A Study to Establish Traffic Statistical Records in Gaza City, Palestine

الجـامعــــــــــت اإلســـــالميــت – غــزة The Islamic University –Gaza عمادة البحث العلمي والذراساث العليا Research and Postgraduate Deanship كـليــــــــــــــــــــت الهىذســــــــــــــــــت Faculty of Engineering

ماجستيــــر هىذســـــــــــت مذويــــــــت -Master of Civil Engineering بىيـــــــــــــت تحتيـــــــــــــــت Infrastructure

A Study to Establish Traffic Statistical Records

in Gaza City, Palestine

دراست إلوشاء سجل إحصائي لحركت المرور في مذيىت غزة، فلسطيه

Basma Fouad Bashbash

Supervised by

Dr. Yahya Rushdi Sarraj Associate Professor of Transportation

A thesis submitted in partial fulfilment of the requirements for the degree of Master of Civil Engineering, Infrastructure

October 2017

إقــــــــــــــرار .1

أوا المىقع أدواي مقذم الرسالت التي تحمل العىىان: A Study to Establish Traffic Statistical Records

in Gaza City, Palestine دراست إلوشاء سجل إحصائي لحركت المرور في مذيىت غزة، فلسطيه

ألش بأٌ يا اشخًهج ػهّٛ ْزِ انشسانت إًَا ْٕ َخاج خٓذ٘ انخاص، باسخثُاء يا حًج اإلشاسة إنّٛ حٛثًا ٔسد، ٔأٌ ْزِ انشسانت ككم أٔ أ٘ خزء يُٓا نى ٚمذو يٍ لبم اٜخشٍٚ نُٛم دسخت أٔ نمب ػهًٙ أٔ بحثٙ نذٖ أ٘ يؤسست حؼهًٛٛت أٔ بحثٛت أخشٖ. ٔأٌ حمٕق انُشش يحفٕظت نهدايؼت اإلساليٛت – غزة.

Declaration

I hereby certify that this submission is the result of my own work, except where otherwise acknowledged, and that this thesis (or any part of it) has not been submitted for a higher degree or quantification to any other university or institution. All copyrights are reserves to IUG.

اسى انطانب: بسًت فؤاد حسٍٛ بشبش :Student's name

انخٕلٛغ: :Signature

انخاسٚخ: :Date

Abstract

Most countries of the world are largely concerned in producing and publishing statistics in almost all aspects of life. There is a particular attention to conduct traffic statistics because of its great importance in the planning and design of various facilities of transport and communication services.

In Gaza city, traffic statistics are currently limited and are only performed at locations where a problem exists and funding is available to solve this problem.

The current methods used to collect traffic data in Gaza do not provide a good and valuable coverage of the required traffic information for decision making and planning. It is crucial to produce a plan for the development of traffic statistics.

The study includes a guide for the location of counting stations on the roads and intersections of Gaza city. Also it suggests the best periods for traffic counts and data collection. Finally, it discusses the methods of publication, such as traffic reports, which present results in the simplest way through tables, figures and infographic (pie charts, line charts and maps).

In order to provide a working example of how to use the suggested plan, it was applied on two case studies; analysis of traffic data of Al-Jala'a Street and Al-Saraya Road Intersection. Two traffic statistics reports were prepared. Both reports include an introduction, summary description, summary traffic statistics, analysis, conclusions, and recommendations.

Keywords: Transportation statistics, traffic counts, traffic flow, count stations, traffic report, Gaza, Palestine.

الملخص

يؼظى دٔل انؼانى حٓخى بُشش اإلحظاءاث فٙ خًٛغ خٕاَب انحٛاة، ٔنكٍ ُْان اْخًاو خاص فٙ يدال اإلحظاءاث انًشٔسٚت نًا نٓا يٍ أًْٛت كبٛشة فٙ انخخطٛظ ٔانخظًٛى نهطشق.

إٌ إحظاءاث حشكت انًشٔس فٙ يذُٚت غزة يحذٔدة حانٛاً. حخى فمظ فٙ حال حٕفش حًٕٚم نحم يشكهت يشٔسٚت ػهٗ احذٖ انطشق أٔ انخماطؼاث.

إٌ األسانٛب انحانٛت انًسخخذيت ندًغ انبٛاَاث انًشٔسٚت فٙ يذُٚت غزة ال حٕفش حغطٛت خٛذة ٔراث لًٛت نهؼًهٕياث انًطهٕبت ػٍ حشكت انًشٔس. ٔنكٙ َخًكٍ يٍ اسخخذاو إحظاءاث انًشٔس فٙ انخخطٛظ نخطٕٚش ٔطٛاَت شبكت انطشق ٔانخماطؼاث فٙ يذُٚت غزة، يٍ انضشٔس٘ ٔضغ خطت نخطٕٚش إحظاءاث حشكت انًشٔس.

حخضًٍ انذساست دنٛال نًٕالغ يحطاث انؼذ ػهٗ انطشق ٔانخماطؼاث فٙ يذُٚت غزة، ٔحمخشذ أٚضا أفضم انفخشاث انزيُٛت نهؼذ انًشٔس٘. ٔحُالش أسانٛب يخخهفت نُشش انبٛاَاث انًشٔسٚت، يثالً انُشش يٍ خالل انخماسٚش انًشٔسٚت، ٔانخٙ حمذو انُخائح فٙ أبسظ طٕسة يٍ خالل انشسٕو انبٛاَٛت ٔانظٕس.

ٔبشكم ػًهٙ السخخذاو انخطت انًمخشحت، حى حطبٛمٓا ػهٗ حانخٍٛ دساسٛخٍٛ؛ ححهٛم بٛاَاث حشكت انًشٔس فٙ شاسع اندالء ٔحماطغ انسشاٚا. ٔحى إػذاد حمشٚشػ ٍٍٚ االحظاءاث يشٔسٚت. ٚخضًٍ انخمشٚش يمذيت ػٍ انطشٚك أٔ انخماطغ، يمطغ ػشضٙ ٔٔطف نًٕلغ ٔٔظٛفت انطشٚك أٔ انخماطغ، يهخض إحظاءاث حشكت انًشٔس، ححهٛم انبٛاَاث انًشٔسٚت انًخٕفشة، َخائح ححهٛم انبُٛاث يغ ػًم يماسَاث بٍٛ انمٛى انًسخُخدت، ٔأخٛشا انخٕطٛاث.

كلماث مفتاحيت: االحظاء انًشٔس٘، انؼذ انًشٔس٘، انخذفك انًشٔس٘، يحطاث انؼذ، انخمشٚش انًشٔس٘، غزة، فهسطٍٛ

III

Dedication

To my parents "Fouad and Linda", who gave me life twice, once when I was born, and again when they supported me on my scientific trip …

To my brothers, Hussein, Mahmoud, Ibrahim and Ahmed, and my sisters, Munira and Yasmine …

To my aunt … Doria, Gamalat and Munira

To my teachers, along my academic trip …

To my country, Palestine, united Palestine …

I dedicate this work.

Acknowledgment

First of all, all thanks and appreciations go to Allah for His unlimited blessings and for giving me the strength to complete this study.

I would like to express my deep acknowledgement to everyone who helped me finish this work, especially Dr Yahya R. Sarraj, my thesis supervisor, who always gave me spiritual support and technical guidance during the research work.

I would thank Gaza Municipality and the Ministry of Transport in Gaza for providing data related to research,

My thanks to the discussion committee instructors Dr Alaeddinne D. EL Jamassi and Dr Tamer A. Eshtawi who honored me with their valuable discussion.

My appreciation is also extended to the IUG for giving me the opportunity to carry out this study. Furthermore, great thanks are also to my colleagues and lecturers in the Engineering Faculty and the Civil Engineering Department in particular for their continual encouragement and support.

Finally, thanks to all Governmental and non-governmental institutions which provided me with valuable information and figures. Also Students who helped in the traffic count.

Table of Contents

Declaration………….…………………………………..……………… I

Abstract…………………………………………………….………… II

Abstract in Arabic……………………………………………..…….. III

Dedication…………………………………………………………….. IV

Acknowledgment…………………………………………………….... V

Table of Contents…………………………………………..………… VI

List of Tables……………………………………..…………………… X

List of Figures……………………………………………..……….… XI

List of Abbreviations………………………………………………. XIV

Chapter 1 ……………………………………………………..…….. 1

1.1 Background and Context ...... 1

1.2 Study Area ...... 2

1.3 Scope and Objectives ...... 4

1.4 Signification ...... 5

1.5 Limitations ...... 5

1.6 Methodology ...... 6

1.7 Overview of Thesis ...... 7

Chapter 2 ……………………………………………………………… 9

2.1 Introduction ...... 9

2.2 Transportation Statistics Studies ...... 9 2.2.1 In Developed Countries ………………………………………… 9 2.2.2 In Developing Countries ……………………………………… 14

2.3 General Specifications for Traffic Counts ………………………...18

2.4 Counting Characteristics ...... 19 2.4.1 Hourly Patterns ………………………………………………… 20 2.4.2 Daily Patterns ………………………………………………….. 21 2.4.3 Monthly and Yearly Patterns ………………………………….. 21

2.5 Automatic Counts Method ...... 22 2.5.1 Specialized Cameras for Traffic Counting ……………………. 23 2.5.2 Transportation Monitoring and Management Software ………. 24 2.5.2.1 Smart Traffic Analyzer (STA) software ………………………. 24

2.6 Summary …………………………………………………..………..26

Chapter 3 ……………………………………………………………... 28

3.1 Introduction ...... 28

3.2 Background of Gaza City ...... 28 3.2.1 History ………………………………………………………… 28 3.2.2 Geography …………………………………………………… 29 3.2.3 Population …………………………………………………….. 29

3.3 Road Hierarchy System ...... 29

3.4 Modes of Transportation ...... 29

3.5 Road Network Pattern in Gaza City ...... 30 3.5.1 Arterial Roads in Gaza City ……………………………….….. 31 3.5.2 Main Streets in Gaza City …………………………………….. 32 3.5.3 Local Streets in Gaza City……………………………………... 34

3.6 Road Intersections ...... 35 3.6.1 Types of Intersection Based on Movement Priorities …………. 36

3.7 Description of Selected Elements of Transportation in Gaza ...... 40 3.7.1 Salah Al-Deen Road ………………………………………….. 40 3.7.2 Omar El Mukhtar Street ………………………………………. 42 3.7.3 Ansar Intersection…………………………………………….. 43

VII

3.8 Summary ……………………………..……………………………..44

Chapter 4 ……………………………………………………………... 45

4.1 Introduction ...... 45

4.2 Current Situation of Traffic Statistics in Gaza City ...... 45

4.3 Sources of Traffic Statistics in Gaza City ………………………... 46

4.4 Types of Available Traffic Statistics ...... 47

4.5 Traffic Counting Methods ...... 47 4.5.1 Manual Counts ……………………………………………….. 48 4.5.2 Traffic Counting Methods in Gaza City ………………………. 51

4.6 Publication of Traffic statistics in Gaza City ...... 51

4.7 Summary ...... 52

Chapter 5 ……………………………………………………………. 53

5.1 Introduction ...... 53

5.2 Requirements for Traffic Statistics ...... 53 5.2.1 Data Collection ……………………………………………….. 54 5.2.2 Methods of Data Collection …………………………………... 54 5.2.3 Staff Requirements ……………………………………………. 57 5.2.4 Traffic Counting Locations …………………………………… 58 5.2.5 Timing of Traffic Counts ……………………………………... 64 5.2.6 Analysis of Collected Data ……………………………………. 65 5.2.7 Methods of Publication ……………………………………….. 66 5.2.8 Traffic Report Contents ……………………………………….. 66

5.3 Traffic Statistics Report Samples ...... 68

5.4 Summary ...... 95

Chapter 6 …………………………………………………………….. 96

6.1 Conclusions ...... 96

VIII

6.2 Recommendations ...... 98

6.3 Recommendations for Future Studies ...... 99

References ……………………………………………………………100

Appendix (A) ………………………………………………………... 103

Appendix (B) ………………………………………………………... 120

List of Tables

Table (1.1): Paved Road Network Length (km) in the Gaza Governorates, 2014 ...... 4 Table (1.2): Number of Population and Vehicles in West Bank and Gaza Strip ...... 4 Table (2.1): Type Recommended for Traffic Flow Counting...... 19 Table (3.1): Length and Width of Arterial Roads in Gaza City ...... 31 Table (3.2): Length and Width of Some Main Streets in Gaza City...... 33 Table (3.3): Examples of Local Streets in Gaza City...... 34 Table (5.1): Traffic Flow Results of STA Software on Kamal Nasser Street, Gaza 56 Table (5.2): Staff Requirements for Standard 16 and 24 hour counts ...... 57 Table (5.3): Description for the Locations of Counting Stations on the Roads...... 61 Table (5.4): Description for Locations of Counting Stations at Intersections ...... 63 Table (R1.1): Traffic Flow on Al Jala'a Street from 2002 to 2015...... 73 Table (R1.2): Traffic Flow on Al Jala'a Street from North to South in 2016 ...... 74 Table (R1.3): Traffic Flow on Al Jala'a Street from South to North in 2016 ...... 74 Table (R1.4): Traffic Data for Al Jala'a Street from 2002 to 2015 ...... 79 Table (R1.5): Traffic Data for Al Jala'a Street in 2016, in Both Directions ...... 80 Table (R2.1): Traffic Flow at Al Saraya Intersection, in 2003 and 2010...... 86 Table (R2.2): Traffic Flow at Al Saraya Intersection, in 2015 and 2017...... 87 Table (R2.3): Peak Hour Flow at Al Saraya Intersection, in 09/08/2003 Saturday. 89 Table (R2.4): Peak Hour Flow at Al Saraya Intersection, in 07/12/2010 Monday. . 90 Table (R2.5): Peak Hour Flow at Al Saraya Intersection, in November 2015...... 90 Table (R2.6): Peak Hour Flow at Al Saraya Intersection, in 11/04/2017 Tuesday. . 91 Table (R2.7): Traffic Data for Al Saraya, in 2003, 2010, 2015 and 2017...... 92 Table (B.1): List of interviewed persons in Gaza city ...... 120

List of Figures

Figure (1.1): The Geographical Location of Gaza City ...... 3 Figure (2.1): Summary Statistics, in Britain Traffic Report ...... 11 Figure (2.2): Road Traffic by Vehicle Type, in Britain Traffic Report ...... 12 Figure (2.3): Average Annual Person- miles of Travel, in the U.S. Traffic Report . 13

Figure (2.4): Licensed Drivers and Vehicle Registrations, 1961–2014, U.S …….. 13

Figure (2.5): Hourly Traffic Flow Variations ...... 20 Figure (2.6): Daily Traffic Flow Variations ...... 21 Figure (2.7): Monthly Traffic Flow Variations ...... 22 Figure (2.8): Traffic Counting using Photography ...... 23 Figure (2.9): TrafiOne Camera ...... 23 Figure (2.10): FC-T2, Thermal Imaging Sensors for Traffic Monitoring ...... 24 Figure (2.11): D-Series ITS, Thermal Traffic Cameras ...... 24 Figure (2.12): TrafiCam series, Vehicle Presence Sensor ...... 24 Figure (2.13): Work Screen of Smart Traffic Analyzer (STA) Software ...... 25 Figure (2.14): Result Screen of Smart Traffic Analyzer (STA) Software ...... 26 Figure (3.1): Percentage of Road Types in Gaza City ...... 31 Figure (3.2): Arterial Roads in Gaza City ...... 32 Figure (3.3): Main Streets in Gaza City...... 33 Figure (3.4): Local Streets in Gaza City ...... 35 Figure (3.5): Illustration of Types of Intersection Geometry ...... 37 Figure (3.6): Salah Al-Deen Road ...... 41 Figure (3.7): Aerial Photo for Salah Al-Deen Road ...... 41 Figure (3.8): Omar El Mukhtar Street ...... 42 Figure (3.9): Aerial Photo for Omar El Mukhtar Street ...... 43 Figure (3.10): Ansar Intersection ...... 43 Figure (3.11): Aerial Photo for Ansar Intersection ...... 44 Figure (4.1): The form of Manual Traffic Counts for Roads ...... 49 Figure (4.2): The form of Manual Traffic Counts for Road Intersections...... 49 Figure (5.1): Requirements for Traffic Statistics ...... 54 Figure (5.2): Result Screen Produced by Smart Traffic Analyzer (STA) Program .. 56

Figure (5.3): Location of Counting Stations on the Roads of Gaza City ...... 60 Figure (5.4): Location of Counting Stations at Road Intersections in Gaza City ..... 62 Figure (R1.1): Aerial Photo for Al Jala’a Street...... 71 Figure (R1.2): Cross Section of Al Jala’a Street ...... 71 Figure (R1.3): Counting Locations on Al Jala’a Street in 2010, 2015 and 2016 ..... 72 Figure (R1.4): Traffic Flow on Al Jala’a Street from 2002 to 2015 ...... 75 Figure (R1.5): Traffic Flow on Al Jala'a Street from North to South in 2016 ...... 76 Figure (R1.6): Traffic Flow on Al Jala'a Street from South to North in 2016 ...... 76 Figure (R1.7): Traffic Composition on Al Jala’a Street from 2002 to 2015 ...... 77 Figure (R1.8): Average Traffic Composition on Al Jala’a, from 2002 to 2015...... 77 Figure (R1.9): Max. 15 min. Flow during Peak Hour Flow on Al Jala’a Street ...... 77 Figure (R1.10): Traffic Composition for Al Jala’a in Both Directions in 2016 ...... 78 Figure (R1.11): Average Traffic Composition for Al Jala’a in 2016 ...... 78 Figure (R1.12): Max. 15 min. Flow during Peak Hour Flow for Al Jala’a in 2016 . 78 Figure (R2.1): The location and Specification of Al Saraya Intersection ...... 85 Figure (R2.2): Aerial photo for Al Saraya Intersection ...... 86 Figure (R2.3): Traffic Flow at Al Saraya, in 2003, 2010, 2015 and 2017 ...... 88 Figure (R2.4): Traffic Composition at Al Saraya Intersection, in 2017 ...... 88 Figure (R2.5): Traffic Composition at Al Saraya, in 2003, 2010, 2015 and 2017. .. 89 Figure (A.1): Salah Al-Deen Road ...... 104 Figure (A.2): Aerial Photo for Salah Al-Deen Road ...... 104 Figure (A.3): Al Rasheed Road ...... 106 Figure (A.4): Aerial Photo for Al Rasheed Road ...... 106 Figure (A.5): Aerial Photo for Aoun Shawa Street (Dolaa) ...... 107 Figure (A.6): Aerial Photo for Khalil Al-Wazeer Street ...... 108 Figure (A.7): Aerial Photo for Al Nassr Street ...... 109 Figure (A.8): Al Jala’a Street (in Dabeet Intersection) ...... 110 Figure (A.9): Aerial Photo for Al Jala’a Street...... 111 Figure (A.10): Aerial Photo for Al Wihda Street ...... 112 Figure (A.11): Omar El Mukhtar Street ...... 113 Figure (A.12): Aerial Photo for Omar El Mukhtar Street ...... 113 Figure (A.13): Jamal Abdel Al Nassr Street, near the Electricity Company ...... 115

XII

Figure (A.14): Aerial Photo for Jamal Abd-El-Nasser Street...... 115 Figure (A.15): Ez-El-Deen El-Qassam Street (Al Shifa) ...... 116 Figure (A.16): Aerial Photo for Ez-El-Deen El-Qassam Street (Al Shifa Street). . 116 Figure (A.17): Aerial Photo for Jameat El Dowal El Arabia Street ...... 117 Figure (A.18): Omar Ben Al Khattab Street ...... 118 Figure (A.19): Aerial Photo for Omar Ben Al Khattab Street ...... 118 Figure (A.20): Aerial Photo for Al Shuhada Street ...... 119

XIII

List of Abbreviations

ATC Automatic Traffic Counters

BTS Bureau of Transportation Statistics

CBS Central Bureau of Statistics

DfT Department for Transport

DoT Department of Transportation

EF Expansion Factor

HGV Heavy Good Vehicle

ITS Intelligent Transportation Systems

LGV Light Good Vehicle

MDLF Municipal Development and Lending Fund

PCBS Palestinian Central Bureau of Statistics

PHF Peak Hour Factor

PHV Peak Hour Volume

PNA Palestinian National Authority

RITA Research and Innovative Technology Administration

RUA Road Users’ Alliance

STA Smart Traffic Analyzer

TIS Traffic Information System

UNECE United Nations Economic Commission for Europe

UNRWA United Nations Relief and Works Agency

XIV

Chapter 1 Introduction

1. Chapter 1 Introduction

Transportation system is defined as a facility that contains all equipment and means necessary to move people and goods efficiently and safely from one place to another (Paul P. Jovanis & F.D. Hobbs, 2017). Transportation is very important to our everyday lives. Transportation is a measure of the prosperity of nations. It is necessary for the entire human activities such as industry, agricultural, economy and tourism.

