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Final Report
April 2010
Contents 3
Contents
1 Introduction .................................................................................................................................................................7
2 Background ............................................................................................................................................................... 11
3 Data Collection .........................................................................................................................................................15
4 Methodology .............................................................................................................................................................27
5 Vision ........................................................................................................................................................................31
6 Key Transport Objectives ..........................................................................................................................................35
7 Core Principles & Policies .........................................................................................................................................39
8 ......................................................................................................................................................43
9 Strategies ..................................................................................................................................................................49
10 City Centre Strategy .................................................................................................................................................77
11 Transport Model ...................................................................................................................................................... 115
12 Strategy Appraisal ...................................................................................................................................................127
13 Economic Appraisal ................................................................................................................................................135
14 Actions & Implementation Programme ...................................................................................................................143
15 Organisational Structure to deliver Master Plan .....................................................................................................155
Introduction 1
Introduction 7
Introduction The approach adopted by this Summary commences with a section on the
background to Amman’s transport system, and then explains the data collection
It sets out the transport vision for Amman, the objectives and core principles and
Greater Amman is quickly developing into one of the leading cities in the
Middle East. It is renowned for quality services in a number of sectors including met. It then outlines the integrated range of strategies selected to deliver the Plan,
and covers the multi modal model designed to test their effectiveness through
Greater Amman Municipality (GAM) has continually planned road infrastructure demand forecasting. On the basis of a full analysis of the results over a range
of scenarios, strategy and economic appraisals are produced and an actions
led to increased congestion. The overall process was designed to deliver a tailored urban transport master and implementation programme proposed. Finally, the organisational structure
plan for Greater Amman that will include a set of high priority multi-modal transport required to deliver the Plan is considered.
projects supported by strengthened institutions and improved organisational and
management for the public authorities.
representing an increase of 69% or a growth of 19% per annum since 1999. In
2005, there were nearly 680,000 vehicles registered, representing an increase of
115% since 1999.
In Jordan, the number of private cars per thousand population for 1996 was
the vehicle motorisation rate for Jordan increased from 49 cars per thousand
population in 1999, to 63 in 2001, 67 in 2002, and 80 in 2005. Between 2005 and
2008, vehicle registrations in Amman have grown by 25%.
Using the vehicle licensing department statistics for 2005, the number of private
saloons per 1000 population in the GAM is estimated at 157 which is nearly
double the national average.
Currently, there are 178 cars per 1000 people, which is moderate when compared
to developed nations in Europe or the USA. This relatively low rate is attributable
to the relatively lower income levels in Amman, but also the large family size and
dependency on a single income within the household.
The forecast growth in car ownership using real income growth rate of 2% per
annum in a forecast car ownership of 248 cars per person - a growth of 40%.
The GAM masterplan forecasts that Amman will continue to be a young society
which dampens the growth rate in car ownership. However, the population of
GAM is expected to double by 2025, and this will increase the number of cars
from 380,000 to 1,170,000 cars, which is a 3-fold increase. With Amman already
suffering congestion and with limited space to increase central urban highway
capacity, alternative modes now need to be considered.
With the city moving into the 21st century, as part of the Amman Plan, GAM has
prepared a sustainable transport strategy for the short, medium and long term
time horizons which requires a strong vision, determination and a move towards
public transport and supportive transport policies.
The plan also proposes that public transport should be designed to provide a
hierarchy of services, with strategic high level routes being provided by Light Rapid
Transit (LRT) or Bus Rapid Transit (BRT), then the next tier of less strategic but
important urban services being provided by large buses, and more local feeder
services being provided by minibuses or white taxis.
It is necessary to have a balanced and integrated system that makes the best
long term sustainable transport strategy. However, in the medium to longer term,
The last integrated transport study was conducted in the mid 1980s and the The population of Greater Amman to increase from 2.2 million in 2008 up to a
recommended strategy was never implemented. maximum of 6.4 million by 2025
Amman has too much reliance on the road network and car usage, investing Large amount of planned new development.
primarily in road based infrastructure since the 1980s. The City’s urban envelope to expand with the creation of new mixed
There is very little investment in public transport which is currently provided use developments in areas such as East Amman (Amman Development
by buses and taxis. In 2008, public transport made up only 2.8% of all
vehicles on the system and accounted for only 14% of all trips made in Plan and High Density Mixed Use areas such as Central Parkway and the
Amman. Northern and Southern gateways.
There is a general perception that bus use is only relevant to low income Planning policy will concentrate on increased density of housing, thus
groups, which currently limits the general appeal of public transport to creating a large demand for internal trips within the City, where key facilities
potential users. such as retail, health and education are already widely dispersed.
The vehicle availability is 178 per 1,000 people (2008) and growing. The challenges resulting from this very high level of forecast growth and
development must not be underestimated. A radical and comprehensive strategy
approach will be essential in order to change current perceptions on the provision
annum since 2005. of transport services and accommodate the very high level of new trip generation
Jordan has relatively low fuel, registration and vehicle operating costs. resulting from this growth.
Parking measures are rarely enforced and cost of parking is low. Whilst an integrated planning policy of creating employment opportunities and The implications of these strengths, weaknesses, opportunities and threats have
housing in close proximity will assist in reducing the proportion of long trips, the been fully taken into account in the development of the overall strategy for the
Demand and Mobility Management measures are very limited. pressures on the transport system to accommodate large increases in trips will TMMP.
Data Collection 3
Data Collection 15
In 1999, The “Greater Amman Urban Transport Study” found a similar timing
for the AM peak with a corresponding peak hour factor of 7.2%.
Public Transport Occupancy Counts (PTOC)
In 2005 Amman Urban Transport Study (AUTS), the PHF was 7.08%
Screen lines and cordons were developed across the GAM area as shown on
Thus the studies conducted from 1989 to date have shown a consistent
Figure 1 and Figure 2.
decreasing trend in the morning Peak Hour Flow from 7.7% to 6.6%. Generally,
Figure 1 - this implies that morning peak demand is growing and that the morning peak
period is spreading to create a longer peak period.
The current afternoon peak period for the road network is essentially the same as
A summary of the key survey results is presented below.
lunch PHF in the period from 13.30 to 14.30 is the same as for the period between
15.00 and 16.00, which implies that the peak volumes are relatively stable during
the 2.5 hour period between 13.30 and 16.00.
(PHF) is the same as the late afternoon peak with about 6.2%.
information about public transport demand at screen line and cordons. 12-hour
MCCs were undertaken at 60 survey stations for one typical day. A summary of
MCC results for the screen line and each cordon, and the overall trend analysis
are presented overleaf.
16 Data Collection
Combined Screen and Cordon Line Analysis Table 3 - Journey Time Surveys
Over the 12-hour survey period (0700-1900), around 1.51 million vehicles Public Private Total Journey time surveys were updated along 5 routes that were surveyed between
Large
were counted throughout Greater Amman area. 2006 and 2008 to understand if there is any discernible change to journey times
Occupancy vehicles distribution vehicles distribution vehicles distribution
The majority of the vehicles (76.7%) comprise private vehicles and taxis. In over time and to provide a full complement of journey time surveys for all 14
0-50% 2863 22% 1265 41% 4128 26%
2005, this was 68.4%.
50-75% 3031 23% 571 18% 3602 22%
Public Transport (minibuses and buses) comprise 3.2% of the total compared 75-100% 5078 39% 1218 39% 6296 39%
with 5.6% in 2005, while white car (service taxis) represent 2.6% of the total overloaded 1957 15% 62 2% 2019 13%
and just 3.9% in 2005, while pick-ups and vans reduce to 13.0% from 15.8% 30 kph whilst PM peak hour speeds were 32 kph.
Total 12929 100% 3116 100% 16045 100%
in 2005 Figure 3 -
The analysis of a total of 46 places where public transport occupancy counts As can be seen the percentage of private vehicles has dropped between 1988
(PTOC) took place, as well as passenger volume and motorised modal shares are and 1999 by 6% and a subsequent increase in pick-ups and vans has occurred.
summarised in Table 2 and Table 3.
1997. Whilst private passenger vehicles have increased by an average of 2.4%
Household Surveys
per annum, which is below the average all-vehicle growth rate of 3%, pickups A household survey (HHS) was conducted across Greater Amman. This was the
Table 2 -
have increased by over 13% per annum.
Minibus Public Private Total was conducted on the basis of the household data obtained from the Census
In 2005, the percentage of private vehicles has increased to the same percentage
Occupancy vehicles distribution vehicles distribution vehicles distribution survey in 2004. An overall sample of 9,256 households was achieved or 2.1% of
recorded for 1985 and 1988 studies.
0-50% 4212 19% 11420 64% 15632 39%
households. Of the households surveyed, a total of 21,212 person trip surveys
In 2008, the most outstanding feature is that the private vehicle share has were completed. The sector and zoning system used is presented in the following
50-75% 5258 24% 3233 18% 8491 21%
75-100% 10850 49% 3082 17% 13932 35%
overloaded 1940 9% 124 1% 2064 5%
Total 22260 100% 17859 100% 40119 100% 2.3% during a short period. This implies that the rapid motorization has been
occurring in Amman over the last 10 years with annual growth rates exceeding
10%pa.
Data Collection 17
25.0%
20.0%
15.0%
10.0%
5.0%
0.0%
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15+
Economically Active
Figure 7 presents the distribution of economically active people per household.
Figure 7 -
60.0%
50.0%
40.0%
Figure 6 presents the distribution of household size. The average household size
was 5.2, with 52% of households containing between 4-6 people. 20.0%
10.0%
0.0%
0 1 2 3 4 5+
18 Data Collection
20.0%
Figure 11 -
8 10.0%
25.0%
0.0%
0 1 2 3+
20.0%
Figure 8 -
15.0%
Public Transport Access
14.0% Figure 10 presents the distribution of walk time access to the nearest public 10.0%
12.0%
Access to public transport is good, with an average walk time of 9 minutes 5.0%
10.0%
0
The 85% percentile is 15 minutes
0.0%
8.0% 1 0 - 100 100 - 200 200 - 300 300 - 400 400 - 500 500 - 600 600 - 700 700 - 800 800 - 900 900 - 1000 1000 - 1100 - +
2 1100
3
6.0% 4
5+
Figure 10 -
4.0%
Household Income by Property Type
2.0% Figure 12 presents the distribution of average monthly income per household by
40.0%
0.0%
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15+ 35.0%
The income distribution is similar for houses and apartments.
30.0%
Figure 9 presents the distribution of vehicle availability per household. The 20.0%
15.0%
The average vehicle availability per household is 0.93, or 178 per 1000
people.
Data Collection 19
0.1
40%
35%
0.05
30% 0)%$1()*(+,,&#
0
0 - 100 100 - 200 200 - 300 300 - 400 400 - 600 600 - 800 800 - 1100 1100 - + 25%
% Persons
20%
/".$()*(+,,&#
freedom or perceived status. Figure 13 presents the relationship between 0%
<5 5-14 14-25 25-65 65+ !"#$%&'()*(+,,&#
household income and different levels of vehicle availability. -&.$()*(+,,&#
The survey data is used to calibrate a vehicle availability model, which is used to
forecast the occurrence of vehicle available households as real GDP increases.
Figure 13 -
0.9
0.8
2)3$1()*(+,,&#
0.7
0.6
3+
2
0.5
1
0
0.4
0.3
0.2
0.1
0
0 - 100 100 - 200 200 - 300 300 - 400 400 - 600 600 - 800 800 - 1100 1100 - +
20 Data Collection
40%
40% are in education (33% are pupils, 7% are students)
35%
4% are retired
30%
25%
Figure 16 - Figure 17 -
%
20%
15%
10%
5%
0)%$1()*(+,,&#
0)%$1()*(+,,&#
0%
Home Based Home Based Home Based Home Based Home Based Home Based Employers Non-Home-
Work Employers Education Shopping Personal Other Business Based
Business
Figure 19 shows the timing of trips throughout the day. There is a distinct peak in
the morning between 0700 and 0800, with 22% of trips. The graph shows the start
/".$()*(+,,&#
/".$()*(+,,&# next hour, which will dampen the peak observed. The early afternoon peak is not
!"#$%&'()*(+,,&#
!"#$%&'()*(+,,&# -&.$()*(+,,&#
-&.$()*(+,,&#
2)3$1()*(+,,&#
2)3$1()*(+,,&#
Data Collection 21
25.0%
20.0%
15.0%
%
10.0%
5.0%
0.0%
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300
Figure 20 -
35.0%
Home Based Work
Employers Business
20.0%
Non-Home-Based
%
15.0%
10.0%
5.0%
0.0%
0
00
00
00
00
00
00
00
00
00
00
00
00
00
00
0
0
10
20
30
40
50
60
70
80
90
10
11
12
13
14
15
16
17
18
19
20
21
22
23
The desire line diagrams on Figure 21 and Figure 22 indicate the magnitude of
sector to sector demand with the heavy demands shown by the thicker lines.
22 Data Collection
Figure 23 shows the overall TLD for all trips, in terms of the duration of the trip.
External Trips
80% of trips are under 30 minutes in duration The Road Side Interview (RSI) sample rate was inbound only. Therefore, the 24
96% of trips are under 60 minutes in duration hour inbound only Origin-Destination (OD) matrices are transposed to obtain the
outbound trips. The total 24 hour OD matrices are formed by combining inbound
22% of trips are less than 10 minutes in duration, which indicates that slow
and outbound movements.
modes, especially walking, are competitive.
Figure 24, Figure 25 and Figure 26 present the 24 hour desire lines for external
1% of trips take longer than 90 minutes
trip movements for private, goods and public transport vehicles.
Figure 23 -
External Demand
The estimation of intra-urban person trips provides part of the demand on the city
35%
streets for private cars, taxis and public transport. In addition, an estimation of the
external trips which enter the city is required to complete the transport demand.
30%
This demand is derived from a cordon road-side interview survey at the edge of
25% the urban area. The survey showed that around 112,000 vehicles enter Amman
over a the 12 hour period with 79% being private vehicles, 6% public transport and
20%
15% goods vehicles.
15%
10%
5%
0%
10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180
Data Collection 23
Figure 25 - Figure 26 -
Methodology 4
Methodology 27
Methodology and effectiveness against a multitude of factors. The scenarios were adjusted and Figure 27 -
If there is a shortfall between the desired target level and the mode share Amman Plan
Objectives
target that the strategy is achieving, then more of the measures listed can be
Results of City SWOT Analysis
Benchmarking
A short statement expressing the essence of what a successful implementation is not achieving the desired results.
transportation system in Amman will look like. Vision, Objectives &
Core Principles for
The MCAF brings together the weights and scores of each objective and each Amman TMMP
A summary of where Amman wants to be, what it will look like
and by when it is intended to achieve it.
Those scenarios having high weighted average scores and those meeting most of
What needs to be done in order to achieve the
vision and objectives.
The combined MCAF score and the economic viability of the scenario determines
the most appropriate scenario to be recommended.
plans and timescales.
The chosen process is illustrated on Figure 27.
The detail of how it is intended to deliver the strategies.
How progress should be
Develop Strategies
Vision
The transport vision for Amman is to achieve by 2025 an integrated, accessible,
affordable, safe, sustainable and environmentally-friendly transportation system
which facilitates the planned development of the City and contributes positively
to the health and economic welfare of its citizens and businesses.
Key Transport Objectives 6
Key Transport Objectives 35
Key Transport Objectives The TMMP is also intended to support the Amman Plan in meeting the following
To improve safety for all transport users and to enhance the pedestrian
realm;
To minimise the impact of congestion on the road network for citizens, visitors
and businesses;
Core Principles & That road network capacity provision and growth should only be provided
Policies constrained to a level that is commensurate with the proposed land-use and
urban form objectives of the Amman Plan;
strategy development for the Amman TMMP. These core principles will allow a
complete transport system to be developed, which has the capacity to meet both That opportunities will be sought to maximise private and public sector
current needs and also accommodate and safeguard the planned needs of future investment to ensure that public transport services and facilities are as
demand and growth as envisaged in the Amman Plan. Although presented under commercially sustainable as possible over the long term period; and
a series of sub-headings, these core principles should be read in unison and form That major new developments will be strategically located in accordance with
part of the overall transport strategy solution proposed for Greater Amman. the principles of the Amman Plan and at locations which allow full integration
with the core public transport services, in particular the planned LRT and
BRT networks.
Overarching Core Transport Principles and Policies
That the transport system for Amman should be planned and implemented
in full cohesion with the approved land-use strategies set out in the Amman
Plan;
That the image and perception of public transport to all Amman citizens and
visitors, regardless of their socio-economic conditions, be improved;
modes be achieved;
That the mobility of persons and freight and citizens’ accessibility to services
and goods be improved;
That the resultant integrated transport system for Amman should provide
a range of mode choices for all trips, whilst promoting public transport and
walking as the preferred mode choices;
That the integrated transport system for Amman should also provide for
safety of travel by all users in an environmentally sustainable manner and
to meet the needs of the full range of transport users, including residents,
commuters and tourists;
8
43
Table 5 - Table 6 -
Target Target
Context New target relating to the implementation of the strategy to Target level of use of public transport anticipated as being
Rationale
In order to assist in measuring success in delivering the overall transport strategy, Rationale ensure that the increased take up of public transport does required for Amman to achieve its policy objectives.
correspond to a reduction in car trips.
Applies Amman wide.
Full achievement of these targets also needs to be set within the context of the Applies Amman wide.
overall population growth predicted within Amman. This is critical, as for example, The proportion of personal travel made on public transport
The number of vehicle kilometres travelled by cars and Measure
in considering an increase in the percentage of trips undertaken using public Measure
HGVs for all journeys made during peak hour.
transport, the numbers needed to attain a target are substantially higher in a
Data Source Data Source Household survey and data (2008).
growing population situation than would otherwise be the case.
London has 1,700,000 annual private passenger vehicle kms London has 42% public transport mode share, compared
The Amman Plan suggests that infrastructure should be designed to support an Benchmark to 54% for New York, and 63% each for Singapore and
Benchmark per km of road, Hong Kong 2,940,000, Singapore 3,980,000
increase in population from 2.2 million to 6.4 million in 2025. However a more and Dubai 1,640,000. Hong Kong, Middle East cities 17%.
conservative projection was used in order to allow for proper evaluation of various
Current Current Available data indicates that total public transport modal
kms across the GAM area is 15,150,000 by cars and Position share is currently 14%.
forecast of 4.7 million was adopted. Position
2,060,000 by HGVs.
