cairo transportation

12/20/2010

Cairo Sustainable Transportation

Bishoy Tala | Fall 2010 | Bishoy Takla

Professor Achva Benzinberg Stein

Urban Ecologies

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Table of Contents

1. Introduction ............................................................................................................................. 3

2. background ............................................................................................................................... 4

3. the problem

3.1. Public transportation ................................................................................................................. 5

3.2. Technology mix and misuse ...................................................................................................... 6

3.3. Traffic signs and enforcement .................................................................................................... 7

3.4. Environmental issues ................................................................................................................. 7

4. the solution

4.1. New cities ................................................................................................................................. 8

4.2. Car-free zones ........................................................................................................................... 9

4.3 New traffic laws ....................................................................................................................... 10

4.5 The bike city ............................................................................................................................ 10

4.6 Successful example of Amsterdam ........................................................................................... 13

5. conclusion ................................................................................................................................ 14

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Cairo Sustainable Transportation Introduction

“If all the cars in the United States were placed end to end, it would probably be Labor Day

Weekend” Said Doug Larson, but if all the cars in Cairo did so it would be another normal day. Most of

the mega cities in the world have transportation problems.

Egypt is one of the biggest and leading countries in the Middle East, with a population of

80 million1 inhabitants. It is considered the second most populous country in Africa after

Nigeria. Its population is expected to reach 103 million by 20302 , with more than 50% of its

population living in urban areas and cities. Cairo is one of the most densely populated capital

cities in the world; it is the most populous metropolitan area in Africa and ranks 16th

worldwide3. Cairo is faced with many problems in its way to development; the traffic congestion

is a heavy burden with more than 2 million cars on the city’s streets in addition to the air

pollution which causes 15,000 to 25,000 deaths every year.

Nevertheless, Transportation is one of our vital needs as technology and development are

moving forward nowadays. The increasing needs for vehicles results in traffic congestion

especially in big cities. Cairo is considered the biggest megacity in Africa and in the Middle

East, with 7,062,055 people4 living in a total area of 1,881.4 Km2 (464.8 acre)5, giving Cairo a

population density of 40,000 p/km26.

The Greater Cairo Region has been looking for solution to its traffic chaos since the early

1970’s (Figure 1& 2), when the Ministry of Urban Development issued the first development

plan. Then followed a long term development master plan in 1983(Figure 3). in conjunction

with IUERIF institution Paris; the plan divided the existing built-up area into sixteen

homogenous neighborhoods in addition to adding another ten new urban settlements. Eight years

later the department came up with the first update in 1991 followed by a 1997 revision. (Figure

4) . The rapid increase in car traffic, especially in the 1960s, aggravated congestion in the city

centre and effective solutions are still needed. The overcrowded buses, along with a burgeoning

1 http://www.mapsofworld.com/egypt/population.html

2 http://www.almasryalyoum.com/en/news/expert-egypt-population-hit-103-mn-2030

3 http://www.mapsofworld.com/cities/egypt/cairo/population.html

4 www.Cairo.gov.eg

5 http://www.cairo.gov.eg/MainPage/AllProvinceInLines.aspx

6 Tackling the Shelter Challenge of Cities Thinking it Through Together Dr. Hazem El Kouedi

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fleet of private vehicle, trucks and motorcycle, help to fill the main roads of Cairo with noise and

black diesel fumes and contribute to an increasingly hostile and dangerous world for pedestrians

and bicyclists.7

This research paper is twofold. First, I will examine the government particular planning

approaches to overcome the traffic problem. Secondly, I will respond to the identified strengths

and weaknesses in these approaches. And finally I will introduce the bicycle as the ultimate

solution to Cairo’s traffic congestion problem, as in the example of Amsterdam. To follow its

steps toward more sustainable environment, hopping that one day Cairo might be called ‘the

Middle East’s Amsterdam’

Background

In order to provide the necessary context for understanding the unique nature of Cairo’s

traffic, I will try to explain from my personal experience how critical the traffic problem is in

Cairo, so the reader can have a good picture of the situation. In general, no traffic rules are

observed unless they are enforced with the active presence of the authorities, traffic lights are

ignored and replaced by policemen directing traffic with a whistle and hands. There are no fast

lanes, slow lanes, or passing lanes. Basically the concept of lanes doesn’t exist, cars swarm

across lanes. “Cairo traffic is a microcosm of Egyptian society”8. I don’t believe anyone can

drive in Cairo’s street expect the native Cairenes because dealing with the system and the other

drivers depends deeply on understanding the culture and the sign language, since there are no

physical signs to follow.

