
individuals.
Table 9.3.1 gives an overview of the role of each of the related organizations in the
field of urban transportation in the Study Area.
9-5
Table 9.3.1 Organizations Related to Urban Transport in Greater Cairo

Organization Major Role in Urban Transport
Ministry of Transport
1 The Higher Committee for Established by a Prime Ministerial Decree in 2000, the Committee
Greater Cairo is headed by the Minister of Transport and is responsible for the
Transportation Planning overall transport planning of the Greater Cairo Region. The
(H.C.) Committee supervises the current master plan study and is
expected to be responsible for its continuous updating and
modifying.
2 Transport Planning Although this Authority is concerned mainly with national level
Authority (TPA) transport planning, it has commissioned several studies about
some transport issues in Greater Cairo Region such as:
- Survey of own Account Passenger Transport by Government
Agencies in GCR (1985)
- The Development of the Role of the Private Sector in Urban
and Inter-city Passenger Transport (1986)
- Cairo Metro Interchange Coordination Study (1987)
- Greater Cairo Public Transport Fare Policy Study (1992-1995)
- Cairo Urban Transport Project (1980)
- Greater Cairo Transportation Planning (1973)
3 Egypt National Institute of - The Institute provides post graduate studies in the fields of
Transport (ENIT) transport planning, transport engineering and transport
economics.
- It provides technical training for the employee in the transport
sector.
- It conducted limited number of studies such as a study about the
effect of underground metro as a transportation mean for the
limited income group.
- It maintains a library for transportation science.
- The Institute is the executive agency for the Higher Committee
for Greater Cairo Transportation Planning.
4 The National Authority for NAT is in charge of planning and implementation of Metro and
Tunnels (NAT) tunneling Projects such as Cairo Metro Lines 1 and 2 and Azhar
Car Tunnel. Recently NAT has been the counterpart
organization for the Greater Cairo Public Transport Study 2000.
5 The Cairo Metro CMO has been part of the Egyptian National Railway, but it has
Organization (CMO) been separated in 2001. CMO is in charge of operation and
maintenance of the Metro network in Greater Cairo.
6 The Egyptian National ENR is the Authority in charge of planning, implementation,
Railways (ENR) operation and maintenance of the national railway network. The
sections of railways within the Greater Cairo Region are part of
the transportation system of the region.
7 The General Authority for GARBLT is the Authority in charge of planning, implementation,
Roads, Bridges and Land operation and maintenance of the intercity national road network.
Transport (GARBLT) Because the boundaries of Greater Cairo Region extends beyond
the limits of the road departments of the three Governorates, parts
of the road network of Greater Cairo are under the jurisdiction of
GARBLT. Figure 10.3.1 shows the parts of the national road
network in the Study Area.
9-6
Ministry of Housing, Utilities and New Communities

8 The General Organization GOPP is responsible for setting the overall policy for physical
for Physical Planning planning, preparing urban development plans and the supervision
(GOPP) of the implementation of these plans. The GOPP has a Regional
Urban Planning Center for the Greater Cairo Region. The GOPP
has prepared the development plan for the Greater Cairo Region
which is one of the main inputs for the preparation of the long
term transportation planning for Greater Cairo Region.
Beside its role in physical planning, the GOPP has planned some
transport projects in the Greater Cairo Region such as the Ring
Road, 15th of May corridor, traffic planning in Roxy area and
traffic planning in Azhar Street.
9 The Central Development The Central Development Organization has several regional
Organization (CDO) executive organizations. One of them is the Executive
Organization for Greater Cairo Development. This Organization
is the implementing body for the projects related to future
developments of the Greater Cairo. It is the Organization in
charge of the implementation of the New Communities Projects
around Cairo and Giza Cities.
Beside the implementation of the new communities, the Executive
Organization for Greater Cairo Development has implemented
transportation projects such as Cairo Ring Roads, 26th of July
corridor, traffic improvement in Sphinx Square, traffic
improvement in El Galaa Square, etc.
10 The Development Road planning and implementation in addition to operation of the
Organization for each New intracity bus and microbus within the new city or the new
City or New Community community.
Ministry of Interior
11 The Traffic Police - Vehicle inspection and issuance of vehicle operation license
Directorates for Cairo, Giza - Issuance of driving license
and Qalyobeya - Traffic planning
Governorates - Traffic management and control
Ministry of Planning
12 Transportation Sector - Preparation of the five-year development plans for the
transportation sector on the national and the regional levels.
- Coordination and preparation of the budget for the five-year
development plans.
Cairo Governorate
13 Cairo Traffic Engineering - Traffic Engineering and Planning for Cairo Governorate
Bureau (CTEB)
14 Roads and Transport Planning, implementation and maintenance of road projects

Directorate (RTD) within Cairo Governorate.
15 Cairo Transport Authority Planning, operation and maintenance of busses, minibuses, river
(CTA) busses and tram network in the Greater Cairo Region
Giza Governorate
Di i hi Gi G
9-7
Directorate within Giza Governorate.

Qalyobeya Governorate
Directorate within Qalyobeya Governorate.
Other Governmental Organizations
18 Greater Cairo Bus The Company is under the Ministry of Public Enterprise and it
Company operates bus transportation network within the Greater Cairo
Region
Non Governmental Organizations and operators
19 Operators of Microbus Taxi Individual operation of Microbus taxi service
Service
20 Taxi Operators Operate the taxis equipped with fare meters.
21 Operators of Special Use These buses are owned by governmental or private bodies for the
Buses exclusive transportation of its employee or tourist groups.
22 Operators of Limousine taxi Limousine taxis are operated by travel companies for
transportation between the airport and the hotels and for hotel
service.
Figure 9.3.1 The National Road Network in the Study Area
9-8
9.4 FUNCTIONS AND RESPONSIBILITIES OF THE CURRENT

TRANSPORT ORGANIZATIONS IN THE STUDY AREA
Before embarking on the discussion about the current status of the transport
organizations in the Greater Cairo Region, it is important to mention some points:
1) The objective of this discussion is not to criticize the performance of any of the
organizations but rather to identify the areas which need intervention.
2) The institutional problems in GCR are not unique in nature but rather they are
common to most developing countries. The differences lie in two aspects; the
cultural environment of each country and the personalities involved in
institutional framework.
3) Compared to many developing countries, Egypt has a very good chance to

improve its institutional structure due to the availability of a vast pool of
qualified and semi-qualified personnel.
4) In spite of the limitations in the current institutional setup, there has been many
positive aspects such as:
a） In the planning function, the General Organization for Physical Planning (GOPP)
of the Ministry of Housing, Utilities and Urban Communities is in charge of the
preparation of the urban structural plans (land use plans) for all the cities of
Egypt. GOPP has provided the urban plan for the GCR up to year 2017.
Compared to other developing countries this is a very positive step because it
controls the urban growth to be within approved and enforced land use plan.
b）In the project implementation function, large and important transport projects
have been implemented. Examples are the Ring Road, the 15th of May Corridor,
6th October Flyover, and the two Metro Lines. Most of these projects have been
implemented with local resources which indicate the system capability to take
difficult decisions and the ability to implement them with reasonable quality. It
is obvious that without these projects, transportation in GCR would have been in
much bad shape.
c） In the enforcement function, the prohibition of the entry of heavy trucks to the
cities of Cairo and Giza has been successfully enforced. Also the enforcement of
using the seat belt has been remarkably successful. These two examples indicate
that once the will and the resources are mobilized, there is a fairly good chance to
attain the targeted enforcement objectives.
Figure 9.4.1 shows the current organization setup of the main organizations related to
transport in GCR (Regional Level). In this figure only Cairo Governorate is shown
for simplicity (Gov.).
The Higher Committee for Greater Cairo Transportation Planning (H.C.) is chaired
by the Minister of Transport, its members are the representatives from related
organizations and ENIT is its executive agency.
9-9
MOHUC MOT MOI Gov.
H.C
GOPP CDO New C. TP CTEB RTD CTA
TPA ENR GARB ENIT NAT CMO
Figure 9.4.1 Current Organizations Setup (Principal Organizations only)

The functions of H.C. as defined in the Prime Minister Decree are:
1) Defining the boundary of the Greater Cairo Region (GCR) so as to insure the
integration of planning and implementation of transport projects.
2) Execute the procedures for the preparation of transport plans for the GCR and
follow-up of implementation including the preparation of long term
comprehensive plan for the region to cope with transport demand and to improve
the transportation efficiency and improve service level.
3) Preparation of terms of reference for the studies of the comprehensive transport
master plan and preparation of all required elements for starting these studies.
4) Technical follow-up of the steps and phases of the preparation of the Master
Plan.
5) Evaluate Studies, approve plans and establish the priorities for the
implementation of transport projects within GCR. The decision of the
Committee will be binding to all organizations related to Transport in the GCR.
6) Follow-up of the implementation of the Comprehensive Transport Plan and
evaluation of the activities of all transport related organizations in the GCR.
7) Coordination between transport and traffic plans submitted from the different
Governorates and approval of these plans within the framework of the
Comprehensive Master Plan.
8) Establishment and continuous updating of transport database.
On the local level, Cairo Governorate has established Cairo Traffic Engineering
Bureau in 1997. The organization chart of CTEB is shown in Figure 9.4.2.
9 - 10
Governor of Cairo
Traffic Coordination
Committe
Administration & Finance Director Technical Secretary
Traffic Safety & Signal

Parking Management
Analysis
Keep Cairo Moving Campain
Planning & Engineering Traffic Impact Analysis &