DM1 DM1
Measuring Progress 41,970,000 19%
2020 2025
focus and a clear methodology for monitoring is far better than a plethora of targets
Table 7 - Table 8 -
between different sets of data.
Target Target
PT % mode share 12 %.
New target relating to the implementation of many parts
Journey time Rationale Rationale growth, the Amman transport strategy measures will also
of the Transport Strategy.
Vehicle speed achieve a reduction in CO2 levels.
Applies Amman wide.
Accident rates Applies Amman wide.
The average journey time for all journeys made by white
Vehicle km reduction Measure taxi, large bus, minibus for all journey purposes made Measure The ppm of CO2.
during peak hour.
Volume of emissions
Journey time surveys and Global Positioning satellite
Data Source Data Source
systems installed on public transport vehicles.
Average AM peak hour journey times in global cities Middle East cities range from 300 to 1,000 kg per captia of
Benchmark range from 30 to 45 minutes. The transport strategy for Benchmark
CO2.
Amman aims to reduce this to 30 minutes.
Current Across the GAM area, emission levels of CO2 is currently
Current Position Position around 500 kg per capita.
journey time by all public transport modes is 45 minutes.
DM1 DM1
60 min 700 kg per capita
2025 2025
44
Table 9 - Table 10 -
Target Target
The objectives within the Amman Plan for improving the Through increasing the number of employers who are
environmental quality within the city. The target share within easy reach of the public transport system, this will
Rationale Rationale both improve accessibility to jobs, and increase the modal
of public transport will be reached by increasing the
proportion of households within range of the network. share of public transport, both targets within the Amman
Plan.
Applies Amman wide.
Applies Amman wide.
The percentages of all residential homes within the
Measure range of bus or rail stops, stations, interchanges as
measures using GIS tools. Measure
measured by GIS.
Data Source Results of GIS mapping and modelling.
Data Source Results of GIS modelling.
Benchmark - -
Current
proportion of residents within 400m of the public
Current Position Position
nodes is 43%.
55%.
DM1 DM1
58%
2025
Table 11 - Table 12 -
Target Target
The Jordanian economy is growing rapidly. Unconstrained Promoting the role of pedestrians will help improve their
growth in private car travel will lead to congestion, greater Rationale safety and comfort of movement and reduce the number
road safety problems and a deteriorating environment. of accidents.
Rationale
Promoting the role of pedestrians will help improve their Applies City-wide.
safety and comfort of movement and reduce the number
of accidents. Measure Mode share of walking from household surveys.
Applies City-wide.
Data Source Household Survey
Measure The number of pedestrian personal injury accidents.
Benchmark -
Data Source Locally available government data (police records).
It is estimated that 26% of trips are undertaken by
Benchmark Current Position
Amman Police Directorate. journeys made by walking, particularly for journeys under
2km.
Current
Position severities) occurred in the Amman Police Directorate.
DM1
18%
- - 2025
45
Strategies 9
Strategies 49
The City Centre strategy is presented in section 10. Freight transport Systems
Overall Transport Strategy The approach discussed and agreed with GAM was to adopt a systematic
through the options would be implemented, with the support of increasingly strong
To design and build a multi-modal transportation demand model using a full demand management policies. A series of aspirational targets and indicators was
agreed, and the iterative process described above was undertaken to determine
this model to test a number of future scenarios; which strategy and programme combination achieved the best balance of results,
To develop a number of integrated and comprehensive urban transport taking into account meeting the targets set and the feasibility and practicality of
strategies designed to discourage dependence on private cars and promote successful implementation. Underpinning this approach, is the need for a number
the development and use of public transport, together with securing safe and of strategies related to safety, pedestrian environment, freight etc that not only
convenient pedestrian movements; integrate and support the public transport strategies but also address serious
issues related to those transport sectors. Finally, regulatory and organisational
To ensure that all transport plans and proposals put forward in the TMMP are
integrated with land-use developments based on the preferred strategies of
has been considered.
the Amman Plan;
Packages of options were therefore tested against the agreed objectives,
targets and performance indicators. The approach to each strategy development
appropriate travel speed and driving behaviour, as well as overall safety
was evidence-based, but at the same time ensuring that each strategy was
awareness; and
comprehensive in itself. The strategies are summarised on the following pages.
To provide a reference framework guidance that should be used by GAM
to evaluate and review future development projects that have an impact on
transport and mobility.
The strategies have been selected from an options framework, which provides
choices of a variety of improvements to non-car modes and a series of demand
management measures.
50 Strategies
Demand Management Strategy and its Application launched to ensure that the public clearly understand the plans and objectives of
GAM.
Fuel costs
Why is this strategy needed?
The soft demand management measures include fuel and taxi price increases,
Taxi fares
The main objectives of the TMMP revolve around the concepts of reducing the the introduction of a new fare system designed to encourage usage and ensure
problems caused by congestion and improving mobility and access to services. Public transport fares
Whilst improvements to, for example, public transport, walking facilities and the existing parking regulations and charges. The increase in fuel prices is clearly a
Parking charges
improved provision of information through ITS help to achieve these objectives, Government led decision; however, regulating taxi and public transport fares is
Work place charges, and,
within GAM’s authority.
designed to stabilise, reduce or suppress the generation of car trips. Such Cordon pricing
measures are intended either to increase the comparative costs between the use
Recognising the fact that some degree of sensitivity needs to be applied with is available to the public that offers genuine alternatives of travel. We therefore
of the car and alternative modes, or to reduce the supply of available space for
the introduction of demand management measures, three degrees of intervention
cars through measures such as parking restrictions or public transport priority
lanes. Experience elsewhere in the world has consistently demonstrated that
demand management measures are essential if the growth of car trip generation Soft measures Immediate Action
is to be successfully addressed.
Moderate measures
However, demand management policy alone can not solve the problem. A strong Strong measures once BRT is operational
public transport system must be in place before any demand management policy
The introduction of the above measures represents a step change in the way in
can be applied in support of the public transport system.
which the transport system is currently managed. The emphasis on the demand Action immediately along strategic routes and controlled
management scenarios is to allocate increasing costs to motoring and making the parking zones.
What are the principles behind this strategy? use of public transport far more attractive to the general public. The development
The introduction of demand management policy measures represent a step of demand management measures would require a staged approach brought in Table 13 shows the assumptions made in modelling the various demand
change in the way in which the transport system is currently managed in Amman. once the provision of public transport is a viable and more attractive option.
The emphasis on the demand management policy is to allocate increasing way in which such measures would be implemented.
costs to motoring and making the use of public transport far more attractive to
How will the strategy be delivered?
the general public. The development of demand management requires a staged
Given the current absence of demand management policy in Amman, it is
approach brought in once the provision of public transport is a viable and more
recommended that GAM begins with the partial implementation of the soft policy.
attractive option. Taking into account public perception and acceptability to cost
based demand management measures, we developed three policy options, soft, Whilst it is not easy to formulate transport policies which are universally acceptable
moderate and strong representing increasing costs to private based transport. it is also very hard to implement them in a way that pleases people, including the
These measures were tested within the strategies, allowing the impact of policy
to be measured.
support.
The purpose will be to arrive at a balance of transport improvements and demand
management measures which best achieve the objectives and associated targets A set of activities directed towards putting a program into effect which would be
and performance indicators.
Three levels of demand management measures have been designed and revolve In terms of “winning the public vote”, a media and advertising campaign must be
Strategies 51
Level of Intervention
Intervention Variable
Current Situation Soft Medium Strong
0.584 JD/litre
0.072 JD/km
Fuel Costs Cost per litre in JD Raise by 1% per annum Raise by 1.5% per annum Raise by 2% per annum
(assumed increase back
to same levels as 2008 in
real terms)
Taxi Fares Fare per km in JD Raise by 1% per annum Raise by 1.5% per annum Raise by 2% per annum
0.18 JD/km
0.16 JD/day
25% reduction through
Public Transport Fare Fare per km in JD +0.005 JD/km travelled As Base case 10% reduction (subsidy)
the use of travel card
maximum 0.41 JD per leg
Leisure JD 1.5 Leisure JD 3.0 Leisure JD 3.0
Parking Costs Average Cost for Car
* JD3 / day but not
Parking the city centre Work JD 2.0 Work JD 3.0 Work JD 3.0
Costs are in JD and apply enforced
to “home to work, home to College JD 2.0 College JD 3.0 College JD 3.0
collet etc” trips only. To be Average Cost for Car Leisure JD 1.5 Leisure JD 3.0 Leisure JD 3.0
applied to both AM Peak Parking with workplace * JD3 / day but not
Work JD 2.0 Work JD 3.0 Work JD 3.0
and All Day runs. enforced
levy
College JD 2.0 College JD 3.0 College JD 3.0
Improve junctions along key corridors to reinforce the road hierarchy Daeri Rd (H34), crossing Al Hezam Al Daeri Rd and linking into the area
Bin Al Hussein II Rd and Wadi Abdoun Rd (under construction) bordering
South
Area C (North)
Strategies 53
Figure 28 -
Faw Rd (H35) linking Al Faw Rd with King Abdullah I Rd
Al Tall
Abu
Abu Naseer
Naseer
Shafa
Shafa Badran
Badran
Khayr
H21
H46 H24
Al Mokarrama H20
H40 Jbeiha
Jbeiha H23 Area B
r Road
Al Azha
Sweileh
Sweileh H47
Tareq
Tareq
Qu
H42
ee
A1 Marqa
Marqa
n
H43 I sti
Al
King Hussein
Al-Abdali
kla Basman
Basman
Al-Abdali
ia
l
Business Park
H9
7 6
Badr
Badr Al-Jadeedah
Al-Jadeedah H44
3 H1
8 5 B2 1
4
Rania Al Abdallah and Jarash Wadi
Wadi Al-Seir
Al-Seir H45 Zahran
Zahran
Area A H2
H10
H14 H15 H3
Capital
H16 Parkway
Area C Ras
Ras Al-Ain
Al-Ain H5 H4 Al-Nasser
Al-Nasser
H8
road linking into development in the West (street South of Nafel Ben Amer) H13
Badr
Badr s Roa
d
H7 H6
udu
Al Q
H12
Abu
Abu Alanda
Alanda &
& Al
Al Rjeeb
Rjeeb
Umm
Umm Qaseer,
Qaseer, Muqablain,
Muqablain, Al-Bunyyat
Al-Bunyyat
Sahab
Sahab
Khribat
Khribat Al-Souq,
Al-Souq, Jawa
Jawa &
& Yadoudah
Yadoudah
Southwest
Southwest
Al-Mouqar
Al-Mouqar
e
Grade Separation
Corridor Measures
Ring Road
Tunnel
South
South
Proposed Roads
Under Construction
Intensification Corridors
Area A,B,C
Network Developments
Proposed Local Network
0 1 2 3 4 5
Developments Areas
Kilometres
54 Strategies
Public Transport Strategy To establish a comprehensive public transport system based upon a clear to encourage usage of public transport services by addressing the
hierarchy of needs; waiting environment at bus stops and interchange points, as well as by improving
Why is this strategy needed? vehicles and services. It is also proposed to identify the most appropriate terminal
To create an accessible public transport system which addresses social
locations and to undertake a comprehensive upgrade to passenger facilities
inclusion and promotes modal shift from private car use;
across the whole network.
high quality of life for residents, it is necessary for modern cities to develop a To ensure that the development of new and extended public transport
sophisticated and comprehensive public transport system. Such a system services is designed to address the needs of the Amman Plan and land use
is lacking in Amman, where public transport is currently characterised by the planning in general; How will the strategy be delivered?
Redesigning and introducing substantial changes to the public transport network
in Amman is a complex exercise, which needs to take into consideration current
Although overall service is reasonable, the system is complex, non-integrated economy of Amman and Jordan;
trip patterns by all modes, future development and changes in population sizes,
and lacks any effective marketing or publicity;
To undertake a comprehensive upgrade to passenger facilities across the and access patterns to employment, education and health facilities. In order to
Public transport mode choice is restricted to buses, minibuses and taxis; whole network in order to encourage modal shift; consider a range of potential options, four broad public transport scenarios were
Terminal locations are unsatisfactory and facilities generally very poor; To integrate the public transport system with other transport strategies and
plans; were then combined with various other measures, including a number of demand
There has been a lack of effective public transport planning;
management ones, to try to derive an optimal solution. The four public transport
Many services do not operate to a proper timetable and are unpredictable To segregate fully the level 1 public transport network, and to introduce
and unreliable;
congestion on the public transport network; 1. An entirely bus based service provision. This assumed that there would be no
The net impact of the above factors results in the mode share for public transport BRT or LRT lines constructed in the period up to 2025, but that there would be
being currently about 14%, which is very low in comparative terms with other To introduce a regulatory and contractual system which provides a stable,
a fundamental redesign of the route network, including additional services and
city economies in both Europe and the Middle East and North Africa, which have predictable and high quality public transport network and which encourages
high frequencies to address the growing population and expansion of Amman. In
successfully tackled the problems of congestion and poor accessibility. private sector investment and innovation.
terms of the hierarchical approach, it relied on high quality and high frequency bus
services to provide the core Levels 1 and 2 services.
What are the strategy objectives?
congestion, particular emphasis needs to be placed on using public transport to
The strategy objectives, and the programme schemes designed to achieve them,
promote mode shift from the private car. Consequently, a high priority must be to currently being planned and designed by GAM. As the selected lines for the
establish a comprehensive public transport system based upon a clear hierarchy proposed LRT system are potentially amongst the most heavily used public
of needs. Social cohesion and economic growth are also very important for the objective for designing and delivering the improved public transport transport corridors in Amman, it is envisaged that their proposed routings will need
Amman, and an improved public transport system would be the most effective network will be to create a hierarchy of services to meet the differing needs of to be replicated as closely as possible by new BRT services in this scenario. On
way of ensuring increased accessibility and social inclusion. passengers in terms of destinations and capacity. This will be accompanied by a a practical note, these BRT services would operate on street, however it would
hierarchical approach to the provision of interchange facilities between the various
Public Transport is thus regarded as one of the most important elements of the
public transport modes;
overall strategy for the TMMP, as it has a primary potential to reduce the future
growth of trips by private car, as well as attracting those who currently use the car. assumed that the Level 4 network of local feeder services would be operated to
to ensure the system offers a high level of accessibility in the
conventional timetables by white taxis and small minibuses, and would be centred
widest sense of the term, to include not only ease of access to public transport
To provide a suitable environment in which to achieve these public transport around providing services to areas of the City inaccessible to conventional buses
objectives, it will also be necessary to ensure that the regulatory, contractual and
from where they live and where they work through improved pedestrian facilities
organisational system in place is structured to provide a stable, predictable and network.
and feeder service networks;
high quality public transport network and encourage private sector investment and
innovation. to enhance average speeds and reliability of public transport services
corridors in the City, supplemented by an expanded BRT network, with the
through highway segregation and prioritisation of intersections and junctions
What are the principles behind this strategy? Under this scenario, some Level 4 feeder services covering the LRT and principal
segregated to ensure journey times are optimised and remove the impacts of
The public transport strategy within the Amman TMMP is based on internationally BRT stations would operate on a demand responsive transport (DRT) basis, which
network congestion;
would be intended to minimise fuel consumption whilst providing an enhanced
Strategies 55
and more convenient service to local residents. supporting radial and orbital routes designed to integrate with the Level 1 Bus lanes
network. These will be operated either by conventional full size buses or by
Selective Vehicle Detection (SVD)
BRT vehicles operating on both segregated and non-segregated highway
an expanded LRT network by 2025. This was based on the concept that some of Bus gates
(‘partial BRT’).
the BRT Lines constructed in the early part of the TMMP period would be replaced
Design and implement a complementary non-core network of Level 3 bus To address the requirements of the infrastructure approach:
by the additional demand created. Expand the provision of new bus shelters, bus stops and information to cover
around Amman not covered by the Levels 1 and 2 core services. These
the entire GAM area.
The modelling and strategy appraisal processes indicated that the optimal strategy routes would be operated by either conventional buses or minibuses.
for public transport development in Amman was likely to be one based on the third
Develop a ‘hub and spoke’ series of Level 4 networks using minibuses
scenario. This proposed network is shown in Figure 29 and Figure 30. Public Transport Terminals.
and white taxis designed to serve areas not covered by conventional bus
The following section thus summarises the details of how the chosen public services and which will connect residential areas with both major and minor
transport strategy should be delivered. interchange points on the core LRT and BRT networks. Ultimately, where
network, it is proposed that some be operated on a Demand Responsive new and some replacements for existing sub-standard or poorly located
Design, secure and implement a core Level 1 Public Transport network, Transport (DRT) basis. DRT control centres would be established to cover facilities and improve access for pedestrians where necessary.
LRT and BRT Line corridors, and the operation of the services would be
1 would run from Al Mahatta to Area C, Line 2 from Beituna to Medical
terminals and interchange points around the periphery of the Amman urban
City, and Line 3 from Umm Al Hairan to Sport City. The system would be
area.
engineered such that alternative routings could be facilitated, for example Al do so by known demand.
Mahatta to Medical City.
Vehicle Fleet Size
Implement and develop a supplementary Level 1 Public Transport network of
Implement a suitable fares structure devised by GAM, in which the current
bus based rapid transit routes (BRT), designed to integrate fully with the LRT
share of trips held by public transport, it is clear that the overall passenger carrying
also that the proportions within the different categories of vehicle would change in
service would operate from Shafa Badran via the University of Jordan, Provide high quality marketing and information systems through the creation
view of the introduction of new services and the increased demand.
Sweileh and Airport Road to terminate at Area C. Secondly, a series of BRT of a Public Transport Marketing and Publicity Unit as part of the Passenger
routes would connect Al Azher and Tabarbour with Al Mahatta, and then Transport Authority activities of GAM.
Abu Nasyr. A further set of BRT services would provide connections between
areas of North Amman (including Area B) and the University of Jordan. BRT Introduce a Real Time PT Information system to cover all scheduled services. and speed of planned developments in Amman and consequential capacity
services would also be used to provide a substantial improvement to the
South and South East of Amman, with connections to other core services at
level to provide a uniform high quality standard.
