Dr Ghassan Ziadat, Atkins’ director of planning and infrastructure, looks in depth at transport planning, multimodal transportation and transit oriented developments. Ghassan believes that clear government direction, through policy and legislation, remains essential to ensure the consistent and effective adoption of multimodal transportation and transit orientated developments (TODs) in the Middle East’s major cities. This presentation was first delivered in March 2014 at Infrastructure Outlook 2014, Riyadh, Saudi Arabia.

1. Atkins Lectures
Multimodal transportation -
R i th b fitReaping the benefits
Dr. Ghassan Ziadat CEng MICE MIHT
Infrastructure Outlook 2014Infrastructure Outlook 2014
24 - 26 March 2014
Riyadh Kingdom of Saudi ArabiaRiyadh, Kingdom of Saudi Arabia

2. Contents
 Introduction
 Transport planning – why and how?
 Car vs. Transit - an international perspective
 Multimodal transportation future direction Multimodal transportation - future direction
 Transit oriented developmentsp
 Case studies
 Benefits

3. Why plan the transport network?y p p
• Improve accessibility and connect
communities
• Improve transport safety• Improve transport safety
• Respond to future transport
demands to meet growingg g
economy and population
• Increase competitiveness of the
community, city and state
• Reduced transport impact on
wider environmentwider environment.

4. Developing a land transport planDeveloping a land transport plan
• Establish base case scenario• Establish base case scenario
through data collection
• Use of appropriate TP
software for forecasting future
traffic scenarios
A th i t f t ffi• Assess the impact of traffic
growth on existing road
network
• Propose mitigation measures
• Implement a multimodal
approach.

5. International perspectives

6. City typology data
Data approx. 1995 - Source: Kenworthy
and Laube (2001)
Auto city Transit city
Criteria USA Aus/NZ Canada West/South
Europe
High income
Asia
Metropolitan GDP per capita (USD) 31,386 19,775 20,825 32,077 34,797
Passenger cars (per 1,000 people) 587.1 575.4 529.6 413.7 217.3
Passenger car (passenger km per capita) 18,155 11,387 8,645 6,202 3,724
Length of expressway (per 1,000 persons) 156 129 122 82 22
Parking (spaces per 1 000 CBD jobs) 555 505 390 261 121Parking (spaces per 1,000 CBD jobs) 555 505 390 261 121
Overall average speed of public transport
(km/hr)
27.4 32.7 25.1 25.7 33.2
Average road network speed (km/hr) 49.3 44.2 44.5 32.9 31.3
Ratio of public vs private speeds 0 58 0 75 0 57 0 79 1 08Ratio of public vs private speeds 0.58 0.75 0.57 0.79 1.08
Motorised passenger km on public transport
(%)
2.9 7.5 9.8 19.0 50.3
Public transport seat km of service per capita 1,557 3,628 2,290 4,213 5,535
U b d it ( h t ) 15 15 26 55 134Urban density (persons per hectare) 15 15 26 55 134
• US / Australian – San Francisco, Washington, New York, Denver, Chicago, Atlanta,
Houston, Los Angeles, Phoenix, San Diego
• Canada – Vancouver, Calgary, Toronto, Ottawa, Montreal
• Australia / New Zealand – Sydney, Perth, Melbourne, Wellington, Brisbane
• West / Southern Europe – Munich, Frankfurt, Zurich, Geneva, Dusseldorf, Bern, Lyon,
Paris, Stuttgart, Vienna, Oslo, Hamburg, Copenhagen, Stockholm, Ruhr, Nantes, Graz,
M ill H l i ki A t d B l B l R Mil B li L dMarseilles, Helsinki, Amsterdam, Brussels, Bologna, Rome, Milan, Berlin, London,
Barcelona, Madrid, Glasgow, Manchester, Newcastle, Athens
• High income Asian – Tokyo, Osaka, Sapporo, Hong Kong, Singapore
• Middle income Asia – Taipei, Seoul, Kuala Lumpur, Bangkok
• Middle income other – Tel Aviv, Prague, Curitiba, Riyadh, Budapest, Sao Paulo,
Johannesburg, Cape Town, Krakow

7. Car ownership vs public transport usagep p p g
100
70
80
90
Cars per 100 People
Public Transport %
50
60
20
30
40
0
10
20
Hong
Kong
Tokyo Singapore London New York Beijing Dubai Riyadh
Source:
W ld B kWorld Bank

8. Public transportation future directionPublic transportation – future direction

9. Doha: towards a “transit city”
H t
bility
Pre TMPQ (2008) roads programme
Scenario 1:
Car City Riyadh
Houston
sustainablemob
Full expressway
dtaxi
F ll metroScenario 2:
Dubai
ependenceors
p y
programme
built by 2017 as planned
Busand
Full metro
programme
Scenario 2:
Car City + Metro by itself Kuala Lumpur
Barcelona
llustratingcard
Doha
in 2014
Phased,
reprioritized
and de-scoped
expressway
programme
Metro
Programme
Phases
1a/1b
Complementary
measures
BRT/buses
Boulevards
Feeder systems
Walk + Cycle
Demand mgmt
Cost
risk
benefit
Scenario 3:
Transit City
All modes +
complementary measures
Barcelona
Singapore
examplecitiesi
programme Demand mgmt
D.U.S.Z.
complementary measures
Hong Kong
Spectrumofe