Currently, most countries of the world are interested in conducting statistics of all aspects of life, with particular attention to conduct traffic statistics. This is because of its great importance in the planning and design of various facilities for transport and communication services.

Cities in developing countries suffer from a dearth of traffic statistics, which is necessary for analysis of traffic situation and for proposing solutions to traffic problems in these cities. Gaza city, Palestine is one example of these cities. Gaza suffers from acute shortage of traffic and transportation statistics. It also suffers from traffic congestion and long delays especially in the center of the city, which is an active business district and has the highest population density in Gaza city.

1.1 Background and Context

Gaza Strip transportation system is limited to a small, poorly developed road network (Al-Jazzar, 2012). A single railway line used to be running from the north to the south of Gaza Strip along its centre before 1967. However, nowadays it has disappeared and little trackage remains. There is only a small seaport, which is limited to fishermen. Gaza International Airport was opened in November 1998; however, it was closed in October 2000 by "Israeli occupied". Its runway was destroyed by the Israel Forces in December 2001. Furthermore, all other facilities of the airport were also destroyed later in 2008 and 2009 (Esam Shashaa, 2010).

Gaza city gained a particular importance as a result of its special geographical location as it is one of the most ancient trade routes in the world. Nowadays it

involves a number of universities, ministries, international organizations and different institutions. Gaza city area is 45 km2 and 2 million people lived in Gaza strip in 2016 (The source: The Ministry of Interior), comprise 38.9 % of the total population of Palestinians living in the West Bank and Gaza Strip. Gaza Governorate was ranked first in terms of population among the governorates of the Gaza Strip, with a population of about 626 thousand people, representing 34.4% of the total population of Gaza strip (PCBS, 2015a).

Because of the high population density, poor road network and the concentration of local and international institutions, it suffers from traffic congestion in different spots. With the prediction of large increase in the population, this problem is expected to exacerbate in the future especially if transportation system and land use remains undeveloped. Therefore, there is a need for transportation statistics in order to evaluate the existing situation of Gaza transportation system and to test future development scenarios of the transportation system and land use.

1.2 Study Area

Gaza city is located in the Gaza strip; which is a coastal strip on the White Mediterranean sea, Gaza Strip is bordered by Sinai desert in the South and the Mediterranean Sea in the West and (Israeli) settlements in the East and North. The city is located between two continents Africa and Asia. (En.wikipedia.org/wiki/Gaza_City, 2016)

Figure (1.1): The Geographical Location of Gaza City (The source: The Ministry of Planning)

Gaza city road network combines between the Radial network system in the old part of the city and a Grid system in the new part of the city. The Ministry of Public Works and Housing as cited by the Palestinian Central Bureau of Statistics explained that the total Gaza city road network length in 2014 was 62 Km of paved roads (PCBS, 2015b).

Table (1.1) illustrates paved road lengths for each governorate. The roads are divided into three main categories which are Arterial (Regional) , Main and local roads (PCBS, 2015b).

Table (1.1): Paved Road Network Length (km) in the Gaza Governorates, 2014 (PCBS, 2015b) Arterial Main Total Length City name Local (km) (km) (km) (km) Rafah 20 13 16 49 Khan Younes 33 20 24 77 Deir Al-Balah 20 16 20 56 Gaza city 31 13 18 62 North Gaza 18 14 21 53 Gaza Strip 122 76 99 297

Gaza city traffic is composed of private cars, taxis, buses, trucks, motorcycles and other vehicle types as shown in Table (1.2). According to Palestinian Central Bureau of Statistics the total number of licensed Vehicles in Gaza Strip in 2010 equals to 72,886 vehicles (PCBS, 2011).

Table (1.2): Number of Population and Vehicles in West Bank and Gaza Strip (The source: The population from PCBS and the number of Vehicles from The Ministry of Transport)

West Bank Gaza Strip Year Population Vehicles Population Vehicles (*1000) (*1000) 2010 2513.28 121565 1535.12 60901 2011 2580.17 138644 1588.69 56094 2012 2649.02 144121 1644.29 72886 2013 2719.11 144244 1701.44 77152 2014 2790.33 162512 1760.04 80114 2015 2862.49 175118 1819.98 84511

1.3 Scope and Objectives

Given the above context, the aim of this research is to prepare a plan that can be used to make continuous update of traffic and transportation data in Gaza City, and to make guidelines for the location of traffic counting stations and timing.

The objectives of this research are to:

1. Develop traffic counting mechanisms, which makes it easier to cover more parts of the road network by traffic statistics.

2. Collect and analyse the available transportation and traffic data on selected sites to serve policy makers, traffic engineers, municipal engineers, environmentalists, researchers, university students and the public. 3. Prepare a model for traffic statistics report. 4. Identify of data publication mechanisms and agencies responsible for monitoring, collection, analysis and reporting.

1.4 Signification

This study is one of few studies in this field of research that has been carried out in Gaza, and maybe in Palestine.

It is highly significant in several aspects as listed below:

1. Local studies and statistics of traffic and transportation are very few, and not arranged or classified properly. 2. The pressing need for this work for decision-makers, designers, planners and researchers. 3. This work is expected to pave the way for collecting and analyzing very useful data that will help in producing better plans for infrastructure development. 4. The need to prepare regular and continuous useful traffic reports, from comprehensive traffic database, which would help to prioritize the development of roads and intersections. 5. The traffic counting mechanisms are currently limited to manual counting methods, which makes it more difficult to cover the road network fully in traffic statistics.

1.5 Limitations

The research focuses on transportation information and traffic movements on the roads and intersections of Gaza city.

This work faced the following difficulties:

1. Lack of resources in terms of time, financial and work force that make it difficult to cover all roads and intersections in Gaza city.

2. Very limited number of available data, information and previous local studies. 3. Lack of equipment that can be used for traffic data collection. 4. For the above reasons, the scope of the research was limited to analyse the available traffic data on Al Jala'a Street and Al Saraya road Intersection

1.6 Methodology

A methodology based on the collection of Available traffic statistics, collecting new traffic counts for some roads and intersections and make interviews with policy makers, traffic engineers and municipal engineers to discuss the current situation of traffic statistic in Gaza City.

The study covered five phases, which include collection of traffic statistics of roads and intersections, analysis of data to show the current situation of the transportation system in Gaza city, and to develop a plan for traffic statistics in Gaza city.

This study comprises five main phases of work as follows:

First phase:

The first phase is the literature review on traffic and transportation statistics, the literature review should seek for case studies applied in cities of developed and developing countries. Based on the literature review, the approach that is most appropriate to Gaza city will be decided.

Second phase:

This phase relates to the process of classifying the roads and road intersections in Gaza city. Available traffic statistics will then be collected from the relevant ministries, municipalities and associations. This will help to determine the hotbeds of the lack of statistical data.

Third phase:

This phase involves collecting new traffic counts for some main roads and intersections in Gaza city, as required. This is important to fill some gaps in traffic counts and statistics at important locations, also make interviews with policy makers, traffic engineers and municipal engineers to discuss the current situation of traffic

statistic in Gaza City and their opinions about how we can develop traffic statistic of Gaza in the future.

Fourth phase:

This phase is concerned with the analysis of collected statistical information to determine the location of counting stations on roads and intersections, counting periods, alternatives of traffic count methods and publication methods. This will pave the way to prepare a plan that can be used to make continuous updates of traffic and transportation data in Gaza city. The proposed plan is expected to work as a tool in the implementation of a traffic counting system to create database, for proper management of the road infrastructure, and to be available for interested parties, scholars and specialists.

Fifth phase:

In this phase, the proposed plan will be applied on local case studies. Two case studies were selected; Al-Jalaa Street and Al-Saraya Road Intersection. Two samples of traffic statistics report will be prepared. The main results will then be summarized followed by the main recommendations.

1.7 Overview of Thesis

The thesis contains six chapters; the first chapter presents introduction, background and context, study area, scope and objective, signification, limitations and research methodology. The second chapter focuses on literature review, presenting previous studies of traffic statistics in some developed and developing countries. Chapter Three provides general background about Gaza city, history, geography, population, road hierarchy system (arterial, regional, collector, local), modes of transportation (air, rail, water, road; passenger car, taxi, shared taxi, public transportation), also description of selected elements of transportation system (selected roads and intersections). The fourth chapter presents current situation of traffic statistics in Gaza city, type of traffic statistic and the primary sources of traffic data collection in Gaza. It will also include the main results of interviews with policy makers, traffic engineers, municipal engineers and academics to discuss the current situation of traffic statistics in Gaza city and to explore their opinions on how to develop traffic

statistics in Gaza in the future. Chapter Five summarizes the main results and presents a prepared plan that can be used to make continuous updates of traffic counts, create guidelines for location of count stations and timing for roads and intersections in Gaza city and develop traffic counting mechanisms and methods of publication. Chapter Six concludes with the main conclusions and some important recommendations. This is followed by the list of references and an Appendix.

Chapter 2 Literature Review

2. Chapter 2 Literature Review

2.1 Introduction

There are limited studies that have been conducted regarding transportation statistics in Palestine. However, there are a number of agencies and organizations, mainly in highly urbanized areas in developed countries, which have conducted transportation statistics studies, and are continuing to do so.

2.2 Transportation Statistics Studies

This section addresses literature of traffic and transportation statistics studies and researches that are conducted in some developed and developing countries.

2.2.1 In Developed Countries

Several Studies have investigated traffic and transportation statistics and planning, Kawasaki (Shigeru Kawasaki, 2015) investigated challenges of transportation/traffic statistics in Japan and directions for the future. His paper gives a review of the current status of transportation and traffic statistics in Japan. Furthermore, the paper discusses challenges in such statistics in the new environment and the direction that statistics should take in the future. For Japan’s transportation statistics to play vital roles towards more sophisticated analyses, Kawasaki concluded that it is necessary to improve the environment that facilitates the use of data for analysis.

Roads are vital for moving people and goods around the UK (Department for Transport in Britain, 2016). The British government is interested in counting traffic and transportation each year. They created the Department for Transport (DfT) traffic statistics to provide estimates of the vehicles travelled each year in Britain, by vehicle type, road category and region. They release both quarterly and annual estimates. Provisional traffic statistics are based on traffic data collected continuously from a national network of around 180 Automatic Traffic Counters (ATC). However, final annual road traffic statistics are mainly based on around ten

thousand manual counts, which are combined with ATC data and road lengths to produce overall estimates.

Traffic estimates for major roads are based on a census whereas traffic estimates for minor roads are estimated by calculating growth rates from a fixed sample of count points on the minor road network. Their geographical website www.gov.uk/government/collections/road-traffic-statistics allows users to view and download estimated traffic flows on every link of the road and motorway network in Britain.

Road Use Statistics, Britain, this publication provides an overview of statistics on roads and how they are used. It brings together information previously released by the Department for Transport (DfT) on vehicles, travel, and traffic.

Reported Road Casualties Great Britain (RRCGB), is the official statistical publication of the UK Department for Transport (DfT) on traffic casualties, fatalities and related road safety data. This publication, first produced in 1951, is the primary source for data on road casualties in Britain. It is based primarily on police data. (Department for Transport in Britain, 2016)

Regarding to unofficial aspect, there is a credible source of information for all road related statistics for road users including road traffic statistics, produced by Road Users’ Alliance (RUA). The Road Users’ Alliance (RUA) aims to provide an information exchange for UK road users whether organizations, special interest groups, commercial companies or individuals to find and share information that supports the argument for better roads to improve the UK’s transportation infrastructure. Supported by a number of organizations representing road users of various modes keen to improve the road network, it was started by a small core of companies involved in road construction and maintenance. Their objective is to help ensure that the road network receives a fair balance of government attention in transport planning and funding, and that the widest base of road users benefit from the social, economic and environmental benefits that it can deliver.

The latest annual traffic report for 2016 was published in April 2017, entitled "Estimates of Traffic on Britain’s Roads". It looks at recent and long term trends in

traffic broken down by vehicle type, road category and geographic area. Traffic statistics are mostly presented in units of vehicle miles, which combines the number of vehicles on the road and how far they drive. Figure (2.1) and Figure (2.2) show examples of a traffic report from the last Britain Traffic Report.

Figure (2.1): Summary Statistics, in Britain Traffic Report (Department for Transport, 2017)

Figure (2.2): Road Traffic by Vehicle Type, in Britain Traffic Report (Department for Transport, 2017)

On the same interest, United States government has the Department of Transportation, which is responsible for planning and coordinating federal transportation projects. It also sets safety regulations for all major modes of transportation. The Bureau of Transportation Statistics (BTS) is part of the United States Department of Transportation (DoT) and is part of The Research and Innovative Technology Administration (RITA). It is also a principal agency of the U.S. Federal Statistical System. The American BTS compiles, analyzes, and makes accessible information on the nation's transportation systems; collects information on intermodal transportation and other areas as needed; and improves the quality and effectiveness of DoT's statistical programs through research, development of

guidelines, and promotion of improvements in data acquisition and use. (Bts.gov, 2017)

The Transportation Statistics Annual Report in the U.S. describes the Nation’s transportation system, the system’s performance, its contributions to the economy, and its effects on people and the environment. The latest version is the 21st edition, which is based on information collected or compiled by the Bureau of Transportation Statistics (BTS), a principle Federal statistical agency at the U.S. Department of Transportation. Figure (2.3) and Figure (2.4) show examples of a traffic report from the last United States Traffic Report.

Figure (2.3): Average Annual Person- miles of Travel per Household by Trip Purpose, in the U.S. Traffic Report (Bureau of Transportation Statistics, 2017)

Figure (2.4): Licensed Drivers, Vehicle Registrations, and Resident Population: 1961–2014, in the U.S. traffic report (Bureau of Transportation Statistics, 2017)

2.2.2 In Developing Countries

"In developing countries, statistics on cities and transportation are currently in limited supply" that what Akimura concluded in his research (Akimura, 2015). It discusses the use of transportation statistics in the formulation of transportation policies, focusing primarily on ensuring the healthy growth of cities and providing support for smooth economic activity in developing countries. For governments in developing and newly industrialized Asian countries, alleviating road traffic congestion represents one of the most pressing transportation policy needs.

Alexander Sohr (Alexander Sohr, Elmar Brockfeld, Anke Sauerländer, & Eric Melde, 2016) studied the existing traffic situation and monitored the development of traffic over longer time periods, to improve the traffic situation in Hanoi during REMON project. The REMON Traffic Information System (TIS) delivers comprehensive information about the traffic in Hanoi in real-time. It provides a traffic information website and application for all road users. On the other hand, it is a monitoring tool for traffic operators and the traffic police, which can use it to have online information, and to get a detailed insight in the development of the situation over time.

In Palestine, there is some interest in transportation statistics in some local studies. This was clear in Rania Douleh thesis (Douleh, 2000) where she studied the use of traffic assignment modeling technique in evaluating and testing transportation policies and projects for Nablus city, by using TransCAD program. When the physical and operational characteristics of links and nodes of the transportation network are defined, the simulation for the existing traffic conditions could be made. Such simulation is very helpful in understanding the current flow patterns and forming a basis for predicting future flow conditions in the network. This is helpful in knowing the stages of future traffic planning by studying the current situation

Particularly in the Gaza Strip, Essam Almasri, Yahya Sarraj and Alaeddinne Eljamassi focused on the traffic situation in the governorate of Rafah (E Almasri, Sarraj, & Eljamassi, 2010). They analyzed traffic counts collected at 25 different intersections. Based on the statistical analysis of these data, conversion factors from

short to long counting periods were obtained, these factors are useful in shortening the duration of traffic counts and thus help in cost-saving. Their research also presents spot speed studies at the most important locations in Rafah, as well as the results of statistical analysis of a questionnaire exploring the views of several road users about the traffic problems and solutions in Rafah. It is considered as an analytical statistical study of Rafah City, it is useful when conducting a similar study in Gaza City

Almasri, E., & Al-Jazzar, M. used TransCAD and GIS technique for estimating traffic demand and its application in Gaza City (Essam Almasri & Al-Jazzar, 2013), their research applied TransCAD model in Gaza City for traffic estimation, and this model estimated the origin-destination matrix based on traffic counts. The traffic counts were carried out at 36 intersections distributed around Gaza City. The results of traffic flow estimation obtained by TransCAD were assigned to the Gaza map using the GIS techniques for spatial analysis. They found that the most congested area at present is the centre of the city especially at Al Jala'a-Omer El Mukhtar Intersection. The results of calibration of traffic flow estimation show that the differences between the estimated and the actual flows were less than 10%. Their work can be used by transportation planners for testing network improvement scenarios and for studying the network performance. The study contains statistical information for 36 Intersection in Gaza City during the period from 7:00 am to 12:00 pm, counted manually in 2010 by Islamic University students.