Umm Al Hairan and Al Mahatta. This would provide for both existing and new
development in the Sahab area and the planned ADC. Level 1 BRT services
would probably be operated initially by 12 metre single deck buses, but these
Ensure that all Level 1 public transport services are fully segregated.
would need to be replaced by 18 metre articulated buses or 24 metre bi-
articulated buses in view of the projected passenger usage. Ensure that other core public transport services are provided with systematic
priority measures based on an assessment of engineering effectiveness and
Design and implement a range of Level 2 services, which will provide
56 Strategies
in the Downtown area is a decision that is dependent on the success of Park and Ride
development proposals for the Amman Plaza and urban strip areas in Centre, Sahab Centre, Jawa Street, Area A, Albn Ayiat, University of Jordan, Park and Ride is often regarded as an interim solution to achieving a reduction in
congestion in city centres and encouraging the use of public transport. However,
Terminal will become a more central and attractive terminus. in the case of Amman, with a number of potential LRT and BRT terminals likely to
Type C interchanges would consist of all other LRT and BRT stations not included
– If LRT Line 3 is successfully be constructed in the outer urban areas, it could be a valuable tool in deterring car
as Type A or Type B above. Type D would consist of all Park and Ride sites not
implemented, this new facility will provide a major interchange point with BRT trips to the City Centre without the need to provide dedicated bus services, as the
included in the above categories; Madounah, Sahab Outer By-pass, Al Muwaqqer,
and bus services. It would also be highly desirable if a new custom designed LRT and BRT services would offer an attractive service to the central areas. Park
Airport Road, Area C (LRT Station 11, Line 1) and Area C (LRT Station 12, Line 1).
facility could include room for terminating PTRC bus services currently using and Ride would thus form an integrated element of the Parking Strategy.
South Terminal. The latter facility could then be closed, with some space Indicative construction costs for 11 park and ride sites have been included in the
External Bus Services
retained for bus parking purposes in order to avoid unnecessary congestion economic appraisal, some requiring multi level car parks, but with the majority
at the new interchange terminal. Bus services entering Amman from areas outside the GAM boundary currently
able to be constructed as open at grade facilities. Table 15 demonstrates the
terminate at a variety of different points, and are the responsibility of the PTRC.
– this existing terminal facility will need to be potential modelled usage by 2025 for the preferred scenario.
Decisions of principle will need to be taken as to how such services will operate
redesigned and enlarged in the medium to long term to accommodate
in the future, given the changes resulting from the introduction of comprehensive Bus pictures courtesy of Caio Induscar of Brazil.
a major interchange with LRT Line 2, together with major growth in
LRT and BRT networks. It is unlikely that, given the current laws relating to
employment in the immediate area. Table 15 -
responsibilities for public transport, such decisions can be made unilaterally by
– If LRT Line 2 is successfully implemented either party, and thus changes will need to be made by mutual agreement.
Name of Park & Ride Site Projected Usage in 2025
this new facility will provide a major interchange point with BRT and bus
One possibility would be for interchange points to be concentrated at the new Sweileh P&R 1,000
services.
locations to be created by the LRT and BRT networks. This would have the North Terminal P&R 400
– If LRT Lines 1 and 3 are successfully implemented this new advantage of reducing congestion in the inner city areas and enabling an easy Shaheed Street P&R 400
facility will provide a major interchange with passing BRT and bus services. transfer to high frequency local services. Conversely, this might cause additional Beituna Terminal P&R 1,500
Whilst engineering feasibility has not yet been undertaken, it is very likely journey time and costs to large numbers of passengers, which would not be Madouna P&R 300
welcomed and might deter the increased use of public transport. Sahab P&R 850
need for a fairly complex design. Garden Zone P&R 850
We believe that any compromise agreement regarding future changes to cross
– This busy location will be served by an Area C Terminal P&R 504
boundary bus services needs to be based on logical, equitable and mutually
intersection of LRT Line 2, if successfully implemented, and a BRT service, LRT2/Stn11 P&R 300
agreed principles, and would suggest that the following should form a basis for
together with several terminating bus services. Consequently, a carefully LRT2/Stn10 P&R 100
designed on-street interchange facility will need to be built at this location. Medical City P&R 500
A fundamental principle should be that any changes can clearly be
– This terminal would need to be created if LRT Line 3 is
successfully implemented, as there would be an important interchange with
both BRT and bus services.
A distinction should be made between bus routes serving the urban areas
- This terminal would need to be created if LRT
adjacent to Greater Amman, and longer distance services from other areas
Line 1 is successfully implemented, as there would be an interchange with
of Jordan. The former should be treated in the same way as bus services
both BRT and bus services.
operated under GAM’s auspices, whereas the latter should terminate at one
The following Type A interchange terminals would be created provided that the of the proposed outer terminal points;
(Station 10 on LRT
Local passengers travelling wholly within the GAM area should not be
Line 3), (Intersection between Station 3 on LRT Line 2 and
permitted to travel on PTRC longer distance bus services.
Station 4 on LRT Line 1), ,
(plus P&R) and and .
The Type B interchanges would consist of Sweileh Terminal (plus P&R), Marka
58 Strategies
Figure 29 -
16 ABU NASYR SHAFA BADRAN 21 ABU NASYR ABU NASYR SHAFA BADRAN
26 40 63 26 66 SHAFA BADRAN EAST
GIN-N-BASHA BAQA’A NORTH KEY
40 72 41 ABU NASYR EAST SHAFA
72 SALT ROAD 41 30
26,40, BADRAN LIGHT RAPID TRANSIT
72 ZATYOUNAH 41,42 42 ABU NASYR ROAD
TERMINAL
16
BUS RAPID TRANSIT/
SWEILEH PARTIAL BUS RAPID TRANSIT
P&R
TERMINAL 26, 30
CONVENTIONAL BUS ROUTE
(22)(72) 11b 70 11
11,12,20,22, MINI BUS ROUTE
(40)(41)(42)
12b 71 12 30,40,41,42
(30) AREA B 65 66 TO ZARQA
11b,12b
11a 12a 65
26,
70 20 21,63 65
30
27 28
TAREQ
ROAD
11a 12a
AL AZHER
UNIVERSITY (26)(26a)(30)
(11)(12)(16)
14 27
(22)(26)(40)
22,30,42 (41)(42) 12a
70 21, TABARBOUR
(11b)(12b)(30)
63
11a 14a 25 (65) 66
65
14,
26,
20 30,
40,41,42
27 AL MAJD
71 CITY
14,25,29,65 14,29 10a
29
WASFI AL TAL P&R 30, MARKA
81 (11)(11a)(11b)(12)(12a)(12b) 26, 44 INTERSECTION
15 25 25, 10,
(21)(25)(26)(27)(28)(29)(30)
27, 65 10a
11,11a,12b P&R
20 63 29
12 AL SHAHEED 10
29 12,12a,11b
15,22,29 11 NORTH STATION 10 ADC
29
22 TERMINAL URBAN SPINE 10
26, 65 P&R
16 28 ROAD
25, 21,25,29 AIRPORT DEV
22,42 27, 28,30 82 10
28, 83 67 67
29, 11,11b 28 65 67
12,12a,12b
30 83
12,12b
29, 11,11a,11b
30 29,
12 44a
70, 11 84 28 65
71 26,
11,11a,12b 15,29 SPORT 26a, 64 64
84 (21)(65)(82)
CITY 27, 83 84
12,12a,11b 84 MARKA 82 67,
20, 28 14,14a
MEDICAL 15 22 STN 44a
CITY 16 LRT 3 21, 44 MARKA AIRFIELD
81 67 TERMINAL
(11)(11b)(12)
(12b)(21)(25) 29 44a
71 (26)(26a)(27) 20,21,26, 29
70
(22) LRT 2 26a,27, 64 65
12,12a,12b
13 12 81 28,29 64
24 29 42 P&R 11,11a,11b
29 65
14
13 11 10 83,84 10,
11b 82
44,
11 12b 44a
15 20,
10 21
25 HEJAZ
22 KING
RLY STN
ABDULLAH
78 COMPLEX
(11b)(12b)(15) 14,14a
11,11a,12b
9 84
22 8 AL - ABDALI 85
12,12a,11b 78 70 78 83
24 COMPLEX 86 64
17, 31,31a 69 69a
30 79 80
78 11b 15, 7 18,19 31,31a
13, 12b 79, AL MAHATTA TERMINAL
16 80
73 84 10 14a 20 21 31
74 71
75 WEST WADI
AL-SEER (14)(22)(23)
78 11b, 12b 14 32, 31a 32 33 34 36 64
AL- BAYADER 25 33,
86 6 (14)(15)(16)(20) 33 ZA LRT 1
LRT 82
TERMINAL 80 8 5 80 (21)(44)(44a) 36
2 32
85 20,21 (11)(11a)(11b)(12)
11b 44 44a 79 83 84 85 86 15
12b 4 (12a)(12b)(14)
14,22,23 92 92 14,15,16 (44)(44a) 69,69a
12b 76 77 16 32 31, 69a
11b 80 40,54,55,56 32
80 31a
73,
74,
75 11,11a,11b
14,22,23
44, 24
92 7 86 85 3 RAGHADAN
30 22, TERMINAL
WADI AL-SEER 44a, 4 36
77 23 12,12a,12b
TERMINAL 76
14,
(22)(23) 13 15, 14,15,16, 34 33
79 44,44a 12,
14 73 74 75 16 7
91 12a,
44,44a 79 91 11, 12b
2 11a,
8 87
93 11b
CITY HALL SAQF AL SAIL 88 BEITUNA 64
89
TERMINAL LRT 2 TERMINAL
91, (91)(92)(LRT 1) 33 69
91 91 92 93 94
92 AREA A 33 36 37 38
89
91 79 34 64
24, 22, 25 17 17a 18
64
BADR AL 44, 23 (11)(11a)(11b) P&R
22 76 91 31a
JADEEDAH 44a (12)(12a)(12b)
10 94
30 36,64
SOUTH WEST
23 91 87,
WADI AL-SEER
11,11a,11b 88
11
12,12a,12b 17,17a,18
P&R 44, 44a 4 31,
77 36, 64
13 (LRT1)(25) 92 89
37,
92 38
76 43 91
94 64
34 AL ZIZAM AL DA’ERI
22, 12 25, 87
P&R 43 89 36,
23,
24, 37, 36 17,17a,18
30, 88 88 90 38
17 SAHAB
44, 44, 90
44a 44a 12,12a
11,11a,11b 36,37 17a MADOUNAH P&R
77 3 12b
12,12a,12b 11,11a,
11b
88
13 25 38,39 38
13
44,44a 34
SOUTH
AREA C TERMINAL
Plan With Frame.cdr
30 45 46 77 8 8a 8b 8c 8d 9 9a
38,
39,43 39 LRT 3 9b 19 19a 24 25 31
UMM AL HAIRAN 37 39 48 51 57
A2 Frame.cdr
22,23 87 39
24, 48 TERMINAL
30, 39 31,51
88 89 90 95
44,
(11)(11a)(11b)
44a, 8,8a,8b,8c,8d,
V:\Cad\CoreDRAW\Templates\Corel\1WSP-Fig
24,34, (12)(12a)(12b)
22,23,34 45, 38,48 43,48 9a 31,37,39,
44,44a 31,37,51
46 51,57
REPRODUCED FROM THE
ORDNANCE SURVEY MAP WITH 11,11a,11b 12,12a,12b 9 GARDEN ZONE 51
THE PERMISSION OF THE 23,34 13, TITLE:
CONTROLLER OF HER MAJESTY'S
43
STATIONERY OFFICE. LICENCE
38, 8a SAHAB & UMM AL HAIRAN 9a
NO. 100016037. CROWN SOUTH NA’UR 34 39, 51 MEDIUM INVESTMENT (DS1)
8b SAHAB OUTER BYPASS
COPYRIGHT RESERVED. 48 8,8a,8b,
22 34 95 9b JAWA STREET (REVISED)
11,11a,11b 12,12a,12b 8c,8d,9a
P&R 8c SAHAB EAST
0 1Km 1Km 2Km 2Km NORTH NA’UR 45 ALBN AYIAT 38 39 48 ALBN AYIAT 19 SAHAB OUTER BYPASS P&R 8 AL MUWAQQER 8d SAHAB FIGURE No:
57 SAHAB
23 95 JAWA STREET
46 MADABA 13 AIRPORT ROAD P&R 43 JAWA STREET 19a SAHAB SAHAB & UMM AL HAIRAN 51 SAHAB 18 SAHAB 00
8a 9a
Strategies 59
Figure 30 -
41
41
41 Abu
Abu Naseer
Naseer
41 63
21 63
63 41
63
41
63
Shafa
Shafa Badran
Badran
40
41 40
40 21 63
42 40
21 42 40
41 41
40 40
72 21 63 66
40 72 41
63
40 63
41 21
72 40 63 66
72 40 72
Sweileh
Sweileh 72
63 63
65
72 41 42
72 22 42 65 66
42 65
21
22 72 41
71 63 65 65 65
40 42 21 66
20
20 Jbeiha
Jbeiha 63
21 66
22 63
42 41
21 65
22 66
42 70 40 20 63
65
22
71 40
41
42
65 25 Tareq
Tareq
25
71 21
42 25
20
81
22 63 65 44
70 22 25
22 20 67
81 65
42 22 21
22 81 25 67
42 22 67
22 25
83 67
Tilaa
Tilaa Al-Ali,
Al-Ali, Umm
Umm
70 Sumaq
Sumaq and
and Kh
Kh 81 20
25 65
65 67
44 67
22 21 65 82 44 64
42 84 84 84 84 65 64
22
25
20
83
82 67
44
44 Marqa
Marqa
64
22 21 84
22 71 70 44
24 20 84
42 71 70 70 67
25 21 82
70 65 65
22 83 82 64
22
21 21
20 84 Basman
Basman 82
44
24 78
71 25 82
Al-Abdali
Al-Abdali 82
69
Badr
Badr Al-Jadeedah
Al-Jadeedah 22 22
70 21
83
44 44
64
78 78 20 31
74 71 79 84 69
24 25 20 31 64
74 78 78 80 31
21 64 64
73
22
71 22 83
Al
33 Mahatta
Al Mahatta 64 69
74 78 82 32
83 20
24 69 69
79 80 84
92 84 36 32
75 22 22 23 92 92 80 44 82
77 80 80 33
73 23 79 79
25
80 80 31 69 Al-Nasser
Al-Nasser
74
Wadi
Wadi
76 Al-Seer
Al-Seer 24 22 92 Al-Madina
Al-Madina 34 64 36
32 69
77 33 33 69
79 91 92 25
22 44 44 44 79 69
79 44
22 76 44
Zahran
Zahran 93
94
34
36
23 91 91 91 33
23 94 33 64
24 93
23
91 91 87 Al-Yarmouk
34
Al-Yarmouk 64
77 44 25 92 93 89 37 31
76
44 88 38 64 36 64 64
91
76 89 89 90 36
91 90
44 25 31
77
91 88 87 64
36
e 22
92
87 90 36
90
77 43 Badr
Badr44 88 89
37
1 T ute 24
23
25
Ras
Ras Al-Ain
Al-Ain
34
38 31
89 38 37
38 36
44 43 88 34 31
BRT 8, 8A, 8B, 8C
77
&24 8D 44
25
25 24
90
90
39 37
24 39 89
77 38 88
43 48
31
BRT 12, 12A & 12B 46
44 34 39
24
88
87
90 Umm
Umm AlAl
43 39
22 24 44 89 57 Hairan
Hairan
37
51 51 31
BRT 9, 9A & 9B 23
45
24
39 43
43
89 51 31 Sima,
Sima, Aba
Aba Alanda,
Alanda, Jweidah,
Jweidah, Raq
Raq
44 51
34 22
44 Umm
Umm Qaseer,
38
Qaseer,
48 Muqablain,
Muqablain, Al-Buny
Al-Buny 95 39 37
37
51
34
BRT 11, 11A
22
& 11B 23 45
38 39
48
43
95
31
51 51
46 43
57
BRT 1022& 10 A 23
23
39
38 95
96
51
23 43 96
23 96 57 60
BRT 13
34
46 48 95 96
51
22 96 96 57
39
96
BRT 3414 & 14 A 45
38
43
43
96 96 51
60
95
39 96
BRT
34
22
15 38
43 43
95
96 57 51
60
60
96
34 48 43 53
22 39 39 97 52 60
22
49 BRT 16 & 16 A 38
97 97 97 49
53
57 52
61 60
60
34 39 52 61 60
49 39 39 52
49 54
BRT 17 & 17 A 39 48 52 57 52
52 Sahab
Sahab 60
61 53
54 60
46 53 60
BRT
49
18 39
98 49
53 53
38 39
48
Khriba
Khriba Al-Souq,
Al-Souq, Jawa,
Jawa, Yadoudah
Yadoudah 54 52 61
57
39 38 98 98 52 57
BRT 19 &4919 A 38 45 61
53 57
49 49 49 53 57
39 54
48 98 52
BRT 26 & 26A 38
45
49
56 52
53 53 53
57
38 49 46 56 53 57
BRT 27 49
38 50 57 53
Southwest
Southwest 49
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60 Strategies
Safety Strategy What are the strategy objectives? Education, Training and Publicity Initiatives
The overall strategy to deliver improved road safety will aim to achieve the Robust and accurate data capture for all accidents involving personal injury
Why is this strategy needed?
Whilst the accident rate in Jordan is currently lower than some other Middle personal injury accidents and non-injury accidents
Safer driver behaviour
Eastern countries, the direct economic cost of road accidents to the country is
Safer speeds
of-the-art analytical software to improve understanding
roads could cost up to US$ 200 million per annum. Safer transport infrastructure
Development of a skilled and resourced team specialising in education,
Accident rates are likely to increase in future, and minimising these accidents Safer design training and publicity (ETP) strategies
forms an integral element of the transport strategy. Overall, as income increases,
Safer vehicles
an increasing proportion of the population will have access to a car. Increased
legislation
congestion will result in greater overall exposure to accident potential, and as Whilst the delivery of many safety interventions is, by necessity, the responsibility
highways are upgraded speeds will increase in the off peak, leading to the of local city authorities, such as GAM, much of the support information and Fully funded ETP programme building on the KAFA projects being run by the
potential for more serious accidents. enforcement activities must be delivered at a national level. The Higher Council Ministry of Education
The legalisation of motorcycles will also have an impact on road safety as supported by a number of public and private bodies.
motorcycles are inherently more dangerous than cars. In Europe more than Development of a highway asset management plan
18% of all fatalities are associated with mopeds and motorcycles. As Amman is The national level support mechanisms need to be formalised to centralise all
Post-completion scheme review process
increasingly redesigned as a pedestrian and tourist friendly location, the resulting aspects of transport safety into one body to allow integration of data and planning
greater levels of pedestrian activity will increase the possibilities of accidents in an effective manner. Clear roles and responsibilities needs to be agreed with
occurring. As pedestrians are the most vulnerable of road users, it is anticipated other supporting organisations. Delivering greater road safety is an important part of the wider integrated
that, without intervention, this will result in increases in serious and fatal accidents. transport strategy and requires the long term interplay of a number of different
How will the strategy be delivered? strategy elements to include physical infrastructure improvements, training and
For these reasons, the TMMP requires a road safety strategy, which includes
better education and enforcement measures, as well as engineering solutions to The strategy will include Education and Training initiatives as well as improvement
schemes. The improvement schemes are on Figure 31 and Figure 33. Amman, following a review of available data, consultation and experience gained
safety issues.
on site.