Design Land Use
Figure 9.4.2 Organization Chart of CTEB

The principal responsibilities of CTEB as defined in the Governor’s Decree are:
1) Planning & Engineering Design: Study and improvement of road network

including traffic design and signal design.
2) Traffic Safety & Signal Analysis: Preparing traffic data base, conducting traffic
surveys and Monitoring of traffic condition.
3) Parking: Establishment and enforcement of parking policies
4) Keep Cairo Moving Campaign: Design and implementation of public awareness
campaign to help improve traffic conditions in Cairo.
5) Traffic Impact Analysis & Land Use: Approval of Building permissions and
other activities with impact on traffic.
The staffing schedule of the technical departments mentioned above as defined in

CTEB’s establishment decree is 14 persons including its director, but the current
technical staff is 7 persons only.
To make thorough diagnosis of the current status of the main institutional aspects of
the principal organizations related to transportation in the Study Area, detailed
Agency Responsibility Analysis and Agency Performance Evaluation should be
conducted as mentioned in the World Bank Study, “Study on Urban Transport
Development” in August 2000. Such exercise is beyond the scope of the current
Master Plan and should be conducted by separate endeavor. For the purpose of this
study we will look into the required institutional functions in two levels, the regional
level and the local level. By the regional level we mean the functions that should be
undertaken for the whole region of Greater Cairo and by the local level we mean the
functions that should be undertaken by local agencies on the City or Ward levels.
Tables 9.4.1 and 9.4.2 show the agency responsibility matrices for these two levels.
9 - 11
Table 9.4.1 Agency Responsibility Matrix (Regional Level)
Public Transport
Road Infrastructure
Infrastructure
Responsibility
Nation Rail & Bus &

Gov.3) New4)
Urban Transport
Policy Coordination1）
Public Transport
Coordination 5)
Traffic Management
Road Safety6)
Traffic Enforcement
Traffic & Road Safety
Coordination7)
Accident Recording8)
Vehicle Licensing
Vehicle Safety9)
Traffic/Transport
Training
Traffic/Transport
Research10)
Urban Planning
Environment
Monitoring
al2) Metro Tram

(A) (B) (C) (D) (E) (F) (G) (H) (I) (J) (K) (L) (M) (N) (O) (P) (Q) (R)
1. Policy Formulation H.C. RBA GOV. MOH E–N GOV. - TP - TP - - TP - ENIT NU MOH MOE
2. Program Finance MOT MOT GOV. MOH MOT GOV. - MOI - MOI - - MOI - MOT NU MOH MOE
3. Project -
A) Identification - RBA GOV. MOH E–N GOV. - TP - TP - - TP - ENIT NU MOH MOE
B) Preparation - RBA GOV. MOH E–N GOV. - TP - TP - - TP - ENIT NU MOH MOE
C) Appraisal - RBA GOV. MOH E–N GOV. - TP - TP - - TP - ENIT NU MOH MOE
D) Implementation - RBA GOV. MOH E–N GOV. - TP - TP - - TP - ENIT NU MOH MOE
E) Supervision - RBA GOV. MOH E–N GOV. - TP - TP - - TP - ENIT NU MOH MOE
F) Monitoring11) - - - - - - - TP - TP - - TP - - - - MOE
G) Evaluation11) - - - - - - - TP - TP - - - - - - - MOE
4. Standards11) - MOH MOH MOH - - - - - - - - - - - - - MOE
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5. Regulation11) - MOT GOV. - - - - TP - TP - - - - - - - MOE
6. Control11) - MOT - - - - - - - - - - - - - - - -
A hyphen (-) indicates that the responsibility is not assigned or not effectively carried out by any agency
H.C. – Higher Committee for GCR Transportation Planning MOT – Ministry of Transport
RBA – General Authority for Roads, Bridges and Land Transport (GARBLT) Gov. = GOV. - Governorate
MOH – Ministry of Housing, Utilities and Urban Communities E – N – ENR & NAT
MOI – Ministry of Interior TP – Traffic Police
NU – National Universities MOE – Ministry of Environment
1) The Higher Committee for GCR Transportation Planning has been formed by a Prime Ministerial Decree in Year 2000. The H.C. is a standing Committee Chaired by the
Minister of Transport with membership from all related organizations. ENIT is the executive agency for the H.C. The current Master Plan is the first project to be undertaken by
H.C.
2) RBA = GARBLT is in charge of National Road Network including the portions of the network within the GCR Metropolis
3) The road system within the Governorates is the responsibility of the Governorate
4) The roads in the New Communities or constructed by the Ministry of Housing, New Communities and Urban Communities within the GCR, Ex. The Cairo Ring Road.
5) There is no agency with clear responsibility for transportation coordination
6) There is no agency with clear responsibility for road safety
7) There is no agency with clear responsibility for Traffic & Road Safety Coordination
8) There is no agency with clear responsibility for accident recording
9) There is no agency with clear responsibility for vehicle safety
10) Research for Traffic and Transport is mainly done by the National Universities
11) The functions of monitoring, evaluation, standards, regulation and control are generally poor.
Table 9.4.2 Local Agency Responsibility Matrix (City Level)
Responsibility
Public Transport Operation
Rail & Bus & Micro
Transport Planning1)
Road Construction2)
Road Maintenance2)
Road Safety Education3)
Traffic Enforcement
Road Marking4)
Traffic Signals4)
Traffic Signs4)
Public Transport
Coordination5)
Planning of Pedestrian
Movement6)
Parking Planning7)
Tariff Control8)
Vehicle and Fuel Taxes9)
Metro Tram Bus

(A) (B) (C) (D) (E) (F) (G) (H) (I) (J) (K) (L) (M) (N) (O) (P)
1. Policy Formulation GOV. GOV. GOV. - TP GOV. GOV. GOV. - E –N CTA CTA - - GOV. MOF
2. Program Finance GOV. GOV. GOV. - MOI GOV. GOV. GOV. - MOT GOV. PRIV. - - - MOF
3. Project
A) Identification GOV. GOV. GOV. - TP GOV. GOV. GOV. - E-N CTA PRIV. - - TP -
B) Preparation GOV. GOV. GOV. - TP GOV. GOV. GOV. - E-N CTA PRIV. - - TP -
C) Appraisal GOV. GOV. GOV. - TP GOV. GOV. GOV. - E-N CTA PRIV. - - TP -
D) Implementation GOV. GOV. GOV. - TP TP TP TP - E-N CTA PRIV. - - TP -
E) Supervision GOV. GOV. GOV. - TP TP TP TP - E-N CTA PRIV. - - TP -
F) Monitoring - - - - TP - - - - - - - - - - -
G) Evaluation - - - - TP - - - - - - - - - - -
9 - 13
4. Standards - - - - - - - - - - - - - - - -
5. Regulations - - - - TP - - - - - - - - - - -
6. Control - - - - TP - - - - - - - - - - -
A hyphen (-) indicates that the responsibility is not assigned or not effectively carried out by any agency
GOV. – Governorate TP- Traffic Police E-N – ENR & NAT
MOI – Ministry of Interior CTA – Cairo Transport Authority MOF – Ministry of Finance
PRIV. – Private MOT – Ministry of Transport
1) Transport planning as such is not practiced. CTEB is in charge of planning of some traffic areas for Cairo Governorate. Giza Governorate and Qalubiya Governorate
do not have similar traffic and engineering bureaus.
2) Road construction and maintenance within the boundaries of each governorate is primarily the responsibility of the governorate. Nevertheless, the Ministry of Housing,
Utilities and Urban Communities undertakes the constructions of some major roads.
3) There is no road safety education programs
4) Planning of Traffic Marketing, Traffic Signals and Traffic Signs is done by CTEB and implemented by the Traffic Police.
5) There is no organization in charge of coordination.
6) There is no organization with clear responsibility about pedestrian movement.
7) Parking planning in Cairo Governorate is one of the responsibilities of CTEB, but due to the limited staff it is still not effectively carried out
8) Local councils are involved in the function of tariff control, but the responsibility is not clear.
9) Taxation is decided by law, but there is no organization of preparing policy or evaluating the different alternatives.
From Tables 9.4.1 and 9.4.2 together with the attached notes, the discussion of the
previous sections, and interviews with concerned organizations, we can notice the
following:
1) The need for the continuous process of regional transport planning calls for
strengthening the role of the Higher Committee for GCR Transportation
Planning together with its executive agency, Egypt National Institute for
Transport (ENIT). A special unit should be established within ENIT for the
purpose of regional urban transport planning. Its name could be “Urban
Transport Planning Unit” (UTPU). Through its participation as the counterpart
for this Master Plan study, ENIT has gained the jumpstart needed to establish
UTPU. It is important to have a permanent planning organization because the
planning process depends on solid, continuously updated database and a group
of specialist capable of handling the sophisticated transportation mathematical
model. The functions and organization of UTPU will be discussed within the
recommended institutional setup in the next section. It is important to separate
the planning function from other executive functions; otherwise the daily
obligations of the executive functions will be at the expense of the planning
functions. This may end up by discarding the planning functions altogether.
An Example is the Transport Planning Authority where it’s original mandate
was national transport planning, but it ended up with commissioning consultants
for the preparation of national transport studies instead of conducting them by its
own resources.
2) On the regional level there are many functions that are left without clear
responsible agency. Such important functions are typically transport plan
formulation and its decisions, the coordinated implementing body of new
projects and programs and implementing procedures. Other examples are public
transport coordination, road safety, traffic and road safety coordination, vehicle
safety, accident recording, monitoring and evaluation of projects, establishment
of standards, regulations and overall control. Such functions should be the
responsibility of a metropolitan level transport integration and coordination
Agency in the initial stage. We shall name it tentatively as Cairo Metropolitan
Transport Bureau (CMTB). Such agency should be in charge of integrating
and coordinating several functions performed by different agencies that belong
to either a ministry or governorate. This means that CMTB should not belong to
one of the related ministries or governorates. For such bureau to be effective it
should be under the Prime Minister Office and it should be supervised by a
ministerial committee formed from the related Ministers and Governors. The
functions and organization of CMTB and the Ministerial Committee will be
discussed within the recommended institutional setup in the next section.
3) There is a definite shortage in the institutional setup at the local level. The
establishment of Cairo Traffic and Engineering Bureau (CTEB) is one step in
the right direction, but it needs more resources in manpower and equipment.
Each Governorate should have similar bureaus and these bureaus should have
branches at each city or ward level to be able to carry out the required functions
of transport and traffic management. The functions and organization of these
9 - 14
bureaus will be discussed within the recommended institutional setup in the next
section.
4) Transportation safety is a very important subject and many countries have
national level transport safety bureaus in charge of charting and enforcing safety
regulations. Egypt does not have such organization. The recommended CMTB
may have a safety unit as a first step. It should be planned that this unit will
develop into a national transport safety bureau.
9.5 OTHER INSTITUTIONAL AND ORGANIZATIONAL SUBJECTS
9.5.1 Institutional Issues on On-street Parking