Jundiya, S., & Lubbad, I. (Jundiya & Lubbad, 2012) studied the classification of road networks in the Gaza Strip, based on heavy traffic loads. This research was based on field studies of the road network in the Gaza Strip and resulted in the classification of roads according to the loads of heavy traffic. The study was also based on previous studies conducted in the Gaza Strip, which dealt with the impact of heavy traffic on road pavements. The volume of traffic was carefully studied on selected 11 segments of roads, geographically distributed over the Gaza Strip.

In 2003, a report was published giving traffic statistics on the main road intersection in Gaza city (Yahya R. Sarraj, 2003). A serious effort was exerted in 2007 were a collection of several traffic related data was analysed and published giving important

information on several main roads and intersections in Gaza Strip between 1994 and 2006 (Yahya R. Sarraj, Feb 2007). Therefore, it was concluded that in order to advance and keep abreast of global development in Gaza city, and in order to meet the urgent need for statistics on traffic and transportation, it is necessary to create a system to regulate traffic statistics.

As for Arab countries, the interest in traffic and transportation statistics is limited mainly to the government; an example is the Ministry of Transport in Jordan. However, the Department of Statistics in Jordan did not care of transportation statistics, where it dramatically focused on population and economic statistics. The lack of interest of the Department of Statistics in Jordan is probably due to the full coverage of the Ministry of Transport of traffic and transportation statistics, as it included the air transport sector, sea and land. Since the latest projects in road transport in Jordan, focuses on the importance of road safety, and the need to implement international agreements that control the road transport and the need to improve efficiency and vocational rehabilitation for freight carriers. (Mot.gov.jo, 2017)

The transportation system in Jordan is chaotic and without control. Congestion and traffic accidents have become familiar scenes in this country. During the last 16 years automobile accidents have increased at an alarming rate and have become the leading cause of death in the country. Many articles present some distressing statistics on traffic accidents in Jordan, focus on the major causes of these accidents, and suggest solutions to remedy the situation (Imad Ismail, 1988). As well as security and safety it is the prerogative of Public Security Directorate, where it is responsible on data collection, and the issuance of accidents statistics and traffic violations.

Iraq published the first report for traffic statistic by the Department of Transportation in 1969, which includes all of Iraq's provinces until the year 1990, where the Kurdistan region stopped sending indicators to the Central Bureau of Statistics. The Transport Ministry and Interior Ministry are the main sources of data and indicators for transport types, road transport (of people and goods, whether by rail or car, and government cars), air and water transportation and accidents statistics by incident

type. Also records the number of cars by type, investigating conditions of carriage safely and at the lowest cost for passengers and cargo over long distances. Therefore, Iraq is one of the leading countries in the use of transport, that because it has a large network covers large parts of the country's states. (Cosit.gov.iq, 2017)

In the occupied part of Palestine before 1967, there is a clear interest by the government in the transportation statistics. Numerous publications are issued on statistics about all types of vehicle. These publications are mainly published by the Israeli Central Bureau of Statistics (ICBS). These publications include detailed tables of data on different characteristics of vehicles in Israel (type of vehicle, manufacturer, country of production, year of registration, place of registration, type of ownership, and other characteristics). Other tables present comparisons with previous years, and comparisons with selected countries. The publications also include data on vehicles involved in road accidents with casualties and tables that specify concentrations and emissions of air pollutants caused by vehicles

In addition, the ICBS publishes monthly and yearly data on road accidents with casualties. The data includes information on the time of accident, type of accident, type of road, location of accident, casualties in accident, vehicles involved in accident and drivers of those vehicles. The database of the Israeli Central Bureau of Statistics is based on an administrative file received each month from the Israel Police. The file is composed of accidents that were reported to the police, and for which an accident file was opened by the Israel Police.

In Palestine, publications on transportation statistics are few. In November 1995 the Ministry of Planning and International Cooperation in Palestine, Published statistical bulletin (Ministry of Planning and International Cooperation, 1995). It included traffic and accidents in the Gaza Strip. It presents traffic information on 32 roads to identify the locations of traffic congestion during the daylight hours, starting from 6:00 am to 5:00 pm.

The study concludes that the traffic in the Gaza Strip is in a major dilemma, because the roads are in a poor condition for the presence of pits scattered on all roads, and due to the absence of traffic signs. It shows that the number of vehicles (as private

cars, taxis, buses, commercial cars, trucks, motorcycles and other vehicles) in Gaza Strip at the end of September 1995 reached approximately 42,000, an increase of 29.07% than it was at the end of 1994. This increase was concentrated in the number of private cars. With regard to road accidents, statistics show that between the beginning of 1995 until September in the same year 60 people died, in addition to 137 seriously injured and about 585 people with medium injuries.

The most recent publication was issued in 2010 on the sectorial planning of roads and transportation, the study discusses the most important problems facing the transportation sector and sets the appropriate targets for transportation planning. It also sets the appropriate policies and strategies for the development of the transport sector after studying the status of transportation. The Ministry of Planning required a field survey project for 9 hours per day due to the lack of sufficient data and information on the traffic volume on the regional roads (Salah Al-Deen and Al Rasheed) between 19/01/2010- 03/02/2010. Since this period coincided with the period of university and school examinations, an additional counting process was carried out to find a conversion factor from that period to the official working day on 28/10/2010.The future situation was then foreseen and proposals and plans were developed to accommodate the future situation.

The above-mentioned traffic statistical bulletin of The Ministry of Planning was probably the last of its kind that was published by this Ministry in Gaza Strip. After that, publications on local traffic statistics were limited. They are generally carried out by the Palestinian Central Bureau of Statistics. However, these statistics were limited to the numbers of licensed road vehicles in Palestine and paved road networks length. They do not provide any information about traffic flow or traffic characteristics.

2.3 General Specifications for Traffic Counts

General specifications provide guidance for the method of traffic counting along the road network. This is done in order to maintain consistency and attainment of appropriate comparisons of data between counting stations.

Table (2.1) shows the type recommended for traffic counts based on traffic flow (veh/hr). That published by Ministry of Works and Transport Roads Department in Botswana (is a landlocked country located in Southern Africa) in 2004, Roads Department is responsible for administering the relevant sections of the Public Roads Act, assisting local road authorities on technical matters and providing assistance in the national effort to promote citizen contractors in the road construction industry by giving technical advice wherever possible. It publish a series of Technical Guidelines dealing with standards, general procedures and best practice on a variety of aspects of the planning, design, construction and maintenance of roads in Botswana that take full account of local conditions. Table (2.1): Type Recommended for Traffic Flow Counting (Ministry of Works and Transport Roads Department, 2004)

2.4 Counting Characteristics

In order to predict traffic flow volumes that can be expected on the road network during specific periods, cognizance should be taken of the fact that traffic volumes

changes considerably at each point in time. Three cyclical variations are of particular interest:

Hourly pattern: The way by which traffic flow characteristics varies throughout the day and night.

Daily Pattern: The day-to-day variation of traffic flow characteristics throughout the week.

Monthly and yearly Pattern: The season-to-season variation throughout the year.

When analyzing the traffic, you must be aware of the directional distribution of traffic.

2.4.1 Hourly Patterns

Typical hourly patterns of traffic flow generally show morning and evening peaks.

Figure (2.5): Hourly Traffic Flow Variations (Department of Transportation in U.S., 2014)

Experience from many countries shows that although traffic volumes may grow over time, the relative variations of traffic at the various hours of the day of a month are often quite consistent year after year.

2.4.2 Daily Patterns

The traffic volume generally varies throughout the week. The traffic during the working days may not vary substantially, but the traffic volume during the weekend is likely to differ from the working days on different type of roads.

Figure (2.6): Daily Traffic Flow Variations. (Department of Transportation in U.S., 2014)

In the Figure (2.6), the pattern from Monday to Friday is often relatively consistent because the working day in some countries is from Monday to Friday. The pattern during Saturdays to Sundays may vary considerably, because it is the weekend in some countries.

2.4.3 Monthly and Yearly Patterns

The monthly and yearly pattern normally reflects the seasonal variation of traffic flow. The pattern may vary for passenger cars and vehicle transporting goods. Knowledge of how traffic flows varies for different vehicle classes may be very useful when designing programs for axle load control, design of roads improvement upgrading schemes and setting maintenance programs and priorities.

Figure (2.7): Monthly Traffic Flow Variations (Department of Transportation in U.S., 2014)

2.5 Automatic Counts Method

With technological development, different types of automatic counting methods emerged to facilitate the traffic count.

The exploitation of new electromagnetic spectra and wireless communication media in recent year, has facilitated the traffic count. However, such kind of equipment needs to be buried under the road surface, and therefore, is inconvenient to be maintained (Cheung et al., 2005). Another method for automatic traffic count is traffic camera that installed on the roadside and extensively used in the Intelligent Transportation Systems (ITS). The camera is easy to be operated and maintained (E.Bas, M.Tekalp, & F.S.Salman, 2007).

Figure (2.8) shows the example for camera using in automatic traffic count.

Figure (2.8): Traffic Counting using Photography (Institute of Transportation Engineers, 1992)

2.5.1 Specialized Cameras for Traffic Counting

There are many camera types that are used in counting traffic. They are classified based on the sensors that they depend on. The first type is thermal cameras that rely on thermal sensors such as the type that produced by FLIR company; TrafiSense, TrafiOne shown in Figure (2.9), FC-T2 Series shown in Figure (2.10), D-Series ITS shown in Figure (2.11), PT-Series ITS and ITS-Series. A thermal imaging camera creates a crisp image based on temperature differences and is not affected by environmental challenges, such as total darkness, smoke, fog or sandstorms. Thermal imaging cameras produce images of invisible infrared or heat radiation. Based on temperature differences between objects, thermal imaging sensors produce a clear image in any lighting condition, day or night.

The second type is optical cameras, which rely on optical sensors, such as TrafiCam Series produced by FLIR Company, shown in Figure (2.12).

Figure (2.9): TrafiOne Camera, (FLIR, 2016)

Figure (2.10): FC-T2, Thermal Imaging Sensors for Traffic Monitoring, (FLIR, 2016)

Figure (2.11): D-Series ITS, Thermal Traffic Cameras, (FLIR, 2016)

Figure (2.12): TrafiCam series, Vehicle Presence Sensor, (FLIR, 2016)

2.5.2 Transportation Monitoring and Management Software

Also can use ordinary cameras that are used in monitoring traffic particularly at road intersections, to record accidents and traffic infractions, through analysing the video of surveillance cameras using traffic specialized programs, such as Flux program and Cameleon ITS program from FLIR company, and Smart Traffic Analyzer (STA) from PICOMIXER Company.

2.5.2.1 Smart Traffic Analyzer (STA) software: The following is a description of this software as introduced by its developer. Smart Traffic Analyzer (STA) for vehicle counter and road traffic analyzer software. It is a Professional System for urban road traffic management and highway administration. In order to incident detection, data collection and planning for road safety based on artificial vision that turns any traffic monitoring camera into an advanced robot. (PICOMIXER, 2017)

Basic Features of STA (Smart Traffic Analyzer):

1) Automatic road traffic analysis using artificial intelligence and video processing (No need for operator). 2) Counting and classification of vehicles (per direction). 3) Ability to detect up to 250 vehicles simultaneously in both directions. 4) Calculating the real-time and average traffic volume. 5) Calculating the average speed of vehicles. 6) Incident detection. 7) Providing applicable reports in different forms, including charts, tables, and Excel files. 8) Flexible to work in different operational environments. 9) Ability to use different video sources including all standard types of Camera

Figure (2.13): Work Screen of Smart Traffic Analyzer (STA) Software, (PICOMIXER, 2017)

Figure (2.14): Result Screen of Smart Traffic Analyzer (STA) Software, (PICOMIXER, 2017)

2.6 Summary

This chapter illustrates some of the studies conducted in developed and developing countries, and provides a short summary of the main outcomes and conclusions of these studies.

Several studies concerned with the importance of transportation and traffic statistics and how can the transportation statistics contribute to infrastructure. Local studies in traffic statistics are limited to studies that discuss a particular problem on the roads, which required traffic statistics on that roads. In the developed countries there is a great interest in traffic statistics from governmental and non-governmental aspect. The publication of traffic statistics is through websites and periodic reports. Nevertheless, in developing countries, traffic statistics is limited to the government, through the Ministry of Transport in cooperation with other ministries such as the Ministry of Interior.

There are challenges with traffic statistics in Gaza. This is due to the government's attention for traffic statistics, which is missing in Gaza. Traffic statistics only when study of some roads, or when make a traffic count by university students.

Gaza city suffers from the lack of regular traffic statistics and the limited interest of official institutions. The Ministry of Planning paid some interest to traffic statistics; it has carried out few studies the first one was in 1995 about traffic and accidents in the Gaza Strip. The most recent publication was issued in 2010 on the sectorial planning of roads and transportation, which necessitated the collection of traffic statistics for Salah al-Din and Al Rasheed Streets for 9 hours from 7:00 am to 4:00 pm. However, the Palestinian Central Bureau of Statistics (PCBS) is limited to statistics on the number of licensed vehicles and the length of the road network in the Gaza Strip according to governorate, region and type of road published in Ramallah in 2011. These data has not been updated and were published again in 2015.

The main conclusion of this chapter is that: in order to advance and keep abreast of global development in Gaza city, and in order to meet the urgent need for statistics on traffic and transportation, it is necessary to make a plan to regulate traffic statistics.

Chapter 3 Transportation System in Gaza City

3. Chapter 3 Transportation System in Gaza City

3.1 Introduction

Gaza city is located in Gaza Strip; which is a coastal strip on the White Mediterranean Sea. Gaza Strip is bordered by Sinai desert in the South and the Mediterranean Sea in the West and Israeli settlements in the East and North. (Wikipedia, 2016)

Gaza city is the main and the largest city in Gaza Strip, Gaza city is considered as one of the most important Palestinian cities, because of its strategic location and population. Gaza city transportation network suffers from traffic congestion at different spots

3.2 Background of Gaza City

3.2.1 History

The Canaanites were the earliest known inhabitants of Palestine since 3000 BC, they constructed cities, roads and urban life, and they developed an alphabet. Canaanite's land was a battlefield among the great powers and empires. Muslim Arab armies conquered Palestine in 638, The Muslim control continued on Palestine until the end of the Ottoman period in 1917. (Esam Shashaa, 2010)

Gaza fell to British forces during World War I, becoming a part of Mandatory Palestine. Because of the 1948 Arab–Israeli War, Egypt administered the newly formed Gaza Strip territory and several improvements were undertaken in the city. Gaza was captured by Israel occupation forces in the Six-Day War in 1967. However, in 1993 the city was transferred to the Palestinian National Authority. In the months following the 2006 election, an armed conflict broke out between the Palestinian political factions of Fatah and Hamas, resulting in the imposed blockade on the Gaza Strip by Israel. (Wikipedia, 2016)

3.2.2 Geography

Gaza city is situated on a relatively flat coastal plain; the area constitutes about 45 square kilometres. Gaza is 78 kilometres southwest of Jerusalem, and 30 kilometres north of Rafah. Surrounding localities include Beit Lahiya, Beit Hanoun, and Jabalia to the north, Rafah and Khan Younes to the south. This geographical location gives the city special economic, military and transportation status. Gaza has warm rainy climate winters and humid, hot summers, with relatively small amount of rainfall in winter between 200 to 400 mm, while the main source of drinking water of Gaza city is the ground water. (Wikipedia, 2016)

3.2.3 Population

Gaza city has the largest Population Density in the Palestinian territory, according to a 2016 census by the Palestinian Central Bureau of Statistics (PCBS). Gaza strip had a population of 1.881 million people, forming 39.05 % of the total population of Palestine (West Bank and Gaza Strip). Gaza city was ranked first in terms of population among the governorates of the Gaza Strip, with a population of about 645 thousand people, representing 34.3% of the total population of Gaza Strip. (P.C.B.S, 2016)

3.3 Road Hierarchy System

Roadways serve different functions, including the direct access to some places, pedestrian and bicycle paths, bus routes. Roads in Gaza city serve more than one function, but it is clear that the mixing of incompatible functions can lead to problems. (Eppell, McClurg, Jonathan, Brett, & Bunker, 2001) In Gaza city the roads are defined in terms of their function and the relationship between the roadway and the land use it serves, which is divided into arterial (regional), main and local.

3.4 Modes of Transportation

The modes of transport can be broadly divided into three categories: Land transport, Water transport and Air transport. On land we use cars, buses, motorcycles, etc. to carry passengers; trucks, tractors, etc., to carry goods. In air, we find airplanes, helicopters to carry passengers as well as goods. Similarly, in water we find ships,

steamers, etc., to carry goods and passengers. (Nicholas J. Garber & Lester A. Hoel, 2009)

In Gaza city, the transportation system relies on land transport. Roads are considered the only means of transportation in the governorates of Gaza; where there is no rail lines, water or air transport.

There are different types of vehicle operating on roads:

1) Passenger transport: Private car, motorcycle, bicycle, bus, and taxi. 2) Goods transport: Truck (light good vehicle and heavy good vehicle), toktok and animal driven vehicles (carts).

It should be noted here that the public transportation system in Gaza city is not well defined. The only form of public transportation is the shared taxi. Using this mode the person can ride the taxi from almost any place sharing it with other people and paying a minimal fee. A private taxi service is also available where a person can call a taxi from anywhere in Gaza any time of the day or night. The bus service is only available as an inter-city service without well-defined schedule.

3.5 Road Network Pattern in Gaza City

Gaza city road network combines between the Radial network system in the old part of the city and the Grid system in the new part of the city. The Ministry of Public Works and as Housing cited by the Palestinian Central Bureau of Statistics explained that the total Gaza city paved road network length in 2014 was 62 Km (PCBS, 2015b). Total length of Roads in Gaza city is 709,443 km consisted of Arterial roads with a length of 46,756 km, Main road with a length of 165,255 km and Local Road with a length of 497,432 km, as obtained from ArcGIS. Figure (3.1) shows the percentage of road length of types of road.

Figure (3.1): Percentage of Road Types in Gaza City

Types of Road in Gaza City (Municipality of Gaza classification):

3.5.1 Arterial Roads in Gaza City

 Al Karama Street (Route No. 4)  Al Rasheed Road.  Salah Al-Deen Road.  Sikat Al Hadid Street  Aoun Al Shawa Street (Dolaa) (Route No. 8)  Khalil Al-Wazeer Street (Al Lababidi)

The numbering of Arterial Roads in Gaza city is 6 road with a total length of 46,756 km, as obtained by using GIS maps. The length of each Arterial Roads ranges between 6151 m and 9569 m.