Mac McCleary once said “Patience is something you admire in the driver behind you and scorn in

the one ahead9” but in Cairo everyone is in need of patience, the usage of horns is continuously and

arbitrarily out of frustration, boredom or impatience, P.J O’Rourke states in his essay “Third

World Driving Hints and Tips” that one should honk the horn “1- when anything blocks the road

7 Sustainable transportation byE Bruun nand J Kenworthy

8 The Cairo House by samia serageldin

9 http://www.quotegarden.com/driving.html

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2- when anything doesn’t 3- when anything might 4- at red light 5- at green lights 6- at all other

times”10

Cairo’s traffic system jeopardizes the security of the pedestrians in their everyday life,

and the government doesn’t consider their existence in the development plans, and therefore

there are no crossing lines or signs. That makes their presence in the street very risky and

dependent on the drivers’ manners and mercy, since speed limits are ignored; a person can travel

as fast as the surrounding traffic allows him. As a tourist stated this fact “Want to cross the

street? Just step off and keep walking. Drivers will not stop but they will avoid you.”11 The best

way for tourists to cross the street is to find some locals and walk across the street with them.

Even myself, as an Egyptian, in my first visit to Cairo after three years, I was desperate for my

younger brother’s help in crossing the streets. Also, most of the city lacks pedestrian walkways

and its narrow streets need to be more pedestrian-friendly.

The problem

Several factors have contributed to Cairo’s traffic problems.

Public transportation

The increasing number of the private cars as well as Cairenes’ reliance on cars is a

critical issue, and that is the first reason for Cairo’s heavy traffic. The other side of the coin is the

lack of a sufficient public transportation system. Commuters from the suburbs around Cairo

seldom have other options than driving; the system is missing the reliability and the element of

10

Third World Driving Hints and Tips” by Patrick O’Rourke 11

http://www.dintrone.com/egypt/index.html

The sign says pedestrians are not

allowed to use the pedestrian

bridge

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connectivity which is needed to provide a viable option to the majority of Cairo’s inhabitants.

Thus enhancing public transportation is desirable in order to lower fuel consumption, decrease

traffic congestion and reduce air pollution.12

Technology mix and misuse

Another contributing factor is the mix of old and new

transportation modes sharing the same roads, fast-moving modern

vehicles and slow-moving animal drawn carts, typical of many

street scenes in Cairo .In addition to traffic conflict, safety and

street congestion, there are efficiency issues. Cars are not moving

as efficiently as they could, this misuse of personal vehicles in

slow traffic for short distances has placed a great load of pressure

on traffic flow. For example, an animal drawn cart in Cairo’s street

can delay all the traffic because the right of way is not clearly

given to the motorized vehicle. Studies done on some Indonesian

cities (TDCSA, 1988) recommended guidelines and enforcement to encourage the proper use of

transportation technology.

Traffic signs and enforcement

One of the main causes of congestion is the absence of signs and instruction boards on

Cairo’s roads. Cairo’s Transportation Department should put forth a greater effort to rectify these

common shortcomings in infrastructure. Simply adding street signs would greatly ease traffic

flow. Basic traffic enforcement can be indicated by counting traffic lights and traffic signs; both

are seldom seen in Cairo. We can achieve efficient transportation in Cairo through traffic signs

including the installation and maintenance of traffic lights and the designation of one-way

streets.

Environmental issues

12

First Year Report Captain Drew Fanning, USMC Olmsted Scholar, 2006

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Cairo’s traffic affects the city in various ways and the most obvious one is the

degradation in air quality. The transport sector is responsible for about 28 % of the final energy

consumption in Egypt, and 25 % of energy related CO2 emissions. Cairo’s transportation emits

15 million tons of CO2/year (table 3). Projections of transport greenhouse gas emission and the

smog over shadowing Cairo are directly related to energy use in transportation system. The

release of greenhouse gases in the combustion of fossil fuels in the vehicles’ engines cause:

1- Acid rain (occurring when water vapor reacts with sulfur and nitrogen dioxides,

producing sulfuric and nitric acid13) Acid precipitation and other toxics can corrode

building materials, in addition, high levels of pollution can cause damage to some of the

ancient structures. Consequently, Cairo will lose its attraction as a tourist destination

because of the traffic congestion and the decay of monuments.

