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Developing an Energy Efficient Urban Transport Plan for Zarqa City Downtown Area Final Report – Volume 2 World Bank / ESMAP November 2011

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Developing an Energy Efficient Urban Transport Plan for Zarqa City Downtown Area Final Report – Volume 2 World Bank / ESMAP November 2011 Developing an Energy Efficient Urban Transport Plan for Zarqa City Downtown Area Final Report – Volume 2 World Bank / ESMAP November 2011 Document of the World Bank Developing an Energy Efficient Urban Transport Plan for Zarqa City Downtown Area – Volume 2 i ESMAP Mission The Energy Sector Management Assistance Program (ESMAP) is a global knowledge and technical assistance trust fund program administered by the World Bank and assists low- and middle-income countries to increase know-how and institutional capacity to achieve environmentally sustainable energy solutions for poverty reduction and economic growth. ESMAP COPYRIGHT DISCLAIMER Energy Sector Management Assistance Program (ESMAP) reports are published to communicate the results of ESMAP’s work to the development community with the least possible delay. Some sources cited in this report may be informal documents that are not readily available. The findings, interpretations, and conclusions expressed in this report are entirely those of the author(s) and should not be attributed in any manner to the World Bank, or its affiliated organizations, or to members of its board of executive directors for the countries they represent, or to ESMAP. The World Bank and ESMAP do not guarantee the accuracy of the data included in this publication and accept no responsibility whatsoever for any consequence of their use. The boundaries, colors, denominations, and other information shown on any map in this volume do not imply on the part of the World Bank Group any judgment on the legal status of any territory or the endorsement of acceptance of such boundaries. Developing an Energy Efficient Urban Transport Plan for Zarqa City Downtown Area – Volume 2 ii Contents Appendix A Traffic Survey Results Summary 1 Appendix B Energy and Emissions Modelling Methodology 5 Appendix C Project 1: Integration of Land Use and 15 Transport Planning Appendix D Project 2: Public Transport Services 17 Improvements Appendix E Project 3: Improve Accessibility of Proposed 40 LRS Terminal Appendix F Project 4: Public Transport Terminal 46 Improvements Appendix G Project 5: Public Transport Ticketing 50 Changes Appendix H Project 6: Public Transport Infrastructure 54 Improvements Appendix I Project 7: New Low-Emission Vehicles 59 Appendix J Project 8: Walking Infrastructure 67 Improvements Appendix K Project 9: Installation of ITS Measures 73 Appendix L Project 10: Junction and Highway 76 Improvements Appendix M Project 11: Parking 78 Appendix N Project 12: Public Awareness Scheme 92 Appendix O Zarqa City CO2 Emissions Images 96 References 102 Developing an Energy Efficient Urban Transport Plan for Zarqa City Downtown Area – Volume 2 iii Traffic Survey Results Summary 1 Traffic Survey Details Survey Date 12th March 2011 – 19th March 2011 Survey Time 07:00 – 14:30 Survey Duration 15 minute time periods Survey Location Downtown Zarqa – 14 Junctions (See Figure A1) Survey Rationale To quantify traffic levels in downtown Zarqa and ascertain the vehicle composition (e.g. proportion of HGVs, private vehicles) Survey Approach 14 junctions were selected to be surveyed. The proposed locations cover major roads through the downtown area to indicate both link flows and demand at junctions. A number of junctions on the downtown ring road were selected to observe traffic entering the downtown area, and the volume of traffic accommodated on the peripheral route (including the main Zarqa – Amman highway). Survey staff were stationed on each major link at a junction and tasked with noting each vehicle by vehicle type during the 15 minute time period. Traffic counts were separated by direction of flow. Survey Classification Vehicles were classified by the following categories: - Private Car - Pick Up - Van - Taxi - Service - Minibus - Large Bus - Heavy Vehicle 2 Table A1: Traffic Survey Results Summary 1 Hour Flows 1 Hour Flows (Two Way) LOCATION Street / Direction All Vehicles Private Car + Taxi All Vehicles Private Car + Taxi inside tunnel to 0 north 456 366 inside tunnel to 0 south 1,038 790 1,494 1,156 0 right turn to north 88 64 0 right turn to south 672 426 760 490 0 TOTAL 2,254 1,646 2,254 1,646 1 to north 1,670 810 1 to south 2,056 870 3,726 1,680 1 TOTAL 3,726 1,680 3,726 1,680 2 toward roundabout 256 180 2 toward jesh street 304 216 560 396 2 TOTAL 560 396 560 396 3 toward