Multimodal Transportation Planning for Intercity Travel Between Alexandria and Borg Al Arab Cities

The concentration of activities in downtown cores and the marginalization of suburban areas have been spurred by industrialization and urbanization, leading to unplanned population growth and the spread of slums, ultimately causing a surge in traffic congestion. As a result, megacities have expanded, prompting increased demand for enhanced mobility, accessibility, and comfort within urban transportation systems. This has necessitated a shift and development from traditional transportation planning methodologies to integrating them with multimodal transportation planning strategies [1].

The "predict and provide" approach, on which traditional transportation planning is based, forecasts future trip-making behavior based on current transportation and land use plans and market trends, offering limited solutions to accommodate vehicular traffic demand rather than attempting to shape it. Consequently, developing multimodal transportation and integrating it with the traditional four-step model, as a contemporary approach to transport planning, has brought about a qualitative shift in land use dynamics. This shift aimed at diversifying activities and devising innovative solutions to combat traffic congestion. The implementation of multimodal transportation planning focuses on broadening the range of transportation choices available to individuals, coordinating land use decisions, and fostering a vibrant mix of activities, as shown in Figure 1 [1].

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Figure 1. Traditional and multimodal transportation model steps

Source: The study [1] (Edited by author)

The key strategies emphasized by multimodal transportation planning include investing in multimodal transportation infrastructure, establishing efficient connections, and creating dense, interconnected streets conducive to transit-oriented development (TOD) principles, such as walking and cycling. Additionally, the concept emphasized the development of activity centers and revitalized neglected urban areas to render them more functional and vibrant [2]. Additionally, mobility is emphasized by multimodal transportation planning, which involves the utilization of various transportation modes by people to move between destinations, and accessibility, which measures the ease of reaching desired activities and services across defined geographic areas (e.g., traveling to many destinations from one origin). Moreover, transportation and land use are integrated to offer diverse mobility options, considering land use, system connectivity, and the interconnectedness of modes for the safe and efficient movement of people and long-term community viability, leveraging the full value of infrastructure investments. In addition, multimodal transportation planning is context sensitive, holistic, collaborative, and integrated between modes, focusing on broader land-use issues, leveraging intergovernmental partnerships, and examining pedestrian, transit, bicycling, and automobile travel [1, 3].

Furthermore, public transportation systems are provided with distinct functional positioning through multimodal transportation planning, which contributes to social development and equity by offering quality services to travelers through the cooperation of multiple modes and transit technologies [3].

A practical solution to reduce traffic congestion, reduce the number of vehicle kilometers traveled, and reduce the difficulties faced by low-income individuals living in low-density regions due to the limited availability of private mobility options or economic constraints is provided by multimodal transportation planning. Furthermore, the integration of different modes with public transit systems can significantly reduce travel time, emissions, and costs compared to those of standalone single-mode systems [3].

The intercity between Alexandria and Bodrum El Arab faces significant transportation issues due to the lack of public transportation stations, the availability of different transportation means, and the spread of unplanned and private transportation. This has led to traffic congestion, increased population density in the city Centre, neglect of suburbs, and increased slums. Statistics and field observations show delays in arrival, affecting many areas and causing traffic paralysis (as shown in Figure 2). It was also tracked and observed at different times of the day through Google traffic. For example, the main arteries within the city have an average flow speed of 60 km/h, but at work peak time, they move slower than normal (67%) and in normal time.

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Figure 2. The traffic congestion in Alexandria

This research examines the effects of multimodal transportation on enhancing intercity connectivity (Alexandria-Borg El-Arab), land use, and accessibility. The study employs several methodological approaches, including the following:

1. The entropy equation is a tool used in spatial analysis to measure the value of land use systems and spatial phenomena in GIS. It provides a quantitative measure of spatial distribution, which is crucial for objective analysis. The equation is versatile, applicable to various types of spatial data, and allows for comparative analysis to identify areas of high and low entropy. It is particularly useful when assessing the overall distribution pattern rather than specific clusters or central tendencies. Its application in different contexts makes it a valuable tool for understanding spatial phenomena. It will be used in a case study to assess the current land use, identify its deficiencies, and incorporate, with development, these findings into the proposal. The proposed stations are identified based on land-use diversity, land-use density is quantified, and land-use data are generated through the application of the entropy equation, which assesses the homogeneity of an area and calculates activity density and diversity indicators.