2- Photochemical smog (consisting of ozone and chemical compounds formed under the

influence of sunlight from NOx and volatile organic compounds released in fossil fuel

combustion14) Photochemical smog and pollutants emission such as CO2,CO, NO and,

NO2 directly affect the respiratory system and increase the chances of cardio-vascular

diseases. Statistic shows that 20,000 deaths every year 159 million sick days per year 15

are related to air pollution

Many of the environmental costs of transport are

non-linear in their effects16, and the crucial issue becomes,

not how to measure but how to avoid reaching critical levels

before the environmental cost becomes very expensive.

Even though no one currently is paying the price for

emissions doesn’t mean it is free of cost. According to the

“Ecology of Commerce” Paul Hawkins explains the

difference between the cost and the price “companies aren’t

required to pay for the damage to the environment” 17. However Cairo’s economy suffers

indirectly from the hazard emission and the air pollution. One billion Egyptian pounds18 were

13

http://www.ausetute.com.au/acidrain.html 14

http://www.lenntech.com/faq-air-pollution.htm 15

“average of 2 sick days per person per year” Egyptian Environmental Affairs Agency 16

Transport policy and the environment by David Banister 17

Ecology of Commerce, chapter 5

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spent in the year 2000 because of accidents and other consequences such as hospital costs, lost

working hours and damage to vehicles.

The solution

New cities

Since Cairo has become a less pleasant place to live or work, the need for expanding

Cairo beyond its current borders is a necessary step in solving the transportation problem. In the

late 1970’s the government developed two outside cities, ‘Six of October city’ and ‘Tenth of

Ramadan city’ on the west and east sides respectively. And since that time more and more cities

were developed as a natural response to population increase (Figure 5 ) . ‘Sixth of October city’

already has roughly a million residents and planners expect the population to grow above 3

million by 202019. Some of those cities were successful and some were not, for example the

successful example of Rehab City which took into account the need for close residential

buildings and community facilities, and provided public transport to create an area that is both

self-sustaining, and part of greater Cairo, in contrast to ‘tenth of Ramadan city’ which lacks the

basic transportation network to connect the city together.

Because of the failure to keep up with the rapidly expanding population, more

undeveloped residential neighborhoods were built. The undeveloped narrow streets of ‘Manshiet

Nasser’ are the main reason for the neighborhood congestion; similar congestion could be

avoided by planning and designing a large and rapid master plan to catch up with population

gross.

18

Egypt Almanac , Ch4 19

http://www.planetizen.com/node/45720

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I think most of these cities were built in the desert around Greater Cairo Region in order

to create new economic poles and to decentralize the population. However, the main necessary

government facilities are still concentrated in downtown Cairo, thus increasing the commuting to

and from the mother city. Since the new cities are based totally on the private-run microbuses

and private cars consequently cause further congestion increase. Which leads to the second

important project of converting downtown Cairo into pedestrian plaza

Downtown Cairo Car-free

A fifteen years plan was announced to relocate

the government concentrated buildings from downtown

Cairo into new cities, to reduce the congestion in

downtown, as part of a bigger plan to create more car-

free zones in Cairo.

New traffic law

The government issued a new and harsher traffic law in 1999, in order to control the

increasing number of accidents and their consequential injures and death. The new law uses the

point system for the first time in Egypt, three traffic offences in a period of six months will result

in suspension of the driver license for one year. But the idea of designating days for specific cars

fell flat when drafting the new law, even though many mega cities have used it successfully.

The undeveloped fabric in squatter settlements Manshiet Nasser comparing to Urban fabric in squatter settlements Muhandisin

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Such harsh laws will not last too long because of the unreasonable penalties such as prison

sentences and very expensive tickets (EGP1000 to EGP300020) for offences like speeding or

driving in the wrong direction 21

The bike City

“Every time I see an adult on a bicycle, I no longer despair for the future of the human

race” said H.G. Wells.

“You would have to have a death wish to cycle in Cairo22” according to

worldtravelguide.net

In light of these two quotes, I suggest the introduction of the bike lane as an ultimate

solution for the overwhelming transportation crisis in Cairo, creating a non-motorized

transportation network which will definitely be considered as a huge step toward sustainable

transportation system. By considering bicycle as mean of transportation and paving the way for it

in Cairo’s main streets will have a positive impact in a various fields; economically,

environmentally and socially. The usage of bikes will also reduce air-pollution related diseases

on the national level and on the individual level will offset the lack of exercise. In addition, it

will enhance the quality of life, attract new economic activity, improve public health and safety,

