City’s Gateways and Corridors Development

A Network of movement corridors, Alexandria City- Egypt

A thesis submitted to the faculty of Fine Art in partial

Fulfilment of the requirements for the award of the degree of

Doctoral of Philosophy

IN

Architectural Engineering and Environmental Design

Supervisors:

Professor Dr. MAGDY MOHAMED MOUSSA Professor of Architecture, Faculty of fine of Arts, Alexandria University

Professor Dr. MOHAMED MAHER SHAHIN

Professor of transportation, Faculty of Engineering, Alexandria University

By:

MOURAD SALAH ELDIN AMER FRIHEY

2018

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ACKNOWLEDGMENTS

First and foremost, with my great humbleness I acknowledge that my knowledge is a grace

from “Allah”. The least thing that I do when I pray is, to give thanks to “Allah” for redirecting

me to the knowledge path.

I am deeply indebted to both my parents, although they are physically absent, but their advice,

teaching and guidance are still deeply followed. I am especially thankful for my father, as he

has been my ideal guide throughout my life. For both, I cannot pay them back their rights.

May this thesis reward them a part of their rights when it is inherited by my daughters and

sons. I hope that one day my daughters and sons find me as inspiring to them as my parents

were to me.

I definitely want to acknowledge the love of my wife and my big family for their support to

me. I would like to thank them and ask them for forgiveness as I was not able to fulfill my

obligations towards them in the period of preparing this research.

I would like to address my great appreciations to my supervisors; Professor Dr. Magdy

Mohamed Moussa for his continuous support and useful encouragement. There is a chance

that the research would not have been completed without his guidance for me in developing

and arranging my ideas. Special thanks for Professor Dr. Mohamed Maher Shahin for his great

advisees and orientations that put me on the track and rearranged my ideas in the right way.

I have not forgotten Dr. Mohamed Mehina for his continues help and support throughout the

journey and for his help with the GIS, particularly for sharing his experience and knowledge

with me, giving me advice and sharing data. I also thank professor Dr. Nabil Mohareb, the

dean of faculty of Engineering Tripoli, Beirut University for his great help in using Space

Syntax and DepthMap software.

Also, I want to thank Professor Nabil Khelifi, Senior Publishing Editor at Springer, for his

continues support and guidance throughout the whole process of research and analysis.

Last but not least, I have to thank Dr. Mohsen Abu Bakr Bayad, Professor of architecture and

urban design and vice president of Faculty of fine arts for postgraduate studies and researches

Alexandria University for his support and services without any displeasure.

Mourad Salah El-din Amer

Alexandria in 8/3/ 2018

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Abstract:

A gateway is an entrance creating access to tributary areas making the city in charge of

connections between tributary areas and the outside world. These connections are “Corridors”

that are generally referred to in terms of transport infrastructures.

Like a gateway, a corridor has been particularly as valuable and a complementary tool with

new world urban frontier systems. In transport planning, the relationship between gateways

and corridors has become a main focus of attention. Special attention is paid to freight and

passenger traffic flows in the latter half of the twentieth century which demands a

consideration of gateways and corridors essential to support urban and regional development.

Alexandria city has several kinds of gateways that are not supported fully with connections

and corridors that maximize their efficiency. Thus, these gates create additional pressure on

metropolitan areas. In addition, the marine gates of Alexandria and Dekheila face inefficiency

in their capacities. The aim of this study is to find a mechanism of change necessary in

promoting the globalization Alexandria through strengthening inter-city freight transport.

The study hypothesizes that relocating the city gates to inland dry port, alongside

implementing new transport corridors. These corridors would act as ring roads that surround

the city in three development stages that meet the growing demand of freight transport. As a

result, there will be an increase in connectivity, proximity, and accessibility. Moreover, it

should re-balance the existing development patterns, orient territorial development, find new

land potential and form the spatial policy of future growth of Alexandria. Alexandria will then

be declared a nodal and global city with a multi international connection and movement

corridors, for people and commodities, which connect the city to the global economy system.

The reform and development of this issue can lead to discovering a lot of Small Medium

Enterprises (SMEs) in Alexandria as well as in Mediterranean Cross- borders and thus create

a balance to the social class and recent inequalities.

Alongside the improvement of truck facilities and access, the study recommends to shift cargo

transport from trucks to rail and waterway vessels and activate the role of natural waterway

means in the transport of commodities. The basic solution could be found when the study

integrates the use of Hub-and-Spoke in cargo distribution and transshipment.