10. Future direction – some thoughts
Riyadh existingWalking
iti
2000
y g
• Continue private vehicular investments
as before
• No major public transit
• No complementary measures.
cities
Non-
motorized
transport
(Shanghai in
1980s)
Small/mid
sized bus
2005
Riyadh future
• Continue private vehicular
investments as planned (ring roads etc)
• Full metro network
Motorcycle
cities
(HaNoi)
sized bus
cities (Seoul,
Manila in
1970s)
Riyadh
existing
2014
• Enhanced bus and taxi service
• Walking and cycling
• Wide range of complementary
measures.
Traffic
saturated
motorcycle
cities
(Ho Chi Minh)
Traffic
saturated bus
cities
(Bangkok,
Jakarta,
Manila)
2030
L iti
Large transit
cities
Entrenched
traffic
saturation
(Dubai, Kuala
Lumpur?)
Riyadh
future
Car City
Large car cities
(Houston)
cities
(Hong Kong,
Singapore)
>2030
Car City +
Metro by itself
Transit City
Metro + other modes +
complementary measures
y

11. Public transportation - future directionp
– Widen travel choices (LRT, buses and metro) to encourage modal shift
– Expand existing bus route network coverage and introduce bus priority measures
– Improve accessibility for all users
– Improve quality and attractiveness of public transport to encourage patronage
Provision of air conditioned shelters and waiting areas– Provision of air-conditioned shelters and waiting areas
– Multimodal integration and common ticketing systems
– Intelligent transport systems (real time information)
– Use of technology and mobile phone applications.

12. Transit oriented developments

13. Transit oriented developments
Key principles of good design in a public transport interchange
AccessibilityAccessibility
Everybody should be able
to use the interchange
inclusively: pedestrians,
cyclists, wheelchair
users people with
Security
Certainty
R li bl i f i
users, people with
children, pushchairs,
heavy luggage, or
shopping, people with
movement restriction or
problems with sight or
Principles of
y
People need to feel
safe while waiting
for public transport
to arriv, and have
confidence that
Reliable information
on routes, services
and connections.
Real-time travel
information is of
particular benefit
p g
hearing.
Principles of
good
interchange
design
C f t
parked bicycles will
be safe and secure.
Interest
particular benefit.
Comfort
Seating for those
less able to stand,
protection from
extremes of
weather and
Interest
Something to
entertain passengers
whilst waiting. This
could be nearby
activity public art or weather and
climate, well
maintained and
clean facilities.
activity, public art, or
an interesting view. It
may be an opportunity
for advertising.

14. Public transportation - future directionp
Transit oriented developments

15. Recent case studies in Abu Dhabi on the
implementation of public transportation

16. Abu Dhabi sector upgrades
Abu Dhabi Municipality - sector public realm
upgrades
pg
Main features:
 50 packages – 15 year programme
 Programme just commenced
 Two packages with Atkins - EB11 and
W52
 Roads, PT, drainage and public realm
enhancements.

17. Khalifa port and industrial zone frameworkKhalifa port and industrial zone framework
Abu Dhabi Ports Company
 Masterplanning and infrastructure design
frameworkframework
 15 year programme
 Area A 15km2 infrastructure design and
construction in progress
 Area B 30km2
 Area B masterplanning commenced Area B masterplanning commenced
 Passenger and freight rail connectivity.

18. Al Maryah Island development
Main features:
 New development as an
extension to Central Business
DistrictDistrict
New financial centre, Cleveland
Clinic, 5 Star hotels and residential
districtdistrict
Roads, pedestrian and marine
access as well as LRT and BRT
systemssystems
Phase 1 - detailed design and site
supervision (of 150,000m2)
substantially completesubstantially complete
 Phase 2 – Bridges 3, 4,10 and
11 (50,000m2) being tendered.

19. Abu Dhabi bus stations
Department of TransportDepartment of Transport
Main features:
 Six stations in Abu Dhabi Six stations in Abu Dhabi
Emirate
 Design substantially Design substantially
complete and construction
commenced
 Connectivity to metro, LRT
and taxi stands through
pedestrian links.pedestrian links.

20. Key benefits of multimodal transport:
 Economic success - easy access to jobs, goods and services stimulates
h d d i
y p
the economy and attracts and encourages investment
 Social benefits – travel in safety and comfort to work, social events and Social benefits travel in safety and comfort to work, social events and
recreation improves quality of life
 S stainabilit less traffic congestion poll tion and carbon emissions Sustainability - less traffic congestion, pollution and carbon emissions
leading to a healthier environment and less impact on climate change
 City image and reputation - efficient public transport enhances the city’s
attractiveness and ranking as a modern habitable destination.

21. For more information contact:
Dr Ghassan ZiadatDr Ghassan Ziadat
ghassan.ziadat@atkinsglobal.com