and create equity for citizens. Moreover bikes will have great benefits on the economic side of

the side of the equation both individually and nationally. Individuals, especially low income

householders, will save a lot of expense spent either on transportation fares or on fuel and

maintenance of their private cars. On the other hand, the government can save the fuel subsidy in

addition to the maintenance for car-related infrastructure such as road, high ways and bridges. In

that sense the introduction of bikes can be seen as solution for poverty reduction as well. Cairo is

not the first to indulge in this domain, China and the Netherlands began the usage of bicycles

several decades ago, and have shown impressive and successful progress towards sustainable

transportation. We see in the America's an effort to catch up in the procession these days. I think

it is time for Cairo to consider bike as one of its modes of transportation.

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equal to one month wage of a middle class worker 21

http://news.egypt.com/en/200808033391/spot-light/spot-light/the-new-egyptian-traffic-law.html 22

http://www.worldtravelguide.net/egypt/local-transport

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Cairo had a rich culture of cycling in the first decades of the twentieth century. But this

trend was weakened after the 1952 revelation, when modernization became the foundation of

Egyptian governmental strategies in several fields like urban design, architecture and

transportation. The motor vehicle became the main mode of transportation and the use of bikes

was phased out.

While remaining as a hobby, the bicycle was lost as a mode of transportation because

many cyclists started to use cars instead of bicycles. Bicycles are not counted among the

different transportation modes in Cairo, and the authorities does not consider it in their traffic

planning ,and due to the lack of reliable data it is not so obvious how many trips are made by

bicycle.

This attitude toward bicycles is stereotyped in the public perception as reserved for lower

classes or as a toy for children. However, this picture of bike-free Cairo is misleading; once you

travel inside the smaller streets in a residential area a person can witness many bicycles in the

streets. Young boys racing with their friends, delivery workers or a man ride to the market. All

this proves that bicycle is still accepted and seen as cheap means of moving around. Bikes are

quite ubiquitous in Cairo, but seldom used for commuting. Nearly everyone on a bike is

delivering something or out for recreational reasons.

Cairo has two characteristics that make it fertile ground for bicycles as a means for

getting around in the city. The first statistic shows that walking represents 36% of the total daily

commuting distances23. (Table 1&2) Considering the relatively short walking distances, if we

23

http://www.touregypt.net/cairo/cairostatistics.htm

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replaced those with bicycles we would have saved a lot of effort and time to devote to the

different activities of life. Second, with the exception of the ‘Moqattam’ neighborhood, Cairo has

a flat surface and is qualified to bicycles’ usage without a lot of effort.

Practical steps to introduce the bike as a mean of transportation

No doubt that bike lanes are one of the first important steps which need to be considered,

however the problem in Cairo is deeper than that. Although developing bicycle routes and

facilities in the central part of Cairo is an important first step, the improvement of the bicycle’s

image in the public’s perception should be changed first. Then the bike lane will come as a result

of people’s needs. Famous Egyptian singers or actors should lead a bike advertisement campaign

to change how people think about bike riders, and introduce the bike as the ideal mean of

transportation to create a sustainable city and communities that encourage carbon-free transport.

When the people are ready to use bikes as mean of navigating, the Government role will begin

by providing bike lanes to protect the cyclists and by subsidized sale of bicycles to encourage

more youth and student to support that project.

The spark has already erupted in the town famous for its choking traffic and high

pollution, a small group of cyclists is trying to guide citizens to alternative means of

transportation which do not cause harm to the environment. Cycle Egypt Club24 aims to promote

cycling and environmental awareness, hoping to make cycling a means of commuting in Cairo.25

Hopefully bikes as a new, alternative and accepted way of commuting will spread from Cairo to

other towns and rural area in Egypt.

24

http://www.facebook.com/group.php?gid=200560479460 25

http://www.al-shorfa.com/cocoon/meii/xhtml/ar/features/meii/features/2008/08/18/feature-02

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Successful example of Amsterdam