Before starting the discussion on this subject, we have to establish some principles:
1) The roads are public utilities owned by the public. This means using the road for
private objective should be either prohibited or otherwise charged for the public
benefit.
2) The main objective of the road is to be used for transportation i.e. movement, and
not for the storage of the transportation means (vehicle parking).
3) Vehicle parking is the private objective of the owner and/or the user. It does not
serve the public ownership of the road. On the contrary it obstructs the movement
of firefighting vehicle, ambulance police cars and other public service vehicles.
Based on these principles, in Japan, on road parking is prohibited for more than 7
hours at any location even at night. Vehicle operation permit can not be granted
without having an assigned location with suitable dimensions for parking the vehicle
off road. In Egypt such rule can not be enforced due to the habit of using the road
for parking without any obligation. In the same time, if the present trend is not
changed the ever increasing number of vehicle will lead to traffic problems, public
hazards with consequent adverse economic effects. The current situation means that
each additional car owner is deducting a permanent space from the limited available
street area.
The following observation can be noticed regarding on-street parking in the Greater
Cairo Region.
1) Most of the roads have no indication for prohibiting or allowing vehicle parking.
No-parking signs are installed only at some limited number of streets in
downtown or along the flyovers.
2) When the space is not enough to park the vehicle parallel to the curb, drivers
revert to parking vertical or inclined to the curb without any regulation. This in
turn decrease the street capacity and in many cases the remaining street width is
barely enough for the passage of a single car.
3) When it become difficult to park in the street, many vehicles revert to parking on
the side walks and thus obstructing the safe movement of pedestrians. The
pedestrians leave the side walks and walk in the street proper with adverse effects
9 - 15
on the smooth movement of the vehicles and dangerous implications to

pedestrians.
4) In many cases cars are parked in double lines and in some cases a side street is
blocked altogether with parked cars to the extent that it cannot be used for car
passage without the movement of several cars. The inaccessibility of side roads
for traffic is one of the main reasons for the congestion of Cairo streets in spite of
the ample percent of the total street area compared to other cities
5) In spite of the fact that Article 73 of the Executive Regulation of the Traffic Law
stipulates that any car left on the street for more than 48 hours is considered as
abundant vehicle, many people leave their old unused cars (without number
plate) in the street without bothering to transfer them to car junk area. Due to
this fact, it is difficult to find any car junk area in or around Greater Cairo Region
while it is a common view around the cities in many countries.
6) Some car owners arrange some poles or obstacles in front of their houses and/or
offices to prevent or discourage other cars from parking in front of their houses.
And since these people are parking in other places when they leave the space in
front of their houses and/or offices, they are, in effect, occupying two parking
spaces (two public owned spaces) for each of their cars. Some car owners,
offices or shops employ guard men for the sole purpose of keeping parking space
for their employers or for the clients of their offices and shops. Such behavior
adds to the car parking problems and violates the principle of the public
ownership of the streets.
7) Wherever any parking car starts to move, some sort of car dispatcher appears and
claim a tip from the car owner. Considering 1 L.E. to be the normal tip amount
and that half the cars in GCR makes one parking per day, the collected amount of
money by those dispatchers is enormous for doing nothing. In fact those
dispatchers are one of the chronic problems of traffic in GCR. To maximize
their potential revenue, they try to use every available space for car parking
disregarding the requirements for reasonable traffic flow of the through traffic or
the parked cars.
8) The fees charged at the renewal of vehicle operation permit are the same for
those who have assigned parking space for their vehicles and those who park on
the street. The implication is that there is no obligation for car owners to
arrange parking space for their cars, and there is no incentive for those who have
parking space to keep that space for car parking. This situation leads to
converting the available parking space at some villas or buildings to other usage
such as small shops, clinics, or stores. It is also the main reason behind the
reluctance of private sector to invest in building parking lots because people do
not feel any obligation to pay money for parking.
From the above observations, it is required to consider the application of some or all
of the following measures:
1) To charge additional fees at the time of the renewal of the car operation
permission on vehicles which can not submit a solid proof of having an assigned
parking space with dimensions enough to accommodate the vehicle size. The
additional fees should correlate to the size of vehicle which means that the fees
9 - 16
for busses may be 3 or 4 times that of the smaller cars. The level of those
additional fees should be considered in detail if the principle is approved. The
revenue from these fees should be channeled exclusively for transportation
projects and for traffic improvement. Depending on the level of such additional
fees, it could be one of the main financial sources for the implementation of the
components of this transportation master plan.
2) All the cars without renewed registration number should be removed from the
street and stored out of the city area.
3) All schools and other organizations operating bus fleets for its own transportation
needs should arrange parking spaces for their busses off the street. It is worth
noting that CTA (a public organization) has parking space for the major portion
of its bus fleet while many travel agents (private establishment) park their bus
fleets on street.
4) All new supermarkets and other activities, which need car parking, should
arrange parking space for their customers before getting their license.
5) Design and implement chargeable on-street parking spaces in downtown and
congested areas.
6) Abolish car dispatchers from all of GCR or train them to help the police in
maintaining sound traffic rules.
Such measures, if applied, can lead to the following consequences:
1) It will encourage those who have their own parking to keep them for parking
without transfer them into other use, and it will encourage those who are parking
on the street to find parking place for their cars.
2) Parking will have a cost and thus it will encourage investors to build parking
facilities (underground, multi story or mechanized). Without such measure,
such parking facilities can not compete with free-of-charge-on-street parking.
3) In cities like Cairo, there are always some vacant land spaces waiting for
development or waiting for solving some legal conflict. Such areas could be
used as temporary parking space if the local authorities provide some incentive.
4) The collecting revenue from the additional fees for lack of parking space and the
revenue from on-street parking facilities can be channeled for the finance of new
transportation and traffic projects.
9.5.2 Institutional Issues on Pedestrian Facilities

The surveys of this study show that pedestrian trips constitute more than one-third of
the total trips generated in GCR. In addition, all other users of mechanized
transportation means walk to their riding location or after getting off. In short,
every body is pedestrian at some time or another. This means that ensuring the
safety of pedestrians should be at the top of any transportation and traffic planning
efforts. In the GCR, pedestrian movements receive the least attention and this is
clear from the following observations:
9 - 17
1) Sidewalks in most roads are not properly maintained. The width is not enough for
the pedestrian volume especially at congested locations such as bus terminals,
school entrances, etc. The surface of the sidewalks is uneven which imply
hazards for walking. In many cases there are obstructions that may occupy the
whole width of the side walks such as plantation, kiosks, and construction
materials or even built walls. Such obstructions force pedestrians to leave the side
walk and compete with the running vehicles for street space. This leads to
decrease in the traffic efficiency and constitute hazard for pedestrians. The
governorates recognize such cases and started to improve the sidewalks along the
banks of the River Nile in Cairo and Giza.
2) Pedestrian crossing of wide roads is a life threatening exercise. In most cases
there are no marked crossing location and even if it there, car drivers simply do
not care. At road intersections, vehicles turning to the right or to the left do not
give chance for pedestrian crossing even in green light signals. Some of the
pedestrian crossings are marked too far from each others and they are not
designed according to pedestrian needs. Pedestrians respond by neglecting
them and cross the road from any location. The result is disturbance to car flow
and danger for pedestrians.
3) To secure smoother vehicle movement, which is the main concern of traffic
police, many street crossings have been replaced by U-turns. This resulted in
cancellation of pedestrian crossings and increased vehicle speed and left the
pedestrians with no alternative but to cross the street between the running cars.
4) On their part, pedestrians have become used to be the neglected group and had
developed unparallel skills to cross the road between the running cars, they feel
no need to cross the road through the underpasses or overhead bridges
constructed for the sole purpose of their safety. In some cases they try to
destroy the fences made to prevent them from crossing the road at uncontrolled
locations. It is clear that public education and awareness efforts are badly
needed as a prerequisite for the success of any improvement for pedestrian
facilities.
5) Tourism is one of the main economic activities for Egypt. One of the main
attractions for tourists is to be able to enjoy walking around the city and feel its
life. Without improving pedestrian facilities, tourists will not consider Egypt as
one of their favorite destinations. This means that improving pedestrian facilities
will not only improve public safety, but it will also have economic benefits. The
same saying applies to improve transport safety in general.
6) Pedestrian safety, in fact transport safety in general, has no prominent advocates
in Egypt. NGO’s activities should be encouraged in this arena. The Egyptian
Automobile Club could have an effective role in advocating transport safety.
From these observations, it is clear that pedestrian facilities and awareness programs
should be one of the main components of an integrated plan to improve the traffic
problems in the Study Area.
9 - 18
9.5.3 Non Motorized Vehicles