The study advises politicians and decision makers to establish policies that can put in order

global connections between their countries and other cities gateways without the consideration

of variances and political frontier borders as well as shifting their geo-political relationships.

Keywords: Freight transport, gateways, dry ports, corridor transport.

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Introduction

With an increase in product specializations and globalization, cities need well-connected

transportation networks, however, tend to neglect freight transport. Although freight

transportation benefits the urban economy through offering a number of jobs and services, it

has been overlooked and seldom included in transport surveys, transport strategies, and

regional planning, (Lasalle, 2015).

The capability of transporting goods to nearby cities is, therefore, put a critical situation. The

transport system in general and the intermodal transport terminals, in particular, have now

been relocated or redesigned in many cities. However, such expansion may face some

constraints. For example, a city gate must be relocated in the middle of the city rather than at

the edge because of the city’s possible expansion. The demand for land in central areas is

stresses on the need to relocate large-scale internal dry gates or ports to less central city

locations.

The study should adopt a strategy of directing cities to benefit from their gateways as a method

of improving their freight transportation system which can lead to reducing the traffic

congestion in urban regions and making them more livable. This category of urban transport,

however, should be regulated by road transport policies on an economical basis in an attempt

to decrease the difficulty that excessive congestion places upon both travelers and urban

dwellers along the urban road network.

The study is composed of three main parts and each part consists of two chapters. Part one

explains how gateways can help the city develop its features, potential, and aspects instead of

causing congestion. Chapter one of this part discusses the main problem and defines the role

of city gateways and their functions. It clarifies the locations and spaces of flows and how the

study’s aims are to be validated. Chapter two, on the other hand, explores the growing demand

for transport and how it affects the urban form. It explains the procedures and processes of

transport systems using the Four Step Travel Model (FSM).

Part two discusses the development and relocation of city gateways and facilitates locating a

dry port to assist and support the sea harbor. Chapter three explains the influences on the

movement and their potential Catalysts that certainly affect the movement patterns of urban

workers, it presents a clear explanation of the criteria of dry port selection as well as discussing

the thought of finding new axis and transport corridors can offer effective and appropriate

land use. It would also assist in finding new corridors for successful transportation services

which are essential to provide accessibility in congested urban areas. This can integrate

efficient land use to transport planning and coordinate the development of all transport modes

while considering high-quality access needed in large urban areas. Chapter four reviews three

international case studies successful in solving the congestion problem and led to a well-

connected freight transport network.

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Moreover, part three discusses the thesis case study in Alexandria while chapter five studies

the spatial analysis of the city gates. Moreover, this chapter presents a complete study of trip

distribution by allocating existing freight movements and traffic capacity. It defines the spaces

of flows and the Origin – Destination (OD) of Freight Movements. Chapter six presents the

proposal of finding Alexandria’s dry port through employing the criteria of selection to the

dry port’s location using Geographic Information System (GIS). The chapter also presents

three stages to propose a new corridor in short, medium and long-term solutions. Validation

is given using the Space Syntax and DepthMap software.

The goal of this study is to create a new action plan that is needed to employ Gateways and

Corridors concept in finding strategies of creating an effective freight network at national and

local levels, especially when infrastructure and services are sufficient. Therefore, this should

be taken into considerations when the study analyzes the Locations and Spaces of Flows

where the gateways are often apparent as hubs in networks of flows of goods and people. At

the same time, they also support the economic and social places where many services and

infrastructure are available and can be accessed. Therefore, it has a unique territorial character

and is at the same time a matter of scale.

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Table of Contents

Introduction .......................................................................................................................... 5

1. Chapter 1: Definitions, role and functions ..................................................................... 13

1.1. Locations and Spaces of flows ................................................................................ 13

1.2. Aim and objectives.................................................................................................. 15

1.3. Definitions: A gateway and a hub’s functions ........................................................ 15

1.4. Main research questions .......................................................................................... 17

1.5. Problem statement ................................................................................................... 18

1.5.1. Re- urbanization ............................................................................................... 19

1.5.2. Traffic Congestion and freight routing problems ............................................ 20

1.5.3. Environmental problems .................................................................................. 21

1.6. The instance on the city of Alexandria……………………………..…………..……22

1.7. Alexandria’s ports capacity ..................................................................................... 24

1.8. Thesis hypothesizes................................................................................................. 25