We all know about the importance of cycling for health, but the Dutch believe in that

more than anybody else. Amsterdam has 550,000 bicycles and 800,000 people, making the city

the bike capital of the world26. Around 40% of its commuting trips are made by bicycle, in

addition to a public transportation system consisting of buses, trams and ferries. The city has a

healthier, more active lifestyle for its residents. A rapid infrastructure network of safe and fast

bicycle routes (400 km of bike lanes27) has been developed

Similarity between Amsterdam and Cairo

Amsterdam is a synonymous name for the best bicycle city in the world, but in 1960’s it

was faced by the same problem facing Cairo nowadays, traffic congestion. In the middle of this

century the difference in population between Cairo and Amsterdam was not as significant as it is

now (Figure 6 ). At this time Amsterdam recognized that its roads were too narrow to ensure

efficient traffic flows, therefore businesses were moved to the fringes of the city and into the

greater Amsterdam region, the bicycle use was to be encouraged and car use discouraged. Then a

critical question was asked; should Amsterdam adapt itself to accommodate motorized

transportation, or should it consciously avoid doing so? 28 And this was the beginning for

Amsterdam’s bicycle revolution. I believe the same question need to be asked in Cairo. Can

Cairo handle any more cars? Or is it time to try Amsterdam’s guaranteed solution? Cairo is still

26

http://www.virgin-vacations.com/11-most-bike-friendly-cities.aspx 27

http://www.marcgunther.com/2010/06/01/amsterdam-cycling-to-sustainability/ 28

http://www.velomondial.net/velomondiall2000/PDF/LANGENBE.PDF

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in the place where Amsterdam was 40 years ago, but if we start now answering this critical

question we could catch up the successful procession of sustainable cities

It seems the similarities between the two cities ended in 1978 when Amsterdam opted to

conserve the historic value of its centre and to encourage

the use of the bicycle and public transport. The

Government eased the way for cyclists by constructing a

'Main Bicycle Network', improving and expanding the

facilities for cyclists, and the removal of physical obstacles

within the cycling infrastructure. And it is not too late for

Cairo, now is the time to turn Cairo’s traffic system into

sustainable and efficient system based on bicycles

Conclusion

Most of the effective solutions started at some point with a dream or idea, and I wish the

expression of my ideas in this research paper could be the starting point to solve Cairo’s traffic

crisis or at least to understand the size of the problem. For Cairo to be a sustainable city, we need

the government to stand up against traffic congestion and consider that the first step towards

progress and prosperity. Greater attention needs to be paid to the decision-making process by

looking at the problem from different angles and studying the consequences in order to convert

Cairo into more livable place.

As a student who has lived and studied in Cairo I conclude this research paper not only

by expressing the problems and concerns but also by hoping for far-sighted solutions and master

development plans to make Cairo a much more sustainable city with environment based on

ecological building principles, prioritizing public transportation, walking and cycling.

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Pictures

Year Total built-up

area (km2)

1900 42

1950 120

1970 198,2

2000 524,4

Within the last three decades, the total built-up area increased more than 270% Figure 1

First Master Plan in 1970 Target year is 1990 Planning area is 685,000 acres Population is 6.1 million in 1966 Expected 14 million by 1990 Figure 2

Long term development master plan 1983 -Creation of small urban settlements and new satellite cities being connected through development corridors -Dividing the exiting built-up area into 16 homogenous sectors in addition to 10 new urban settlements Figure 3

Updated Plan 1991 -Population is 13 million in 1993 and expected to be 24 million in 2022 -Combining several new urban settlements into one or more new city or new urban community -Combining new settlements No. 1,3,5 to be New Cairo Figure 4

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1970’s 1980’s

2000’s 1990’s

New Cities

Figure 5

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Population growth

Figure 6

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Tables

Transportation modes

Percentage 29

Walking 36% Microbus 18% Bus 12% Metro 11% Car 13% Taxi 4% Other Public Transportation

6%

Table 1

Indicator 2002–2003 2003–2004 Railways Passenger/km

(million) 46,185 76,090

Ton/km (million) 38,444* 4,758 Railway length (km)

9,432 9,467

Roads Passenger/km (million)

113,570 115,845

Ton/km (million) 41,450 43,110 River transport Ton/km (million) 309 2,375 Pipeline transport Million tons 6,489 6,680 Source: State Information Service (2006). Table 2

Table 1 Concentrations of air pollutants in Cairo Pollutant Concentration (µg/m3) U.S. standard (µg/m3) Sulfur dioxide (SO2) Particulates Nitrogen oxides (NOx) Carbon monoxide (CO) Lead Ozone (O3)

40-156 annual mean 349-857 annual mean 90-750 hourly mean 1,000-18,000 hourly mean 0.5-10 annual mean 100-200+ hourly maximum

80 annual mean 75 annual mean 100 annual mean 40,000 1-hour; 10,000 8-hour mean 1.5 quarterly mean 235 hourly maximum

Table 3

29

http://www.touregypt.net/cairo/cairostatistics.htm

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