The term non motorized vehicles is used here to mean animal (horse or donkey)
driven carts used for cargo and/or solid waste transportation. Most of the drivers of
these carts are not educated and do not have any idea about traffic rules. Due to the
slow speed of such carts, they cause traffic chaos. The drivers tend to cross the
roads at illegal locations to shorten the trip distance and in some cases they go in the
wrong direction of the traffic. In spite of the fact that traffic law stipulates that non
motorized vehicles and their drivers should have license, most of these vehicles and
their drivers do not have any license. In crowded cities like Cairo or Giza where
there are increasing number of flyovers and bridges, allowing such slow moving
vehicles will only add to the mounting traffic problems. Banning such traffic is the
only logical approach.
9.5.4 Vehicle Inspection and Related Problems

The life span is usually 8 years for small cars and reaches up to 12 years for larger
cars. The preventive maintenance programs require the replacement of specified
parts that are subject to wear and tear after certain period of time. The replacement
should be made by authorized dealers using authentic parts. If the specified
preventive maintenance routine is not performed, the vehicle maker will not be
responsible for any damage or accident. In Egypt, most car owners do not perform
preventive maintenance. They only go to the repair shop when the car is not
moving or when they find some major malfunction. It is estimated that about 30%
of the vehicle fleet in GCR is older than 20 years1. Such old vehicles without
proper periodical maintenance are liable to breakdowns and accidents on the road.
When a vehicle stops on 6th of October Bridge for example it causes congestion and
delays for hundreds or thousands of vehicle. The economic loss due to such delay
definitely exceeds the limited social benefits of allowing such vehicle to operate. In
addition to that, the emissions from old vehicles exceed the safe limits and thus add
health hazard to the economic loss.
Articles 134 ~ 155 of the Executive Regulations of the Traffic Law stipulate detailed
requirements in high speed transport vehicles to qualify for operation permission.
Article 215 of the same regulation stipulates that technical inspection of vehicles is
executed by a “Technical Committee” appointed by the Head of the Traffic Police at
each qism. However, in reality the procedures of vehicle inspection are limited only
to checking the engraved numbers of the chassis and engine to verify that the vehicle
is not stolen, checking front and rear lights, wind shield wiper and fire extinguisher
in addition to the general appearance of the vehicle. No check is made for the under
parts of the vehicle and no check is made for replacement of the defective parts. In
most cases, the inspection process is done on the street without tools or equipment
and it lasts for few minutes only.
The direct result of the relaxed environment of vehicle inspection is that once car is
introduced it lasts on the street until it is no longer able to move. Even if the vehicle
1
World Bank, “Cairo Urban Transport Note”, May 2000
9 - 19
is damaged beyond repair, it still has a value because some body will buy it and use
its parts for the repair of other vehicles. The governmental organizations their self
cannot scrap their vehicles. They have to sell their aged vehicles in auction, and the
buyer will find some way to renew their operating permission or dismantle them as
spare parts.
There are only three inspection stations in the whole country and they are not
authorized to issue inspection certificate. Vehicles inspected in these stations are
re-inspected by technical committee of the qism in the manner explained above. The
dealers of the major vehicle makers have their workshops and they perform
periodical inspection for the vehicle manufactured by them in Egypt or abroad.
However, the vehicle owners do not prefer to go to there because they are expensive
compared to smaller repair shop.
The improvement of vehicle inspection system should be addressed as one of the

main components of this mater plan. Such improvement may include:
1) Expansion in the number and capacity of inspection stations (public or private)

including a system for training and qualification of the inspectors so that such
stations can issue an inspection certificate acceptable to the traffic police without
the need for re-inspection.
2) Issue standard procedures for vehicle inspection which should be implemented
by all inspection stations. Such standard will include tailpipe emission limits
beside mechanical, durability and safety requirements.
3) The role of the traffic police will be to license and supervise the operation of
these inspection stations.
9.5.5 Traffic Rules and Enforcement of Traffic Law

Driver education and licensing is one of the main elements of traffic management. In
Egypt, most of the drivers do not know the basics of traffic regulation. They did
not get reasonable education to qualify for driving license. The Executive
Regulations of the Traffic Law stipulate that the requirements for application of
driving license are a general health certificate from a physician and sight test
certificate from an ophthalmologist in addition to passing an oral test in the traffic
law and driving test. In reality, the traffic law test shrinks to simplified questions
about the traffic signs and the driving test is to drive the car for some 10 minutes
around the police station. Recently the traffic police are making it more difficult to
get a license, but the drivers’ behavior on the street indicates either ignorance of the
rules or otherwise intentional disregard of them. Some examples are:
1) Disregard of traffic signals when the police man is not at hand.

2) Keep right rule is not followed and lane marking if existed has no meaning to the
drivers. It is common to find three cars running abreast in two lane street.
Most of the drivers drive their cars anywhere in the street.
3) No signaling when changing the lane or when turning to left or right.
9 - 20
4) Driving and parking on the wrong side of the road and some time against the
traffic of one way streets.
5) Disregard of pedestrians rights to use the road.
6) No observation of suitable distance between the cars.
7) Double parking and parking right at the edge of the intersection.
8) Driving with child on the driver’s lap or with one hand ore using mobile phone
while driving.
9) No abiding with speed limits.
In short, the rules of the traffic law and safe driving are not observed by the majority
of the drivers. The police man writes the violation tickets using the number of car
license plate and sends them to the car files. The fines are collected at the time of
renewal of the car operation permit every year. In most cases, the driver does not
know what kind of violation has been committed and thus one of the main objectives
of making a violation ticket, i.e. education, is lost.
The traffic chaos in the streets of Greater Cairo has reached a point where it became
impossible for the traffic police with the current level of resources to enforce the law.
Education programs, awareness campaigns for both the public and police should start
immediately and continue without slackness until concrete measurable results are
attained. It is important also to increase the human and mechanical resources of
traffic police. The concentration should be on the quality of the human resources and
not the numbers.
In the mean time the following measures should be implemented:
1) Violation tickets should be charged on the driver and not on the car. Violated cars
should be stopped and tickets should be written on the spot. This requires training
of the police men and increase in the use of police motorcycle for the movement
of the police men. The current system of standing police men can not help to
enforce the traffic law.
2) Due to the wide scope of violations, the logical way is to start a program for law
enforcement in steps. Some limited zones should be selected for strict law
enforcement using much larger and educated police force. The results should be
closely monitored and evaluated and after reaching successful results in these
zones, the limits of each zone can be enlarged until the whole region is under
control.
3) Law should apply to all without any exceptions including even police cars and
governmental cars which should give good example to the public.
4) NGOs should have a role in the public awareness. Incentives to the law abiding
drivers should be considered. Such incentives could be just a sticker for the
drivers without any violation for one year or two years. The stickers could be
removed from the car if the driver makes any new violation.
9 - 21
9.5.6 Vehicle Insurance

There are two main types of vehicle insurance. The first one is the compulsory
insurance, which is one of the requirements to get a vehicle operation license. This
insurance is made at one of the public insurance companies. Its premium is low and
the beneficiaries are neither the driver nor the passengers of the insured vehicle, but
the other parties injured or died at accidents. The insurance companies are usually
reluctant to pay the insurance amount, and the beneficiary has to file a case against
the insurance company to get the insurance amount. This takes several years and
ends with lawyer involved being the main winner. The second insurance type is the
optional insurance. It is not required by law and because the number of the
participating vehicles is less than one percent, its premium is high, some 5% of the
market value of the vehicle. The market value of the vehicle is decided by the vehicle
type and the year of manufacture and is not related to the vehicle condition. No
vehicle inspection is required for making insurance policy.
Since insurance companies should have direct interest in improving the traffic safety,
their participation in public safety awareness programs and in NGOs safety activities
should be encouraged. For instance, they could be the shareholders of vehicle
inspection stations. Improving traffic safety can lead to decrease in the losses of the
insurance companies. This can result in a decrease in the insurance premium and
encourage more vehicle owners to have insurance policy to the benefit of all related
parties.
9.5.7 Fuel Pricing Policies

The price of gasoline and diesel fuel has been fixed for more than 10 years while the
price of all other commodities has been increasing. This means that fuel price has
been decreased relative to the level of other commodities. The low fuel price
encourages the use of private cars. It is observed that the traffic volume remains
relatively high till late at night when compared to other cities world wide. The trip
purpose of late traffic is surely not work related, but rather social and/or
entertainment. Such traffic is a direct consequence of low fuel cost. The increase in
domestic consumption of fuel decreases the amount for export and thus limits the
earning of foreign currencies. Gradual increase in fuel price in the form of earmarked
tax should be seriously considered as a tool to finance transportation projects and to
rationalize the use of cars. It is understandable that raising the fuel price will have
inflationary effects on the economy, but the current long lasting freeze can not be
maintained without adverse effects.
9.5.8 Public Awareness

The first step to solve any problem is the knowledge that the problem exists. The
current traffic situation in the Study Area and the lack of efforts to improve it
indicates that the problems of transport and traffic do not receive enough attention
from the decision makers. The “Cairo Urban Transport Note” prepared by the World
Bank estimated that economic loss due to poor traffic management is about 1.5
9 - 22
billion L.E. per year in addition to the inestimable costs due to noise pollution and
accidents risk. This is a huge economic loss, but so far the counteractions to alleviate
it are very limited. It is vital to convince the decision makers with the importance and
seriousness of the situation.
9.5.9 The Role of NGOs