Table (3.1): Length and Width of Arterial Roads in Gaza City (The source: Municipality of Gaza) Arterial Roads Sreet Name Length (m) Width (m) Al Karama 9569 51 Al Rasheed 8778 40 Salah Al-Deen 8589 28-34 Sikat Al Hadid 7307 18-30 Aoun Al Shawa 6362 30 Khalil Al-Wazeer 6151 10-30  For more details about Arterial Roads review Appendix (A)

Figure (3.2): Arterial Roads in Gaza City

3.5.2 Main Streets in Gaza City, such as:

 Omar El Mukhtar Street  Al Wihda Street  Jamal Abd-El-Nasser Street (Al Thalathini)  Ez-El-Deen El-Qassam Street (Al Shifa)  Al Nassr Street  Al Jala’a Street  Omar Ben Al Khattab Street  Al Shuhada’a Street  Jameat El Dowal El Arabia Street

The number of Main Streets in Gaza city is 71 streets with a total length of 165,255 km, as obtained by using GIS maps. The length of each Main Streets ranges between 787 m and 6714 m.

Table (3.2): Length and Width of Some Main Streets in Gaza City (The source: Municipality of Gaza), for more details about Main Streets review Appendix (A) Main Streets Street Name Length (m) Width (m) Omar El Mukhtar 5198 16-30 Al Wihda 3367 20 Jamal Abd-El-Nasser 3272 30 Ez-El-Deen El-Qassam 3013 20 Al Nassr 3003 20 Al Jala’a 2967 30 Omar Ben Al Khattab 2350 30 Al Shuhada’a 1927 20 Jameat El Dowal El Arabia 1907 20

Figure (3.3): Main Streets in Gaza City

3.5.3 Local Streets in Gaza City, such as:

In Gaza city there is large number of streets classified as Local Streets, numbering 2011 street, with a total length of 497,432 km, as obtained by using GIS maps. The length of each local Street ranges between 14 m and 3390 m. Table (3.3) shows examples of Local Streets in Gaza city. Most of them are not paved.

Table (3.3): Examples of Local Streets in Gaza City (The source: Municipality of Gaza).

Local Streets

Street Name Length (m) Location Connects between Al Rasheed Street and Ez- Al Magadla 1020 El-Deen El-Qassam Street

Marzouk 859 Off Salah Al-Deen (Shijaia)

Connects between Omar El Mukhtar Street and Sharl Degoul 839 Jamal Abd-El-Nasser Street Connects between Al Rasheed Street and Ez- Ibn Sina 803 El-Deen El-Qassam Street Connects between Al Aqsa Street and Jameat Haifa 621 El Dowal El Arabia Street Connects between Omar El Mukhtar Street and Al Magdal 573 Jameat El Dowal El Arabia Street Connects between Omar El Mukhtar Street and El-Lid Wa Ramla 543 Jamal Abd-El-Nasser Street Connects between Al Aqsa Street and Jameat Safad 537 El Dowal El Arabia Street Connects between Omar El Mukhtar Street and Al Qanal 489 Jamal Abd-El-Nasser Street Connects between Dimashq Street and Beirut Al Doha 444 Street Connects between Al Wihda Street and Omar Shaaban 427 El Mukhtar Street Connects between Al Wihda Street and Omar Rushdi Al Shawa 163 El Mukhtar Street

Figure (3.4): Local Streets in Gaza City

3.6 Road Intersections

A road intersection is an area shared by two or more roads. This area is designated for vehicles to turn into different directions to reach their desired destinations. Its main function is to guide vehicles to their respective directions. Traffic intersections are complex locations on any highway. This is because vehicles moving in different directions want to occupy the same space at the same time. In addition, the pedestrians also seek same space for crossing. (Tom V. Mathew & K. V. Krishna Rao, 2007)

3.6.1 Types of Intersection Based on Movement Priorities

From a design aspect, intersections can also be divided according to whether they are uncontrolled, priority (stop or give way), space sharing (round about), time- sharing (traffic signal controlled), or grade separated (interchanges).

3.6.1.1 Types of road intersection based on geometric design:

The intersections can therefore be divided into different types on the basis of their geometric design. (Michael S. Griffith & Monique R. Evans, 2010)

1) T-Intersection 2) Y-Intersection 3) Cross-Intersection (four legs) 4) Five or more legs and not circular 5) Roundabout 6) Other circular intersection (e.g., rotaries, neighborhood traffic circles) 7) Non-conventional intersection (e.g. superstreet, median U-turn, displaced left turn) 8) Midblock pedestrian crossing

Figure (3.5) shows some examples of different types of intersection on the basis of their geometric design.

Figure (3.5): Illustration of Types of Intersection Geometry (Michael S. Griffith & Monique R. Evans, 2010)

3.6.1.2 Road Intersections in Gaza City:

In this section, the most important road intersections in Gaza city will be listed. The selection of road intersections was based on the following criteria:

1) There is a previous traffic count at these intersections. 2) Intersections have problems, such as congestion or accidents. 3) It has high traffic volume. 4) They are vital intersections, because most of them are located in the center of the city. 5) Intersections of most important roads

The most important intersections in Gaza city selected based on all or one of the previous criteria, for examples:

 They are vital intersections, because most of them are located in the center of the city.  Intersections of most important roads, intersect of main or arterial roads.

Criteria Examples meet the criteria

Shajaiya intersection, Dalloul intersection, Dolaa intersection, Al Saraya intersection, There is a previous traffic count at Dabeet intersection, Al Azher intersection, these intersections Al-sena'ah intersection, Intersection of Al Jala’a Street with Tariq bin Ziyad Street (Gaza College)

Shajaiya intersection, Al Saraya intersection, Al-sena'ah intersection, Al Azher Intersections have problems, such as intersection, Dabeet intersection , Al Jalaa congestion or accidents Street with Salah Khalaf Street, Intersection of Al Nassr Street with Al Wihda Street

Traffic volume for Dabeet intersection in 2010 was 3966 veh/hr.

Traffic volume for intersection of Al Jala’a It has high traffic volume during the Street with Tariq bin Ziyad Street in 2010 peak hour was 2245 veh/hr.

(total entry flow during peak hour) Traffic volume for Al Saraya intersection in 2010 was 4398 veh/hr, in 2015 was 7175 veh/hr and in 2017 was 2874 veh/hr.

Traffic volume for Al Azher intersection in 2015 was 5065 veh/hr.

The most important intersections in Gaza city are listed below, based on all or one of the previous criteria:

1) Shajaiya intersection (Salah Al-Deen Road with Al Wihda and Baghdad Street). 2) Dalloul intersection (Salah Al-Deen Road with Seyam and Al Awameed). 3) Dolaa intersection (Salah Al-Deen Road with Aoun Al Shawa Street). 4) Abu Haseira intersection (Al Rasheed Road with Omar El Mukhtar Street). 5) Al 17 intersection (Al Rasheed Road with Al Qahera Street). 6) Al Saraya intersection (Omar El Mukhtar with Al Jala’a and Al Qanal Street). 7) Dabeet intersection (Al Jala’a Street with Al Wihda Street). 8) Al Samer intersection (Omar El Mukhtar Street with Por Said Street). 9) Intersection of Al Nassr Street with Al Wihda Street. 10) Intersection of Al Nassr Street with Omar El Mukhtar Street. 11) Al Azher intersection (Jamal Abd-El-Nasser Street with Al Majdal Street and Jameat El Dowal El Arabia Street). 12) Al-sena'ah intersection (Jamal Abd-El-Nasser Street with Al Aqsa Street). 13) Ansar intersection (Jamal Abd-El-Nasser Street with Al Quds Street and Sharl Degoul Street). 14) Al Jalaa Street with Salah Khalaf Street. 15) Al Ghefari intersection (Al Jala’a Street with Khalil Al-Wazeer Street). 16) Intersection of Al Jala’a Street with Tariq bin Ziyad Street (Gaza College). 17) Intersection of Al Nassr Street with Salah Khalaf Street. 18) Bahlool intersection (Al Nassr Street with Omar Ben Al Khattab Street). 19) Al Oyoon intersection (Al Nassr Street with Kamal Naser Street). 20) Intersection of Ez-El-Deen El-Qassam Street with Mohammed Yousef Al- Najjar. 21) Intersection of Ez-El-Deen El-Qassam Street with Khaled Al-Hassan Street. 22) Humaid intersection (Izz al-Din al-Qassam with Khalil Al-Wazeer Street). 23) Malaya intersection (Jameat El Dowal El Arabia Street with Beirut Street). 24) Haider intersection (Al Shuhada Street with Sharl Degoul Street). 25) Abu Mazen intersection (Al Quds Street with Beirut Street). 26) Al khor intersection (Aoun Al Shawa with Jameat El Dowal El Arabia Street)

3.7 Description of Selected Elements of Transportation System in Gaza

3.7.1 Salah Al-Deen Road

The Road lies in the east of the city, parallel to Al Karama Street and intersects with it at Al Karama intersection south of Gaza. Salah Al-Deen Road is an arterial road where it links the north and the south of the governorate. It intersects with many arterial streets such as Aoun Al Shawa Street. Salah Al-Deen Road is a six-lane dual carriageway highway; however, some parts of it are narrower and require development.

The length of Salah Al-Deen road inside Gaza city is approximately 8,589 m, and the width in the old city is approximately 28 m and in the north and the south of Gaza city it is approximately 30 m (The source: Municipality of Gaza). The traffic movement on the road is allowed in two directions north and south, but suffers from traffic jams in Al Shijaia area where it meets with Al Wihda, Omar El Mukhtar and Baghdad Streets.

Salah Al-Deen Road was developed after the establishment of the Palestinian National Authority (PNA) in 1996 funded by a Japanese grant. From Beit Hanoun to Gaza Valley bridge with a length of 10 km and a right of way width of 30 m. In 2013, a second bridge was built parallel to the existing one on Gaza Valley by the United Nations Relief and Works Agency (UNRWA).

The previous situation in Salah Al-Deen Road, from the Gaza Valley to the entrance of Al-Qarara, the road was divided by a central reservation; each direction of the road was 9 m wide with gravel shoulders. From Al-Qarara entrance to the end of Al- Qarara in the south, it used to be a single carriageway road with a width of 12 m, from Al-Qarara to Rafah, it was a divided road, and each direction is 9 m wide, with gravel shoulders.

Salah Al-Deen road was under development from 2013 funded by Qatar. First phase in the development of Salah al-Din Road, from Bani Suhaila in Khan Younis to the Rafah crossing, is 12.4 km long and the right of way width is 53 m, but the actual width between Bani Suhaila and the desalination area is 40 m only.

However, between the desalination area and Rafah crossing the width is 30 m. The Third phase, from Al Maghazi roundabout to Al Matahin in the south of Deir El- Balah, is 6 km long and 53 m wide. The Second phase (currently under construction), from Al Matahin in Deir El Balah to Beni Suhaila, with 6 km length and 40 m wide. The Fourth phase (currently under construction), is from Gaza Valley to Al Maghazi, with 5 km length and 53 m in width. (Source: Ministry of Public Works). No recent development of the road was implemented in Gaza.

Figure (3.6): Salah Al-Deen Road, (Photo by Rushdi Yahya Al Sarraj)

Figure (3.7): Aerial Photo for Salah Al-Deen Road. (Source: The land Authority)

3.7.2 Omar El Mukhtar Street

Omar El Mukhtar Street is a major Street running in the east-west direction parallel to Jamal Abd-El-Nasser and Al Wihda Streets. It connects between Al Rasheed Street in the west and Salah El-Deen Street in the east. It intersects many major streets such as Al Nassr, Al Jala'a and Por Said Streets. The street serves governmental and residential land uses in the west and the central area in the east with its highly concentrated commercial activities. (El Nawajha, Abu Atwan, & Abu Younis, 2007)

This street acts as a main artery into the city, has a length of about 5198 m, with width range between 16 to 30 m (16 m and one way that in old city). (The source: Municipality of Gaza). It is located in three districts Alrimal, Zaitoon and Daraj. The street is divided into two parts the old section with a width of 16 m, which is located in the center of the old city, the new section, which extends from Palestine Square to the ancient port of Gaza (Al Rasheed Street).

Figure (3.8): Omar El Mukhtar Street, (Photo by Rushdi Yahya Al Sarraj)

Figure (3.9): Aerial Photo for Omar El Mukhtar Street (Source: The land Authority)

3.7.3 Ansar Intersection (Jamal Abd-El-Nasser Street with AL Quds Street)

It is a quad arms, the extension of Jamal Abd-El-Nasser Street is to the east and west sides of the intersection, while Sharl Degoul Street is to the north and Al Quds Street in to the south sides of the intersection. Traffic is controlled in Ansar Intersection by a roundabout.

Figure (3.10): Ansar Intersection, (Photo by Rushdi Yahya Al Sarraj)

Figure (3.11): Aerial Photo for Ansar Intersection (Source: The land Authority)

3.8 Summary

Gaza city is situated on a relatively flat coastal plain, the area constitutes about 45 square kilometres, and it has the largest Population Density in the Palestinian territory, according to a 2016 census by the Palestinian Central Bureau of Statistics about 645 thousand people live in Gaza. Gaza city road network combines between the Radial network system in the old part of the city and the Grid system in the new part of the city. The roads are defined in terms of their function and the relationship between the roadway and the land use it serves, which is divided into arterial, main and local.

Chapter 4 Traffic Statistics in Gaza City

4. Chapter 4 Traffic Statistics in Gaza City

4.1 Introduction

Traffic Statistics are important when planning and designing new roads or developing old ones, to know the distribution and traffic performance on existing roads. This helps to predict future traffic volumes, identify improvements needed on roads and sets out development priorities.

Cities in developing countries suffer from a dearth of traffic statistics, which is necessary for the analysis of traffic situation and for proposing solutions to traffic problems in these cities. Gaza city is an example of these cities. Gaza suffers from acute shortage of traffic and transportation statistics, although it suffers from traffic congestion and long delays especially in the center of the city, which is an active business district and has the highest population density in Gaza city.

Traffic statistics in Gaza city are irregular, and are only performed to study a particular problem on a particular location; it is usually carried out by the municipality or university students.

To discuss the current situation of traffic statistic in Gaza City and how we can develop traffic statistic of Gaza in the future the researcher raised questions at the interviews with selected officials and professionals in Gaza city.

 For more details about Arterial Roads review Appendix (B)

4.2 Current Situation of Traffic Statistics in Gaza City

Gaza city suffers from the lack of regular traffic statistics and the limited interest of official institutions. The Ministry of Planning paid some interest to traffic statistics; it has carried out few studies including a plan for the development of the transport sector in 2010, which necessitated the collection of traffic statistics for Salah al-Din and Al Rasheed Streets for 9 hours from 7:00 am to 4:00 pm. The Palestinian Central Bureau of Statistics (PCBS) is limited to statistics on the number of licensed vehicles

and the length of the road network in the Gaza Strip according to governorate, region and type of road published in Ramallah in 2011. These data has not been updated and were published again in 2015.

Official bodies do not conduct traffic statistics, unless there is a problem on some road or intersection and existence the funding for the maintenance and development work. This is confirmed by Eng. Khalil Al Shaqra, Deputy Director of the Roads Department in Gaza Municipality, he said that "the existing statistics are limited to traffic junctions that have a problem, when making some modifications to the traffic signals based on trial and error and the observations of the traffic policeman, or the duration of the green light is increased by factor equal 1.15 for the existing period based on the expected increase". The Director of the General Administration of Urban Planning in the Ministry of Local Government, Eng. Sobhi Skaik, said that traffic statistics, which should be under the responsibility of the Ministry of Transport, are not performed as required. This may be because of the lack of potential, lack of experience and lack of will. However it is assumed that any urban planning should be preceded by traffic statistics.

4.3 Sources of Traffic Statistics in Gaza City

The primary current source of traffic data collection in Gaza is through the existing irregular manual traffic counting programs. Sources of Traffic Statistics on Gaza city can be summarized as follows:

1) Reports produced by The College of Engineering students at the Islamic University of Gaza, in the course of Highway and transportation (I). 2) Transportation related graduation projects of students of The College of Engineering at the Islamic University of Gaza. 3) Transportation related Master Thesis of postgraduate students of The College of Engineering at the Islamic University of Gaza. 4) A statistical guide on the main roads and intersections in Gaza city, prepared by Natouf Association for the Environment and Community Development, supervised by Dr. Yahya R. Sarraj and Eng. Salah Taha. The report was published in 2005.

5) Traffic Surveys of Gaza Strip from 1994 to 2006, prepared by Dr. Yahya R. Sarraj and published in 2007. 6) The Ministry of Planning prepared two main studies. The first one published in November 1995, was on traffic statistics and road accidents. The most recent publication was issued in 2010 on the sectorial planning of roads and transportation.

4.4 Types of Available Traffic Statistics

Traffic data is important when estimating traffic volume in the future, setting the road level, setting the green light time in traffic lights, determining the permitted speeds on roads, identifying vehicle types and to solve traffic congestion.

The data currently available related to traffic flow include information about traffic flow, peak periods, vehicle types and traffic speed. These data are rather limited in coverage in terms of time, duration and locations. They cover limited number of roads and intersections. It should be noted that this information and data are not well categorized nor well preserved for future reference. The Head of the Traffic Engineering Department in Gaza Municipality, Eng. Sami al-Shiah, said that "there is no need to measure the speed of traffic, because Gaza is a confined city and its streets are limited, so the speeds are specified for each type of road. The allowed speed on the main streets does not exceed 50 km/h, and for local streets speed ranges from 30 to 40 km/h. However, for arterial streets the speed limit can reach 80 km/h".

4.5 Traffic Counting Methods

It is essential to know the magnitude of traffic data required or to be collected, so it is necessary to determine the method of traffic counting. Traffic counting falls in two main categories, namely; manual counts and automatic counts. The selection of the appropriate method of traffic counting is a function of the level of traffic flow and the required quality of data. This also depends on the available budget and available equipment for the data collection process. The level of experience of the decision makers and technical staff on traffic data collection is also of great importance in this regard.

4.5.1 Manual Counts

The most common method of collecting traffic flow data is the manual methods, which consist of assigning a person to record traffic as it passes. This method of data collection can be expensive in terms of manpower, but it is nonetheless necessary in most cases where vehicles are to be classified with a number of movements recorded separately, such as at intersections.

Permanent traffic-counting teams are normally set up to carry out the counting at the various locations throughout the road network at set interval. The duration of the count is determined prior to commencement of traffic counting and it is dictated by the end use of data. The teams are managed and supervised by the technical staff to ensure efficient and proper collection of data.

There are four steps to a manual traffic volume count:

1) Prepare & determine the type of equipment to use.

2) Label and organize count sheets. Each sheet should include information about

the location, time and date of observation, and weather conditions.

3) Select observer location. Observers should be positioned where they have a

clear view of traffic and are safely away from the edge of the roadway.

4) Record observations on site.

Figure (4.1): The form of Manual Traffic Counts for Roads (Yahya R. Sarraj, 2017)

Figure (4.2): The form of Manual Traffic Counts for Road Intersections (Yahya R. Sarraj, 2017)

The form used in the manual traffic counts consists of the following parts:

a) Period Information: The period of statistics covered by the form of traffic count. It also has the person's name and location on the road.

b) An illustration of the road or intersection and the location of each person from the census team.

c) Vehicle types should be classified as follows:

. Car: Including all types of passenger cars.