Figure 31 - Figure 32 -
Date Modified 07 12 2009
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2007 Accidents in GAM Area
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62 Strategies
Figure 33 -
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AL HI AM AL
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Strategies 63
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64 Strategies
Figure 35 -
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PED23. ITS-UTC Mid-Block Signalised Pedestrian Crossings
66 Strategies
Parking Strategy How will the strategy be delivered? - Al-Abdali area including Sulaymanal-Nabulsi, Majiles Al-Ummah and
northern section of King Al-Hussein;
Why is this strategy needed? Table 16 - - University section of Queen Rania Al-Abdullah;
The parking strategy objectives have been divided into four general activity areas sites linked by the LRT and BRT at Sweileh Terminal
Balance of Provision – Balance provision of long and short term parking Medical City
provision in a way which maintains the economic viability and vitality of Area C
- King Talal, Quraysh and King Faisal Square; plus
Amman. The objective for providing parking will be to provide short stay
parking within the town centre, longer stay parking on the edge of town - King Al-Hussein, Al-Muhajereen, Omar Matar; plus South Terminal
centre. Controlled parking zones in residential areas will allow greater Beituna Terminal
- Ali Bin Abi Taleb, plus
control of parking in central areas.
- Full primary network (where not currently within inner city area) Sahab Ring Road
Pricing Mechanism – to introduce a cross city charging policy to manage car
Madounah Ring Road
parking demand;
- West Amman, Al Mahatta Terminal
Parking Standards - to introduce parking standards for private development
- Downtown; North Terminal
Enforcement – to enforce use of, and payment for parking to ensure - Khaldi;
hypothecated for transport investment; - Prince Mohammed; Arar and southern section of King Al-Hussein;
Strategies 67
Table 17 -
Figure 36 details the overall car parking demand. The highlighted zones are those
are currently highest, whilst the areas shown in Figure 37 show areas that are
Figure 36 -
1005
17,000 - 32,000
33,000 - 66,000
1009
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Downtown, Inner and Outer Zones
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Freight Strategy F2 - Central Amman Delivery and Service Plans to cover businesses within
trips to, from, within and around Amman to support both Jordan’s and the Municipality, with particular guidance and restrictions for those within the
Amman’s economy whilst balancing the needs of other transport users, the central cordon.
Why is this strategy needed? environment and the quality of life in the city.
-
The highway network within central Amman is relatively constrained, with
the strategy.
exacerbated by movement of freight, in particular by deliveries being undertaken
to businesses. Conversely, freight movement is also hindered by the existing - Delivery Time Restrictions - The truck banning policy for Amman has
congestion, affecting reliability of deliveries to businesses within the Municipality. been very successful and the city is truck free for the majority of the peak
hour periods. The intention is to remove delivery vehicles from pedestrian
Large volumes of freight movements occur in particular to the north and east of areas during the busiest times for shopping and other pedestrian
the city centre, with further areas of large volumes of movements to south and
west of the city centre. These routes tend to accord with the existing major goods
would recommend introducing two banning periods, with say a delivery
countries further east such as Iraq and Kuwait. Ensure the reliability of inward and outward deliveries from the Municipality, ‘window’ during the middle of the day or the evening.
to support and encourage economic growth.
The freight analysis and subsequent strategy was based upon a number of data - Loading and Waiting Restrictions - dedicated delivery bays and areas be
sets, namely the external origin-destination survey and the freight survey. The Safe delivery vehicle movements within the Municipality, in particular in
sector zone used for the assessment of freight demand shown below and the central Amman where pedestrian numbers are higher.
centre, to improve conditions for other transport users, in particular public - Vehicle Type Restrictions
The origin-destination desire line diagram clearly shows that the majority of transport.
F3 - Urban Freight Consolidation and Distribution Centre - Given most of
surveys, the percentage of goods vehicles entering and leaving the city is 15% Reducing the environmental impact of deliveries to the Municipality, including the industrial activity is towards the north, south and east of the city, it would
where as for the inner cordon (city centre) it is just 2%. As can be seen, the noise and air quality issues in the city centre. be logical to locate the centre along the eastern section of the Amman
Ring Road where a proportion of inbound goods for the city centre can be
received at the consolidation centre, where they can be consolidated from
multiple vehicles into one vehicle for onward delivery to the city centre.
are Iraq, Saudi Arabia and Syria and many of the routes taken to deliver are via This one vehicle movement could then drop deliveries at a number of
Omari, Azraq, Jaber, Ramtha, Al Qastel and Queen Alia International Airport. different businesses. Possible locations include Jeeza, north of Queen Alia
The Amman Growth Strategy has recommended a plan to manage growth to through the Municipality, taking into account the key origins and destinations
support a strong and competitive industrial economy. Bringing together the freight and the location of the Customs depot. Road.
key freight generators, zoned industrial land, major industrial applications already
made and the Amman Plan proposed industrial areas.
movements.
The primary demand for industrial land currently sits within the un-zoned south F4 - Relocation of Customs depot (planned)
eastern area of the city. The area has gradually developed informal clusters without Municipality area.
any real land use framework to guide development with very little supporting located at strategic points along the transit freight network.
transport infrastructure and public transport.
suitable routes. F6 - Inland port and distribution centre
The freight strategy primarily focuses on identifying the central delivery cordon,
times and the introduction of a freight consolidation centre that facilities the deliver How will the strategy be delivered?
of goods to the City centre. F7 - Freight Quality Partnership and Freight Operator Recognition Scheme
The sector to sector desire line diagram for freight is shown on Figure 38 and General Measures F8 - Road maintenance
Figure 39. The proposed freight route into Amman is shown on Figure 40. F9 - Signage and VMS - In terms of route signage, in its most basic form
in achieving the key objectives described above. Again, these are to be applied
S
Syyrriiaa Tu
Turrkkeeyy e
Ring Road
Jaber
Strategic Radial Delivery Corridors
Ramtha Central Amman Delivery Cordon
External Entry Points
oned Industrial Land
Major Industrial Application
19km
Proposed Industrial Areas
Of Possible Location Of
Road
Freight Consolidation Centres
Inner Ring
5 km
d 1
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Abu
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Basman
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g Road
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Wadi Al-Seir
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Sima,
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Sahab
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Southwest
ng Road
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Al-Mouqar
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South
South
Jeeza
Qatraneh
0 1 2 3 4 5
Kilometres
Aqaba Saudi Arabia
72 Strategies
the level of existing ITS and system integration was determined, together with 2. Promotion of a quality public transport service. best efforts, congestion may still impact the network as a result of unplanned
events and incidents. Incident management and congestion recovery will rely on
vehicle detectors (UTC), CCTV and Journey Time monitoring to quickly detect
Real-Time Public transport tracking and service Information (RTPI) incidents and congestion, UTC signal timing plans and VMS then used to invoke
may procure and install additional ITS to support TMMP strategies. control strategies to overcome congestion and to pass information to the travelling
3. Promoting pedestrian mobility within the central area.
public as to the location of incidents and diversion routes. The underlying principle
Signalised Pedestrian Crossings (at signalised junctions and new mid-block is Monitor, Control and Inform.
What are the principles behind this strategy? signalised pedestrian crossings)
The proposed measures within the ITS Strategy support modal shift to Pedestrian
Demand Dependant Pedestrian Crossing operation and Pedestrian Detection
Mode and Public Transport, whilst recognising the need to manage private car
on crossings
and freight trips into sensitive areas prone to congestion and adverse air quality.
This includes adaptation of existing CCTV and UTC systems within the GAM 4. Addressing movement of freight both into and around the city. Parking Guidance VMS (directions to major City Centre car parks)
Park & Ride Guidance VMS (directions to Park-and-Ride sites outside Inner
and public transport. Also investment in additional systems including Real-Time Ring Road)
the Freight Strategy can be aided by ITS. Long-haul trucking that have no calls
Public transport Information (RTPI), and Variable Message Signs (VMS) to deliver
within the City Centre can be routed away from the City Centre on preferred routes Diversion VMS (strategic VMS at decision points on Inner Ring Road, also
by journey planning software applications and use of strategic VMS. Tracking and outer Ring Road)
access controls can also be applied to smaller delivery trucks serving commercial
Control Centre integration and Data exchange between Control Centres
What are the strategy objectives? areas within the City Centre.
Journey Time monitoring (on Arterial routes in and out of City Centre, also on
Preferred truck routes and truck journey planning Inner Ring Road)
Freight vehicle tracking and access control
Public Transport (reliable service and information to passengers) The following ITS projects are candidates for early implementation as they have
Pedestrians (additional and improved at-grade pedestrian facilities) Roadworks management and information base
Freight (journey optimisation and access management)
ITS Strategy is based on a programme of inter-related projects, some of which Electronic Road User Charging and Enforcement (City Centre demand
will build on existing ITS systems already in place and others which will require management)
investment in new ITS systems.
Strategic VMS at decision points on inner ring road and its approaches. On-street Parking payment system (City Centre demand management)
the travelling public at termini, bus stops, on vehicles and via internet and mobile Figure 41 -
phones. These pubic transport ITS initiatives should be integrated with proposed AL
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infrastructure in parallel with the physical infrastructure along the proposed LRT,
City Centre Strategy the reconnaissance surveys, the off street parking spaces is estimated at around
6,000. Using the household survey data, there are around 60,000 daily work trips
seeking a car parking space.
Poor air quality
A need to regenerate the local economy
The overall strategy has been described in Section 9 Under this section, we Developing the City Centre Strategy
The City Centre elaborate the City Centre strategy by providing further detail and some typical
demonstration projects that can be undertaken.
importance in terms of cultural, environmental, economic and social activity with The overall GAM strategy and its integration and support of the City Centre
Also provided is an “integration matrix” showing how the various strategies
integrate, contribute and support each other strategy. The public transport strategy
King Abdullah I The downtown strategy looks at a number of options activities, particularly within the downtown area
at accommodating a dedicated public transport system. Improve safety, particularly to pedestrians
0700 and 1900 hours and over 880,000 vehicles cross the inner cordon during Provide a platform for BRT and LRT systems
Provide opportunities for increased economic activity in and around the major
(12%) and taxis (14%). Average journey times during the AM peak in and around
public transport hubs
the City Centre range between 12 kph and 22 kph. Inadequate pedestrian facilities
Reduce air pollution levels
In terms of car parking, the City Centre suffers from a variety of problems Indiscriminate parking activity
including indiscriminate parking, illegal parking, double parking, parking near Poor localised public transport coverage
junctions and pedestrian crossings and this, coupled with the lack of enforcement,
Poor access to key cultural facilities
78 City Centre Strategy
Public Transport
Background
As everywhere else in Greater Amman, the only current form of public transport in
the City Centre is provided by bus, minibus or white taxi. There are few formalised
large terminals in the City Centre, other than the temporary facilities at Al-Mahatta,
which is on the north east boundary of the area under consideration. The newly
built terminal at Raghadan houses a number of white taxi routes, but is not popular
due to its distance from where passengers wish to travel to and from. White taxis
also pick up and set down passengers along King Talal and Quraysh Streets,
white taxi routes terminate at Saqf Al-Sail Terminal and at Wadi Sir Bus Station
(Al Muhajareen).
Generally, local routes to the South West and South East of the City Centre
have been provided by white taxis and ‘Coaster’ type minibuses, although that
is changing as GAM retenders franchises. On the main approach streets to the
Downtown area of the City Centre from the North, the North West and the West,
in particular Al-Urdon, Khaled bin Al-Waleed, King Al-Hussein, Prince Mohammad
operated by large single deck vehicles, most of which pass through the Downtown
area to terminate at Al-Mahatta Terminal.
Overall, bus service coverage of the City Centre area is reasonably extensive, but
gives the impression of being uncoordinated and almost impossible to understand
for the non-user of public transport. Congestion is endemic in the City Centre,
particularly in the Downtown area, and if the local economy and the environment
of the area is to be improved, it is important to include within the strategy for
enhance accessibility.
City Centre Strategy 79
Our Public Transport strategy objectives are centred round the four broad areas LRT
AL-SHAHEED
STATON
12
of hierarchy, accessibility, priority and infrastructure. We propose to apply these
BRT ROUTE 8
11,
SPORTS
BRT ROUTE 11,12
11, CITY
12 11,
BRT ROUTE 14
12 15 BRT ROUTE 15
consist of high frequency services offering high capacity for users, and they must
provide a reliable and predictable transport experience.
core public transport corridors, which will provide local connections, including the
SQUARE
KING ABDULLAH
ability to link together the foremost business, retail and tourist attractions within
COMPLEX
the City Centre. To optimise accessibility, it is crucial that the pedestrian and
public transport strategies are closely integrated to allow easy movement from
14
public transport interchanges and stops to all areas of the City Centre.
AL-MAHATTA
TERMINAL
LRT ZA
In many parts of the City Centre highway space will be at a premium 11,
due to the constrained nature of the built up area, much of which constitutes the
12
14,
15
oldest parts of the City. Despite the impact of our various strategies to tackle the
CITY HALL
impact of the additional trips which will be generated by the substantial growth in
SAQF AL-SAIL
15
population in Greater Amman, the streets of the City Centre will still be busy, and 14 BEITUNA
11, TERMINAL
12
N:\Amman Transport and Mobility Masterplan\DRAWINGS\COREL\BRT & LRT Investment 2015 City Centre.cdr
stations, terminal facilities and stops and stations themselves will be required.
THE PERMISSION OF THE TITLE:
CONTROLLER OF HER MAJESTY'S 12
STATIONERY OFFICE. LICENCE BRT & LRT INVESTMENT
NO. 100016037. CROWN
COPYRIGHT RESERVED. 2015
CITY CENTRE
0 1Km 1Km 2Km
FIGURE No:
-
80 City Centre Strategy
Improved bus services will be introduced elsewhere in the City Centre area, and road safety improvements, based on walking distances radiating from these
operating to a published timetable at higher frequencies than is currently the case. LRT stations, will enable people to make pleasant, safe and seamless trips from
This will include a Local route serving some of the major attractors in the area, doorstep to doorstep. The LRT and BRT network to be operational by 2020 is
operating to a high frequency using new technology minibuses. It will connect shown in Figure 43 below.
the Wadi Amman area from Raghadan Terminal with the traditional City Centre,
King Abdullah Square, the Al Abdali development, returning to the City Centre via
11b
Figure 43 -
11a
Khaled Bin Al-Waleed Street. This circular service will operate in both clockwise 11b 11
11a 11, 12
and anti-clockwise directions. 11, 26, 12a
12 12 15 LRT3 27, 12b KEY
12a 28
LRT
Until the further development of the LRT and BRT systems, the majority of white 12b SPORTS
CITY 11b, BRT ROUTE 8
taxi services will remain in place. Most of these start from Raghadan Terminal, but
11a, 12b
BRT ROUTE 11,12,
11, 12a
it is recommended that improved and formalised pick up and set down facilities
26, 12 BRT ROUTE 14
AL HARAMAYN 27,
are created in the Downtown area to permit them to serve the most important
11b, BRT ROUTE 15
SQUARE 28
12b 15 BRT ROUTE 16
location and design for a revised Terminal at Saqf Al-Sail. Current facilities are KING ABDULLAH
COMPLEX
highly space constrained, but this location is of particular importance as the closest
9
8 HEJAZ RAILWAY
LRT 2 STATION
point to the City Centre served by BRT routes. It is envisaged that temporary work 7
14,16
will be undertaken in this period to redesign the terminal facility and that major
work to integrate it with LRT Lines 1 and 3 will be undertaken in the 2015 to 2020
AL-MAHATTA LRT ZA
5 TERMINAL LRT 1
period. 14, 14,15,16 14a 15 16
15, 2
16
A great deal can be achieved to improve the perception of public transport between 4 KING FAISAL
SQUARE
2010 and 2015 by revising the fares structures into a zonal system, introducing
7
11,
RAGHADAN
universal smart cards, locating and constructing bus stops and shelters with
12
14,15,16
service information throughout the City Centre and undertaking a publicity and 7
8 2
CITY HALL
timetables.
SAQF AL-SAIL
11b, TERMINAL BEITUNA
11a TERMINAL
11,
LRT 2
2015 to 2020
12,
12a, AREA A
12b
The period from 2015 to 2020 will see the greatest number of improvements
LRT 1
N:\Amman Transport and Mobility Masterplan\DRAWINGS\COREL\BRT & LRT Investment 2015 City Centre.cdr
for public transport in the City Centre area. The three LRT Lines should be
11b,
4 11a,
constructed within the City Centre, although in the case of Line 1 to Area C
11,
12,
and Line 2 to Medical City, they would initially terminate at Area A and the King
12a,
12b
Abdullah Complex respectively.