The current role of NGOs in transport and traffic activities in GCR is very limited.
We can mention two NGOs with some activities in this field:
(1) Arab Roads Association
Established in 1953, the main objective of the association is to promulgate

knowledge and information related to road planning, design, operation and
maintenance and to improve the awareness about traffic safety. The association is
member of the International Road Federation (IRF). The association arranges
periodical seminars on subjects related to these fields. The membership consists of
60 organizations (authorities and firms) in addition to about 1000 individuals closely
related to road transport. The association publishes a quarterly scientific cultural
refereed journal named “Arab Roads”. The activities of the association are financed
by the membership fees only.
(2) Automobile and Touring Club of Egypt
Established in 1924, the main objective of the club is to promote automobile related
activities such as arranging car races, suggesting road improvement scheme, road
safety, road signs to the related organizations and preparing road maps. The club
issues international driving licenses. The membership consists of limited number of
private car owners. The club is under the supervision of the Ministry of Tourism.
The revenues of the club comes from the membership fees, the fees of issuing the
international driving licenses and international car pass (TRIPTECK).
9.6 THE RECOMMENDED ORGANIZATION SETUP
9.6.1 Considerations for the recommended organizations

In this section we are going to introduce the recommended organization setup for
transportation and traffic management in the GCR. This recommended organization
has been decided after considering the situation of other world wide metropolitan
cities and taking into consideration the local circumstances in GCR.
In this regard the following points have been taken into consideration:
1) The Study Team upholds the view of the World Bank expressed in Cairo Urban
Transport Note that the proper role of the different institutions involved in traffic
planning, management and enforcement must be addressed at the highest
political levels. This is the main reason behind the recommendation of forming
9 - 23
the Ministerial Committee for GCR Transport. It is expected that such

committee will have to deal with some difficult tasks regarding the coordination
between the different Ministries and Governorates. The current situation is
analogous to an orchestra where each member is playing without note and
without conductor. The similarity is that the note resembles a transportation
master plan and the conductor resembles the function of coordination between
the different organizations. Without the note and the conductor there is no
symphony and without the master plan and a coordinating body there is no
efficient reliable transport system. Without good coordination, the different
institutions or actors operate under different incentives, and they have no
inducement to collaborate with each other. Developing institutional capacity to
attain effective and efficient transport system is probably the most important task
for the Government and it merits high-level attention.
2) While aware of the trend for leaner government which means less government
intervention and less governmental organizations, the Study Team recommends
the establishment of new organizations both on the regional level and the local
levels. The rationale behind this is the fact that the existing institutional setup
is simply inadequate to deal with the tasks required for planning, operation and
management of an efficient transport system. The current institutional setup
suffers from lack of clarity. An example is the area of traffic planning and traffic
engineering where there is no articulation of responsibility between the traffic
police and CTEB. The staffing involved in transport and traffic planning and
management is inadequate in number and qualification. An example is the
limited number of CTEB staff considering the required work volume for traffic
engineering and traffic management in a city with Cairo size. It is to be noticed
that the Egyptian Universities produces traffic engineers (although they need
training) enough to fill the gap. Through the recommended institutional
building the available human resources will be effectively employed.
3) Establishment the recommended institutions will not mean an added burden to
the national budget. The fact is that through the work of these institutions,
more efficient transport system can be attained with overall less cost. This
leads to the concept of “investing” in institutional and administrative reforms. In
terms of the overall cost of transportation system, the investment in institutional
building is a small portion, but it is fundamental for the successful
implementation of the transportation master plan.
4) Establishment of the recommended institutions can not be completed in a short
period. It depends on the availability of funds and human resources, but all
efforts should be utilized to establish these institutions in the shortest possible
time span.
5) The recommended institutions is not a single answer approach. The emphasis
should be on the performance of the required functions not on the establishment
of organizations as such. The basic organization requirements for good urban
transport are that each major functions is recognized, that responsibility for each
function is clearly assigned to an identified management unit, that the units are
properly resourced for their tasks, and that their relationship with other
organizations is clearly designated. Table 9.5.1 shows a typical organization
9 - 24
for the performance of the required functions together with the responsibilities
and resources requirements of the agencies at the metropolitan level. The
contents of this table have been formulated using the current and recommended
organizations.
6) There is always a need for a continuing re-examination of institutional
arrangements, openness to new ideas, and a willingness to adopt a long-term
approach spanning over decades, rather than years.
7) The performance of any institution depends on the capabilities of those working
in it. Great care should be taken to attract capable staff not only with the
required qualification but also with enough motivation to fulfill the goals of the
institution. Periodical performance evaluation should be conducted to confirm
the soundness of the decision making process.
9 - 25
Table 9.6.1 Professional Organization for Metropolitan Transport Functions (applied for GCR)
Relationship to Other Organization in
Principal Responsibilities Policy Functions Professional Skills Remarks
Organizations Charge
Land-use planners
Urban Shape development Responsible to the MHUUC.
Prepare and maintain Environmental
Structure structure, create basis for Close cooperation with H.C for GOPP – MHUUC Existing
metropolitan structure plan. specialists,
Planning development controls the strategic Transport Planning
sociologists
Responsible to the MOT.
Conduct strategic transportation
Coordinate with GOPP.
Strategic studies. Prepare broad strategies Transport planners, - H.C - Existing
Receives input from other
Transport Prepare comprehensive that other organizations economists, civil - Urban Transport - To be
transport organizations for the
Planning transportation plans for the should follow engineers Planning Unit (ENIT) established
preparation of the strategies and
metropolitan area
plans.
Prepare traffic management Regional Level -Responsible to
-To be
plans. Review development Determine traffic the Ministerial Committee for - Regional Level-
Traffic engineers, established
proposals with traffic impacts. priorities consistent with GCR Transportation. CMTB
Traffic economists,
Operate traffic control and ITS general strategy. Local Level - Responsible to each
Management parking specialists,
Systems. Manage inspection Create parking and traffic Governorate
electric engineers - To be
and maintenance scheme. management schemes Must work in coordination with - Local Level – ZTEB
established
Monitor environmental impacts police departments.
Prepare passenger
9 - 26
Plan and regulate public Responsible to the Ministerial
transport policies
transport systems including Public Transport Committee for GCR
Public consistent with strategy - To be
buses, trams & light rail, taxis, and regulatory Transportation. CMTB
Transport and financial capabilities. established
and metros. specialists Should be separate from any

Set parameters for
Coordinate implementation passenger transport operations
procurement agency
Collaborate in traffic
Enforce traffic regulations.
management system Traffic police provide traffic
Traffic Manage traffic events and
design. Police Officers accident and traffic incidence Traffic Police Existing
Enforcement incidents.
Enforce traffic information to MTB and ZTEB
Collect accident data
management policy
Road Design Responsible to the Governorates.
Designing, constructing and Maintenance Road Departments in
Construction Civil Engineers Work closely with MTB and Existing
maintaining roads and streets prioritization the Governorates
Maintenance ZTEB
Analyze safety data. Responsible to the Ministerial
Road traffic safety strategy,
Orchestrate Committee for GCR
Traffic Coordinate all departmental Statisticians - To be
inter-departmental Transportation. CMTB
Safety inputs, including those from Traffic engineers established
collaboration to Relationship with health
health, education, etc.
implement strategy authorities necessary
Source: “Cities on the Move – A world Bank Urban Transport Strategy” modified by JICA Study Team ZTEB- Zone Traffic Engineering Bureau
9.6.2 The Recommended Organizations

The recommended organization setup for the regional level is shown in Figure 9.6.1.
In that figure only Cairo Governorate is shown to represent any of the Governorates
in the Region.
Ministrial
Committee for GCR
Transport
MOE MOHUC MOT MOI Gov.
H.C CMTB
GOPP CDO New C. TP CTEB RTD CTA
TPA ENR GARB ENIT NAT CMO
UTPU
New organization
Figure 9.6.1 Recommended Organization setup on the Regional Level
9.6.3 The Ministerial Committee for Greater Cairo Region Transport

The committee will be the highest decision making body with regard to policy
making for all functions related to transport in the Greater Cairo Region. The
Committee members will be:
• Minister of Housing, Utilities and Urban Communities (MHUUC)

• Minister of Interior (MOI)
• Minister of Transport (MOT)
• Minister of Environment (MOE)
• Cairo Governor
• Giza Governor
• Qalyobeya Governor
9 - 27
The Chairman of the Committee should be the most senior Minister of its members.
The Director of Cairo Metropolitan Transport Bureau (CMTB) will be the executive
secretary of the Ministerial Committee.
The functions of the Committee could be:
1) Approval and ownership of the Greater Cairo Transportation Master Plan. By

ownership we mean that the Committee will be in charge of the overall
implementation of the Master Plan. It will seek the approval of the Master Plan
by the cabinet. It will take active steps to include the projects components of
the Master Plan into the successive five year plans and seek the required
approval of the Ministry of Planning, Ministry of Finance and The People’s
Assembly.
2) Take the necessary steps for the establishment of Cairo Metropolitan Transport
Bureau (CMTB) and the local traffic management bureaus.
3) Charting the policies for the operation of CMTB and local traffic management
bureaus.
4) Supervise and monitoring of the functions of CMTB.
5) Approval of the recommendations of CMTB
6) Coordination and integration between the related ministries and governorates.
7) Budget allocation for the related organization in coordination with the Ministry
of Planning and the Ministry of Finance
9.6.4 Cairo Metropolitan Transport Bureau (CMTB)

The rational for the establishment of CMTB is that it will be the main player in
integrating and coordinating of all transport related activities in the Greater Cairo
Region. The key elements for the sustainability of such a regional level transport
institution are:
1) It should be based on a permanent structure, designed to outlive executive or

legislative mandate periods
2) It should be accepted by the parties as an additional asset and not a threat to their
autonomy or decision-making powers (even though the balance of power may
shift at its inception or over time)
3) It will not interfere with jurisdictions that belong to the concerned parties,
notwithstanding the fact that it will be granted a specific political status and its
own specific powers
4) It should not assume the functions of a public enterprise nor should it be in
charge of operation of any kind.
The organization of the CMTB should be as depicted in Figure 9.6.2 and it may
include four operation units as follows:
9 - 28
(1) Policy planning Unit
The responsibilities of this unit may include:
• Formulating and implementing policies for urban transport, public transport and
traffic management.
• Assisting other transport organizations and local traffic management bureaus
with transport and traffic plans including project appraisal and supervising
implementation.
• Monitoring and evaluation of traffic and transport projects including operating
costs and preparation of cost effective operation plans.
(2) Integration and Coordination Unit
• Planning and implementation of inter-modal integration projects.