. Bus: Including all passenger buses of all types, form small buses with dual rear axis and even large size buses (50 Passengers).

. Truck: Including all truck types:

1) Light Good Vehicle (LGV):

It’s a Medium Sized vehicles, with two axels commonly used in transporting light weight goods such as for supermarkets.

2) Heavy Good Vehicle (HGV):

Its the kind of vehicle that has 3 or more axels, utilized in heavy transportation, such as factory raw materials and concrete mixers.

. Bicycle

. Motorcycle

. Cart: Including carts driven by animals or peddlers.

. Tractor

. Toktok

4.5.2 Traffic Counting Methods in Gaza City

In Gaza city, traffic statistics are limited to the manual traffic counts. Automatic counting methods are not used because of the lack of specialized equipment in the counting system, because of the siege on Gaza city, expensive cost, the culture of the population.

Eng. Sami al-Shiah, said that "The air pipes were used in 1996 in the era of the French, this attempt unsuccessful due to software problems related to vehicle type and driver awareness".

When there is funding to solve a road problem, a quick manual traffic count is used for short periods. However, manual counting is not feasible for long periods, or when a traffic count needed for all road network.

There are different methods of automatic traffic count. However, recently the Ministry of Interior in Gaza city uses surveillance cameras on roads and intersections, the surveillance camera video can be exploited and analyzed through specialized programs such as STA (explained in section 4.5.4.1) or make a similar program by Palestinian engineers and programmers.

4.6 Publication of Traffic statistics in Gaza City

In Gaza city there are no official traffic statistic publications, except for some studies by government or private bodies, such as the Sectorial Planning of Roads and Transportation by the Ministry of Planning, which was published in 2010 but on a limited scale. Some traffic statistics might be published through Transportation related Master Thesis and Graduation Project of students of The College of Engineering at the Islamic University of Gaza. However, to facilitate the understanding and usage of traffic data, it should be published in an easy and simplified format. Therefore, it is necessary to collect and analyze the data and then publish it at a regular basis. This was confirmed by Eng. Sobhi Skaik, Director of the General Administration of Urban Planning in the Ministry of Local Government, but he expressed his lack of confidence in government institutions and suggested that this should be through consultancy offices with government-funded. Alternatively,

Eng. Moataz Moheisen, Director Manager of the Gaza Office in Municipal Development and Lending Fund (MDLF), confirmed that the Ministry of Transport is responsible for traffic statistics. Nevertheless, Eng. Khalil Al Shaqra, deputy director of the Roads Department in Gaza Municipality, recommended that the collecting, analyzing and publication should not be limited to a particular institution. He thought that tasks should be distributed.

Eng. Mohamed El Kahlout, Head of the Technical and Engineering Affairs Sector in the Ministry of Transport, emphasized on the importance of traffic statistics and the need to make regular traffic reports. This led to the convening of a workshop in December 2016, which was one of its most important recommendations, the need for coordination between the Ministry of Transport and the Palestinian Central Bureau of Statistics in updating the statistical data in the transport sector, to form a traffic statistics center in coordination with relevant institutions and benefiting from the research conducted by students of the Islamic University in the transport sector.

4.7 Summary

Traffic statistics available in Gaza city is chaotic and without good management, and limited to statistics conducted for solving a problem or for developing some roads. On the other hand, traffic statistics are available from reports produced by The College of Engineering students at the Islamic University of Gaza. Traffic statistics are currently conducted using the manual counting method, but it’s tiring and do not cover road network. Traffic flow data are collected and classified by vehicle type, then they are analyzed using Excel program. Traffic statistics are not published officially or periodically, except through graduation projects, master's thesis and some local road studies.

Chapter 5 Developing a Plan for Traffic Counting in Gaza City

5. Chapter 5 Developing a Plan for Traffic Counting in Gaza City

5.1 Introduction

Transportation planning is vital for defining goals and objectives, identifying problems, generating alternatives, evaluating alternatives, and developing plans. When planning and designing new roads or developing old ones; it is necessary to know the distribution and traffic performance on existing roads. This helps to predict future traffic volumes, identify improvements needed on roads and sets out development priorities.

As the government has a limited amount of money to spend on the road network it is vital that this is spent in the best possible way. To do this, the Ministry of Transport, Gaza Municipality, Ministry of Local Government, and Ministry of Public Works and Housing should direct investment on roads in a planned way.

The currently used methods to collect traffic data in Gaza do not provide a good and valuable coverage of the required traffic information for decision making and planning of both development and maintenance of the road network. On this basis, it is proposed to develop a plan for traffic counting procedures in Gaza city. This plan is expected to provide guideline for the implementation of a traffic counting in order to create a proper database, for appropriate management of the road infrastructure.

5.2 Requirements for Traffic Statistics

Gaza city lacks of traffic statistics. Cooperation between governmental and non- governmental institutions according to their available capabilities is badly needed, in order to support the regular traffic statistics for roads and intersections. Figure (5.1) shows the requirements for traffic statistics.

Data Collection Data Analysis

Traffic Report

Figure (5.1): Requirements for Traffic Statistics

5.2.1 Data Collection

The collection of traffic data at certain points on roads and intersections shall be on regular basis conducted every year, by university students and some volunteers, supervised by specialists from the Ministry of Transport and the Municipality of Gaza.

5.2.2 Methods of Data Collection

Traffic counting falls in two main categories, namely; manual counts and automatic counts. The selection of the appropriate method of traffic counting is a function of the level of traffic flow and the required data quality. In Gaza city, due to the lack of potential and lack of funding, traffic counting is currently based on manual traffic counts.

Manual Traffic counting methods are tiring, and do not include the entire roads network. So surveillance cameras can be exploited, to analyze video camera recordings utilizing some computer programs such as Smart Traffic Analyzer (STA) for vehicle counting and road traffic analysis, it's a professional system for road traffic management and highway administration.

Manual traffic counts may be cheaper because university students and volunteers are employed; however, they are very limited in terms of the locations and the time period covered. Therefore, automatic traffic counts are important to cover the necessary locations on the road network of Gaza city. This is especially true, if there

is high traffic flow more accurate and comprehensive data is required. For large traffic volume, automatic counting methods might be a better alternative, as discussed in table (2.1) that shows the type recommended for traffic counts based on traffic flow (veh/hr).

To apply automatic counting method by using Smart Traffic Analyzer (STA) program, a short video was made for 5 minutes recording traffic flow on Kamal Nasser Street, near the Rantisi Hospital at 2:00 pm on 13th November, 2017. Kamal Nasser Street is a major Street running in the east-west direction parallel to Khalil Al-Wazeer Street and Omar Ben Al Khattab Street. It connects between North Beach Camp in the west and Salah El-Deen Street in the east. It intersects many major streets such as Al Nassr, Al Jala'a and Ez-El-Deen El-Qassam Street. The street serves many schools and hospitals. The street is 3967 m long and 20 m wide. It is a two way dual carriageway road with two lanes in each direction divided by a median.

STA needs the following Technical Requirements, in order to achieve the maximum efficiency and accuracy:

 The camera should be mounted at a height that the camera image covers a rectangle with length at least 16 meters of the road surface.  The best viewing angle can be achieved at a height between 15 and 30 m, also you can somewhat increase the purview using –a wide-angle lens.  The camera should be installed at the roadside and the angle of view should be almost perpendicular to the road surface, or set the camera with an angle to the camera's mast (between 0° and 45°).  The direction of vehicles should be "Left to Right" or "Right to Left" or "Both" (Horizontal). But if it is not possible for you to mount the camera in this position, or if the direction of vehicles in the current camera view is "Up to Down" or "Down to Up" or "Both" (Vertical), the image should be rotated before starting the analysis operations using STA.  The camera's mast should be tightly fixed so that the wind is not able to shake it. It is also possible to install the camera at the proper height on a near building.

The utilization of this software is quite easy and straight forward. However, the technical requirement of the quality of the video should be achieved. The software

may analyze almost any video type and accuracy is very good. It managed to count traffic flow and classify the flow according the type of vehicle into cars and heavy vehicles.

The 5 minute video produced by the researcher was analyzed using the STA program and the obtained results are presented in Figure (5.2) and summarized below:

Table (5.1): Traffic Flow Results of STA Software on Kamal Nasser Street, Gaza

Date: th Time: Duration: 13 November, 2:00 pm 5 minutes 2017

Total Direction of travel Passenger Cars Heavy Vehicles (vehicles/5 minutes) West to east 84 14 98 East to west 48 7 55

Figure (5.2): Result Screen Produced by Smart Traffic Analyzer (STA) Program

5.2.3 Staff Requirements

For Manual Traffic counts the number of persons required to conduct the counting will be dependent on the volume of the traffic flow. A minimum of two enumerators will be required at all times, one for each direction. Nevertheless, a minimum of four enumerators will be required for traffic counts at intersection, to count vehicles in each direction of the road. A supervisor will also be required at all times, the supervisor will be responsible for ensuring that the enumerators are filling in the forms correctly, collating the completed forms and acting as a relief for the counters to provide breaks during the shift.

For Automatic traffic counts there is no need for enumerators on roads and intersections. This is because the program analyses video surveillance cameras, classification of vehicles and prepare reports summarizing the most important data. There is only a need to upload video surveillance cameras to the program and ensure the analysis process. In addition, a number of workers are required to install the equipment for counting.

Table (5.2) gives an indication of the number of staff required according to the volume of traffic flow for 16 and 24 hours counts, assuming the standard 8 hours shift for each counting team.

Table (5.2): Staff Requirements for Standard 16 and 24 hour counts, (Ministry of Communication, 2001)

Table (5.2) shows the manpower needed for manual traffic counts, for example if a 16 hour count is needed for a road with traffic volume less than 10,000 vehicles per day, 4 enumerators and 2 supervisors are required, 2 enumerators for each direction, each of them counts for 8 hours in two shifts, and one supervisor for each shift. However, if a 24 hour count is need for a road with traffic volume more than 10,000

vehicles per day, 12 enumerators and 3 supervisors are necessary, 6 enumerators for each direction every 2 enumerators counts for 8 hour in three shifts, and one supervisor for each shift.

In intersections, the minimum required number of enumerators is 4, where one enumerator is positioned on each arm of the intersection. This is suitable for short periods of traffic counts; less than 8 hours. For longer periods, the counting is conducted using 8-hour shifts and more enumerators should be employed.

5.2.4 Traffic Counting Locations

The most important stage is to know where and when to conduct traffic counts.

The following guidelines for site selection in manual traffic counts in Bangladesh (Ministry of Communication, 2001):

a) Traffic flow is typical of the average flow on the road. b) Avoid the following locations: o Market places o Road junctions o Bus stops c) The station should be so located that enumerators can take shelter in case of rain. Also the location should be good lighting d) Enumerators should have good vision of traffic approaching from both directions. Avoid locating the station on bends or at places where trees or buildings obscure vision.

According to the criteria for site selection for Manual traffic counts, there are, sometimes, problems in traffic locations in Gaza city related to the lighting, which does not allow enumerators to have good vision, especially at night, due to the electricity problems in Gaza city.

If automatic counting system is to be used, the following should be kept in mind before deciding on the counting site (Ministry of Works and Transport Roads Department, 2004):

a) The road section should have uniform geometric characteristics. b) Location should be on a horizontal and geometrically straight road. c) Section of the road to have an uninterrupted traffic flow. d) Section to meet safety requirements.

Considering the above guidelines and regulations, and based on the following criteria; Counting stations on roads and intersections in Gaza city were selected:

1) Traffic flow is typical of the average flow on the road. 2) The existence of previous traffic data at the same station. 3) The lighting is good and vehicles can be easily seen. 4) The enumerators can take shelter in case of inclement weather and still observe the traffic, for Manual traffic counts. 5) Enumerators have good vision of traffic approaching from both directions. There are no bends, trees or buildings obscuring vision, for Manual traffic counts. 6) The road section should have an uninterrupted traffic flow. 7) Section to meet safety requirements.

Figure (5.3) shows the locations of counting stations on the roads of Gaza city, the most important roads are Arterial such as Salah Al-Deen Road, Al Rasheed Road, Aoun Al Shawa Street and Khalil Al-Wazeer Street. Then Main Street as Omar El Mukhtar Street, Al Jala'a Street, Al Nassr Street, Jamal Abd-El-Nasser Street (Al Thalathini), Al Wihda Street, Al Shuhada Street, Ez-El-Deen El-Qassam Street (Al Shifa), Omar Ben Al Khattab Street, Jameat El Dowal El Arabia Street, Al Aqsa Street and Al Quds Street.

Figure (5.3): Location of Counting Stations on the Roads of Gaza City

Table (5.3) describes the locations of counting stations on the roads of Gaza city, in some road it’s recommended to count in more than one station. The selected counting stations have been ranked in order of priority. The first priority was designated with letter “A”, the second priority with letter “B” and so on. This ranking would help the responsible authority to make the best use of the available budget and the available time for data collection.

Table (5.3): Description for the Locations of Counting Stations on the Roads of Gaza City.

Station Road Name Station Location Priority Number

1 South of Al Shajaiya intersection

Salah Al-Deen Road 2 Shoufoot Restaurant A 3 South of Dolaa intersection

4 Al Mashtal Hotel Al Rasheed Road C 5 Khalil Al-Wazeer Mosque East of intersection of Aoun Al 6 Shawa Street with Al Quds Street Aoun Al Shawa Street Near the University College of B 7 (Dolaa), (Road No. 8) Applied Sciences 8 Gaza University Khalil Al-Wazeer Street East of intersection of Al Nassr Street 9 B (Al Lababidi) with Khalil Al-Wazeer Street 10 Bank of Palestine Al Nassr Street A 11 Rashad Al Shawa Center 12 Hanoun Kitchen Al Jala'a Street A 13 Jawwal Company Al Wihda Street 14 Shawa and Hosari Tower B Omar El Mukhtar Street 15 Kazem Ice Cream Restaurant A Jamal Abd-El-Nasser The Northern Gate of the Islamic 16 A Street (Al Thalathini) University

Ez-El-Deen El-Qassam Near Badwan Car Company (Kia 17 C Street (Al Shifa) Motors) East of intersection of Al Nassr Street Omar Ben Al Khattab 18 with Omar Ben Al Khattab Street C Street (Near National Islamic Bank) Al Shuhada Street 19 Metro Mall B Al Aqsa Street 20 United Nation Headquarters Gate C Jameat El Dowal El The Western Gate of the Islamic 21 B Arabia Street University

Al Quds Street 22 Moaz Restaurant C

Figure (5.4): Location of Counting Stations at Road Intersections in Gaza City

Table (5.4) describes the locations of counting stations at selected road Intersections in Gaza city. The selected counting stations at road intersections have been also ranked in order of priority. The first priority was designated with letter “A”, the second priority with letter “B” and so on. This ranking would help the responsible authority to make the best use of the available budget and the available time for data collection.

Table (5.4): Description for Locations of Counting Stations at Road Intersections in Gaza

Station Intersection Name Station Location Priority Number Intersection of Salah Al-Deen Road with Al Wihda and Shajaiya intersection 1 Baghdad Street A Intersection of Salah Al-Deen Road with Seyam and Al Dalloul intersection 2 Awameed Street B Intersection of Salah Al-Deen Road with Aoun Al Shawa Dolaa intersection 3 Street B Abu Haseira intersection 4 Intersection of Al Rasheed with Omar El Mukhtar Street B Al 17 intersection 5 Intersection of Al Rasheed Road with Al Qahera Street C Intersection of Al Jala'a Street with Omar El Mukhtar Al Saraya intersection 6 Street A Dabeet intersection 7 Intersection of Al Jala'a Street with Al Wihda Street A Intersection of Omar El Mukhtar Street with Por Said Al Samer intersection 8 Street B Intersection of Al Nassr 9 Intersection of Al Nassr Street with Al Wihda Street. Street with Al Wihda Street. A Intersection of Al Nassr Street Intersection of Al Nassr Street with Omar El Mukhtar 10 with Omar El Mukhtar Street. Street. A Intersection of Jamal Abd-Al-Nasser Street with Al Majdal Al Azher intersection 11 Street A Intersection of Jamal Abd-Al-Nasser Street with Al Aqsa Al-sena'ah intersection 12 Street A Intersection of Jamal Abd-Al-Nasser Street with Al Quds Ansar intersection 13 Street and Sharl Degoul Street. A Al Jala'a Street with Salah 14 Al Jala'a Street with Salah Khalaf Street. Khalaf Street. B Intersection of Al Jala'a Street with Khalil Al-Wazeer Al Ghefari intersection 15 Street (Al Lababidi) C Intersection of Al Jala'a Street Intersection of Al Jala'a Street with Tariq bin Ziyad Street with Tariq bin Ziyad Street 16 (Gaza College). C (Gaza College). Intersection of Al Nassr with 17 Intersection of Al Nassr Street with Salah Khalaf Street. Salah Khalaf Street. C Intersection of Al Nassr Street with Omar Ben Al Khattab Bahlool intersection 18 Street B Al Oyoon intersection 19 Intersection of Al Nassr Street with Kamal Naser Street C Intersection of Ez-El-Deen Intersection of Ez-El-Deen El-Qassam Street with El-Qassam Street with 20 Mohammed Yousef Al Najjar. C Mohammed Yousef Al Najjar. Intersection of Ez-El-Deen Intersection of Ez-El-Deen El-Qassam Street with Khaled El-Qassam Street with Khaled 21 Al Hassan Street. C Al Hassan Street. Intersection of Ez-El-Deen El-Qassam Street with Khalil Humaid intersection 22 Al-Wazeer Street C Intersection of Jameat El Dowal El Arabia Street with Malaya intersection 23 Beirut Street B Haider intersection 24 Intersection of Al Shuhada with Sharl Degoul Street B Abu Mazen intersection 25 Intersection of Al Quds Street with Beirut Street B Intersection of Aoun Al Shawa Street with Jameat El Al Khor intersection 26 Dowal El Arabia Street C

Wherever possible counts should be conducted at the counting stations set out in Figure (5.3) and Figure (5.4). However, if that is not possible or an alternative location is required, the new location of the census station should be chosen with care. In general, traffic counts should be representative of the average traffic flow. The counts should not be conducted at locations where traffic is abnormally high on a section of road, for example, close to market.

5.2.5 Timing of Traffic Counts

Counts should be conducted on days on which traffic flow is typical of an average day of the week. The standard traffic counts should be conducted for 16 hours from 06:00 am to 10:00 pm and for three consecutive days (Ministry of Communication, 2001).

Generally, the best months for traffic counting are from February to April or from September to November, avoiding high temperatures in summer and rains in winter; excluding May and June because they contain exams of school and universities student. During the selected month of traffic counts, attention should be paid for days in which traffic counts are not allowed, such as the following:

 Public Vacations, such as Labour Day, Independence Day, New Year's, Al Israa and AL Meraaj Day and the Prophet's birthday.  Religious holidays for Muslims such as Eid al-Fitr and Eid al-Adha  School holidays  Fridays  Any day when you know that traffic flow is expected to be unusual.