1.9. Types of gateway functions .................................................................................... 26

1.10. Connectivity functions of gateways and corridors .............................................. 27

1.11. Conclusion of chapter 1: City gateways perspective and extended gate concept 29

2. Chapter 2: Travel pattern and demand of urban transport ............................................. 30

2.1. Transportation demand, congestion and agglomeration at cities gateways ............ 30

2.1.1. Growth of demand for urban transportation Solutions .................................... 32

2.2. The Integration between urban transport, land use and urban form ....................... 36

2.3. Freight networks ..................................................................................................... 40

2.3.1. Travel Demand Forecasting and Modelling Process ....................................... 40

2.3.2. Forecasting goals and allocation of effort ....................................................... 41

2.3.3. A freight transport network: The Four-Step Travel Modelling Process .......... 41

2.3.4. Socioeconomic Data and Transportation Analysis Zones ............................... 44

2.3.5. Network Data and Highway Networks ............................................................ 45

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2.4. Conclusion of chapter 2: Shaping urban land use for sustainable transport ........... 45

3. Chapter 3: Transport process and the role of dry port ................................................... 48

3.1 Networks’ construction ........................................................................................... 48

3.1.1. Geographical location of gateways and corridors ........................................... 49

3.1.2. Freight transport process .................................................................................. 50

3.1.3. Supply Chain process ...................................................................................... 51

3.1.4. Logistics ........................................................................................................... 51

3.2 The distribution of freight transport ........................................................................ 52

3.2.1. Hub-and-Spoke ................................................................................................ 54

3.2.2. Hinterland ........................................................................................................ 55

3.3 City Gates Relocation ............................................................................................. 57

3.3.1. Rail Access to Terminals ................................................................................. 57

3.3.2. The dry-ports ................................................................................................... 58

3.3.3. Distant dry ports .............................................................................................. 60

3.3.4. Mid-range dry ports ......................................................................................... 61

3.3.5. Close dry ports ................................................................................................. 62

3.3.6. ICT use in Dry Port management .................................................................... 62

3.3.7. The Criteria of choosing a Dry Port location ................................................... 63

3.4 Conclusion of part 3 ................................................................................................ 64

4. Chapter 4: International case studies ............................................................................. 66

4.1 Developing a new large scale dry port Al Riyadh, Saudi Arabia ........................... 66

- Advantages and the Guidelines of the Project: ....................................................... 68

4.2 Dry Ports of the Texas Triangle .............................................................................. 69

4.2.1. The Triangle Road Network ............................................................................ 70

4.2.2. The Triangle’s Rail Network ........................................................................... 71

4.3 Kelly in San Antonio and Alliance in Fort Worth Dry Ports .................................. 72

4.3.1. Kelly in San Antonio ....................................................................................... 72

4.3.2. Traffic Analysis Zones and the Forecasting of San Antonio’s Freight Movement

………………………………………………………………………………..73

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4.3.3. The Alliance Global Logistics Hub ................................................................. 75

4.3.4. The port of Hamburg, Germany: A Hub with Excellent Connections ............ 78

4.3.5. Hinterland Relations in Freight Distribution ................................................... 79

4.3.6. Connection to the Inland Waterway Network ................................................. 81

3. Conclusion of Chapter 4 ............................................................................................. 82

5. Chapter 5: the proposal of Strengthening Alexandria City Gates ................................. 84

5.1 Spatial analysis ........................................................................................................ 84

5.1.1. Purpose of study .............................................................................................. 84

5.1.2. Alexandria’s Gateways types .......................................................................... 85

5.1.3. Alexandria’s Gateways problems .................................................................... 86

5.2 Alexandria Travel Analyzes zones ......................................................................... 87

5.2.1. Inland transport ................................................................................................ 89

5.2.2. Transit developments ....................................................................................... 89

5.2.3. Hinterlands developments ............................................................................... 90

5.3 Trip distribution: Existing Freight Movements and traffic capacity analysis ......... 90

5.3.1. Spaces of flows: The Origin – Destination (OD) of Freight Movements ........ 91

5.3.2. Origin of freight flow from Alexandria and El-Dekheila ports ....................... 91

5.3.3. Existing Freight Movement of Export and Import, 2017 ................................ 93

5.4 Analysis of Daily Traffic Volumes ......................................................................... 95

5.5 Future, 2022 and 2032 Freight Flows in Alexandria ............................................ 101

5.5.1. Future Freight Movement of Export and Import in Alexandria (2022—2032)

………………………………………………………………………………102

5.5.2. Future freight Movement of different origins of flows ................................. 103

5.5.3. The monitoring evaluation of the freight movement in Alexandria .............. 105

5.6 The proposal Methodology ................................................................................... 110

5.6.1. Learned lessons from international examples ................................................ 111

5.6.2. Stakeholders demands and opinions .............................................................. 112

5.6.3. Shift cargo from Trucks to Rail and Waterways Vessels .............................. 113

5.6.4. Alexandria Dry port Project........................................................................... 114

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5.6.5. The influence of hub and spoke concept at the truck movement .................. 119