• Study and implementation of fare integration schemes between the different
transportation modes.
• Coordination with the GOPP and local land use authorities for planning
transportation facilities that meet the requirements of the land use plans.
Board of Directors
Chairman
General Administrative
Unit
Policy Planning Integration & Regulation & Transport & Traffic

Unit Coordination Unit Standadization Unit Safety Unit
Policy Coordination Intermodality Standards Vehicle Safety

Project Review Fare Integaration Regulation Road Safety
Land Use
Project Monitoring Privatization Traffic Safety
Coordination
Environment Transport Safety
Figure 9.6.2 Organization Chart of (CMTB) – Principal Functions only
9 - 29
(3) Regulation and Standardization Unit
• Formulating laws and regulations concerning use of roads by various vehicle

types, licensing, regulation and testing of vehicles, licensing of drivers, vehicle
loading, speed limits, and traffic control devices.
• Preparation of road and highway capacity manuals.
• Formulating standards and specifications for materials, design, sitting, operation
and maintenance of Traffic signs, road markings, and traffic control devices.
• Formulating regulations and schemes for privatization, private public
partnership, area franchising for buses or microbus or other private participation
schemes.
(4) Transport and Traffic Safety Unit
• Formulation, implementation and evaluation of safety measures for roads,

vehicles, traffic and public transport in addition to accidents monitoring and
analysis.
• Coordinate with the Ministry of Education for introducing traffic and safety
education at the different education levels.
• Coordinate with the mass media for the preparations of traffic and safety
education campaigns.
• Supervise the establishment of driving schools and preparing standard education
materials for these schools.
For the CMTB to have realistic power it has to be equipped with sound financial
sources. The potential budget at the beginning could be from the earmarked taxes on
fuel, revenues from parking charges mentioned earlier or other similar revenue.
When the CMTB reaches its maturity it should be able to handle all the transport
related budget for GCR.
The staffing of CMTB at its inception can be by transferring of staff from the
existing organizations. To attain such objective, the CMTB should have special
authority status with salary structure comparable to universities or similar
organizations.
Staffing levels should be commensurate with the scope of the CMTB's duties and the
number and the capability of the local agencies it is asked to supervise. Chief
Officers in the CMTB should include engineers, planners, economists and
statisticians. At the beginning, CMTB may contract the Universities and/or
consultants to conduct studies and research on its behalf, but it should gradually
build-up its own manpower to be able to perform its responsibility with minimum
help from other institutions.
9 - 30
9.6.5 Zone Level Traffic Engineering Bureaus (ZTEB)

Cairo Traffic Engineering Bureau (CTEB) is a good example of the required local
level traffic management units. The required functions of a local level traffic
management unit are:
1. Assist in the development and implementation of local transport policies;

2. Plan, design and implement public transport and general traffic improvement
schemes;
3. Draw up and implement traffic regulations concerning the utilization of road
space by different vehicle types and pedestrians;
4. Maintain traffic signs, carriageway markings and traffic control devices;
5. Monitor vehicle and pedestrian movements;
6. Develop traffic schemes of a temporary or experimental nature;
7. Coordinate the planning and design of traffic and transport plans.
Most of these functions are stated in the Governor’s decree for the establishment of
Cairo Traffic Engineering Bureau, but we have the following comments:
1) “Keep Cairo Moving Campaign” should be transferred to the responsibilities of

CMTB because it is essentially a regional wide activity.
2) The current staffing level of CTEB is not enough to carry out the assigned
functions for an area with Cairo Governorate scale.
3) Greater Cairo Region should be divided into about 9 traffic management zones.
Four in Cairo Governorate, three in Giza Governorate (including one for 6th of
October City), in for Shobra El Khiema City and one in 10th of Ramadan City.
Each of these zones should have its local Traffic Engineering Bureaus. This
division may be implemented in phases depending on the availability of
qualified staff and budget.
4) The relation between the activities of the local traffic engineering bureaus and
traffic police should be clearly defined to avoid conflict and over-lapping.
9.6.6 Urban Transport Planning Unit (UTPU) in ENIT

The functions of a regional transport planning institutions are:
1) Develop, maintain and run regional transportation and land-use simulation

models.
2) Conduct periodical surveys of households for their daily movement, and of firms
for their logistical needs.
3) Run simulation models to evaluate outcomes to significant changes to facilities.
4) Evaluate large changes to traffic signal timing schema to enhance system
performance.
9 - 31
5) Conduct traffic counts / gather information on road facility performance as part

of real-time traffic information network.
ENIT as the executive agency for the Higher Committee for Greater Cairo Transport
Planning (H.C.) has provided the core counterpart team for the activities of this
Master Plan. It has provided the office facilities for JICA Study Team. It is
maintaining a reasonable library for transport related science. It has the qualified
personnel to operate and maintain computer simulation models. Through these close
activities with JICA Study Team and the resulted on-job training; ENIT has got the
required jump-start to be the institution in charge of continuing the transport
planning process for Greater Cairo Region. Accordingly, it is recommended that
ENIT should establish an Urban Transport Planning Unit (UTPU). UTPU will be
responsible for the above mentioned regional transport planning functions. UTPU
should continue to be the executive agency for the H.C. which should continue its
role as the Regional Transport Planning Committee. UTPU should own, operate
and develop the region transport model in cooperation with other organizations in
particular the Ministerial Committee and CMTB.
9.7 SOME INSTITUTIONAL RELATED SUBJECTS

Establishment of the above mentioned recommended institutional set-up, although
important to implement the Master Plan, is not enough. The related organizations
should be aware of the following subjects:
9.7.1 Importance of Coordination

Coordination is the cornerstone for any successful transportation system. In
developed countries, coordination has been the main reason for their efficient
transport. Such coordination can be established through mutual understanding and
working to attain commonly agreed objectives. The tool to attain coordination is by
forming coordinating committees by the CMTB from the related organizations. For
such committees to be effective they should be made from those in charge of the
problems and their discussions should be based on data and facts and not on
argument views. In this regard, it is required to address the following types of
coordination:
1) Spatial coordination: Traffic movement is mostly between cities and thus close
coordination between these cities is important for overall traffic efficiency.
2) Jurisdictional coordination: Overlapping levels of authority within a hierarchical
system are often the source of jurisdictional conflicts. An example is the conflict
between the financial authority and fare level determination authority. The
related authorities should continually discuss and coordinate between there vies.
3) Functional coordination: This includes three types. The first type is the
coordination between land use and transport development which calls for close
cooperation between GOPP on one side and UTPU and CMTB on the other side.
The second type is the coordination between transport modes especially when
the modes are independently operated such as Metro and Bus which calls for
9 - 32
coordination between the different operators. The third type is the coordination
in traffic management and enforcement which calls for close coordination
between local traffic management units and the traffic police.
4) Operational coordination between public sector and private sector which calls
for the establishment of appropriate public institutions for the planning,
procurement and regulation of private sector services in order to reconcile the
different interests and efficiently mobilize private participation.
9.7.2 Civilian / Police Responsibilities

Assigning traffic management responsibilities between civilian and police agencies is
typically one of the sensitive issues. The reason is due to the fact that historically
the civil engineers were in charge of building and maintaining roads while the police
was in charge of enforcing traffic laws and regulations. As it was recognized that the
demands of the growing traffic volume could not be satisfied by the construction of
more roads due to environmental and financial constraints, the science of traffic
engineering began to emerge. At the beginning, traffic engineering was involved
making regulation to create one-way streets and ban parking on some street sections.
These measures were seen as a natural extension of police duties. As traffic
improvement schemes became more complex, it was quickly recognized that traffic
engineers were better equipped to design, implement and maintain traffic
management schemes than the police, while the police still have an important role to
play in planning and enforcement. In Egypt as in many other developing countries
this evolutionary process is still in its infancy due to the lack of traffic management
institutions. Through the establishment of the recommended institutional setup, the
function of traffic planning and traffic management should be gradually shifted to
traffic management engineers at both the regional and local levels. In all cases it
should be clearly understood that the key to successful traffic management depends
on complete cooperation between both the traffic engineers and the police at all
levels.
9.7.3 Restructuring and Integrated Railway Operation

At present, the two metro lines are operated by Cairo Metro Organization (CMO),
tramways are operated by Cairo Transport Authority (CTA) and suburban railway
lines are operated by ENR. Such fragmented operation in spite of limited financial
and human resources not only hinder development but also increase operation cost
due overhead expenses, separate spare parts storage, different maintenance practice,
non-integrated fare structure, inefficient intermodality and others. The Study Team
recommends that the operation of these modes should be restructured to be under
single organization.
9.7.4 Strengthening the Role of NGOs.