Traffic counting could be for time intervals. However, the selected interval should include the peak hour. For example and based on traffic counts for Al Jala’a Street, the evening peak hour is from 2 to 3 pm during the week except Fridays. On Friday, the peak hour occurs from 6 pm to 7 pm. Moreover, the morning peak hour is from 7 to 8 am during the week except Fridays, on which the peak hour is from 8 to 9 am.

The best practice is to conduct traffic counting for 24 hours for a week. Alternatively, traffic counts for 16 hours may be from 6:00 am to 10:00 pm.

However if this is not possible, counts should be conducted during the following periods 6:00 - 9:00 am, 12:00 - 3:00 pm and 5:00 - 8:00 pm.

For the benefit of identifying the peak hour period and the peak hour volume, Counting should be conducted on 15 minute intervals. This procedure helps in determining the peak hour as well as the Peak Hour Factor (PHF).

5.2.6 Analysis of Collected Data

The analysis process is important for translating data from reality into meaningful numbers, used in decision making for the maintenance and development of roads.

After data collection, data should be analyzed by experienced engineers and specialists. Data analysis, must be supervised by university scholars and kept and published by competent authorities such as the Ministry of Transport, and the Municipality of Gaza.

Different computer programs may be utilized, such as Excel, TransCad and others. Whatever program is used to analyse collected traffic data, it should satisfy the specific needs of the user, and provide the basic values and parameters that is necessary for planning, design, and decision making. Sufficient projections based on historical traffic trends, potential development indicators over a period should be also undertaken by the analysis procedure. The analysis team should also try to generate traffic growth factors from the available data.

In the analysis process, the following values should be made available as a result of the traffic analysis procedure:

 Morning and evening peak hour  Traffic flow during the peak hour; Peak Hour Volume (PHV) (veh/hr)  Peak Hour Factor (PHF)  Average traffic flow per hour (veh/hr)  Minimum traffic flow during the counting period (veh/hr)  Time of minimum traffic flow  Traffic composition

5.2.7 Methods of Publication

Currently, in Gaza city, information on traffic data is not available or easily accessible. It is recommended that traffic data should be made easily available and accessible in an understandable format. Tables, simple maps and graphs should be produced for presentation of summary information. The use of infographics could also be of great advantage. This presentation will assist staff, stakeholders and decision makers who are not familiar with traffic data.

Publication should be organized by a specialized committee that involves the Ministry of Transport, Ministry of Public Works and Housing, Ministry of Local Governments, and the Municipality of Gaza. University scholars should also be involved in order to review and verify the data. The Ministry of Transport is recommended to be the leading institute in the process of collecting, analysing and publishing traffic information in conjunction with the PCBS.

Traffic statistics can be published using several methods, such as:

 Periodic reports and publications  Websites, the most important of which is the website of the Ministry of Transport in Gaza www.mot.ps/site/ and the website of Palestine Transport; www.paltrans.org, which was established in 2008.  Software and applications on smart phones  Regular workshops  Traffic awareness courses also to publish traffic statistics results.

5.2.8 Traffic Report Contents

To facilitate the understanding and usage of traffic data, it should be published in an easy and simplified way, such as reports. These reports have to be supported by tables, figures and infographic (pie charts, line charts and maps); showing for example, the typical hourly, daily and yearly traffic flow patterns, traffic composition and peak hour volume. This will give useful and comprehensive information of the traffic volume data on the roads and intersections. Reports should be published at regular periods of 6 months or on annual basis.

Currently the Palestinian Central Bureau of Statistics (PCBS), which is based in Ramallah, publishes annual statistics in almost all categories of the Palestinian aspects of life. PCBS is limited to statistics on the number of licensed vehicles and the length of the road network in the Gaza Strip according to governorate, region and type of road published in Ramallah in 2011. These data had not been updated and were published again in 2015.

The researcher made a revision of the publications of the PCBS that is related to traffic and transportation. A summary list of these reports is listed below:

1) Road lengths by governorate and type of road (paved (arterial, main and local) and unpaved) 2) Vehicle statistics, consisting of: a) Number of licensed vehicles by governorate and type of road. b) Number of licensed vehicles by vehicles type. c) Number of registered vehicles for the first time by governorate and type of road. d) Number of licensed vehicles by governorate and type of fuel. e) Number of vehicles by year of production. f) Number of licensed vehicles per thousand persons by type of Vehicle. 3) Driving license statistics, consisting of: a) Number of licenses issued by governorate and year. b) Number of licenses issued by governorate and month. c) Number of licenses issued by degree of license (Agricultural Tractors, Motorcycles, Private and Commercial Cars until 4 ton, Commercial Cars, Trailers and Semi-Trailers, Taxis and Bus) d) Number of licenses issued by age. e) Number of licenses issued by sex. 4) Statistics of road accidents consisted of: a) Number of accidents by month b) Number of Injured by Governorate Type and Type of Injury c) Number of fatal accidents and serious cases d) Place of fatal accidents and serious cases

e) Causes of fatal accidents and serious cases f) Type of vehicle that caused the fatal accidents g) The age of the driver that caused the fatal accidents and serious cases

Data collected from the field should be well tabulated and accurately analysed. A separate traffic report should be produced based on data obtained from each counting station. Each report is recommended to have the following contents:

1) Introduction (including scope, objectives and data collection method) 2) Counting Stations on Roads as shown in Figure (5.3). 3) Counting Stations at Intersections as shown in Figure (5.4). 4) Traffic statistics on each counting station should consist of: a) Introduction b) Description (Function, Location, Geometric design, Cross section, weather condition) c) Counting locations and Counting duration d) Day, date and time of data collection e) Traffic statistics tables f) Data analysis g) Results and comparisons h) Conclusions i) Recommendations

5.3 Traffic Statistics Report Samples

In this section, two traffic statistics reports are provided as follows:  The first report provides information about Al Jala'a Street and  The second provides information about Al Saraya Road Intersection. Both reports include an introduction, summary description, summary traffic statistics, analysis, conclusions, and recommendations.

Sample Report R1

About this report

This report presents the latest annual estimates of traffic on Al Jala'a Street. It looks at recent and long term trends in traffic broken down by vehicle type, in the context of related statistics.

Traffic statistics are mostly presented in units of vehicle numbers, which combines the number of vehicles on the road and how far they drive.

Annual traffic statistics are compiled using data from manual traffic counts.

Contents

Introduction of traffic on Al Jala'a Street

- Function and Location - Geometry and Cross Section

Counting Locations and Counting Duration

Traffic Statistics Tables

Data Analysis

Results and Comparisons

Conclusions

Recommendations

Sample Report R1

R1. Traffic Statistics Report on Al Jala'a Street

R1.1 Introduction

This report provides traffic data and analysis about Al Jala’a Street in Gaza city. It connects between Omar al-Mukhtar Street (from Al Saraya intersection) in the south and Salah Khalaf Street in the north.

The available traffic studies were carried out in 2002, 2005, 2006, 2015 and 2016, in different locations and durations.

R1.1.1 Function and Location

Al Jala’a Street is a major Street in Gaza city. It is running in the north-south direction parallel to Al Nassr and El Yarmouk Streets.

Figure (R1.1) shows Aerial photo for Al Jala’a Street that explain the most important roads that intersect with Al-Jala’a Street, intersect with Khalil Al-Wazeer Street (Al Lababidi) which is arterial street. Also it intersects with main streets, such as Salah Khalaf Street, Omar Ben Al Khattab Street, Kamal Naser Street, Khaled Al-Hassan Street, Tariq bin Ziyad Street (Gaza College), Al Wihda Street and Omar El Mukhtar Street.

Sample Report R1

Figure (R1.1): Aerial Photo for Al Jala’a Street (Source: The land Authority)

R1.1.2 Geometry and Cross Section

Al Jala’a Street is 2967 m long and 30 m wide (The source: Municipality of Gaza). It is a two way dual carriageway with three lanes in each direction separated by a 3 m wide median. The Street is paved by asphalt concrete. Parking is allowed on both sides of the street. The Street is classified as a Main Street.

Figure (R1.2): Cross Section of Al Jala’a Street

Sample Report R1

R1.2 Counting Locations and Counting Duration

Traffic counts for Al Jala’a Street are available for the years 2002, 2005 and 2006 for 16 hours and there is no data about the counting stations. In 2015 traffic counts were made for 16 hours at a location north of Dabeet Intersection. In 2010 the traffic counts were conducted in two different areas for 14 hours, the first counting station was near Al Zafer Tower, the second counting station was near Jawwal Company. However, traffic counts in 2016 were for a week from Saturday to Friday for 24 hours near Hanoun Restaurant. Figure (R1.3) shows the location of counting stations on Al Jala’a Street for the counting years 2010, 2015 and 2016.

Figure (R1.3): Counting Locations on Al Jala’a Street in 2010, 2015 and 2016 (Source: The land Authority)

Sample Report R1

R1.3 Traffic Statistics Tables

The tables below shows the traffic flow on Al Jala'a Street in 2002, 2005, 2006, 2010, 2015 and 2016 in both directions.

Traffic flow data on Al Jala'a Street in 2002, 2005, 2006, 2010 and 2015 from unpublished reports produced by The College of Engineering students at the Islamic University of Gaza, in the course of Highway and transportation (I) (Students at the Islamic University of Gaza, 2017).

Traffic flow data on Al Jala'a Street in 2016 from unpublished graduation project in titled "Establishing Traffic Studies and Data Base on Three Main Roads in Gaza City (Al Jalaa, Al Nasr and Al Wehda)" (Mahmoud Al-Khatib, Ibrahim Kasbah, & Abdul Rahman Al-Zaq, 2016). Table (R1.1): Traffic Flow on Al Jala'a Street in Both Directions from 2002 to 2015. Period/Day Thursday Thursday Thursday Thursday Thursday - North of Near Near Location - - - Dabeet Al Zafer Jawwal Intersection From To 17/10/2002 29/09/2005 9/21/2006 21/10/2010 21/10/2010 2015 06:00 7:00 641 524 421 667 746 1366 07:00 08:00 1393 1190 1097 1466 1372 1294 08:00 09:00 1747 1789 1220 1625 1842 1364 09:00 10:00 1686 1705 1546 1696 1681 1293 10:00 11:00 1881 2036 1581 1818 1481 1766 11:00 12:00 1936 2026 1791 1808 1617 1712 12:00 13:00 1985 2085 1444 1762 1677 2226 13:00 14:00 1757 1864 1684 1699 1665 2001 14:00 15:00 1593 1734 1482 1589 1522 1879 15:00 16:00 1437 1405 1218 1616 1701 2104 16:00 17:00 1454 1439 1141 1731 1663 2353 17:00 18:00 775 1695 1869 1684 1309 2076 18:00 19:00 1432 1945 1988 1439 1751 1613 19:00 20:00 1452 1976 1775 1302 1675 1912 20:00 21:00 1442 1659 1713 1390 21:00 22:00 1040 1660 1368 1644 Sum 23651 26732 23338 21902 21702 27992 Counting 16 16 16 14 14 16 Period (hours)

 Figures in red indicate the maximum flow.

Sample Report R1

Table (R1.2): Traffic Flow on Al Jala'a Street from North to South in 2016 at Hanoun Restaurant Period Wednesday Thursday Friday Saturday Sunday Monday Tuesday From To 10/02/2016 11/02/2016 12/02/2016 13/02/2016 14/02/2016 15/02/2016 16/02/2016 00:00 01:00 106 121 172 98 95 91 112 01:00 02:00 57 63 64 45 59 45 63 02:00 03:00 37 47 43 32 46 32 46 03:00 04:00 39 47 32 28 48 28 56 04:00 05:00 72 78 71 64 76 57 84 05:00 06:00 392 394 340 376 404 246 426 06:00 07:00 848 938 539 958 963 655 986 07:00 08:00 1449 1466 665 1354 1451 1389 1472 08:00 09:00 1416 1355 794 1197 1388 1387 1416 09:00 10:00 1292 1280 645 1101 1277 1259 1299 10:00 11:00 1060 1022 570 942 1021 1018 1067 11:00 12:00 1003 1001 428 933 987 965 1001 12:00 13:00 1112 1100 550 1034 1098 1073 1123 13:00 14:00 1100 1081 818 980 1091 1106 1105 14:00 15:00 1151 1201 966 1161 1156 1074 1232 15:00 16:00 1238 1244 932 1152 1214 1233 1296 16:00 17:00 1275 1322 1014 1189 1256 1275 1282 17:00 18:00 1202 1266 1124 1133 1179 1202 1242 18:00 19:00 1084 1168 1153 971 1069 1087 1112 19:00 20:00 1121 1193 1130 1010 1116 1124 1143 20:00 21:00 939 1029 1024 831 943 914 938 21:00 22:00 789 882 890 649 773 796 777 22:00 23:00 517 601 625 423 505 526 517 23:00 24:00 221 269 317 143 232 255 242 Sum 19520 20168 14906 17804 19447 18837 20037

Table (R1.3): Traffic Flow on Al Jala'a Street from South to North in 2016 at Hanoun Restaurant Period Wednesday Thursday Friday Saturday Sunday Monday Tuesday From To 10/02/2016 11/02/2016 12/02/2016 13/02/2016 14/02/2016 15/02/2016 16/02/2016 00:00 01:00 156 150 175 136 144 129 161 01:00 02:00 76 81 71 63 77 68 78 02:00 03:00 48 53 44 39 58 50 47 03:00 04:00 27 36 39 20 41 47 35 04:00 05:00 53 57 78 46 60 86 57 05:00 06:00 249 288 337 264 285 274 262 06:00 07:00 677 845 517 811 839 586 660 07:00 08:00 1415 1390 632 1286 1374 1341 1391 08:00 09:00 1424 1399 746 1305 1389 1373 1400 09:00 10:00 1079 1059 628 1014 1053 989 1072 10:00 11:00 991 975 545 959 961 903 990 11:00 12:00 1065 1055 398 1002 1039 974 1057 12:00 13:00 1183 1177 529 1135 1161 1037 1188 13:00 14:00 1257 1252 758 1234 1248 1238 1256 14:00 15:00 1537 1522 939 1477 1533 1529 1536 15:00 16:00 1376 1363 896 1321 1354 1423 1375 16:00 17:00 1393 1386 945 1346 1380 1293 1396 17:00 18:00 1407 1398 1081 1360 1372 1407 1412 18:00 19:00 1105 1104 1128 1047 1097 1088 1112 19:00 20:00 1074 1069 1119 1009 1070 1027 1095 20:00 21:00 929 957 982 902 933 877 990 21:00 22:00 808 855 866 771 834 756 864 22:00 23:00 568 593 600 526 604 528 607 23:00 24:00 269 274 281 233 278 255 254 Sum 20166 20338 14334 19306 20184 19278 20295

Sample Report R1

R1.4 Data Analysis

Analysis of traffic counting data shows that the number of vehicles varies during the counting years and during the counting days.

In the analysis process, the following values should be made available as a result of the traffic analysis procedure:

Figure (R1.4): Traffic Flow on Al Jala’a Street in Both Directions from 2002 to 2015

Sample Report R1

Figure (R1.5): Traffic Flow on Al Jala'a Street from North to South in 2016

Figure (R1.6): Traffic Flow on Al Jala'a Street from South to North in 2016

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Traffic Composition for Al Jala'a Street in Both Traffic Composition for Al Jala'a Street in Both Directions (from 2002 to 2006) Directions (from 2010 to 2015)

100 100

90 90

80 80

percentage (%) percentage percentage (%) percentage 70 70

60 60 Year 2002 2005 2006 Year 2010 (AL Zafer) 2010 (Jawwal) 2015

Cars Busses Trucks Others B/C Cars Busses Trucks Others M/C

Figure (R1.7): Traffic Composition on Al Jala’a Street in Both Directions from 2002 to 2015

M/C and B/C Trucks Others 3% 1% 4% Max. Peak Hour Flow for Al Jala'a Street in Busses Both Directions

3% 700

650

600

550

500

Cars Vehicles of Number 89% 450 400 16.15 16.30 16.45 17.00 Figure (R1.8): Average Traffic Time(15 min) 2015 16.00 16.15 16.30 16.45 Composition on Al Jala’a Street in Flow 548 504 697 604 Both Directions (vehicles per day), from 2002 to 2015. Figure (R1.9): Max. 15 min. Flow during Peak Hour Flow on Al Jala’a Street in Both

Directions

Sample Report R1

Traffic Composition for Al Jala'a Street in Both Directions 100

percentage (%) 70

60 Year 10/02/2016 11/02/2016 12/02/2016 13/02/2016 14/02/2016 15/02/2016 16/02/2016 Wednesday Thursday Friday Saturday Sunday Munday Thursday Cars Busses Trucks Others M/C

Figure (R1.10): Traffic Composition for Al Jala’a in Both Directions in 2016

Max. Evening Peak Hour Flow for Al Jala'a Street in Both Directions 850

800

750

700

Number of Vehicles of Number 650

600 14.45 15.00 15.15 15.30 Time(15 min) 16/2/2016-Tuesday 14.30 14.45 15.00 15.15 Flow 705 692 625 831

Max. Morning Peak Hour Flow for Al Jala'a Street in Both Directions 850

800

750

700

650 Number of Vehicles of Number

Figure (R1.11): Average Traffic 600 07:30 07:45 08:00 08:15 Time(15 min) Composition for Al Jala’a in Both 11/02/2016-Thursday 07:15 07:30 07:45 08:00 Directions in 2016 (vehicle per day) Flow 714 729 788 722

Figure (R1.12): Max. 15 min. Flow during Morning and Evening Peak Hour Flow for Al Jala’a in Both Directions in 2016

Sample Report R1

R1.5 Results and Comparisons

The analysis of the available traffic data was carried out for 2002, 2005, 2006, 2010 and 2015 at different locations and durations, and the results are shown in Table (R1.4).

Table (R1.4): Traffic Data for Al Jala'a Street from 2002 to 2015 in Both Directions

2002 2005 2006 2010 2010 2015 Number 16 16 16 14 14 16 of hours Number 1 (Near Al 1(Near 1 1 1 1 Counting of days Zafer) Jawwal) Period Date 10/17/2002 9/29/2005 6/21/2006 10/21/2010 10/21/2010 2015

Average traffic flow per hour in both directions 1478 1671 1459 1564 1550 1750 (veh/hr)

Traffic Flow during the Peak Hour in both 1991 2112 1988 1844 1842 2353 directions (veh/hr)

Peak hour 11:15-12:15 12:30-13:30 18:15-19:15 16:30-17:30 08:00-09:00 16:00-17:00 Minimum Traffic Flow during The Counting 641 524 421 667 746 1282 Period in both directions (veh/hr)

Time of Minimum 06:00-07:00 06:00-07:00 06:00-07:00 06:00-07:00 06:00-07:00 07:45-08:45 Traffic Flow

Peak Hour Factor 0.92 0.91 0.89 0.88 0.8 0.84

Table (R1.4) shows that the lowest flow of traffic starts at 6 am during the first morning hours. In 2015 large volume of traffic was recorded, but it is difficult to explain this increase in traffic flow due to the lack of data available for the traffic counts in 2015 in terms of date of counting and counting day. The maximum traffic flow during the peak hour was in 2015 from 4:00 to 5:00 pm. However the minimum traffic flow during the counting period was in 2006 from 6:00 to 7:00 am.