The LRT Lines within the City Centre area will be totally segregated from the REPRODUCED FROM THE
ORDNANCE SURVEY MAP WITH
THE PERMISSION OF THE TITLE:
highway network, with the majority of construction being underground. This will
CONTROLLER OF HER MAJESTY'S
STATIONERY OFFICE. LICENCE
3 BRT & LRT INVESTMENT
NO. 100016037. CROWN
COPYRIGHT RESERVED. 2020
around the three major intersections where transfers from one LRT Line to
-
another will be made. These will be located at King Faisal Square, City Hall and
the King Abdulla Mosque. In addition, a number of stations on all three LRT Lines
will provide access to wide areas of the City Centre. The proposed pedestrian
City Centre Strategy 81
In the previous period up to 2015, new BRT services are planned to operate Conversion to a feeder network, with or without DRT, may not offer the same level
means to extend these services through the Downtown area as far as Al-Mahatta ensure minimum earnings for white taxis. This would be in conjunction with the
Terminal, which will be rebuilt completely to provide an important multi-modal need to offer integrated through ticketing on these revised services.
public transport hub for LRT, BRT and bus services. It is appreciated that this
11b
11a
will be challenging from an engineering perspective, given the congested nature Figure 44 -
11b 11
11a 11, 12
of the Downtown area. However we believe that a combination of the demand
29, 26, 12a
11,
12 27, 12b
management measures due to be implemented, which should reduce congestion
12 30 15 LRT3
12a 28 KEY
SPORTS
in the immediate Downtown area, together with the pedestrianisation proposals
12b LRT
CITY 11b,
11a, 12b BRT ROUTE 8
described in this City Centre Strategy, will provide a unique opportunity to provide 11b, 26,
11, 12a BRT ROUTE 11,12
a streetscape which combines priorities for both pedestrians and the BRT system.
12b 12
27, BRT ROUTE 10
15 28 BRT ROUTE 14
AL HARAMAYN 10
We therefore envisage that the enhanced BRT services from the west and north- 13
SQUARE BRT ROUTE 15
west of Amman will be extended to Al-Mahatta Terminal, and, indeed, one of the
MINISTRY OF BRT ROUTE 16
INTERIOR 14, BRT ROUTE 17, 18
services will operate through to Prince Al-Hussein Bin Abdullah Street in the north
KING ABDULLAH 14a
10 COMPLEX BRT ROUTE 26, 30
of the City to provide a valuable through City Centre facility. Whilst these BRT 9
services will parallel LRT Line 1 between City Hall and Al-Mahatta, this should not
8 HEJAZ RAILWAY
STATION
be regarded as a duplication, but as a means of spreading the very high demand 14,16 7
indicated for public transport in this area, as well as providing through services AL-MAHATTA LRT ZA
from different parts of the City to those served by the LRT system.
5 TERMINAL LRT 1
and the existence of a high capacity and very frequent LRT and BRT network
4 KING FAISAL
SQUARE
7
would result in the need to transition the white taxi routes from longer services
11,
RAGHADAN 12
transport facilities in those areas of the City where the topography makes it
7
2
impractical to operate conventional buses or where local connectivity to LRT or
8 CITY HALL
SAQF AL-SAIL 17 17a 18
BRT stations is essential. 11b,
11a
TERMINAL BEITUNA
TERMINAL
11,
The period from 2015 to 2020 will also see the full reconstruction of Terminal 12, LRT 2
12a,
facilities at both Al-Mahatta and Saqf Al-Sail. 10 AREA A
12b LRT 1
N:\Amman Transport and Mobility Masterplan\DRAWINGS\COREL\BRT & LRT Investment 2015 City Centre.cdr
11b, 17,17a,18
4 11a,
2020 to 2025
11 11,
12,
The period from 2020 to 2025 will see extensions to two of the LRT Lines, outside
12a,
12
12b
the City Centre, and further enhancements to the BRT service network, also
outside the City Centre area. Further enhancements and improvements to the
local bus and white taxi services will be implemented. REPRODUCED FROM THE
ORDNANCE SURVEY MAP WITH 3
THE PERMISSION OF THE TITLE:
CONTROLLER OF HER MAJESTY'S
STATIONERY OFFICE. LICENCE BRT & LRT INVESTMENT
In the case of the latter, we recommend that those services providing connectivity
NO. 100016037. CROWN
COPYRIGHT RESERVED. 2025
CITY CENTRE
to the key LRT and BRT interchange points within the City Centre be considered
0 1Km 1Km 2Km
FIGURE No:
-
for Demand Responsive Transport (DRT) operation. DRT would need to utilise
2
a call centre using specialised software in order to collate requests and calculate By 2025, it is intended that the City Centre will be served by a comprehensive,
optimum trip generations for the vehicles used. The current white taxi services modern 21st Century public transport system offering an integrated and seamless
do not require any form of subsidy, despite their fares being determined by GAM. travelling experience from doorstep to doorstep for citizens of Amman.
82 City Centre Strategy
Parking
Background
A range of studies, assessments and site visits across the entire network have
undertaken, both as part of developing the parking strategy and responding to
Across central Amman there are approximately 6,000 off street parking spaces
which supplies the observed level of daily demand for parking derived from the
model. On the primary road network within central Amman there is provision
of approximately 2,500 on-street parking spaces. Low amounts exist within
the downtown area and other areas with retail frontage. Lay-by parking is also
provided in the vicinity of GAM. On the remainder of the primary network parking
Along the secondary and tertiary highway network the household survey results
show that approximately 33,000 work based vehicle trips utilise on-street parking.
A further 6,600 vehicles are shown to park in “non-designated parking places” and
these are likely to be on-street, perhaps indiscriminately. Taking this, an estimated
40,000 vehicles park on street on a daily basis.
Public parking conditions across the central area of Amman are generally to a
poor standard as presented in the photos to the right. A large number of car parks
are informal in nature and are not hard-surfaced. The car parks are unattractive
with gravel or concrete surfaces often in poor repair and limited use of landscaping
to make them more ‘user friendly’ while in vehicles or when on foot. There are Car park signage within Amman is limited with very few car parks signposted from
any great distance away. There is not a consistent approach to the way in which
car parks are prioritised above one another in relation to their capacities and likely
with little provision of safe routes.
City Centre Strategy 83
Key Target Areas - Quraysh; is an annual permit charge and only residents can apply by providing their proof
of address. To restrict the number of multi-car households, the cost of purchasing
- Al Urdon;
parking activity and due to areas of high density and mixed land use, there are additional parking permits is high.
- King Faisal Square;
Disabled spaces can be designated to a registered number plate which is indicated
Whilst, there is a general parking pressures across much of the city centre, in - King Al-Hussein; and
on the disabled parking sign. In controlled parking zones this ensures disabled
particular the north-west quadrant (where commercial activity is greatest) there - Khaled Bin Al-Waleed.
are key target areas for improvement;
Provide parking to maintain high turnover of short stay spaces in central
Majles Al-Ummam (Al-Abdali) areas, and longer stay parking to the periphery of the town centre. payment technologies such as Pay and Display to allow infrequent short stay
Ali Bin Abi Taleb - Increased utilisation of under used car parks
stay parking and Parking Meters can be installed.
Al-Muhajereen Al Shabsoch MSCP;
King Al-Hussein King Al Hussein MSCP;
King Talal Al-Jaleel MSCP; and
Registration and Administration;
Al-Shabsoch King Tala Square.
Al Yarmouk. - Reduction of formal (Al-Shabsoch, King Al Hussein) and informal
provided); and
(Quraysh, Omar Matar) long stay parking in the Downtown area;
Our strategy Enforcement.
- Provision of formal short stay parking in the Downtown area
Administration processes are required, to register users and issue the appropriate
Support the on and off-street central parking provision with Park and Ride
parking permit. This needs to be accompanied with clear permit instructions.
- Implementation of Park and Ride sites in strategic sites linked by the Where paid on street parking is also provided is cash collection is required.
LRT and BRT at Sweileh Terminal, Medical City, Area C, South Terminal,
- King Talal, Quraysh and King Faisal Square; plus Enforcement is required to ensure parking restrictions and payment requirements
Beituna Terminal, Sahab Ring Road, Madounah Ring Road, Al Mahatta
- King Al-Hussein, Al-Muhajereen, Omar Matar; plus Terminal and North Terminal are being adhered to. Enforcement is commonly carried out through visual checks
- Ali Bin Abi Taleb, plus Support with an appropriate charging tariff can then be issued where valid parking tickets are not presented.
- Downtown;
- Khaldi;
measures within the city centre area. This is to allow some vehicles to park
- Prince Mohammed; Arar and southern section of King Al-Hussein; without restrictions whilst limiting demand from other users i.e. in a predominantly
residential area where resident’s parking is unrestricted but limits are put on the
- Al-Abdali area including Sulaymanal-Nabulsi, Majiles Al-Ummah and
number of visitors or employment uses parking in the area. This ensures all
northern section of King Al-Hussein;
on-street parking is controlled to keep roads free from dangerous parking and
- University section of Queen Rania Al-Abdullah; give priority to particular users (usually residents and local businesses) who must
- King Talal Square display a valid permit.
Initial Consultation The CPZ Design Scheme Formal Consultation Implement Review
Initial consultation with residents and The works require the implementation of the
businesses through letters and public subject to consultation by the Emergency relevant infrastructure i.e. road markings
meetings should be undertaken to identify the Initial Consultation. A benchmark survey Services, Transport Providers and other and signage. The removal of existing lines the operation should be undertaken and
of current usage should be undertaken to concerned parties. Legal approval must be changes made if appropriate. It should then
identify current parking patterns i.e. whether sought at this stage if required. ones may require partial road closures and be reviewed annually to ensure restrictions
business and visitor parking. parking restrictions. remain suitable.
average duration of stays.
During this consultation process, it is Awareness of the scheme and date of
Consideration must be given to the volumes implementation is vital to ensure compliance
Car Parking Enforcement Police are also of residents wishing to park as well as and reduce disruption when implemented.
included. shops and businesses. The type of shops Public awareness could be gained through
and any off-street parking they have should publicity in the local media or signs in the
A clear statement of the overall strategy
be considered and spaces designated to affected areas.
must be made so that the stakeholders
them if required. If resident parking during
acknowledge and appreciate the wider
working hours is minimal then permits
strategy and policy. permits can be acquired by residents and
could be given to local businesses enabling
other users. Permits should be issued by
Discussions must also be held with parking during these hours.
whoever is responsible for enforcement.
prospective operators and hardware
The process depends on the scheme to
providers to ensure that the “right system” is
so that users are aware of restrictions on be implemented generally, for example,
installed in terms of ticketing, cash collection
duration or when parking is permitted either resident permits are granted on proof
and enforcement.
with or without permits in the given zone. of address to a designated vehicle and
However it is also necessary to be mindful business permits assigned to businesses for
of causing visual intrusion on streets within usage as they wish.
the zone.
Demonstration Controlled Parking Zone An indicative economic appraisal of the Khaldi Controlled Parking Area was Potential daily revenue of JD2,199
A demonstration Controlled Parking Zone was developed for Khaldi which is undertaken based on the follow cost assumptions
Revenue loss assumed at 40%
Pay and Display machines: Typical installation costs for an individual ticket Daily revenue JD 1,320
pressures for both high and low turnover car parking. The study area (see Figure
machine including purchase are JD2,000 to JD5,000 per unit, depending on
45) is bounded by (but does not include) the following highways: Assumed days of revenue per year: say 260
the range of technologies used. For the area of Khaldi, we envisage needing
Zahran; some 50 units at JD3,500 each totalling JD175,000. Total annual revenue: JD 343,000 per annum
Mataar Al-Malekah; Total annual costs 1st year: JD 205,000, JD64,000 thereafter
In general on street parallel parking exists across the entire area and within the JD20,000 per annum Applying the above assumptions, over a ten year contract period, the economic
Parking Space Layout Marking: To layout and white line the area of Khaldi rate of return (ERR) is 136% and the annual revenue after costs JD 283,000 per
would cost circa JD10,000. annum. Applying a parking charge of JD0.5/ hr would yield a revenue, after costs
hinders pedestrians as vehicles often block pedestrian desire line crossing points. of JD 107,500 per annum and an ERR of 52%. If annual costs doubled (excluding
pay and display machines) and the parking charge of JD0.5/hr was maintained,
There are sections where full no parking restrictions apply although these are within the area of Khaldi using locally made signs, we envisage a cost of this would yield, a revenue of JD 43,500 per annum after costs and an ERR of
largely not adhered to and no enforcement was observed. Some sections allow around JD7,500. 13%.
In terms of potential revenue, the following assumptions were made:
restrictions.
Only charge non residents
the facilities provide off street parking that are from observations are well utilised. Charge of JD1 / hr
They are presented as individual schemes but many could and indeed need to be
implemented in combination;
Pedestrians
Background
area and associated rates of new development. Where new development has
infrastructure within the city centre is the topography and the balance of achieving
desire lines whilst also mitigating steep gradients, as presented in the photograph
of the steep stairways to the right.
There are a limited number of pedestrian crossing facilities at junctions, and these
are in varying states of repair, with pedestrian push-buttons frequently inoperative.
There are no at-grade, controlled crossing facilities away from junctions with
provision being made in the form of footbridges (refer to photo). Crossing away
from the footways is problematic and pedestrians were observed walking in the
road alongside the footway in an effort to avoid obstacles such as trees, broken
footway and high kerbs. Further problems exist in residential areas, including
AL U RDON
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88 City Centre Strategy
Our Strategy
The strategy for improved pedestrian priority seeks to readdress the transport
mode hierarchy and emphasize greater the importance of pedestrians within
Amman. Within the city centre there are key corridors where pedestrian provision
should be improved.
Pedestrianise the Downtown area to link up with streetscape works within the
vicinity of the amphitheatre;
Prince Mohammed leading to Arar and 9 Sha’ban;
Khaled Bin Al-Waleed;
Al-Muhajereen;
Northern section of Al-Dustour;
Prince El-Hussein;
Boundary of Al-Abdali development;
King Hussein;
Prince El-Hassan to the junction of Al-Yarmouk;
To support the implementation of the BRT and LRT lines, access to stations for
pedestrians is paramount to ensure the system is accessible and attractive to
potential users. A network of pedestrian improvements is presented in the wider
pedestrian strategy and this includes key radial linkages within central Amman.
To supplement this network areas representing indicative 5 minute walking zones
around LRT and BRT stops are presented on Figure 47 and Figure 48. These
areas should be enhanced to accommodate and promote increased walking
activity offer improved opportunity to interchange with the new public transport
system.
Frontage;
Through ;
Furnishing
Cycle (where provided)
Edge
City Centre Strategy 89
The frontage zone is the area adjacent to the building or property line. It should be Cycle zones can be provided where required between the furniture zone and the
kept as clear as possible to ensure access to buildings accesses are retained, in
addition, allowing door openings, steps, signs etc to be located. Any differences and cyclist
in levels that need to be accommodated should be contained within this zone. Street furniture, landscaping (which provides natural shading) and public transport
stops should be located within the furniture zone, locating out of the direct line of The edge demarks the interface between the public realm area and the vehicle
The principal area for moment is the Through zone. This should offer unhindered the through zone. This area could also be utilized to provide vendor and kiosk highway or on-street parking, providing an unobtrusive barrier preventing vehicle
passage, both horizontally and vertically to pedestrians, providing direct through type services. To accommodate public transport stops the furniture zone and the
movement and accommodating pedestrian desire lines. Surfacing within the edge should be combined.
90 City Centre Strategy
Figure 47 -
0
Key
Date Modified LRT Stops
Park & Ride
5 Minutes Walk Time
BRT Routes
LRT Routes
City Areas
Abdali
Ragadan Palace Al Mahatta
BRT 14,
15, 16
LRT 3
Downtown
Central Park
Way City Hall Saqf Al Sail
5 Min
LRT 1
LRT 3
Downtown Area.
See following Figures
Figure 48 -
0 Key
BRT Route Pedestrian Improvement Areas
Date Modified
Abdali
Ragadan Palace
Al Mahatta
Prince Mohammed to
Arar & 9 Sha'ban King
Faisal Sq.
Raghadan
Central Park
Way
Downtown Area.
See following Figures
centre where road safety measures should be implemented. Generally there are Al-Kulliyah Al-Ilimyah Al-Islamiyah route and area safety treatment. Raised pedestrian crossing; and
current infrastructure issues which do not actively support road safety principles.
Speed sensitive signals.
Lack of maintenance of controlled crossing facilities, rendering them Lower Speed Limits
inoperable and perhaps resulting in pedestrians taking risks to cross the school. Initiatives work best when they are tailored to a school’s needs and are
carriageway;
the routes children take to school and other routes used. Where local transport
teachers, and the local authority.
Vehicle crossovers protruding into the carriage, having the potential to force authorities decide to introduce a 30 kph zone, legislation requires these should
vehicles to take avoiding action by veering off line, resulting in sudden lane In some places small and inexpensive measures can have a dramatic effect. be supporting by engineering measures to ensure that the zone is largely self-
changes.; enforcing.
engineering works to separate child pedestrians and cyclists from fast moving
Uneven footway surfaces, sudden differences in levels and lack of footway,
perhaps resulting in pedestrians opting to use the carriageway, putting them where child pedestrian movements are greatest.
effective, low-cost solution to improving the child pedestrian environment. The To help address this, schools can introduce ‘walking buses’. Children are collected
implementation of crossings needs to consider appropriate location in relation from along a pre-arranged route at an agreed time and escorted to school by
responsible adult volunteers (usually parents). If children live too far from the
Al-Istiqlal route and area safety treatment; crossed and means to priority (signalised etc). school to walk all the way, their parents can drop them off at a convenient meeting
point, and they are then escorted to school as part of a group.
Khaled Bin Al-Waleed route safety treatment; Manned school crossing patrols can also be used to encourage walking to school,
reassuring parents and complementing engineering measures.
Queen Noor route and area safety treatment;
Examples Figure 49 -
Jordan - Hikmat Road Safety successfully continues its ‘Safer School Zones’
project
of Education, and all Municipalities and Housing and Public Work Departments,
These improvements have had a dramatic impact on the students, the teachers,
the parents, and the community at large; giving all parties involved a safer day at
school and for a long term.
safety training and education target at children of school age. RAISED COLOURED
CROSSING
200 metres
RAISED TABLES OR
COLOURED SURFACING
0 20 40 60 80 100
Meters
94 City Centre Strategy
The scheme design above assumes that the area surrounding the school is Mid Block Pedestrian Crossings
subject to a 50kph speed limit since it is a residential area. It is recommended this The necessity to ensure suitable pedestrian crossing facilities are provided is a
is in place within 500m radius of the school with repeater signs at 200 metres. In key component of the both the safety and pedestrian strategy. There are a range
of types of pedestrian crossings, each appropriate to particular pedestrian and
using regulatory signs. On roads directly approaching the school at a distance of
crossings is paramount to ensure primary desire lines are met whilst considering
pedestrian safety. Presented below is a illustrative example of a signalised mid-
block pedestrian crossing.