The role of NGOs in civil societies is very important as a tool for public awareness
and participation and as watch dogs for government decisions. Examples are
pedestrian rights societies, traffic safety societies and others. The finance of NGOs
9 - 33
activities could be from the organizations that share the interest of the targeted
activity. Examples are insurance companies where they have interest in improving
safety and travel agents where they have interest in improving pedestrian facilities.
This trend has already started in the form of initiatives from private companies to
improve road and curb conditions in return of permission for installing advertisement
for their products or their activities. Instead of having such activities by individual
initiatives, it is better to organize NGOs through the participation of several
interested companies. In Japan, the Government provides sizable part of the
finance of the NGOs activities in the field of safety and standardization.
9.8 TRANSPORT FINANCE INSTITUTIONS
9.8.1 The Current Finance Setup

As it has been mentioned in section 9.3, there are many ministries and organizations
with some role or other in urban transport in GCR. It has been also mentioned that
compared to other services, transportation is the only public service which has so
many institutions involved in its planning, implementation and operation. A direct
corollary of this state is the fragmentation of finance. Each organization competes
separately for its budget and the final allocation of the budget depends on the degree
of persuasion provided by the concerned organization. In most cases the allocated
budget does not reflect a rigorous prioritization system. This state is not limited to
GCR but in fact it is the prevailing condition in many developing countries.
In principle, the current governmental finance can be divided into four types:
1) Budget allocated from the Ministry of Finance

2) Loans from the National Bank of Investment. The National Bank of Investment
has been under the Ministry of Planning but it has been shifted to the Ministry of
Finance in 2002. The Bank provides soft loans for governmental authorities
only. Interest rate and repayment conditions differ according to project
conditions.
3) Own finance if the concerned authority or ministry has its own revenue. An
example is the revenue from toll roads in the case of the General Authority for
Roads, Bridges and Land Transport.
4) Grants and loans from foreign donors.
A mix of two or more types for one project is not ruled out.
Private Finance in urban transport in GCR is limited to taxis, shared taxis and
limousine service. The first two are financed by individuals who own one or more
vehicles. The third is financed by companies which in most cases provide rent car
service also.
9 - 34
9.8.2 Public Finance, Private Finance and PPP

Transport financing institution should be formed to support the selected finance
system. Selecting the appropriate financing system is not an easy task because there
is wide spectrum of finance methods in which we have complete public finance at
one end and complete private finance at the other end. In between we have many
forms of Public Private Partnership (PPP). The PPP is a form of collaboration
between public and private partners for a well defined period of time and related to
one or more specific phases of a planned project. The responsibilities of both the
private and public partners are explicitly defined in the Partnership Agreement,
including punitive damages for both partners in case of non compliance with the
terms of the contract. The key factor in formulating a PPP contract is the allocation
of the project risks to each party in accordance to his ability to manage such risks
without destroying the economic balance of the project.
In the case of Urban Transport in GCR we can find either complete public finance
such as the Metro and CTA or complete private finance such as the case of
mini-buses and taxi. PPP schemes have not yet developed due to several factors such
as:
1) Transport projects are characterized by its large initial investment, low financial
return and long term of capital recovery. It is practically difficult for a private
sector to finance such projects and to get an annual return comparable to the
current interest rates of commercial bank lending.
2) The private sector in Egypt does not have the managerial expertise to manage
the operation of large scale transportation projects such as metro lines. Area
franchise schemes as recommended in Chapter 4 should be the first step for
acquiring such expertise.
3) The legal and contractual process in Egypt needs a lot of improvement to be able
to establish a transparent easily defined contractual relationship between the
public partner and the private partner in a PPP contract.
The above mentioned problems mean that PPP cannot be the solution for financing
urban transport projects in GCR for the short term. In the mean time, the Study Team
recommends that all the obstacles for realizing PPP in urban transport should be
tackled through careful studies of successful PPP projects in other countries.
9.8.3 Finance as a Tool for Attaining Targeted Development Objectives

The issue of urban transport finance and pricing should be dealt taking into
consideration the broader effects on development and social conditions. To
demonstrate this point three examples are considered.
The first is the case of New York Subway where a flat fare system was adopted to
finance the subway system. The flat fare encouraged new immigrants to live on the
periphery of the city because they paid less for their longer trips. People living in
the city has to pay relatively higher fares for their shorter trips but this was
compensated by having less trip time and reduced congestion in the inner city. The
9 - 35
flat fare system attained its goals of reducing congestion and development of the
peripheral areas around New York.
The second example is the case of Tokyo where the pressing desire of each Japanese
family to have its own house with small garden has been the driving tool for the
development of a vast area around Tokyo. Private developing companies have been
given the concession to develop large plots of land together with the construction of
a railway line to connect the developed area to the network of the city center. In the
case of Tokyo a distance related fare system was adopted. To encourage people to
live far from their working place in the inner city, banks were encouraged to give
long range loans to those who want to build their own houses.
The same goals of New York City have been achieved in Tokyo through different
approaches. These two examples demonstrate the significance of transport financing
in bringing about the desired effect on urban form.
The third example is the case of shared taxi in GCR. In their bid to expand their
sale volume, the car dealers have made arrangements with the banks to sell the
shared taxi to individual owners by installments. The taxi itself is the collateral and
to insure the payment of the installments in case of accident, the car dealers insure
the taxi as part of the deal. The arrangement helped to increase the number of shared
taxis owners and most of the owners have one or taxis. Payment of the cost
installments is the main concern of the shared taxies owner and the driver. This
arrangement has attained its original objective of increasing the sales of the car
dealers, but since the arrangement did not include any restrictions or regulations
regarding the operations of the mini-buses, the behavior of the mini-bus drivers is
one of the main causes of traffic problems in GCR. If the finance arrangement is
targeted to grouped mini-bus operators in the form of companies or associations with
defined rules of operation, much better results can be attained because the operators
will try to enforce the rules to keep their credibility for new financial deal. The
current arrangement helped to keep the fares of the mini-taxis within affordable
limits of the poor because it eliminated the overhead cost associated with companies
operation, but in the mean time the operation of these shared taxies is causing chaos
in traffic.
The above examples indicate the strong effect of financial methods in attaining
targeted goals. Realizing this concept is very important because it indicates that the
first step is to decide the goals and the strategies. After that the finance
arrangement together with the fare structure should be tailored to achieve the
established goals. The goals and strategies of CREATS are mentioned in Chapter 11.
9.8.4 Establishment of Special Fund for Urban Transport

As discussed above private participation in transport projects in GCR may continue
to be limited in the area of taxis and shared taxis until suitable legal framework is
established for PPP type finance. Public finance will continue to be the backbone of
transportation project for some time. To improve the fragmentation of public finance
mentioned above and to finance transportation projects according to the same
9 - 36
established set of prioritization criteria it is important to establish a special fund for

GCR transport. All transportation aimed budgets allocated to the different
ministries, governorates and authorities related to transport in the Region should be
channeled to this fund. In addition to these budgets, the fund management should be
in charge of exploiting other finance alternatives such as the earmarked fuel tax,
parking fees, sharing in the windfall earnings from transport projects and others.
Some explanation about these alternative finance sources is mentioned in Section
13.3.
The fund could be established under the Ministry of Finance but its operation policy
should be charted by the recommended Ministerial Committee for GCR Transport.
Close coordination between the recommended Cairo Metropolitan Transport Bureau
and this fund is needed regarding to information flow and transport planning. The
fund should start the process of lifting all regulations hindering the private sector
participation in transport project and formulate new regulations for encouraging such
participation.
9.9 INSTITUTIONAL STRENGTHENING AND EXPERTISE

BUILDING
9.9.1 Introduction
It is not enough to issue decrees for the establishment of new institutions. Recruiting
qualified staff, training available personnel and providing them the necessary
software tools for their efficient functioning is critical for these institutions.
While there may be sufficient highway or construction engineers, other professional

staff such as traffic engineers, transport planners and economists and transport
regulators tends to be in short supply. Technical and administrative supporting staff
may be adequate in number but frequently lack the necessary skills.
At the software level, technical tools such as traffic forecasting models based upon
uniform design standards and guidelines, good practice manuals and more
sophisticated knowledge management systems also tend to be underdeveloped or
completely absent.
Developing and structuring the necessary human resources and providing them with
the adequate tools are therefore no simple or short term tasks. They should be
organized within the context of an integrated institutional strengthening and
expertise building program (ISEB-program), a long-term program that should be at
the top of the agenda of the Ministerial Committee for GCR transport.
9.9.2 Structural context

Transport infrastructure in itself is not sufficient for sustainable economic growth
and social welfare. Infrastructure development needs to be supported by in-depth
programs and initiatives related to software and humanware development of those
9 - 37
responsible in managing the transport system. It is only by a balanced and

simultaneous development of these three components that sustainable progress is
achieved. The CREATS study clearly demonstrated that, although transport
infrastructure might be available, the lack of adapted human expertise and
technological and technical tools makes the socio-economic return on many
(transport) infrastructure investments below what could be achieved.
The need for an ISEB-program thus comes from the regulatory role of public
authorities in respect of the increased complexity of transport and the changed
perceptions on the role of transport in the economy and the society as a whole.
Creating sustainable transport in Egypt cannot fully be transferred to private sector
initiatives although their contribution will be(come) an essential success-factor.
The public sector will continue to play an important role. Public authorities will
guarantee sustainability of transport / mobility via:
• Further development of transport infrastructure;