Furthermore, in 2002 the highest drop in traffic flow was recorded at 5 pm that is shown in Figure (R1.4). This is because the traffic count in 2002 was on Thursday the seventeenth of October, and on that day Rafah city was subjected to two

Sample Report R1

incursions, the first of which was on 17/10/2002. The Israeli occupation forces took control of Rafah Camp, stormed the residential houses, and imposed a curfew on the population, amid indiscriminate shelling of helicopter gunships and military vehicles. In such harsh circumstances, the residents of the Gaza Strip resort to their homes near sunset.

The analysis for the available traffic data were carried out for 2016 at Hanoun Restaurant, and the results shown in Table (R1.5).

Table (R1.5): Traffic Data for Al Jala'a Street in 2016, in Both Directions

10/2/2016 11/2/2016 12/2/2016 13/2/2016 14/2/2016 15/2/2016 16/2/2016

Wednesday Thursday Friday Saturday Sunday Monday Tuesday

Number 24 24 24 24 24 24 24 of hours Number 1 1 1 1 1 1 1 Counting of days Period Date 10/2/2016 11/2/2016 12/2/2016 13/2/2016 14/2/2016 15/2/2016 16/2/2016

Average traffic flow per hour in both directions 1654 1688 1218 1546 1651 1588 1680 (veh/hr) Traffic Flow during the Peak Hour in both 2762 2785 2345 2672 2745 2743 2853 directions (veh/hr)

14:30- 14:30- 17:15- 14:30- 14:30- 14:45- 14:30- Peak hour 15:30 15:30 18:15 15:30 15:30 15:45 15:30

Minimum Traffic Flow during The Counting 64 81 64 48 86 62 86 Period in both directions (veh/hr)

Time of Minimum 03:30- 03:30- 02:30- 03:00- 03:30- 03:30- 03:30- Traffic Flow 04:30 04:30 03:30 04:00 04:30 04:30 04:30

Peak Hour Factor 0.86 0.87 0.94 0.89 0.89 0.86 0.86

The traffic count in 2016 was for a week, starting from 10/02/2016 on Wednesday to 16/02/2016 on Thursday for 24 hours. The study area was chosen in the middle of the street near Hanoun Restaurant. By comparing the traffic flow during the counting days, from Table (R1.5) the maximum traffic flow during the peak hour was on

Sample Report R1

Thursday from 2:30 to 3:30 pm. However, the minimum traffic flow during the counting period was on Saturday from 3:00 to 4:00 pm.

From Figure (R1.7), traffic composition varies over the years. The presence of bicycles between 2002 and 2006 was at a rate of 1%, which was significantly decreased after 2006 due to the spread of motorcycles. Motorcycles accounted for a rate of 6% of traffic components on Al Jala'a Street in 2010. But for cars, it ranges from 82% to 93%. The highest percentage of cars was in 2006. With regard to the number of trucks, the ratio ranges from 3 to 5%. On the other hand the rate of buses range from 1 to 8%, the increase in the number of buses in 2015, because of the trend of providing buses for university students to facilitate the movement of students and a kind of promotion by the university. The local authority started also to provide buses to transport public sector employees to work. This was an initiative to compensate employees because they do not receive full salaries, due to the current political division between the authority in The West Bank and that in Gaza Strip.

From Figure (R1.10) traffic composition in 2016 varies over days of count, Saturday has the highest percentage of animal driven carts, due to Al Yarmouk market. However, the lowest proportion of trucks was on Friday, with a proportion of 1% of the components of traffic on Al Jala'a Street in both directions, as the commercial crossings with (Israel) are closed on Friday.

The morning peak hour for Al Jala'a Street is from 7 to 8 am during the week due to the movement of school and university students and employees, except for Fridays. On Friday the morning peak hour is from 8 to 9 am, due to the fact that it is the official holiday for all. The evening peak hour is from 14 to 15 pm during the week because it is the time for government employees and university students to return home, as most ministries and universities are located in the center of Gaza city. Otherwise, on Fridays the evening peak hour is from 6 to 7 pm, which is the time for family visits and recreational trips

Sample Report R1

R1.6 Conclusions

Traffic on Al Jala'a Street varies during the days of the week; the official holidays had the lowest traffic flow. However the highest traffic flow was during the working days, where the highest number of vehicles was private cars and Taxis.

During the peak periods traffic is congestion on Al Jala'a Street because it connects the north with the south and serves a large area consisting of universities and schools and Al Remal area. It also serves several market places such as Firas, Zawia, Shujaiya and Al Yarmouk markets.

The traffic counts in 2010 were in two areas, one of which was near Al Zafer Tower, which is located on Al Qanal Street. Many people think that the end of Al Jala'a Street is the intersection with Jamal Abd-El-Nasser Street (Al Thalathini), however, the truth is that it ends at Al Saraya Intersection (Al Jala'a Street with Omar Mukhtar Street Intersection).

In 2015, it is difficult to explain the increase in traffic flow due to the lack of data available for the traffic counts in 2015 in terms of the day and date of counting. In 2002, the traffic counts were on days with no safety condition.

R1.7 Recommendations

The traffic counts on Al Jala'a Street is unorganized, where it was at several different stations and in some years the date of counting and the counting period were not recorded, so it is important to:

1) Record complete information about counting, such as counting date, counting duration, counting locations and some information about the situation on the street. 2) When making a traffic count for Al Jala'a Street in the future, it is recommended that the counting should be at the following stations:  Near Jawwal Company  Near Hanoun Restaurant

Sample Report R1

This is because Traffic flow is typical of the average flow on the street and the existence of previous traffic data at these two stations.

3) The best months for counting are from February to April or from September to November, avoiding high temperatures in summer and rains in winter; excluding May and June due to exams of school and universities student. 4) Counts should be conducted during the working days of the week that is from Sunday to Wednesday. 5) Counts should be conducted for 24 hours, or alternatively, during the following periods 6:00 - 9:00 am, 12:00 - 3:00 pm and 5:00 - 8:00 pm. 6) Referring to Table (2.1), the average traffic flow per hour is more than 1000 vehicles. Therefore, it is recommended to use automatic traffic counts.

Sample Report R2

About this report

This report presents the latest annual estimates of traffic at Al Saraya Intersection. It looks at recent and long term trends in traffic broken down by vehicle type, in the context of related statistics.

Traffic statistics are mostly presented in units of vehicle numbers, which combines the number of vehicles on the road and how far they drive.

Annual traffic statistics are compiled using data from manual traffic counts.

Contents

Introduction of traffic on Al Jala'a Street

Description of Al Saraya Intersection

Counting Locations and Counting Duration

Traffic Statistics Tables

Data Analysis

Results and Comparisons

Conclusions

Recommendations

Sample Report R2

R2. Traffic Statistics Report at Al Saraya Intersection

R2.1 Introduction

This report provides traffic data and analysis about Al Saraya Road Intersection in Gaza city. The available traffic studies were carried out in 2003, 2010, 2015 and 2017, at different locations and durations.

R2.1.1 Description of Al Saraya Intersection

Al Saraya Intersection is an intersection with four arms, where the extension of Al- Jala’a Street in the north and Al Qanal Street in the south, while Omar El-Mukhtar Street in the eastern and western sides of the intersection. All intersecting roads are dual carriageway roads; Divided by a central island. It is traffic signal controlled.

Figure (R2.1): The location and Specification of Al Saraya Intersection

R2.2 Counting Locations and Counting Duration

Traffic counts at Al Saraya Intersection in 2003 was carried out on 9/8/2003 on Saturday for 18 hours, in 2010 it was carried out on 7/12/2010 on Monday for 5 hours, in 2015 it was in November for 3 hours and in 2017 it was on Thursday 11/4/2017 for 8 hours.

Sample Report R2

Figure (R2.2): Aerial photo for Al Saraya Intersection (Source: The land Authority)

R2.3 Traffic Statistics Tables

Traffic flow data at Al Saraya Intersection in 2003,2010 and 2015 from unpublished reports produced by The College of Engineering students at the Islamic University of Gaza, in the course of Highway and transportation (I) (Students at the Islamic University of Gaza, 2017)

Table (R2.1): Traffic Flow at Al Saraya Intersection (Al Jala’a Street with Omar El Mukhtar Street) in All Directions, in 2003 and 2010. Period 09/08/2003 Saturday 07/12/2010 Monday From From From From From From From From From To Total Total North South West East North South West East 06:00 7:00 154 117 86 148 505 07:00 08:00 500 533 333 547 1913 08:00 09:00 970 901 610 947 3428 09:00 10:00 823 912 716 1012 3463 10:00 11:00 891 954 898 1065 3808 705 1193 1263 1159 4320 11:00 12:00 856 980 955 1201 3992 956 1480 1387 1420 5243 12:00 13:00 758 1031 837 1268 3894 807 1192 1216 1227 4442 13:00 14:00 725 783 751 1004 3263 725 1171 1034 1161 4091 14:00 15:00 737 721 858 1042 3358 664 1108 1033 1091 3896 15:00 16:00 567 593 586 624 2370 16:00 17:00 484 558 511 651 2204 17:00 18:00 601 698 734 737 2770 18:00 19:00 771 769 833 701 3074 19:00 20:00 800 763 928 734 3225 20:00 21:00 829 815 931 674 3249 21:00 22:00 729 664 800 522 2715 22:00 23:00 525 548 796 361 2230 23:00 12:00 332 376 458 209 1375 Sum 12052 12716 12621 13447 50836 3857 6144 5933 6058 21992

Sample Report R2

Table (R2.2): Traffic Flow at Al Saraya Intersection (Al Jala’a Street with Omar El Mukhtar Street) in All Directions, in 2015 and 2017.

Period Nov. 2015 April. 2017 From From From From From From From From From To Total Total North South West East North South West East 06:00 7:00 07:00 08:00 1677 1792 1265 1347 6081 08:00 09:00 2231 2134 1500 1752 7617 649 744 483 462 2338 09:00 10:00 2095 2451 1832 1450 7828 764 752 480 506 2502 10:00 11:00 1062 833 448 505 2848 11:00 12:00 1449 816 502 476 3243 12:00 13:00 1406 798 429 640 3273 13:00 14:00 1400 817 468 549 3234 14:00 15:00 1498 787 447 492 3224 15:00 16:00 1281 796 427 415 2919 16:00 17:00 17:00 18:00 18:00 19:00 19:00 20:00 20:00 21:00 21:00 22:00 22:00 23:00 23:00 12:00 Sum 6003 6377 4597 4549 21526 9509 6343 3684 4045 23581

 Figures in red indicate the maximum flow.

R2.4 Data Analysis

Analysis of traffic counting data shows that the number of vehicles varies during the counting years.

In the analysis process, the following values should be made available as a result of the traffic analysis procedure:

 Peak hour  Traffic flow during the peak hour; Peak Hour Volume (PHV) (veh/hr)  Peak Hour Factor (PHF)  Average traffic flow per hour (veh/hr)  Minimum traffic flow during the counting period (veh/hr)  Time of minimum traffic flow  Traffic composition

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Figure (R2.3): Traffic Flow at Al Saraya Intersection in All Directions, in 2003, 2010, 2015 and 2017

Figure (R2.4): Traffic Composition at Al Saraya Intersection in All Directions, in 2017 (vehicles per day)

Sample Report R2

Traffic Composition at Al Saraya Intersection in All Directions

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80 percentage (%) 70

60 2003 2010 2015 2017 Year Cars Busses Trucks Others M/C

Figure (R2.5): Traffic Composition at Al Saraya Intersection in All Directions, in 2003, 2010, 2015 and 2017.

Table (R2.3): Peak Hour Flow at Al Saraya Intersection (Al Jala’a Street with Omar El Mukhtar Street) in All Directions, in 09/08/2003 Saturday.

Sample Report R2

Table (R2.4): Peak Hour Flow at Al Saraya Intersection (Al Jala’a Street with Omar El Mukhtar Street) in All Directions, in 07/12/2010 Monday.

Table (R2.5): Peak Hour Flow at Al Saraya Intersection (Al Jala’a Street with Omar El Mukhtar Street) in All Directions, in November 2015.

Sample Report R2

Table (R2.6): Peak Hour Flow at Al Saraya Intersection (Al Jala’a Street with Omar El Mukhtar Street) in All Directions, in 11/04/2017 Tuesday.

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R2.5 Results and Comparisons

The analysis of the available traffic data was carried out for 2003, 2010, 2015 and 2017 at different locations and durations, and the results are shown in Table (R2.7).

Table (R2.7): Traffic Data for Al Saraya Intersection (Al Jala’a Street with Omar El Mukhtar Street) in All Directions, in 2003, 2010, 2015 and 2017.

2003 2010 2015 2017

Number of hours 18 5 3 8 Number of days 1 1 1 1 Counting Period 9/8/2003 07/12/2010 11/04/2017 Date and Day Nov. 2015 Saturday Monday Tuesday

Total Traffic Flow During The 50836 21992 21526 22989 Counting Period

Average traffic flow per hour in all 2824 4398 7175 2874 directions (veh/hr) Traffic Flow during the Peak Hour 3992 5243 7828 3284 in all directions (veh/hr)

Peak hour 11:00-12:00 11:00-12:00 9:00-10:00 12:15-13:15

Minimum Traffic Flow from All 505 3896 6081 2264 directions (veh/hr)

Time of Minimum Traffic Flow 6:00-7:00 14:00-15:00 7:00-8:00 8:00-9:00

Peak Hour Factor 0.95 0.97 0.92 0.9

The available data of traffic flow at Al Saraya intersection indicate that flow is different from year to year. From Table (R2.7), the highest traffic flow was in 2015 from 9:00 to 10:00 am, it is difficult to explain this increase in traffic flow due to the lack of data available for the traffic counts in 2015 in terms of counting date and counting day and the short traffic count period. However, there is a possibility that there was a special event, because traffic volume was very high. The minimum traffic flow from all directions at Al Saraya Intersection was recorded in 2003 from 6:00 to 7:00 am.

Sample Report R2

Table (R2.7) also explains the maximum peak hour volume in the counting years. In 2003 the maximum peak hour volume was 3992 veh/hr from west direction at 11-12 am. However, the maximum peak hour volume in 2010 was 5243 veh/hr from east direction at 11-12 am. In 2015 and 2017 the maximum peak hour volume was from north direction but with different value of volume, 7828 veh/hr and 3284 veh/hr respectively.

Figure (R2.3) shows that traffic flow starts to increase in the morning at 7 am, due to the movement of school and university students and employees, reaching its highest value at 12 pm, when students return home from school. Then traffic increase again at 3 pm, at which public sector employees and university students return home.

In Figure (R2.5), the presence of bicycles in 2003 was at a rate of 1%, which was significantly decreased after 2003 due to the use of motorcycles. The average ratio of motorcycles was 3% of traffic components for Al Saraya intersection. Also the average ratio for cars ranges from 92% to 94%. The highest percentage of cars was from Omer El Mukhtar Street. Over the years, the number of cars has not decreased, but new vehicles have appeared such as motorcycles. With regard to the number of trucks, the average ratio range from 1 to 2%. On the other hand, the average ratio of buses ranges from 1 to 2%. However, there is an increase in the number of buses in 2015; the percentage reached 3% of traffic components for Al Saraya intersection.

R2.6 Conclusions

Traffic flow on Al Saraya Intersection varies during the days; however, it has large volumes of traffic that cause congestion for hours. The traffic congestion exists on Al Saraya Intersection because it is serves a large area consisting of universities, schools and Al Remal area, as well as different markets such as Firas, Zawia, Shujaiya and Al Yarmouk.

Traffic composition consists of cars, trucks and buses. During holidays the markets increase with the opening of the crossings, so the number of trucks increases. On working days, the number of buses increases.

Sample Report R2

R2.7 Recommendations

The traffic counts at Al Saraya Intersection are unorganized, where it was in different period, so it is important to:

1) Record complete information about counting, such as counting date, counting duration, counting locations and some information about the situation on the intersection. 2) The best months for counting are from February to April or from September to November, avoiding high temperatures in summer and rains in winter; excluding May and June because they contain exams of school and universities student. 3) Counts should be conducted during the working days of the week that is from Sunday to Wednesday. 4) Counts should be conducted for 24 hours, or alternatively, during the following periods 6:00 - 9:00 am, 9:00 - 12:00 am 12:00 - 3:00 pm and 5:00 - 8:00 pm. 5) It is recommended to set up bus stations to mitigate traffic congestion. Because of the trend of providing buses for university students to facilitate the movement of students and a kind of promotion from the university. Also the local authority started also to provide buses to transport public sector employees to work. 6) Referring to Table (2.1), the average traffic flow per hour is more than 1000 vehicles. Therefore, it is recommended to use automatic traffic counts.

5.4 Summary

Developing a plan for traffic counting in Gaza city is very essential. It provides a road map that can be used for data collection and analysis. It also provides a guide to produce traffic statistics reports that presents useful information for all stakeholders and very helpful in the decision making process in the development and maintenance of the road network and road intersections.

Gaza city does not have enough resources to make traffic counts for long periods. The traffic counts are limited to university students using the manual traffic counting method. Therefore, it is essential to utilize the available traffic counts for previous years, in order to determine the peak periods. This will assist in setting the timing intervals for future traffic counting operation, in order to make sure that peak hour periods are included. However if this is not possible, counts should be conducted during the following periods 6:00 - 9:00 am, 12:00 - 3:00 pm and 5:00 - 8:00 pm., In addition to periods from 9:00 - 12:00 am at road intersections.

Manual Traffic counting methods are tiring, and do not include the entire roads network. So surveillance cameras can be exploited, to analyze video camera recordings utilizing some computer programs.

It is also important to publish traffic statistics in an easy and simplified way in several methods, such as reports. These reports supported by tables, figures and infographic (pie charts, line charts and maps) should be produced for presentation of summary information. In this chapter, two samples of traffic statistics report are provided. The first report provides information about Al Jala'a Street and the second provides information about Al Saraya Road Intersection. Both reports include an introduction, summary description, summary traffic statistics, analysis, conclusions, and recommendations.

Chapter 6 Conclusion & Recommendations

6. Chapter 6 Conclusions and Recommendations

6.1 Conclusions

Traffic statistics is a crucial task that road agencies have to perform in order to improve operational and planning activities, as well as to supply policy makers with reliable data to be used when attaining strategic decisions. Traffic statistics help transportation authorities to manage traffic flows efficiently and to ensure safety.