30kph speed limits when lights are in operation’. This is then complemented with
‘SLOW’ carriageway markings and coloured carriageway surfacing in addition to In terms of the mid-block crossing design parameters the following considerations
keep clear markings and raised pedestrian crossings within the vicinity of the should be made;
school entrance.
Design;
Markings;
widespread 30kph limit without such features is unlikely to be obeyed. Demarcation surfacing;
Signals; and
Refuges.
from all directions and give informal crossing opportunities to pedestrians.
In terms of design, a maximum of 12m uninterrupted crossing distance is
recommended between kerbline and mid-block pedestrian refuge.
width as the adjoining walkway. Pedestrian ramps should be provided at the end
of all crosswalks.
The pedestrian refuge should be a minimum of 2 metres wide, with the refuge
restricted and this can be enhanced by adding a stagger into the refuge which
City Centre Strategy 95
Figure 50 -
96 City Centre Strategy
Freight Figure 52 -
Supplier
the Downtown area is the Freight Consolidation centres and the Freight Quality delivery
Partnerships which is described further in more detail. These are viewed as some
of the key policies that need to be taken to be able in place to assist and support
the coordination of goods delivery in the city centre and downtown area.
Delivery
City Centre Freight Consolidation Centre (FCC) Set Up Freight by FCC Downtown
Supplier
We would envisage the centre to operate much as set out within our overall consolidation vehicle / Shopping
delivery
strategy, i.e. that the centre would be located on the outskirts of the city, and centre and waste Malls
a proportion of inbound goods for the city centre and the downtown area can removal
be received at the consolidation centre, where they can be consolidated from
multiple vehicles into one vehicle for onward delivery to the city centre. This one
vehicle movement could then drop deliveries at a number of different businesses.
Supplier
The concept of freight consolidation is that a number of service vehicle movements
delivery
to and from major shopping and commercial areas such as Abdali or the downtown
area is reduced by the operation of a FCC at a storage location remote from the
activity centre itself. Supplier deliveries are made to the FCC, where deliveries are
grouped onto dedicated delivery vehicles for onward delivery. The FCC is likely to be a warehouse style facility ideally located at the edge or
outside the city centre. In its simplest form, an FCC can be an off site stock to the city centre or downtown centre. This reduction in vehicle movement can
Figure 51 -
room and although remote from the retail centres or markets, close enough to offer the opportunity to enhance the public realm in the areas in and around the
provide stock in a short timescale when required. This can result in much reduced
Waste Supplier requirements for storage within the retail units themselves.
collection delivery In implementing such a scheme, our experience suggests that the key cost
The use of an FCC for processing deliveries can allow a greater number of
deliveries to be made and at different times of the day. If one adopts a 24 hour FCC
centre, then deliveries can take place at any time, day or night. Many commercial
maintenance, security)
Staff costs (warehouse staff for unloading and loading, drivers for
Downtown / peak hours and the option of scheduling vehicles and drivers at times which are consolidated deliveries, administration staff, security staff).
Supplier Supplier
Shopping traditionally quieter. This is particular important to areas that have limited access
delivery delivery Vehicle costs (lease or purchase of a number of vehicles to operate the
Malls such as the downtown area. The following photo provides some indication of the
consolidated deliveries, potential for ‘green’ vehicles such as electric vehicles
type of congestion experiences during the busy periods. Empty pick up trucks
can add to cost).
double and triple parked reducing road capacity are a danger to pedestrians and
cause additional air and visual pollution. Minimising the set up and early year running costs has proved crucial in the
feasibility of existing schemes in the UK. In particular, if retailer participation is
Supplier Waste to be voluntary, then the initial costs can be minimised by only acquiring a small
delivery collection property, with the potential for expansion later once retailer participation and
hence the freight volumes pick up.
In terms of the actual cost, this is entirely dependent on the anticipated number of
retailers participating and hence volume of freight, which determines the size of
property, number of staff and number of vehicles.
City Centre Strategy 97
To give an indication, on a scheme we were recently involved in at Newcastle The freight routes have been designed to ensure effective delivery to some of
upon Tyne in the UK, the estimated start up costs were approximately JD 75,000, the major commercial and retail destinations which include the downtown area,
with running costs of approximately JD 35,000 per month. This was to serve
25 retailers within an individual city centre retail development. The cost would
increase if additional retailers were to be served. parking management and the implementation of the FCC is needed to ensure the
To give a better estimate we would need an understanding of the likely level
of retailer participation (and hence freight volumes). It would also be useful to
understand local property costs, staff costs and vehicle costs within Amman.
Figure 53 -
Freight Consolidation Partnerships (FCP)
should aim to have a balanced range of views, representing the interests of the Junction Improvements
Drawn By uktxp004
Al Urdon Intensification Corridors
Greater Amman Municipality
Association of International Courier & Express Services (DHL, FedEx, etc) Wadi Saqril
Square
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Concerns regarding costs, delay and increased handling
H5
Access restrictions and banning of vehicles at various times of the day Hezam Road
ITS
Introduction
ITS refers to the application of Information and Communication Technologies
City Centre area of Amman are a selected subset of those proposed in the ITS
strategy described for the greater area. ITS measures that support and promote
Pedestrian mode are highlighted here as being particularly relevant to aid mobility
within the City Centre and Downtown areas of Amman
system in two phases covering a total 94 signalised junctions. However, not all
these sites are within the City Centre area bounded by the Inner Ring Road. The
density of SCATS junctions is low with long links (>500m) between junctions on
arterial routes between Inner Ring Road and Downtown. The long links result in
best suited to signal coordination regardless of method. GAM also have automatic
detection.
Pedestrians are not well served by signalised pedestrian crossings. Whilst most
signalised junctions have demand dependant pedestrian crossing phases, called
using pedestrian push-button devices, during our site visits in August 2008, some
of these were discovered not to be working correctly and were reported by us to
crossing in the City Centre and this was found not to be working correctly and only
With long distances between signalised junctions that have pedestrian phases,
pedestrians have no option except to attempt to cross busy roads unaided. This is
then a deterrent to pedestrian mode.
Most signalised junctions in the City Centre are furnished with full function digital
junctions, some of which are at junctions outside the City Centre. The colour
GAM have also begun to invest in GPS tracking of buses and in smartcard
technology as means of electronic payment. Smartcard payment could be used
to collect revenue relating to public transport fares, parking charges and other city
services.
City Centre Strategy 99
Proposed Strategy ITS support to Congestion and Parking Strategies – City Centre
The ITS Strategy for the City Centre is similar to that prescribed for main arterial
routes and commercial centres both inside and outside the Inner Ring Road. The congestion can be aided by additional network monitoring using existing systems
ITS strategy is formulated to support the other topic strategies developedAL
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100 City Centre Strategy
transport for their journey into the central area. The removal of these vehicles,
particularly single occupant private cars, from city centre routes will help to avoid
city centre congestion. To promote Park & Ride and Public Transport mode, a
Parking Guidance System may be used to direct motorists to Park & Ride Sites
with available spaces.
Public Transport, and the perceived quality of public transport services, by the
travelling public can be enhanced by monitoring and aiding the progress of public
transport vehicles along their designated routes and presenting this information to
users at stations, stops and on vehicles using electronic display boards. A Real-
capacity LRT and BRT, then for Large Bus services serving the central area.
Within public transport interchanges and large indoor public places, Travel
Information Kiosks can be installed to aid passengers plan or complete their
journeys by public transport. Travel Information Kiosks are one element of a wider
The travelling public may then access Travel information either at home or on
internet enabled mobile phones etc.
Public Transport mode may also be supported (and private car use deterred) by
City Centre Strategy 101
at school arrivals and departure times. In addition, these speed limits may be
Safety may be enhanced on the inner ring road and city centre arterial routes by
lines being erased or being obliterated by tyre rubber over time. However, it is
unclear why this is a problem in Amman and not a problem in other cities e.g.
Singapore, Hong Kong and Kuala Lumpur, which also have hot climates. ITS can
assist with carriageway and lane delineation by use of LED illuminated road studs
Effective street lighting can play some part in reducing accidents. Research is
now being undertaken in UK (e.g. by WSP for UK Highways Agency) into energy
therefore not included in the ITS Strategy at this time, but could be viable and
worthy of consideration within the full time horizon of TMMP.
trucks and vans to shops and premises within the city centre.
Freight movements and deliveries in and out of the city centre can be aided by
freight logistics Journey Planning systems which can assist multi-drop deliveries
by planning an optimum route between drops and plan the vehicle loading
sequence corresponding with the delivery unloading sequence.
Freight deliveries within the city centre may also face time or other access
restrictions subject to air quality or congestion. Such controls can be applied using
Variable Message Signs (VMS) and enforced using Automatic Number Plate
Recognition (ANPR) cameras.
102 City Centre Strategy
CCTV Journey Times Congestion Air Quality Incidents Car Park Spaces
invested in a purpose built Control Centre and this provides the central monitoring
and control focus for the existing UTC and CCTV systems.
routes that converge towards the historic Downtown area. The City Centre
includes commercial, leisure and cultural attractions, which have car parking
public transport circulation and access to public transport hubs in this area. Bus Arrival Times
implemented in phases parallel with the timeline for measures that have been
Bus Timetables & Reduce Delays &
(e.g. Jabal Arafat-Wadi Abdoun-Omar Matar-Quaraysh) can be designated where Routes Congestion
ITS solutions can be tested and evaluated in the Amman city environment prior to
investment in systems replication for wider area deployment.
Public Transport
The City Centre ITS Strategy aims to promote Pedestrian and Public Transport Congestion
modes whilst regulating deliveries of goods and controlling access to the City Priority
Centre by private car. The SCATS UTC system already implemented by GAM
Monitor
Delays Access Control
Figure 56 -
104 City Centre Strategy
Downtown Issues The minimum right of way along both sections of the one way system is about
The Downtown corridor will be served by the proposed LRT running underground 19m. In developing a bus lane or BRT system, the maximum width required would
Why is this strategy needed? between Mahatta and City Hall. Stations are proposed at Mahatta, Ragadan, King be around 12m.
Faisal Square, Saqf Al Sail and City Hall. However, there is a need to better serve
Strategy Options
commercial and social activity with several key land uses including the downtown the downtown Souk corridor between Mahatta and Al Ain with a form of surface
souk, the King Hussein Mosque, the Amphitheatre, large pedestrian areas, as well public transport between. In considering potential public transport links along the
the Wadi Amman corridor between Ras Al Ain and the Souk. With this in mind,
in mind, a transport strategy is required to ensure that the area is developed in the strategy is to ensure that the area is developed into a cultural centre with
Intensive pedestrian activity
such a way that it supports the cultural activity, but at the same time facilitates the
movement of passengers and freight, primarily through public transport means. Extensive shop frontage activity public transport. Four options were considered ranging from one-way schemes of
varying degree of public transport and pedestrianisation.
Extensive pick up and drop off activity
What are the principles behind this strategy? Extensive shop delivery activity In assessing the downtown options, 4 options were initially considered ranging
from partial pedestrianisation to complete pedestrianisation. The two options
Taking into account the above, we have considered a number of options that would
taken forward for testing are described below.
the Wadi Amman corridor between Ras Al Ain and the Souk. The key principles minimise the impacts on the Souk’s activity but at the same time would enhance
the environment and facilitate the use of public transport and the pedestrian realm.
Figure 57 -
10 12 15
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106 City Centre Strategy
Figure 58 -
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Option 1:
Main Roads
PRINCE AL
Location and direction of
- Make Koraysh a single two lane urban street illustrative cross section
- Retain the one-way loop system along
Traffic Flow
HA
Ali Ibn Abi Raleb Street and Omar Matar
AL QUDS (JE
SAN
direction of traffic)
- Run BRT two-way along Omar Matar
General Traffic
- Reduce Omar Matar to one lane of one-way traffic
RUS
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City Centre Strategy 107
Figure 59 -
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TREET Key
Option 2:
Main Roads
- Part Pedestrianise Koraysh and Ali Ibn Raleb Street
Signalised Junction
- Retain the one-way loop along Koraysh and
Ali Ibn Abi Raleb Street
PRINCE AL
Location and direction of
- Run BRT along Koraysh and Ali Ibn Raleb Street illustrative cross section
HA
AL QUDS (JE
Ali Ibn Raleb Street to a single (arrows indicate number of lanes and
SAN
direction of traffic)
- Retain the one-way loop system along
General Traffic
Ali Ibn Abi Raleb Street and Omar Matar
RUS
The analysis of the two options was made using the transport model and the key
highlights are presented below.
Option 1 reduces private vehicle kilometres in the down town area by 43%
For Options 1, private vehicle average speeds through the downtown area is
For Options 2, private vehicle average speeds through the downtown area is
The impacts upon the surrounding networks are less in Option 2 than in
Options 1.
The above analysis provides two viable and more or less equal options with
regards to the downtown area. One of the major issues that would need to be
taken into account would be the commercial and social impacts on pedestrianising
The two scenarios previously looked at providing public transport options along
To simply stop public transport services running along the downtown corridor is
also not a satisfactory option.
The preferred option, Option 2, is one that can facilitate both a BRT Lite system
and a normal bus system. Both are equal in appearance and functionality.
A streetscape illustration of the way a simple dedicated bus way system would
look if implemented a two lane one way system, with one lane dedicated to public
transport is shown in Figure 60.
reduced capacity, it allows for a dedicated bus way system to operate, and at the
same time improves the streetscape environment by allocating more space to the
City Centre Strategy 109
Figure 60 -
110 City Centre Strategy
One of the key issues with regards to the overarching strategy is to ensure that
each individual component strategy supports the other and that, overall, the
TMMP demonstrates a cohesive, integrated and holistic approach. This process
is thus also intended to ensure that the strategy implemented applies common
policy and uniformity across the transport sector.
Table 18 details how the strategies interact with one and other, and how one
strategy is designed to support the other.
hierarchical public transport system across the city. This system will provide a high
capacity core network covering the major movement corridors, it will implement
other key radial and orbital routes, together with local bus and minibus services
and a feeder network based on the major public transport interchange points.
made by residents of Greater Amman through the use of public transport, and in
this respect the part to be played by the pedestrian, safety, demand management
and ITS strategies, in particular, is crucial.
City Centre Strategy 111
Table 18 -
In construction of LRT
and BRT, consider
ITS Strategy Parking Guidance VMS.
opportunity to build in
comms system.
Transport Model A common thread throughout the study is the need for an analytical planning tool to
inform and evaluate the master planning options. A strategic multi modal transport
The internal four stage demand model is calibrated based on the existing demand,
supply and planning data. This enables important socio-economic factors to be
model has been built based on the existing transport supply and demand. This
is then forecast to different time horizons, to estimate the transport requirements
Population
in terms of transport provision and policy changes. A series of scenarios are
Background
developed and evaluated by reference to the transport model outputs, which then Demography
The Greater Amman Multi-Modal Transportation model has been developed as
feed into a Multi-Criteria Assessment Framework (MCAF) which considers other Employment
part of the Transport Mobility Master Plan study for Greater Amman. Various
Educational and Retail locations
The whole master planning process is underpinned by the robustness of the
The Greater Amman Urban Transport Study (1999) Gross Domestic Product (GDP)
transport model and the data used to calibrate the transport model. Therefore,
The Greater Amman Urban Transport Update Study (2005) great care is taken when carrying out surveys and constructing transport models Income
Amman Plan (2006) – ongoing The GAM Transport model is founded on the PTRC multi-modal VISUM transport Spatial distribution of land uses
model (2007). For the 2008 base year validation, modal networks were updated
The Greater Amman Urban Transport Study (1999) was a highway based Transport provision
from 2007 to 2008, and passenger demand matrices are now largely derived
synthetically. Transport policies, such as parking and pricing
and interchanges in Amman. A base year model was developed using SATURN
highway modelling software. A base year strategic transport model was developed to represent the current
Intra-Urban Demand
transport situation in Amman in 2008. This is an estimation of the existing conditions
In 2005, the Greater Amman Urban Transport Update Study commenced. This
based on the complex relationship between transport supply and demand.
involved transferring the SATURN model to the VISUM software. Base year
matrices for 2005 were estimated by factoring up 1999 matrices to match 2005 A multi modal transport model was constructed in PTV VISUM software developing
on the existing PTRC multi-modal model for Amman (2007). Trip Distribution
base year matrices.
Modal Split
In 2006, the Public Transport Study for Amman commenced. This study was carried Base Year Demand Modelling Multi Modal Assignment
out on behalf of the Public Transport Regulatory Commission (PTRC) which, at
the time, regulated the public transport provision for Greater Amman. Since 2006, The above approach is applied at the daily level. For peak hour modelling an
Household Surveys additional time of day step is introduced.
The household surveys are used as a basis for the transport model demand. Thus, Intra-urban demand estimation and model calibration is carried out for all sub-
the household interview survey provides critical input to the study. The household model components, including important realism tests.
surveys provide key characteristics of trip making and behavioural relationships. Figure 61 -
The surveys are input into a statistical database and a cleaned process to remove Forecast Year Demand Modelling
erroneous data or responses. SOCIO-ECONOMIC URBAN & TRANSPORT
CONDITIONS PLAN
Importantly, the database provides an array to relational cross tabulations to
better understand the transport choices in the city. The surveys provide important The land use planning in accordance with GAM Master Plan forecasts,
including committed or planned large scale developments, such as Abdali
TRIP PRODUCTION
Working status Road networks in accordance with GAM Master Plan strategic transportation
networks, including committed schemes, development related road schemes,
Working population by sex and industry road hierarchy strengthening and major junction improvements
TRAFFIC GENERATION TRIP GENERATION & ZONAL
Households by income level and car ownership & ATTRACTION MODEL ATTRACTION CHARACTERISTICS Public transport improvements covering a range of stepped changes
Trip purpose
NO
CONVERGENCE speeds
44% of trips are home-based education SATISFIED
Network vehicle hours and kms, average highway speed, journey time and
Public Transport mode share is 15% distance
YES
50% of trips are under 30 minutes. Network person hours and kms, average public transport speed, journey time
COMPLETE and distance
The household surveys provide trip making data for trips wholly within each city
(internal to internal), and to a certain extent, trips from each city to locations Network pollutants, such as CO, CO2, NOx
outside of the city (internal to external). This is used to calibrate the 4 stage Accessibility indicators
demand model.