5.6.6. Improvement the Trucks’ facility access ....................................................... 120

5.7 Conclusion of chapter 5 ........................................................................................ 121

6. Chapter 6: the complete proposal of Alexandria freight network ............................... 122

6.1 The criteria of new access assignment .................................................................. 122

6.2 Short term (immediately) solution ........................................................................ 124

6.3 Mid-term solution ................................................................................................. 127

6.4 Long-term solution ................................................................................................ 128

6.5 Evaluation of the proposal through users’ preference .......................................... 129

6.6 Equilibrium and network efficiency ..................................................................... 134

6.7 Discussion ............................................................................................................. 135

6.8 The Online Discussion .......................................................................................... 138

6.9 Recommendations ................................................................................................. 138

References……………………………………………...………………………………….138

Appendixes….………………………………………...……………………….………….144

153.……………………………………………………...…………………………الملخص العربي

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Abbreviations:

Small Medium Enterprises (SMEs)

Four Step Travel Model (FSM)

Origin – Destination (OD)

Geographic Information System (GIS)

City Logistics (CL)

City Distribution Centers (CDC)

Transportation Analysis Zones (TAZ)

Carbon dioxide (CO2)

Volatile organic compounds (VOCs)

Nitrogen oxides (NOX)

Sulfur Oxides (SO2)

Hydrocarbons (HCs)

Twenty Foot Equivalent Units TBUs

Traffic Analysis Zones (TAZs)

Information and communication technologies (ICT)

THE Union Pacific (UP)

The Burlington Northern and Santa Fe (BNSF)

volume to capacity ratio (V/C)

Traffic Assignment Model (SAM)

Alexandria Port Authority (APA)

Alexandria International Container Terminals (AICT)

Egyptian National Railways (ENR)

River Transport Authority (RTA)

Inland Water Transport (IWT)

Japan International Cooperation Agency (JICA)

Growth Domestic Product (GDP)

The Passenger Car Equivalent (PCE)

Passenger Car Unit (PCU)

Digital Elevation Modeling (DEM)

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PART 1: City gateways: The concept and perspective

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1. Chapter 1: Definitions, role and functions

This chapter begins by discussing the importance of city gateways, which act as the medium

through which people and commodities enter and exit. Therefore, a gateway organizes daily

movements and controls economic development. This chapter discusses current problems that

result from neglecting the vital role of city gates. It also discusses logical ways as to strengthen

the inland transport system as well as explores the spaces of flow and defines the context and

contents of a transport network.

1.1. Locations and Spaces of flows

Locations are subjected to the level of spatial aggregation of socio-economic activities that

characterize demand of mobility and determine its place. Connectivity is mostly the tool of

the nodes’ accessibility to the demand services. (Jean et al., 2006).

The density of traffic on the network can be attributed to the flow of people, freights, and

services available in urban regions, city’ edges, or core centers; they define the mobility

function and linkage capacity. Whereas the freight transport is mainly affected by the locations

of flow spaces, public transportation is influenced by urban land use. Therefore, all of the

transportation systems respond to private actors to adjustments in the land use of the city and

as well as in the regional scale. The development of land use and transport is closely related

and is considered conventional sense to both; decision makers and citizens. In addition,

traveling, transportation of goods, and the essential principle of transport analysis are needed

due to the spatial disconnection of human activities. According to this principle, the

suburbanization of cities is understood to lead to increasing the labors opportunities, and the

transport demand.

Hinterlands are the most permanent concepts in city gateways development, especially those

applied to the ports gateways. They refer to the port market area, the area from which the gate

draws and distributes traffic (Jean et al., 2006). In addition to the connectivity, gateways

require hinterlands to include inland intermodal facilities to receive, distribute, exchange and

transshipment commodities to many destinations or to further networks, (ESPON Program,

2013).

Hubs and Spoke - or transshipment nodes that support the movement by offering the network

with a large number of direct connections. The hub-and-spoke is an approach to transportation

that includes the centralization of routes, it decreases the network construction costs, integrate

commodity handling and sorting, and enable transportation providers to use economies of

scale through collecting the flows between network nodes, (Skipper, 2002).