In Gaza city, traffic statistics are currently limited. They are only performed at a specific location where a problem exists and funding is available to solve this problem. On the other hand, traffic statistics can also be obtained from reports produced by The College of Engineering students at the Islamic University of Gaza.

Traffic related data collection in Gaza city is currently limited to the manual traffic counting methods. Automatic traffic counting methods are not used because of the lack of the required equipment. However, Manual Traffic counting methods are costly, tiring, and cannot include all the roads network. In some case these methods cannot produce accurate results such as when determining traffic spot speed.

Therefore, automatic counting methods might be a better alternative. This is especially true if surveillance cameras that are already installed on many locations in Gaza city are utilized to analyze video camera recordings making use of some computer programs for vehicle counting and road traffic analysis.

The current methods used to collect traffic data in Gaza do not provide a good and valuable coverage of the required traffic information for decision making and planning of both development and maintenance of the road network. In order to be able to use traffic statistics in planning for the development and maintenance of roads network and intersections in Gaza city, it is crucial to produce a plan for the development of traffic statistics.

The developed plan includes a guide for the location of counting stations on the roads and intersections of Gaza city. The plan also suggests the best time periods for

traffic counts and data collection. Finally, it discusses the methods of publication, such as traffic reports, which present results in the simplest way through charts and images.

1) Traffic Counting Location and Duration

The plan shows how the counting stations are distributed, to regulate the traffic statistics in Gaza city, as shown in Figures (5.3) for the location of counting stations on the Roads of Gaza city and in Figure (5.4) for the location of counting stations at Road Intersections of Gaza city. In addition, the best practice is to conduct traffic counting for 24 hours for a week period. Alternatively, traffic counts for 16 hours may be from 6:00 am to 10:00 pm. However if this is not possible, counts should be conducted during the following periods 6:00 - 9:00 am, 12:00 - 3:00 pm and 5:00 - 8:00 pm for Roads. Also the following periods 6:00 - 9:00 am, 9:00 - 12:00 am 12:00 - 3:00 pm and 5:00 - 8:00 pm should be used for traffic flow counting at road intersections. Counting should be conducted on 15-minute intervals, this procedure helps in determining the peak hour as well as the Peak Hour Factor.

2) Traffic Counting Analysis

Traffic data collected should be analyzed to get important values such as, Average traffic flow per hour (veh/hr), Traffic Flow during the Peak Hour (veh/hr), Minimum Traffic Flow during The Counting Period (veh/hr), Time of Minimum Traffic Flow, peak hour, Peak Hour Factor (PHF), Peak Hour Volume (PHV) and Traffic Composition.

3) Publication of Traffic Statistics

To facilitate the understanding and usage of traffic data, it should be published in an easy and simplified way, such as reports. These reports have to be supported by tables, figures and infographic (pie charts, line charts and maps); showing for example, the typical hourly, daily and yearly traffic flow patterns, traffic composition and peak hour volume. The reports include an introduction, summary description, summary traffic statistics, analysis, conclusions, and recommendations. Information about the location, the day, the date and the time of data collection must be included

in any traffic statistics report. This will give useful and comprehensive information of the traffic volume data on the roads and intersections. Reports should be published at regular periods of 6 months or on annual basis.

In order to provide a working example of how to use the suggested plan above, it was useful to apply the plan on local case studies. Two case studies were selected; analysis of traffic data of Al-Jalaa Street and Al-Saraya Road Intersection. The results of the analysis were based on the volume of traffic on the roads, traffic composition and peak hours. Two samples of traffic statistics report were prepared. The first report provides information about Al Jala'a Street and the second provides information about Al Saraya Road Intersection. Both reports include an introduction, function and location, geometry and cross section, counting locations and counting duration, traffic statistics tables, data analysis, results and comparisons, conclusions, and recommendations.

6.2 Recommendations

The following recommendations are provided in order to help making traffic statistics in Gaza city better organized and to encourage cooperation between relevant institutions in this regard:

1) Cooperation between governmental and non-governmental organizations in the collection of traffic data.

2) Cooperation of governmental institutions concerned with the field of transportation and communication in order to facilitate the process of obtaining information and to help overcoming obstacles.

3) Creating an effective role for the private sector and investors to participate in the creation of reliable traffic database.

4) It is recommended to exploit the surveillance cameras installed on the roads of Gaza and to analyze video camera recordings utilizing some computer programs for vehicle counting and road traffic analysis.

5) Training courses on traffic counting and methods of statistical analysis.

6) It is recommended to create a website that is specialized in collecting, sorting and publishing all related information about traffic and transportation in Gaza. It might be better to make use and develop the Palestine Transportation Website www.paltrans.org, which was established in 2008, at the initiative of Dr. Yahya Rushdi Al Sarraj.

6.3 Recommendations for Future Studies

1) More case studies in Gaza city are recommended to be included in future research in order to be able to determine traffic factors and parameters more accurately. 2) It is recommended to develop a plan for traffic and transportation statistics for other cities in Gaza Strip. 3) Pilot traffic counts are recommended utilizing the surveillance cameras, which are currently used on the roads and intersections of Gaza city. The obtained date should be analyze and compared with manual traffic counts. 4) Introduce the use of other types of mechanical traffic counts comparing the results with data obtained by manual counting methods.

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Appendix (A) Details on Selected Roads in Gaza City

1. Arterial roads in Gaza city

1) Salah Al-Deen Road

The Road lies in the east of the city, parallel to Al Karama Street and intersects with it at Al Karama intersection south of Gaza. Salah Al-Deen Road is an arterial road where it links the north and the south of the governorate. It intersects with many arterial streets as Aoun Al Shawa Street. Salah Al-Deen Road is a six-lane dual carriageway highway.

Salah Al-Deen Road was developed during the Palestinian National Authority (PNA) in 1996 through a Japanese grant. From Beit Hanoun to Gaza Valley bridge with a length of 10 m and an organizational width of 30 m. In 2013 a second bridge was built next to the existing in Gaza Valley through United Nations Relief and Works Agency (UNRWA).

The previous situation in Salah Al-Deen Road, from the Gaza Valley to the entrance of Al-Qarara, the road is two directions, each direction is 9 m wide with sand shoulders. From Al-Qarara entrance to the end of Al-Qarara in the south, a one-way road with a width of 12 m, from Al-Qarara to Rafah, two-way road, each direction is 9 m, with sand shoulders.

The First phase in the development of Salah al-Din Road in 2013, from Bani Suhaila in Khan Younis to the Rafah crossing, is 12.4 km long and the organizational width is 53 m, but actually the width is 40 m between Bani Suhaila and desalination area in

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Khan Younis, but between desalination area and Rafah crossing the width is 30 m. The Third phase, from Al Maghazi roundabout to the mills in the south of Deir El- Balah, is 6 km long and 53 wide. The Second phase (currently under construction), from the mills in Deir El Balah to Beni Suhaila, with length 6 km and 40 m wide. The Fourth phase (currently under construction), from Gaza Valley to Al Maghazi, with length 5 km and width 53m. (Source: Ministry of Public Works and Housing)

Figure (A.1): Salah Al-Deen Road, (Photo by Rushdi Yahya Al Sarraj)

Figure (A.2): Aerial Photo for Salah Al-Deen Road. (Source: The land Authority)

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2) Al Rasheed Road

The Street lies in the west of the city and it stretches along the Mediterranean Sea coast. It is parallel to Salah AL-Deen Street and it forms with it the two main entrances to of Gaza city from west and east. So it is used to link Gaza city with other cities in Gaza Strip. It intersects with many major streets such as Aoun Al Shawa, Jamal Abd-El-Nasser, Al Shuhada and Omar El Mukhtar Street.

The Street is 8778 m long and 40 m wide (The source: Municipality of Gaza). It has three lanes in each direction with a median. The road is paved and it is classified as arterial road.

The old situation in Al Rasheed Road is a 10 m asphalt with sand shoulders and is devoid of any services. The development began in 2013 stages, the third stage, which is from the chalets roundabout until the beginning of the beach camp, with length of 1.8 km and width of 40 m. The first phase, which is from Street No. 10 to Gaza Valley Bridge, the length is 4.75 km and 40 m wide. However, from the chalets roundabout until Street No. 10 developed by Palestine Telecommunications Company in 2012, with length 2.4 km and width 40 m. The tenth stage (under construction), which is from the end of the northern camp until the beginning of Beit Lahia, the length is 2.4 km and 40 m wide. (Source: Ministry of Public Works and Housing)

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Figure (A.3): Al Rasheed Road (www.imgrum.org/user/paltimesnet/2128918120/1320925214607268134_2128 918120)

Figure (A.4): Aerial Photo for Al Rasheed Road (Source: The land Authority)

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3) Aoun Al Shawa Street (Dolaa)

The street is located in the southern part of Gaza city running in the east-west direction. It connects between Salah Al-Deen Street in the east and Al Rasheed Street in the west. A proposal from the Municipality of Gaza to extend it up to Al Karama Street in the east for a length of 1915 m and width 30 m. It intersects with many major streets such as Salah Al-Deen; it acquires its importance from the existence of the University College of Applied Sciences and the University of Gaza. This road also allowed traffic flow from south and heading to the west of the city, to avoid traffic congestion in Asqoola and Shijaeya area.

The street has a total length of about 6,362 m and 30 m wide (The source: Municipality of Gaza). It a two way road with two lanes in each direction divided by a median. The road is paved and parking is allowed on both sides of the road.

Figure (A.5): Aerial Photo for Aoun Shawa Street (Dolaa), including the proposed extension to the east by the Municipality of Gaza. (Source: The land Authority)

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4) Khalil Al-Wazeer Street (Al Lababidi)

The street is located in the northern part of Gaza city running in the east-west direction. It connects between Al Jala’a Street in the east for length 1,315m and with 30 m, and the beach camp for refugee in the west for length 702 m and with 10 (near the Al Shatei police station). It is proposed by the Municipality of Gaza to extend it up to Salah Al-Deen Street for a length of 2,119 m and 30 m width, and then to Al Karama Street for a length of 2,015 m and 16 m width. It intersects with many major streets such as Al-Nassr and Ez-El-Deen El-Qassam. The total length of the street is expected to reach 6,151 m.

Figure (A.6): Aerial Photo for Khalil Al-Wazeer Street, including the proposed extension to the east by the Municipality of Gaza. (Source: The land Authority)

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2. Main roads in Gaza city, such as:

1) Al Nassr Street

The street is located in the west of Gaza city. It connects between Omar El Mukhtar Street (from Palestinian Legislative Council Building) in the south and Salah Khalaf Street in the north. It is only about 150 meters east of Ez-El-Deen El-Qassam Street and represents an access point to people coming from the north western localities of the town of Sheikh Radwan and Northern Remal, from Jabalia, and from the beach camp for refugee. It is parallel to Al Jala'a and Ez-El-Deen El-Qassam Streets. (Yahya R. Sarraj, Feb 2007)

The street is 3003 m long and 20 m wide (The source: Municipality of Gaza). It has two lanes in each direction. It has an island, ranging from 1 to 2.5 meters in width and a pedestrian Sidewalk of width 3 meters (El Nawajha et al., 2007). The road is paved by Asphalt and parking is allowed on both sides of the road, the street is classified by a main road.

Figure (A.7): Aerial Photo for Al Nassr Street (Source: The land Authority)

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2) Al Jala’a Street

Jala’a Street is a major Street running in the north-south direction parallel to Al Nassr and El-Yarmouk Streets. It connects between Omar El Mukhtar Street (from Al Saraya intersection) in the south and Salah Khalaf Street in the north. It was called " The Street of Death " because the existing problems of sight distance and vertical grades, so it suffers from the occurrence of accidents. (El Nawajha et al., 2007)

The street is 2967 m long and 30 m wide (The source: Municipality of Gaza). It is a two way with three lanes in each direction with a median. The road is paved by Asphalt and parking is allowed on both sides of the road, the Street is classified by a main road.

Figure (A.8): Al Jala’a Street (in Dabeet Intersection)

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Figure (A.9): Aerial Photo for Al Jala’a Street (Source: The land Authority)

3) Al Wihda Street

Al Wihda Street is a major street running in the east-west direction, it is parallel to Jamal Abd-El-Nasser and Omar El Mukhtar Streets. It is parallel for Omar El Mukhtar Street away about 180 m (Yahya R. Sarraj, Feb 2007). It connects between Ez-El-Deen El-Qassam Street in the west and Salah Al-Deen in the east. It intersects with many major streets as Al Nassr, Al Jala'a and Por Said Streets.

The Street is 3367 m long, it has a width that varies along the road from 16 m to 20 m (The source: Municipality of Gaza). It is two way Street with two lanes on both sides, sidewalk for pedestrians varies in width from 2 to 5.3 meters, and the island, ranging from 0.8 to 1.8 meters (El Nawajha et al., 2007). The road is paved by Asphalt and parking is allowed along the road sides, the Street is classified by a main road in the city.

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Figure (A.10): Aerial Photo for Al Wihda Street (Source: The land Authority)

4) Omar El Mukhtar Street

This street acts as a main artery into the city, has a length of about 5200 m (The source: Municipality of Gaza) and is located in three districts Alrimal, Zatwoon and Daraj. The street is divided into two parts the old section with a width of 16 m, which is located in the center of the old city, the new section, which extends from Palestine Square to the ancient port of Gaza (Al Rasheed Street).

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Figure (A.11): Omar El Mukhtar Street, (Photo by Rushdi Yahya Al Sarraj)

Figure (A.12): Aerial Photo for Omar El Mukhtar Street (Source: The land Authority)

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5) Jamal Abd-El-Nasser Street (Thalathini)

The Street is also known as Thalathini Street, it lies in the southern Remal Suburb in the south of the city running in the east-west direction. It serves as the major access road from the east of the city for interurban and commuter traffic coming to and from the south and middle governorates through Salah El-Din Street. The Street also serves the three universities in Gaza, several schools, the United Nations field. Furthermore, it serves as a bypass for heavy traffic flows along the parallel Omar El Mukhtar Street. Also it intersects with other major roads in the north-south direction mainly: Al Nassr Street, Al Jala'a Street, Por Said Street. The Municipality of Gaza focused on the development of this street after the establishment of the Islamic University and Al-Azher University and the College of Education. (Yahya R. Sarraj, Feb 2007)

The street is 3272 m long and 30 m wide (The source: Municipality of Gaza). It is a two way with three lanes in each direction and has central island. The road is paved by Asphalt and parking is allowed on both sides, but it is suffering from traffic congestion in the universities intersection.

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Figure (A.13): Jamal Abdel Al Nassr Street, near the Electricity Company

Figure (A.14): Aerial Photo for Jamal Abd-El-Nasser Street (Source: The land Authority)

6) Ez-El-Deen El-Qassam Street (Al Shifa)

The street is located in the west of Gaza city. It connects between Omar El Mukhtar Street (Rashad Al Shawa Center) in the south and Salah Khalaf Street in the north, it acquires its importance from the existence of Al-Shifa Hospital. It is only about 100 meters west of Al Nassr Street. It is parallel to Al Nassr Street.

The street is 3013 m long and 20 m wide (The source: Municipality of Gaza). It has two way with two lanes in each direction and has central island. The road is paved by Asphalt and parking is allowed on both sides, the street is classified by a main road in the city.

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Figure (A.15): Ez-El-Deen El-Qassam Street (Al Shifa)

Figure (A.16): Aerial Photo for Ez-El-Deen El-Qassam Street (Al Shifa Street). (Source: The land Authority)

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7) Jameat El Dowal El Arabia Street

The street is located in the west of Gaza city. It connects between Al Magdal Street in the north and Aoun Al Shawa Street in the south. It is parallel to Al Quds Streets. The Street also serves Islamic and Al Azher university in Gaza.

The street is 1907 m long and 20 m wide (The source: Municipality of Gaza). It has two lanes in each direction.

Figure (A.17): Aerial Photo for Jameat El Dowal El Arabia Street (Source: The land Authority)

8) Omar Ben Al Khattab Street

It is also known as the First Street in Sheikh Radwan. It acquires its importance from the existence of El Sheikh Radwan commercial area. It is running from Al Rasheed Road in the west to Al Sheikh Radwan Reservoir in Al Yarmouk in the east. It is parallel to Salah Khalaf Street and intersects Al Jala'a, Palestine, Al Nassr and Ez-El- Deen El-Qassam Street.

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The Street is 2350 m long and 30 m wide (The source: Municipality of Gaza). It is a two way Street with two lanes in each direction and has central island. The road is paved by Asphalt and parking is allowed on both sides. Street is classified as main road.

Figure (A.18): Omar Ben Al Khattab Street

Figure (A.19): Aerial Photo for Omar Ben Al Khattab Street (Source: The land Authority)

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9) Al Shuhada Street

The Street lies in The Northern Remal District and stretched from the west part of the city to the east. It is running from Al Rasheed Road in the west to Al Qanal Street in the east, Al Qanal street extend from Al Saraya intersection to Jamal Abd-El-Nasser Street. Al Shuhada Street is parallel to Omar El Mukhtar Street and Al Wihda Street. It intersects with several Streets such as Mustafa Hafez, Sharl Degoul and Al Qanal Streets. Gaza port is located at the end of it.

The Street is 1927 m long and 20 m wide (The source: Municipality of Gaza). It is a two way Street with one lane in each direction and has central island. The road is paved by Asphalt and parking is allowed on both sides, the Street is classified as main road.

Figure (A.20): Aerial Photo for Al Shuhada Street (Source: The land Authority)

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Appendix (B) Raised questions at the interviews with selected officials and professionals in Gaza city

1) What is the importance of traffic statistics in Gaza City? How can you benefit from them in practice? 2) What are the current situation and the problems of traffic statistics in Gaza City? 3) What is the data that should be collected (traffic flow, vehicle speed, vehicle types, number of registered vehicles, distance traveled per vehicle per year, etc. …)? 4) What are the suggested locations on the roads and at road intersections where traffic data should be collected? 5) What are the methods that can be used to collect traffic data? 6) What is the proposed body to manage the process of data collection, analysis and publication? 7) What is the suggested publishing mechanism? 8) Who are the beneficiaries from traffic data? 9) What is the role of universities in traffic statistics?

Table (B.1): List of interviewed persons in Gaza city Name The position

Eng. Sami al-Shayah Head of the Traffic Engineering Department at Gaza Municipality

Eng. Khalil Al Shaqra Deputy Director of the Roads Department at Gaza Municipality

Eng. Sobhi Skaik Director of the General Administration of Urban Planning in the Ministry of Local Government

Eng. Moataz Mohaisin Director Manager of the Gaza Office of Municipal Development and Lending Fund (MDLF)

Eng. Mohamed El Kahlout Head of the Technical and Engineering Affairs Sector at the Ministry of Transport

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