The model outputs provide inputs to the overall multi criteria framework to
out for the TMMP have been undertaken through qualitative methods as well as
by transport modelling and the modelling of a number of demand management
Transport Model 117
today’s costs
Strong level of intervention – aggressive level of policy intervention designed
to impact behaviour change
If the assessment of the current strategy indicates a shortfall between the desired
target level, and the level that the strategy is achieving, then supplementary policy
actions can be implemented to strengthen the effect of the strategy measures.
These policy measures are largely demand management measures and can be
applied in soft, moderate or strong terms. These can be tested separately within
the model, and supplemented by further strategy measures if required.
118 Transport Model
Scenario Options
Demand
Following discussions with GAM, seven project scenarios have been developed for Name Scenario Code Description
Management
assessment within the framework appraisal process. This includes the reference
case which represents the known future committed projects, including BRT and This scenario involves additional investment to the public transport
LRT. The scenarios are described in Table 19. network, combining bus rapid transit and three light rapid transit lines
and is supported by a strong bus feeder system as developed under
Table 19 - Scenarios DM1, DM2 and DM3.
DS1
Demand Substantial the implementation of the LRT system.
Name Scenario Code Description
Management Public
Actions: None
Transport LRT/BRT/Bus
This Scenario consists of a substantially improved bus-based public Investment – No Demand Additional BRT lines
transport system, with redesigned routes added coverage and with Management
3 LRT lines
increased frequencies. There would be no bus rapid transit or light
rapid transit schemes. Actions are: Bus feeder system operated by white taxis/minibuses
DM1
Highway Improvements but excludes the Amman Ring Road West
No demand management policies are introduced. and North Sections
Base Case None
Bus Only – Improved the existing public transport service network based upon This scenario is the “Highways” dominated scenario with the only public
No Demand improved bus services transport actions includes the 6 bus rapid transit lines.
Management
Bus feeder system operated by white taxis/minibuses This scenario includes heavy investment in highways through the
DS2 implementation of the western and northern sections of the Amman
Planned Highway Improvements excluding the Amman Ring Road
Base Case Ring Road.
West and North Sections
plus BRT
BRT/Bus/ Actions: None
plus Highway
Highways –
This Scenario includes the bus improvements introduced under Investment Improved PT network (as in DM 2)
No Demand
the DM1 scenario, but with the addition of 6 key bus routes being
Management
converted to bus rapid transit. Bus feeder system operated by white taxis/minibuses
DM2 This Scenario does not include any light rapid transit lines. : Highway Improvements including the construction of the Amman Ring
Actions: Road West and North Sections
Base Case
None
plus BRT BRT/Bus – Improved PT network (as in DM1)
No Demand
Convert bus key bus routes to GAM’s proposed 6 BRT lines
Management
Bus feeder system operated by white taxis/minibuses
This scenario represents a higher level of investment in infrastructure
Highway Improvements but excludes the Amman Ring Road West than DS1, with some of the elements of the BRT network being
and North Sections replaced by extensions to the LRT Lines.
DS3
Substantial Actions:
This scenario includes all the measures in DM2, but also includes Public
the application of soft demand management measures Transport Extensions to the LRT system
Extra LRT/ None
Actions: Investment Extension, readjustments and withdrawal of certain sections of the
DM3 BRT/Bus –
with extended BRT system
Base Case Improved PT network (as in DM1) No Demand
LRT Lines
plus BRT Management Bus feeder system operated by white taxis/minibuses
Convert bus key bus routes to GAM’s proposed 6 BRT lines Soft Measures
plus demand BRT/Bus – Highway Improvements excluding Amman Ring Road West and North
management Soft Demand Bus feeder system operated by white taxis/minibuses Sections.
Management
Demand Management soft measures
Highway Improvements but excludes the Amman Ring Road West
and North Sections
Transport Model 119
Demand Demand
Name Scenario Code Description Name Scenario Code Description
Management Management
This scenario represents the DS1 scenario but is supported This scenario represents the DS1 scenario but is supported by
by moderate demand management measures. The demand strong demand management measures.
management option is introduced to assist and support shift to DS6 Actions:
DS5 public transport.
DS1 plus Public transport as per DS1 with three LRT Lines and BRT
DS1 plus Actions: network Strong
moderate Moderate strong demand
LRT/BRT/Bus – Measures
demand LRT/BRT/Bus – Public transport as per DS1 with three LRT Lines and BRT network Measures management Bus feeder system operated by white taxis/minibuses
Strong Demand
management Moderate Demand Bus feeder system operated by white taxis/minibuses Management Strong Demand Management measures
Management
Moderate Demand Management measures Highway Improvements but excluding the Amman Ring Road West
Highway Improvements but excluding the Amman Ring Road West and North Sections
and North Sections
Key Modelling Highlights Figure 63 - The daily CO2 emissions in DM1 is 7,000 kg. DS7 reduces CO2 emissions by
more than 50%. DS4 reduces emissions by 28%. Nox emission with DM1 is in the
In terms of model outputs, we have highlighted the key results detailing the
4500.00 6000.00
4000.00
5000.00
Daily Public transport mode share 3500.00
each strategy has on the city centre road network. Figure 66 to Figure 71 show
3000.00 4000.00
Number of daily PT trips
2500.00
3000.00
Person and Vehicle Kms 2000.00
PV
Daily CO2 Pollutants from vehicles (Kg) 1500.00 PuT 2000.00
1000.00
Daily NOx Pollutants from vehicles (Kg) 1000.00
500.00
0.00 0.00
Daily Mode Share DM1 DM2 DM3 DS1 DS2 DS3 DS4 DS5 DS6 DS7
that PT mode share increases as demand management policy is implemented in Figure 63 shows the impact on vehicle kms and person trips for each of the
increasing levels. The 40% PT mode share target is only achieved with scenarios scenarios. Private vehicle trips decrease from 4.5 million to just under 2 million.
6 and 7 which include strong demand management measures. Public transport trips increase from 1.5 million to 5.5 million.
Figure 62 - Figure 64 -
60.0% CO2
8,000,000
7,000,000
50.0%
6,000,000
Walk 5,000,000
School Bus 4,000,000
40.0% CO2
PV 3,000,000
Taxi 2,000,000
30.0% PuT 1,000,000
0
DM1 DM2 DM3 DS1 DS2 DS3 DS4 DS5 DS6 DS7
20.0%
10.0%
Figure 65 -
0.0% NOx
DM1 DM2 DM3 DS1 DS2 DS3 DS4 DS5 DS5a DS5b DS6 DS7
14,000
12,000
10,000
8,000
NOx
6,000
4,000
2,000
0
DM1 DM2 DM3 DS1 DS2 DS3 DS4 DS5 DS6 DS7
Transport Model 121
Figure 66 - Figure 67 -
122 Transport Model
Figure 68 - Figure 69 -
Transport Model 123
Figure 70 - Figure 71 -
Strategy Appraisal 12
Strategy Appraisal 127
Strategy Appraisal would be obliged to pay a toll, and workplace parking charges, which would
involve a parking charge to employers for the number of car parking spaces
provided on their premises for employees. These measures were further
measures to be directly compared.
tested through the use of ‘soft’, ‘medium’ and ‘strong’ pricing for parking
charges and the cost of fuel and use of taxis. Weighting
Introduction A simplistic but clear approach to weighting of projects has been adopted, and
The evaluation process used to assess the policies and strategies developed to an initial view taken on the relative merits for each objective, i.e. economic, social
scored on a seven point scale (major negative impact through to major positive
meet the TMMP objectives uses a multi criteria one that takes into account three
importance to some objectives and less to others. In addition to this weighting, the
Economic measures are grouped into strategy packages, which in turn are joined together to
form the scenarios. Scoring is done on a measure by measure basis but reported
Social, and at strategy package level.
Environmental These weightings may easily be changed according to GAM’s views and
This Multi Criteria Appraisal Framework (MCAF) is a tool for assisting decision assessments. Once the primary objectives and weightings are selected, the sub-
makers in taking strategic decisions relating to transport strategy options. It been broadly placed into three categories – Economy, Social and Environmental
includes a wide range of individual measures within each strategy, and these – with each category having several sub-objectives. These objectives have been Economic
strategies are then joined together to create a range of scenarios. This approach
will enable GAM to make a choice between competing measures, and will, in turn, transport criteria in order to achieve sustainable development. -
allow for an “emerging” or “composite” scenario to be developed from the original -
range of scenarios. The individual measures can be tested for effectiveness and
compliance with objectives, and thus assist in the process of constructing the Approach -
The aim of the appraisal is to score individual measures against set objectives. -
This involves both quantitative and qualitative evaluation on the economic, social
Clearly, the number and combinations of scenarios that could be envisaged is -
and environmental components. The quantitative assessment involves assessing
almost limitless, but for the TMMP, we have tested a total of 12 scenarios, which
projects that cannot technically be included in the transport modelling (non- -
cover a wide range of potential measures. These can be broadly divided into
modelled), and the qualitative assessment (modelled) involves assessing projects
Environmental
across the network system that are included in the transport modelling.
-
Three scenarios that concentrate on providing the basic required level of
The appraisal process for the non-modelled measures follows a standard
public transport services to accommodate the proposed level of development -
and population increases. They include planned and committed highway
point scale (from -3 to +3). This assessment has been tailored for this project by -
schemes, and also include measures to deliver safety, pedestrian and freight
adding weightings to the objectives, giving more importance to some objectives
improvements. Two include an extensive development of the proposed BRT Social
and less to others. In addition to this weighting, the objectives are grouped into
system, whilst the other is entirely bus based. One scenario considers the -
strategy packages called scenarios, with scoring undertaken on a measure by
implication of introducing soft demand management measures through the
measure basis but reported at the scenario level. -
application of parking charges and restraints in the central area of the City;
The appraisal process for the modelled measures is more straightforward, with -
A further three scenarios were designed to test increased transport
the output results from the transport model measured against the eight key targets
-
introduction of any demand management measures. One added Light Rail
-
Transit (LRT) to the proposed BRT system, another considered the impacts The main difference is that the non-modelled measures are scored subjectively,
of further highway investment without further improvements to public whilst the modelled measures are measured on how they actually perform -
transport, whilst the third included further investment in LRT towards the
The weightings chosen for this higher level exercise are based on the view that
latter part of the Plan timescale through extensions and partial replacement measures are also subjected to the same subjective scoring methodology as the importance of minimizing congestion, increasing public transport usage, improving
of a limited number of BRT services. non-modelled measures. accessibility and safety and improving air quality are of the highest concern.
Criteria by Weight
0.0 2.0 4.0 6.0 8.0 10.0 12.0 14.0 DM1 DM2 DM3 DS1 DS2 DS3 DS4 DS5 DS5a DS5b DS6 DS7
M inimis e c o ngestio n
Increas e P T mo de s hare
Ec o no mic activity
Number of private vehicle kilometres
F inancial impacts
F inancial R is k
-2 -2 -2 -2 -2 -2 -2 -2 -2 -2 -1 -1
Impro v e ac c es sibility volumes on the roads are decreased, or at
Impro v e s af ety least stabilized.
Enhanc e pedestrian enviro nm ent
P ro mo t e emplo ym ent
Public Transport Mode Share: Amman
P ublic A c c eptibility
MCAF Appraisal Results If investment at the high rate proposed in DS4 should not be practically achievable Figure 73 -
during the period of the TMMP, the best alternative scenario to apply would be,
The MCAF overall appraisal results are shown in the table below. This analysis
takes into account economic, social and environmental aspects of the scenarios Minimise congestion
3
services, and also includes soft demand management measures regarding Increase PT mode share
and combines the modelled and non modelled assessment of each scenario. 2
The economic appraisal has been omitted from the overall MCAF analysis to 0
-1
ensure clarity is achieved in its analysis, and is thus presented in Chapter 12. -2
Table 21 - Minimise carbon impacts
-3
Economic activity
acceptability to the schemes and to the overall public sector spending programme Scenario Overall Weighted Score Ranking Promote employment Financial impacts
each scenario generates. Therefore, whilst a scheme may meet all target DM1 (Baseline) 0.07 11
DM2 0.23 10 Promote transport intergation Improve accessibility
DM3 DM2
DS1 0.44 7
Furthermore, on schemes of this nature, particularly when they are being
DS2 0.25 9
developed as PPP projects, “Value for Money” appraisals will be required and Figure 74 -
DS3 0.55 4
then compared with other projects from other sectors, to determine which the
DS4 0.59 2
Government decides to implement. DS5 0.54 5 Minimise congestion
3
DS5a 0.53 6 Increase PT mode share
The MCAF analysis shown in Table 21 indicates that the scenarios best addressing 2
In our view, however, scenarios 6 and 7 are very unlikely to be publicly acceptable DS1 DM2
at the current time. Given that these scenarios involve combinations of strong
demand management measures including higher parking charges both on and Figure 75 -
off-street, higher fuel costs and taxi fares and either cordon pricing or workplace
parking levies, it is likely to have an adverse impact on economic activity and
Minimise congestion
be strongly resisted by the general public, particularly if introduced as a phased 3
Increase PT mode share
2
programme over a short period of time. 1
Improve air quality Reduce reliance on car and encourage other modes
0
We believe that the scenario with the best overall balance between target -1
meeting performance and public acceptability is DS4. This scenario includes a Minimise carbon impacts
-2
-3
Economic activity
very substantial investment in high quality public transport services, but combined
with a comprehensive parking policy designed to address both existing and Promote employment Financial impacts
future mismatches between supply and demand through a pricing structure. If Promote transport intergation Improve accessibility
personal experience for the general public during the implementation of the TMMP, DS2 DM2
Promote employment Financial impacts Promote employment Financial impacts Promote employment Financial impacts
Promote transport intergation Improve accessibility Promote transport intergation Improve accessibility Promote transport intergation Improve accessibility
Enhance pedestrian environment Improve safety Enhance pedestrian environment Improve safety Enhance pedestrian environment Improve safety
Promote employment Financial impacts Promote employment Financial impacts Promote employment Financial impacts
Promote transport intergation Improve accessibility Promote transport intergation Improve accessibility Promote transport intergation Improve accessibility
Enhance pedestrian environment Improve safety Enhance pedestrian environment Improve safety Enhance pedestrian environment Improve safety
1 1 1
Improve air quality Reduce reliance on car and encourage other modes Improve air quality Reduce reliance on car and encourage other modes Improve air quality Reduce reliance on car and encourage other modes
0 0 0
-1 -1 -1
-2 -2 -2
Minimise carbon impacts Economic activity Minimise carbon impacts Economic activity Minimise carbon impacts Economic activity
-3 -3 -3
Promote employment Financial impacts Promote employment Financial impacts Promote employment Financial impacts
Promote transport intergation Improve accessibility Promote transport intergation Improve accessibility Promote transport intergation Improve accessibility
Enhance pedestrian environment Improve safety Enhance pedestrian environment Improve safety Enhance pedestrian environment Improve safety
Economic Appraisal The estimation of construction costs have been based upon local contracting unit
prices and basic cost estimates utilised by previous design work. Since costs
and comparisons are drawn from previous work, a similar cost basis has been
Project Assumptions
adopted.
Approach For additional costs over and above the basic construction costs, 30% has been
allocated to allow, contingency, study costs, design costs, site supervision costs, be 17 years, i.e. 2008 to 2025.
In economic terms, a scheme is appraised based on its impact as a function of
etc.
are the stream of user cost savings evaluated over the life of the project and
discounted to the present value year. The costs taken into account are principally all costs are discounted, has been set to 2008 in this appraisal. The discount rate
the construction and maintenance costs. The cost elements included in this
Jordanian Dinars.
is set to 15 years starting with the opening year of the road. A discount rate of
A 30% contingency has been included.
Vehicle operating costs
15 years.
Travel time costs
Assessment
Accident costs DM2 alternative. In order to evaluate the scheme a Net Present Value (NPV) is The MCAF assessment has provided the best schemes to take forward to the
Highways construction costs calculated. The objective of NPV analysis is to proceed with any scheme for which economic appraisal as follows
Maintenance costs
BRT costs
LRT costs r = the discount rate (in %)
management
Bus costs n = number of years in the evaluation period
ITS costs
management
Demand management costs which are both complementary to and an alternative to NPV is the Internal Rate
of Return (IRR). Put simply, the IRR is the discount rate at which a project exactly
Pedestrian improvement costs management plus workplace parking levy
breaks even (NPV=0).
Freight costs The economic appraisal results are detailed in Table 22.
Other costs, such as resettlement and land acquisition costs, compensation costs Table 22 -
and mitigation costs have not been accounted for. NPV = Net Present Value
n = number of years in the evaluation period Cost Contingency Total Cost NPV
Scenario Cost
today than at a given point in the future, on the basis that if received today it can (JD billion) (JD mill) (JD billion) (JD mill)
IRR = Internal Rate of Return Ratio
be enjoyed today. Likewise, one unit of cost is seen as worse if it is accrued today DS3 2.904 871.1 3.775 1.16 137
than at some point in the future. Thus the nearer to the present day costs and the The objective of IRR-based analysis is to proceed with a project for which IRR DS4 2.668 800.5 3.469 1.69 511
is greater than the required return. In practice, this means to proceed with the
DS5 2.704 811.2 3.515 2.01 764
scheme when an IRR greater than the discount rate is attained.
DS5a 2.732 819.6 3.552 2.06 847
the decreasing value of money. The analysis is based on the assumption of price It should however be noted that a project with the highest NPV is not necessarily DS5b 2.732 819.6 3.552 2.08 877
neutrality wherein it is assumed that prices will increase uniformly across time the project with the highest IRR. Larger schemes have higher NPV, as this is
DS6 2.802 840.5 3.642 2.97 1,574
hence prices remain constant in real terms. This is assumed for all costs except an absolute measure. Meanwhile, smaller schemes might offer a greater relative
Value of Time (VOT) which will increase as a function of increased income. DS7 2.821 846.4 3.668 2.89 1,529
return on expenditure (i.e. a higher IRR).
It should be further noted that although NPV and IRR attempt to monetise all
aspects and impacts of a scheme, in reality not all aspects can readily and reliably
be monetised, which is why a broader Multi-Criteria Assessment has been applied.
wherein t is the number of years into the future (or after the start of the evaluation
period) and r is termed the discount rate.