Dry ports or inland ports are locations that provide multiple modes of transportation and

many different services and where trade can be shifted from the local borders. An inland port

supports international operations when customs clearance and International-Trade Zone

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facilities are available. The efforts of the industry to generate more effective supply chains are

supported by dry ports that offer value-added services in addition to trade processing.

Multimodal corridors are now focused on as part of transportation planners’ and policy

makers’ investment strategies. Dry ports provide an opportunity to improve corridor

investment because of their ability to balance truckloads on the highway, air, rail, or water

modes. Finally, inland ports are able to establish local employment, improve corridor

efficiencies, and cut down both private and social costs at border points of entry.

Logistic vital choices involve assigning the position, amount, and types of facilities of a

distribution framework, the client’s decision regarding using these facilities, transport process,

modes choice and trucks courses. All choices essentially influence the logistic aggregation

cost and the client’s benefits and satisfaction.

New ideas have been generated of City Logistics (CL), which define the inland freight flows

inside the city. Its aim is to minimize the damage resulting from the freight transport towards

improving the life quality and urban sustainable transport network. This could be achieved

through finding a platform of City distribution centers (CDC) that might be located in the city

inland dry port or within the city limits. The CDC carries the responsibilities of managing the

process of distribution commodities, controlling traffic, consolidation and even the

coordination and deployment, and running all facilities.

Trucks’ platforms responsible for the definite circulation of freight using different modes of

transportation, for instance, the platforms of trucks are responsible for definite circulation.

Platforms have an awesome effect on viability of freight distribution in urban ranges. Be that

as it may, their utilization in demonstrating a few inadequacies in view of two principle

reasons: their position and the obliged structure of urban territories to conquer the boundaries.

The local level of financial improvement and national strategies have after some time affected

the usefulness of gateways and formed the profile regarding what the individual gateway can

offer as usefulness, (John Merry & Steven Broomhead, 2010). Meanwhile, freight operators

have continued their businesses, which is to give the products required by shops, organizations

and family units at the correct place and the perfect time. Much of the time, they succeed,

however not generally in a good environmental or social way. In expansive urban

communities, one fourth of CO2, 33% of nitrate oxides and half of the particulates that are

emitted by transport are produced by trucks and vehicles. Municipalities, today, must target

cargo transport as one of their needs with a specific end goal to make it more productive and

sustainable.

A methodological foreword will quickly exhibit issues of urban cargo information gathering

and examination and demonstrate the differences of urban cargo circumstances on the planet.

Significant characteristics of urban cargo are then displayed including its ecological effects,

trailed by a depiction of arrangements attempted by urban areas around the globe. Some

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chosen issues are talked about to demonstrate the primary difficulties local governments

confront on urban cargo. Arrangement proposals to local and neighboring governments are

then given as a conclusion, with cases of best practice, (Giuliano et al., 2013).

1.2. Aim and objectives

The aim of this study is to employ the concept of gateways and corridors in order to have a

new role and function; they should be mechanisms for change, which is necessary to promote

the globalization of Alexandria city through strengthening the infrastructure of both a network

of freight transportation corridors and an intercity transportation system.

The study aims at establishing a network of freight corridors through which movement can be

transferred from the gates and distributed to places of flows. These corridors also connect the

city gates with one another to transport goods and people. Through these corridors, the

movement could be directly transferred to places of demand without the need to enter the city

center or the high-density areas. This movement transfer will lessen the pressure on the inner

network, which suffers from high-density congestion. Establishing such a network of

corridors fulfills a number of objectives, such as:

1. Solving the traffic jams and congestion,

2. Enhancing the intercity movement with increasing the possibility of economic

investment and encouraging a lot of Small Medium Enterprises (SMEs) in Alexandria

as well as in neighboring cities.

3. Rebalancing the existing development patterns.

4. Orienting the territorial development, finding new land potential, and forming the

spatial policy of Alexandria’s future growth.

5. Empowering Alexandria to be a nodal global city with a multi international connection

and movement corridors of people and commodities, which can connect the city to the

global economy system.

1.3. Definitions: A gateway and a hub’s functions

Gateways and corridors are nodes and links in a movement network; they often consume land

within the context of cities and metropolitan regions. In a globalized world, gateway urban

communities are imperative central points of social and financial advancement, and they get

impressive policy consideration.

Gateway urban communities are transport hubs in the worldwide monetary frameworks that

locate research organizations in front line global development systems and spots drawing in

universal tourism. Parsons et al (2007) propose that gateway is a hub that has a fertile region

on a side of dwellings and business opportunities, and it is the other side of fruitless.