• Maintenance and improvement of the transport infrastructure;
• Further development and improvement of public transport services and
infrastructure;
• Deciding upon rational transport infrastructure investments;
• Integration of private sector investments in a controlled and beneficial way;
• Control of transport flows and activities.
Rationalizing transport infrastructure investments and controlling transport flows is

the most complicated public responsibility and should at the same time satisfy
national and regional needs both at the societal and economic / industrial level.
Building and managing an integrated and sustainable transport system to cater for
current and future mobility needs in the GCR is therefore an essential element of
economic success and social welfare.
One key problem of public authorities seems the inability to meet the increasingly
complex logistic requirements of an economy operating in a competitive and global
market while at the same time take into consideration the needs and aspirations of the
public at large. “The efficiency of transport systems continues to be essential to the
competitiveness of Europe, and to growth and employment. … It is equally important
that the CTP should serve the citizens of Europe. Fundamental to economic and
social cohesion, transport services must therefore be easily available, including in
peripheral and less-developed regions, affordable and safe as well as providing
satisfactory job opportunities. The different components of the system must be
better integrated to provide convenient door-to-door service. Developing efficient
and integrated transport systems will, in turn, permit to take fully into account the
need to protect and enhance the environment, both at the local and the global level,
ensuring that transport contributes to environmental objectives.”1.
1
Commission Communication to the Council, European Parliament, Economic and Social Committee and
Committee of the Regions: The Common Transport Policy, Sustainable Mobility: Perspectives for the
Future, Brussels, 1995
9 - 38
This all relates to the key-issue: how doe public authorities have to react in order
to attain sustainable socio-economic growth and mobility?
The European Union has since long recognized the socio-economic importance of
human expertise and technological development: “The gap in RTDI2 between the
most developed and the least developed regions is much wider than in income per
head. The concentration of these activities in the more dynamic regions is a key
aspect of the ‘virtuous circle’ as regards growth, competitiveness and employment.
By contrast, less dynamic regions have a scientific and technological system which is
still afflicted by structural problems, by low RTDI expenditure; excessive
concentration on Government research rather than on stimulating private sector
demand for innovation; inadequate resources to maintain the existing infrastructure;
strong dependence on external (Community) sources of finance and excessive
concentration of research activities in and around capital cities ….”3.
Four main factors have a direct impact on the structure of the ISEB-program, namely
the transport offer, the transport demand, the intervention of public regulators and the
available infrastructure (including information transfer technology).
However, secondary factors influence the impact of the four main factors and thus
indirectly influence the transport policy. These factors are:
• Mobility and the environment needs that orient regulator’s policy;
• Efficiency and flexibility needs of personalized private transport and

commercial logistics demand, including specialized expertise and services;
• Financing and spatial planning that determine future infrastructure

developments;
• Transport integration and innovative technology that improve the quality of

transport services.
It is thus clear that any public policy in this complex environment no longer
requires only a transport perspective, but is in need of a global and
multi-dimensional scope that can offer concrete socio-economic transport
solutions. The structural framework is visualized in next Figure 9.9.X
2
Research, Technological Development and Innovation
3 “Second Report on Economic and Social Cohesion in the European Union” Brussels, European
Commission; 1999, III.2/p 133
9 - 39
Public
Environment regulators Efficiency
& &
Mobility Flexibility
SUSTAINABLE Transport
Transport
Offer
DEVELOPMENT Demand
Transport Financing
Intermodal Infrastructure &
& Spatial needs
Technology
Figure 9.8.1 Structural framework for the ISEB-Program
The implementation of an adequate ISEB-program is therefore determined by a

number of structural parameters:
1. The decision-making context of modern transport policy and the various

dimensions influencing it, namely
Trans-national co-operation and globalization
Infrastructure development and use
Environmental impact/protection (rules and regulations)
Sustainable socio-economic development
Changes in society and social behavior
The changed role of public decision-makers
The increased private sector involvement
2. The impact of transport (private and commercial), including

Issues and opportunities relevant to develop sustainable regional economies
Interactions between commercial transport and private / public transport
The integration of social and economic development in commercial logistics
and private transport behavior.
3. Sectoral and industrial characteristics of transport and logistics

Introduction of modern sectoral and industrial logistics systems
Cross-sector and cross-industry features of logistics systems
Integrated logistics systems and business practices
9 - 40
4. The modernization needs of commercial and public transport services

Advanced information technology
Virtual logistics and Intermodality
Standardization of formal processes and regulations
5. Financing structures
Limitations traditional financing mechanisms
Potential innovative financing schemes
Practical issues and obstacles in innovative financing schemes and public
private partnerships
Implications for business and society of investment selection procedures
6. Human resources utilization and management

Creating awareness
Training and education (expertise building)
Stimulating entrepreneurship
7. Increased management techniques by public decision makers

Limitations of traditional performance measuring systems
Value of Integrated Decision Support Systems and Instruments
Value of Transport Planning Process and Simulation Models
9.9.3 The need for a long-term ISEB-program

The above two paragraphs clearly demonstrate that the present decision-making
structure (procedures, structures, methods) is far from adapted in meeting the needs.
The expected growth of transport in Egypt and in particular in the GCR will make
that traffic will become one of the dominant issues in public policy making. As an
example, every day, in the fifteen countries of the European Union, transport
systems:
• Carry 150 million people to work and home again
• Enable 100 million business trips to be made
• Enable 90 million people to go shopping
• Carry 50 million tonnes of freight
The major share of this transport is done by road. The results of this evolution are
clear:
• Congestion: today, as we approach the 21st century, urban traffic is such that a
car, equipped with the very latest in engine technology, progresses about as fast
as a coach and horses a hundred years ago. The cost to the Member States: over
…100 billion a year.
9 - 41
• Accidents: 42.000 people die on the roads every year in the European Union
• Pollution: if nothing is done at EU level to reverse the trend, transport will be

responsible for 40% of CO2 emissions in the EU by the year 2010 (compared
with 26% at present), seriously undermining the strategy against global
warming launched world-wide after the 1997 Kyoto summit.
As the European Commission concluded, the situation has been further aggravated
by a lack of vision and an overall political knowledge of the role of transport. It is
only with expertise building measures within the context of an ISEB-program that
this lack of vision and knowledge can be overcome.
The CREATS study provides the necessary building blocks for the development of
an integrated and long-term ISEB-program. The CREATS-components only need to
be integrated into one structured program and any missing components have to be
added. The already available CREATS-components are:
1. Institutional reform and strengthening as discussed in this Chapter 9;
2. Expertise building and awareness creation in respect of transport and mobility

(in particular in safety of transport) as discussed in Chapter 10;
3. Cargo transport sector rehabilitation as discussed in Chapter 6;
4. Public transport sector rehabilitation as discussed in Chapter 4;
5. Traffic Demand Management schemes (see e.g., Chapter 11, Chapter 7).
9.10 RECOMMENDATION
The priority projects identified and tested in the CREATS study clearly show that
Institutional Strengthening and Human Resources Development are key issues for
the future. This paragraph discussed some of the framework conditions of such
program.
It is highly recommended that a detailed ISEB-study is initiated to
1. Identify in detail the existing expertise in the different organizations

responsible for traffic in the GCR;
2. Assess the level of relevant knowledge at all levels of its staff (including
managers and decision makers);
3. Benchmark the existing knowledge levels with various foreign best practices;
4. Determine a structure for institutional reform and human resources

development
9 - 42
5. Develop a detailed implementation plan for the short, medium and long term
that identifies the required legal, financial, structural and operational
requirements for change.
Institutional reform and expertise building is not easy to achieve. Support should
be obtained through technical assistance programs provided by donor countries.
The proposed ISEB-study should investigate the availability of funds / support in
the various programs of donor countries and international organizations.
9 - 43

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Chapter 8: Target Areas Transport Management: 8.1 Existing Issues, Opportunities and Constraints

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CREATS Phase I Final Report Vol.

III: Transport Master Plan

CHAPTER 8: TARGET AREAS TRANSPORT

8.1 EXISTING ISSUES, OPPORTUNITIES AND CONSTRAINTS

8.1.1 Problems and Issues of Traffic Flow and Control

(1) Excessive Vehicular Traffic Volume to/from the Central Area

(2) Low Average Travel Speed and Area of Congestion

(3) Main Causes of Traffic Congestion

The main causes of traffic congestion, characterized by travel speed of 10 km/h or

• Waiting for traffic lights to change

• Bad driving habits such as zig-zag driving

(4) Traffic Education of Drivers and Pedestrians is Weak

Egyptian drivers, considered collectively, have been described as undisciplined

In addition, the quality of instruction given to student drivers is quite insufficient,

(5) High Occupancy of On-street Parking

8.1.2 Problems and Issues of Traffic Control and Management Facilities

(1) Unsuitable Traffic Signal Control System

(2) Key Bottlenecks

The current traffic congestion is mainly caused by spill-back due to near or

(3) Shortage of Traffic Safety Facilities

Pedestrian crossings are not sufficient in number. In order to reduce traffic

(4) Insufficient Vehicles Inspection System

Congested sections caused by vehicles stopping due to engine trouble/puncture were

8.2 APPROACH AND METHODOLOGY

8.3 SHORT-TERM PLAN FOR IMMEDIATE ACTIONS

system, road/traffic management facilities and parking facilities are proposed

Table 8.3.1 Countermeasures for the Immediate Action Plan

In order to success the implementation of the given countermeasures in the GCR

8.3.2 Study Area

• In the case of traffic congestion caused by spill-back due to near or over-saturated

• Traffic response system for near or over-saturated conditions.

1) Traffic Response System for Near or Over-saturated Conditions

In order to alleviate traffic congestion where there are near or over-saturated

Criteria for determining locations for installation of signal lights:

Traffic Response System

Source: JICA Study Team 2002

Figure 8.3.2 Plan Location for Signal Control System

b) Concept of Real-time Control System

The concept of control is explained below.

• When traffic demand is nearly saturated, this system curbs congestion by

c) System Configuration and Summary of Functions

The system consists of sub-systems

Source: Advanced traffic control system of

Figure 8.3.3 System Configuration

d) Traffic Information Processing

• Arrangement of vehicle detectors

Figure 8.3.4 shows a standard arrangement of vehicle detectors on an approach to a

30 M 150 M 300 M 500 M 750 M 1,000 M

Figure 8.3.4 Arrangement of Vehicle Detectors

Detection Pulse Signal Status

Traffic Volume Occupancy Saturation-Flow Rate

Average Speed Load Ratio

Congestion Degree Congested Queue length

Figure 8.3.5 Traffic Information Process

e) Effects of Application of Traffic Response System

2) Synchronized System for Traffic Signal Lights

Criteria for determining the locations of the synchronized system:

3) Installation Plan of Traffic Signal Lights at Non-signalized Intersections and