136 Economic Appraisal
The economic appraisal has shown, as expected, that the most economically Having assessed the scenarios, it can be seen that all scenarios tested are Public Transport
viable scenarios, are those (DS6, DS7) that include medium and strong demand economically viable. However, if you look at the overall expenditure, the Do Using the outputs from the transport model and the average fare applied within
management policy. Both DS6 and DS7 have B/C ratios approaching 3.0 Minimum option with a B/C ratio provides a “lower cost” option than the other that model, an estimate of potential revenue can be made. From Table 24, it can
scenarios. be seen that average revenues assuming the average fare and 320 days of the
DS3 has a B/C ratio of just over 1 and under normal economic principles would
not justify selection as it is less than 1.25. Assessing the Do Something scenarios, whilst DS5, DS5a, DS5b, DS6 and DS7 year range from JD 73 million per annum through to JD 236 million per annum.
all yield B/C ratios, they also include medium to strong demand management Table 24 - Estimate of Potential Revenue
Scenarios DS5a and DS5b also provide high ratios but include cordon pricing policies.
which is deemed to be an extreme measure at this stage.
Annual Potential
DS4, with 15 BRT and 3 LRT lines, is supported by a soft demand management Daily Potential Revenue
The ratios of scenarios DS4 and DS5 are 1.69 and 2.01 and both these options policy, which is far more acceptable from a social point of view. Average
include soft and moderate demand management policies, respectively. Scenario Total Trips Revenue assuming 320
Fare Fils days per year
Our recommendation therefore, taking into account capital expenditure and all JDs
Given demand management policy has never really been implemented in Greater other factors, would be to implement DS4. JDs (million)
Amman, the recommendation is that GAM starts off its action plan by implementing
DM1 1,940,066 343 666,000 73
an infrastructure programme that is supported by soft demand management
policies and would recommend DS4 as the preferred scenario. Revenue Potential DM2 2,063,419 355 733,000 83
Based upon the preferred scenario, the GAM funding requirements will be in DM3 2,488,699 353 880,000 99
the region of JD 3.47 billion, including contingency. GAM will need to adopt a DS1 2,306,501 419 970,000 1302
Preferred Scenario
funding approach that will be affordable and sustainable. And will need to tap into DS2 2,024,371 355 720,000 82
The preferred scenario DS4 has emerged taking into account many factors
a number of sources including: DS3 2,380,793 405 960,000 125
including economic, social and environmental, as well as risk, acceptability and
economic appraisal. DS4 2,803,148 416 1,170,000 155
Annual sources available to GAM
DS5 3,129,166 416 1,300,000 173
The components and policies which combine to make up the preferred scenario The cost and availability of private sector funding
DS6 4,523,700 400 1,800,000 231
include infrastructure, public transport and policy elements that have been The cost of available public sector funding (EC, World Bank, etc) DS7 4,578,217 402 1,800,000 235
developed a result of the project appraisal process.
Government funding
The preferred scenario addresses a key element in that there is an urgent need Parking Revenue
Some of the key funding sources will include:
for increased public transport, but at the same time takes into account the need An assessment of parking demand to identify areas within central and Greater
for demand management policy as well as public acceptability on the strength Users: these include funds from the public transport fare box, tolls, parking Amman where Controlled Parking Zones should be initially implemented, has
of these measures. In other words, whilst recognising the need for change, it is charges, fuel taxes, vehicle registration fees, travel demand charges and been undertaken. This assessment has been undertaken utilising the Amman
acknowledged that change will occur over time.
been analysed within a Geographical Information System (GIS). For the purposes
The primary highlights of the preferred scenario are as follows: Commercial Business: these include leveraging commercial opportunities
of this assessment the revised DS4 scenario has been used as the future year
generated on the back of the transport system and includes air rights near
230 kms of BRT since this best represents the likely demand based on implementation of parking
or above major transport interchanges, advertising, naming rights, shops,
charges. The assessment has been undertaken in three stages:
37 kms of LRT restaurants, etc.
Carbon Credits: through the Clean Development mechanism (CDM) A) Production of GIS maps using the model data to show current and future
Public transport mode share 30%
parking demand and the difference between the current and future years;
PT travel time AM 35% In order to gauge the revenue to be generated a result of the alternative scenarios
developed, we have estimated three sets of potential revenue as follows:
Soft demand management policy implementation of CPZs; and
Investment costs JD 2.67 billion Public transport revenue, i.e. revenue from fare box only
C) Use of model outputs to identify potential likely revenue operated from
Average investment costs per year: JD 178 million/year Parking revenues as a result of the implementation of the CPZ zones each CPZ zone (no account is made for capital, operational or maintenance
costs).
Cordon charging for Scenarios DS5a and DS5b
Based on this assessment process, indicative forecast revenue that could be
Net Present Value: JD 511 million
and work based scenarios has been derived. The assessment assumes that;
Parking revenue is derived from shopping, other and work trips (not
residential or education);
Economic Appraisal 137
Half of the demand for work trips derives revenue at the hourly levels
The other half are assumed not to pay for parking. This is important as the
Based on this the Future Year Forecast CPZ is presented in Table 23.
1091 Jabal Al-Waibdeh 7,060 10,020 8,950 26,030 18,970 19,525 14,230 4,685,880 3,415,150
1092 Adeeb Wahben 1,470 2,300 1,750 5,515 4,050 4,140 3,035 992,880 728,510
1093 Al-Abdali 6,325 3,365 14,950 34,330 21,680 25,750 16,260 6,179,490 3,902,640
1102 Ummayyah Bin Abd Shams / Khaled 1,545 1,005 1,245 2,520 1,750 1,890 1,310 453,760 314,580
Bin Al-Waleed / Al-Adliyah
1161 Khaldi / Ibn Khaldoun 1,200 40 1,880 3,120 1,920 2,340 1,440 561,915 345,770
1173 Jabal Amman 1,500 730 1,880 4,115 2,615 3,090 1,960 740,845 470,450
1180 Prince Mohammed 1,020 1,170 1,340 3,530 2,510 2,645 1,880 635,130 451,810
1200 Wadi Al Haddadeh 670 90 1,255 2,010 1,345 1,510 1,010 362,235 241,960
1230 Al-Joafa / Raghadan Square 1,075 1,470 1,670 4,220 3,140 3,160 2,360 759,005 565,580
1272 Jabal Al-Akhdhar 350 375 1,350 2,075 1,720 1,555 1,290 373,500 310,015
1290 Downtown / Quraysh / Wadi Al-Srour 1,960 2,825 2,515 7,300 5,340 5,470 4,005 1,313,570 961,280
1311 Jabal Al-Taj 695 650 2,530 3,880 3,185 2,910 2,340 697,990 573,125
1382 Al-Thira South 185 90 665 940 755 705 570 169,345 136,050
1402 Al Basheer Hospital 2,280 2,740 3,450 8,470 6,190 6,350 4,645 1,524,705 1,114,505
Inner Area Total 27,335 26,870 45,430 108,055 75,170 81,040 56,335 19,450,250 13,531,425
1011 Al-Shmaisani (West) 24,790 15,690 20,930 61,410 36,625 46,060 27,470 11,054,040 6,592,360
1012 Al-Shmaisani (East) 20,290 11,245 16,945 48,480 28,190 36,360 21,140 8,725,780 5,073,890
1021 Al-Madeenah Al-Riyadhiyah 18,810 2,190 15,530 36,530 17,720 27,400 13,290 6,575,800 3,190,155
1072 Al-Jaysh 44,990 14,080 36,280 95,350 50,360 71,510 37,770 17,162,830 9,064,850
1353 Wadi Abdoun 28,400 12,655 23,115 64,170 35,770 48,125 26,825 11,550,250 6,438,305
1451 Al-Zohour 12,005 17,645 10,020 39,670 27,660 29,750 20,750 7,140,240 4,979,380
2312 Al-Mshairfeh (North) 11,685 7,890 10,630 30,200 18,515 22,650 13,890 5,436,310 3,332,860
2350 Al-Mshairfeh (South) 11,810 14,635 11,030 37,475 25,660 28,105 19,250 6,745,450 4,619,420
3081 Al-Jame’ah 26,700 1,190 24,490 52,380 25,680 39,285 19,260 9,428,170 4,622,310
3181 Al Madeenah Al-Tibbiyah 59,860 13,850 48,625 122,340 62,480 91,755 46,860 22,021,340 11,246,060
3182 Al Hussein Park 21,210 390 16,900 38,500 17,290 28,875 12,970 6,929,810 3,112,440
3381 10,000 12,760 7,670 30,425 20,430 22,820 15,320 5,476,745 3,676,975
3382 6,340 8,315 4,860 19,510 13,175 14,635 9,880 3,512,245 2,371,300
4081 Al-Muqabalain 19,035 1,685 16,315 37,035 18,000 27,775 13,500 6,666,300 3,239,880
Full Greater Area Total (including Inner 343,260 161,090 308,770 821,530 472,725 616,145 354,510 147,875,560 85,091,610
Area)
138 Economic Appraisal
Table 25 - Table 26 -
AM Peak - Vehicles entering City Centre Daily 12 hour - Vehicles entering City Centre Parking Enforcement Fines
Parking penalties are also a source of revenue which could be utilized by GAM
PV GV Total PV GV Total to support sustainable transport projects. Increased levels of enforcement to
better manage and mitigate against indiscriminate and illegal parking should be
DS5 21,000 2,900 23,900 DS5 207,000 29,000 236,000
accompanied by a consistent approach to parking penalties, that create a suitable
DS5a 9,500 4,100 13,600 DS5a 95,000 41,000 136,000
DS5b 5,300 4,650 9,950 DS5b 52,000 46,000 98,000
AM Peak - Vehicles leaving City Centre Daily 12 hour - Vehicles leaving City Centre Carbon Credits
The carbon market now provides an opportunity for projects that reduce GHC
PV GV Total PV GV Total emissions to secure revenue. Each tonne of CO2 not emitted as a result of the
Assume 260 days per year Assume 260 days per year model shift to bus, BRT and LRT. Using the preferred scenario 4, this would
Revenue Revenue Daily Revenue Revenue generate around 2 million tonnes of CO2 savings in 2025. CER value is now at
Days JD Days JD
per day per year per day per year around €11 each. Assuming 100% CDM feasibility, i.e. €11 or JD 10.65 each, this
DS5a 260 1 13,600 13,600 3,536,000 DS5a 260 1 136,000 136,000 35,360,000 equates to JD 21.3 million in 2030. Taking a conservative view and assuming 50%
DS5b 260 2 9,950 19,900 5,174,000 DS5b 260 2 98,000 196,000 50,960,000 CDM feasibility, around JD 10 million can be raised in 2025.
The above is a very high level estimation and based upon CDM eligibility across
Assuming a 260 days year, DS5a, charging JD1 per entry would generate around Assuming a 260 days year, DS5a, charging JD1 per entry would generate around
JD 3.5 million per year in revenue. For Scenario DS5b, charging JD2 per entry, JD 35 million per year in revenue. For Scenario DS5b, charging JD2 per entry, this
1. Projects must have an approved methodology, normally through the World
this would generate JD 5.1 million per year. would generate JD 51 million per year.
Bank, European Commission or United Nations
Most projects developed under the TMMP can be further detailed to meet both the
above mentioned criteria. However, for this purpose, over the 15 year evaluation
period, one can assume that an average of JD 5 million per annum revenue from
Carbon Credits may be achieved.
Economic Appraisal 139
Developer Contributions As a minimum the area shall include all RTA roads on the outer boundary of the Fiscal angle: i.e. identify and quantify all sources of revenue generated by
The current status with regards to developer investment in Jordan is that the development, regardless of whether they provide access into the development the project that will accrue to public entities, e.g. value added tax, business
tax revenues and land tax;
Dubai requires the developer to enter into a conceptual agreement on the cost
infrastructure. The Government usually funds access and services to/from the Interface angle: revenue spin off from say the LRT to connected (transport)
site. businesses and impact on ‘necessary’ future investments in infrastructure
then permits the developer to start constructing the internal road network and etc.
In many countries across the world, including the United Kingdom, the ‘value
sharing’ approach is adopted where developers pay a premium to develop the temporary accesses into their site. This is a new area and one that will take time to develop and mature. It is not
land. Some countries have raised revenue through the sale of land or through envisaged that any revenue through land value capture will be generated.
The contribution is then calculated as a direct correlation between the proportional
the right to develop over a major transport interchange or terminal. This is a very
effective source of additional revenue that can contribute to the development of
infrastructure improvements required to address those problems. Funding Options – An Illustration
the interchange it self as long as it does not impact the functionality of the system.
The approach taken by the Department of Transport (DoT) in Abu Dhabi towards The preferred Scenario DS4 amounts to JD 2.67 billion excluding contingency
The cost sharing, in terms of transport infrastructure is a very attractive mechanism
cost sharing agreements is very similar to the approach described above by the and JD 3.47 including a 30% contingency over a 15 year period, averaging at
and one that should be formally considered. For example, in Dubai, the Law
RTA in Dubai. around JD 178 million per year excluding contingency. The total revenue in 2025
which includes fare box revenue, but excludes advertising, carbon credits, etc is
In terms of cost sharing or contributions to the required development mitigation or
estimated at about JD 155 million per annum.
improvement measures, estimates of between 5% and 15% of the construction
required to provide and improve transport infrastructure as follows:
implemented until well beyond 2025. In order to fund the preferred TMMP
strategy, we recommend that a mixture funding sources are used that will include:
Advertising Revenue
All transport facilities within the wider development site; i.e. the masterplan
area; Commercial revenue through the future development of the public transport
PPP
Direct access(es) into and out of the wider development site; and fare box source. Discussions with operators in Amman indicate that advertising
Developer cost sharing contributions
revenue on buses alone far exceeds the current fare box revenue.
provide direct access to the development. Government backed borrowing
Some options for alternative revenue include:
The approach will vary depending upon the economic climate and the following
All transport facilities within their individual development site; i.e. the source of income on buses in Amman
individual plot area and Performance of the Amman property market
Non vehicle advertising: at stations, train stops, platforms, back of tickets,
Direct access(es) into and out of their individual development site. ticket machines, etc Developers and/or operators appetite for investment in Amman
Station / interchange concession rentals such as food stalls, paper kiosks, The availability of loans and/credits to fund public sector projects (World
All surface roads outside the development but not grade separated
retail outlets Bank, EIB, EC, AfD, etc)
interchanges or signal controlled junctions
Telecommunication links A typical funding scenario may well be:
The Roads and Transport Authority (RTA) set the geographical area within which
developers have to contribute towards infrastructure in line with the above. Developer funding: 15%
Land Capture Revenue Private Project Finance: 35%
development.
There are alternative mechanisms for revenue through land value capture for both
Government Debt: 25%
residential and commercial developments around major public transport corridors.
area where the development is expected to generate more than 20% of the total Government Grants: 25%
Land and real estate: identifying positive land and real estate value impact to The TMMP preferred scenario capital budget is very large and new sources of
the intersections which experience this.
accessibility in the corridor of say an LRT system. Capture instruments could
be tax based on accessibility, betterment tax, joint development projects; to sustainable levels. Policy must be put in place to ensure that the correct
mechanisms are in place to maximize revenue from a variety of sources.
Actions & Implementation Programme 14
Actions & Implementation Programme 143
350,000,000
Do Something 4
300,000,000
250,000,000
200,000,000
150,000,000
100,000,000
50,000,000
0
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025
144 Actions & Implementation Programme
Implementation
Table 28 -
Table 29 -
Table 30 -
Table 31 - Table 32 -
quality triggers.
757,900 N 2015 - 2017
street parking payment system.
Actions & Implementation Programme 149
Highways Safety
A number of highways projects have been recommended and these involve, for
example, providing additional capacity to strategic links such as the Inner Ring
Road or development based roads that open up new area. 481,800 125,000
signal coordination in parallel with changes to network and
The projects generally fall into two categories, behaviour. 40,000
853,600 35,000
Improvements to the Inner Ring Road motorists of planned events and unplanned incidents and 60,000
congestion.
Improvements to the Airport Road 125,000
336,600
junctions on ring road to support incident monitoring and 1,250,000
Improvements in support of future developments such as Area A, B,C and
management. School safety zones and complementary measures 4,000,000
King Hussein Business park.
Introduce enhanced demand dependant pedestrian 235,950
Given the slowing down of the economy, Areas A, B and C as well as King signals at mid-block pedestrian crossings.
117,700 The capital cost to implement the quick win projects is estimated to be JD
Hussein Business Park are not envisaged to be fast tracked over the next 5 years.
to deliver information to homes, mobile phones and public 5,635,000.
However, the grade separation of the Inner Ring Road and the improvement of display kiosks.
junctions in the Sweileh area are a priority. The development and construction 653,400
of the Amman Ring Road west and north sections are also strategic long term give early warning of congestion and exceptional network to policy and legislation such as changes to enforcement criteria. The training
conditions.
projects and will not be built within the next 10 years. measures can be implemented without substantial investment and would receive
750,750
wide spread public acceptance, particularly if supported with media coverage.
Therefore, quick win highways based projects are considered to include the grade demand. Remarking highway lining will cause relatively minor inconvenience, but will offer
separation of the Inner Ring Road and the tunnel between Yarmouk and Al Jaysh. 152,900 a tangible improvement for all road users to see.
information VMS.
10,000,000 364,100
Ali Bin Al Hussein Rd and Prince Abdallah Al Salem Al Sabah
Rd 300,200
11,000,000
and Ahmad Al Tarawina Rd 481,800
10,000,000
349,800
21,000,000 pedestrian wait times across all parts of the network, including
II and Queen Rania Al Abdallah and Jarash signal cycle times and multiple ped phases.
137,930
The capital cost to implement the quick win projects is estimated to be JD 52 junctions by coordinating ped signals according to ped route
million.
The criteria for ITS Strategy “quick wins” are those measures that may be
implemented without substantial investment in new infrastructure, control systems
control strategies over a wide area of the city where SCATS signal controllers
are installed. Pedestrian mode, Congestion management and Public Transport
75,000
delivery and freight vehicle movement will be restricted
300,200 500,000 according to delivery and service plans.
King Talal, Prince Rashid
300,000
Pedestrian Enhancements linking key administration 2,473,968 100,000 within the Municipality, with particular guidance and restrictions
and mix land use development to LRT Line 2 Stop 7 and 6 and from illegal parking for businesses within the central cordon.
LRT Line 3 Stop 9
1,000,000
Upgrade of repairs to existing subways and 600,000 use appropriate routes both for transit across the municipality
footbridges to offer improved facilities across the pedestrian The capital cost to implement the quick win projects is estimated to be JD 600,000.
networks and for deliveries to central Amman.