makka street 734 536 3 toward roundabout 580 410 1,314 946 3 TOTAL 1,314 946 1,314 946 3* north 980 760 3* south 1,082 910 2,062 1,670 3* TOTAL 2,062 1,670 2,062 1,670 4 north 700 508 4 south 1,140 756 1,840 1,264 4 TOTAL 1,840 1,264 1,840 1,264 5 zohour street 414 282 414 282 king Talal street 5 from yajoz 978 714 978 714 5 king Talal street 608 420 608 420 5 bareed street 326 208 326 208 5 TOTAL 2,326 1,624 2,326 1,624 6 to west 1,480 370 6 to east 1,224 344 2,704 714 6 TOTAL 2,704 714 2,704 714 7 to south 588 456 588 456 7 TOTAL 588 456 588 456 8 to west 460 394 8 to east 402 350 862 744 8 TOTAL 862 744 862 744 9 to east 370 238 9 to west 412 294 782 532 9 TOTAL 782 532 782 532 10 toward roundabout 518 390 518 390 10 TOTAL 518 390 518 390 11 to east 882 568 11 toward roundabout 792 512 1,674 1,080 11 TOTAL 1,674 1,080 1,674 1,080 12 Anas bin Malik str 1,218 620 1,218 620 12 TOTAL 1,218 620 1,218 620 3 Figure A1 - Traffic Survey Location Plan 4 Energy and Emissions Modelling Methodology Trip Generation Emission Factors Future Baseline Forecasting 5 Trip Generation There is limited data available relating to Zarqa City, and specifically there is no household survey data. However, data exists for the nearby city of Amman, which due to the close proximity in location and the comparable characteristics of certain areas of the two cities, is considered the closest representation to Zarqa that is possible for this assessment. As part of the Amman Transport and Mobility Master Plan (TMMP) (1) project, the consultants developed the Amman Trip End Model which formed an element of the Greater Amman Multi-Modal Transportation model. The Amman Trip End Model was built using data from transport and household surveys (2) conducted to establish key transport and socio economic characteristics and relationships in Amman in 2008. The Amman Trip End Model has therefore been modified for use in this project by only considering the three zones (3, 4, and 13, as illustrated below in Figure B1) which are most comparable with Zarqa in terms of socio-economic characteristics, primarily household income which has a significant influence on car ownership. Figure B1: Amman Trip End Model Zones Source: Consultant The characteristics of the three zones shown in Figure B1 above and of Zarqa City are set out in Table B.1 below. Table B.1: Amman Zone Characteristics Zone Household Monthly Income (JD) Household Size (people) Amman 3 416.8 4.5 Amman 4 395.5 4.6 Amman 13 446.8 4.7 ZARQA CITY 465.0 5.5 The amended trip end model uses Zarqa specific data (population, household income, and household size) in combination with transport and socio economic characteristics from the three representative zones in Amman to calculate multi-modal person trip generation by journey purpose for Zarqa City. Details regarding the calculation of Zarqa income are presented below. 6 Calculation of Zarqa Residents Income Source: The Hashemite Kingdom of Jordan Department of Statistics (DOS) Household Expenditures & Income Survey 2008 (2) Income Type Annual Income in JD To be included? Total (by Type) Occupied by Owners 565.1 Y Building Rent- Rented 179.8 Y Income from Rent- Other Rents 45.8 Y 790.7 Own Account Income- 1070.7 Y 1070.7 Payments in Kind- 25.4 Y Income from Net Income 2943.8 N Employment- Wages & Salaries in Cash- Gross Income 3126.3 Y 3151.7 Profits & Dividends 75.3 Y Bonds 0 Y Property Income- Interests- Outside Jordan 0 Y Deposits- Inside Jordan 0 Y Land Rent 0 Y 75.3 In Kind 36.6 N Gifts- Cash 97.5 N Transfers Income- Received Insurance Claims 0.3 N Social Security Benefits 21.3 N Other Current Pensions 506 Y Transfer Income- Non-Residents 83.4 N Government 264.3 N Other Current Transfer - Households 246.6 N Residents- Non-Government- Non-Profit Insititutes 2.6 N Others 1 N 506 Type Income in JD Income from Rent 790.7 Own Account Income 1070.7 Income from Employment 3151.7 Property Income 75.3 Other Current Transfer Income 506 Total annual income 5594.4 Monthly income 466.2 7 Using the above approach, the 2008 mode share for Zarqa calculated in the model is presented in Figure B2 below. Figure B2: 2008 Mode Split 2% 16% 25% Slow mode Private Car Taxi 20% Public Transport School Bus 37% Source: Consultant An approximate journey purpose split calculated using the trip end model is set out in Table B.2 below. Table B.2: Zarqa City Trip Journey Purpose Proportions Journey Purpose Type Proportion of Trips (%) Home-Based Work 28.1% Home-Based College 6.2% Home-Based School 34.0% Home-Based Shopping 7.1% Home-Based Others 13.5% Non Home-Based 11.0% The model estimates that on average, each person in Zarqa City makes 1.7 one-way trips per day.
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