Entropy $=-\frac{\Sigma_j\left(P_j \times \ln p_j\right)}{L n j}$   (1)

where,

P_j = the proportion of land development of the j_th type;

J_i = the number of different land use types.

2. Linear regression analysis was used to predict the future population distribution based on the entropy value of the proposed land use. Through population data: existing population data for each geographic region, providing a trend that helps predict future values.

3. A geographic information system (GIS)-based model of the existing and proposed land use and transit railway network for the Alexandria-Borg El-Arab corridor was constructed using the standard version of the ESRI ArcGIS 10.8, which based modeling is a framework for capturing, storing, analyzing, and managing spatial and geographic data. It offers advantages such as detailed spatial analysis, integration of multiple data sources, and powerful visualization tools. GIS-based models provide more accurate and contextually relevant results than traditional statistical methods and enhance remote sensing by providing tools for in-depth analysis and interpretation. The key advantage of GIS-based modeling is its ability to handle large volumes of data, provide detailed visualizations, and integrate multiple data sources, making it more reliable in various contexts, so it’s more accurate and suitable for case study than (GEODA, ILWIS, OPENJUMP, …).

The data collection and analysis techniques used in this study are designed to provide a comprehensive understanding of the impact of multimodal transportation on improving connectivity, land use, and accessibility in a specified region.

5.1 London

The transit for London (TFL) state planning commission acknowledged the necessity of establishing firm guidelines for directing the planning process before creating a multimodal transportation plan. Early decisions, made during the early phases of development, can significantly impact urban corridors and user behavior, influencing factors such as the mix of land uses and the quality of transportation links. Thus, it is crucial to recognize the following planning and design concepts for new urban mobility [8].

The design of the stations must provide an easy interchange system between modes of transport, which plays a crucial role in competing with taxi rental or delivery, and interchange from railways or buses to local shuttle buses, parcel receiving stations, or any other type. These mobility hubs should be designed to be conveniently visible from nearby streets and should include amenities such as wide sidewalks, covered parking, public parks, manned convenience stands for snacks, and travel information. To facilitate interchange, ample public space should be provided and protected for transport hubs.

Therefore, TFL, which applies multimodal technology through a multimodal transportation system in London, comprises various options, including walking, cycling, driving, riding, buses, Docklands Light Rail, trams, national rail, and taxis. According to Williams et al. [9], the national rail system consists of five renovated lines with peak speeds of 125 mph (200 km/h) and one high-speed line designed for speeds up to 186 mph (300 km/h). The various types of trains operated include Class 374, Eurostar e320, Class 395 Javelin, Class 800, and Class 390 Pendolino. The London Underground network has speeds ranging from 15 mph to 60 mph, while overground trains have a maximum speed of 75 mph but are limited to 45 mph due to network constraints. The tram network spans 28 km (17 mi) and has a capacity of 208 passengers. With fewer stations and automatic train operation, the Victoria Line has faster trains that can reach speeds of up to 50 mph (80 km/h) in one direction. The multimodal system also includes urban features such as safety, comfort, ancillary amenities, integration with the Internet of Things, affordability, availability, the TOD concept, and well-integrated modes of transportation systems through safe crossings, timetables, tickets, and fares (the Oyster card with zoning tariff system).

However, the city successfully improved the level of integration between public transport modes, nonmotorized modes and city infrastructure through the use of interchange stations and the provision of park and ride areas. Therefore, TFL prioritizes the use of multimodal transportation modes and walking rather than cars, which focuses on the TOD concept. However, no other similar metropolis in the world has experienced a change of this magnitude. In addition, multimodal transportation in London has had a positive effect on the urban fabric of the city by reaching a smooth and strongly interdependent multimodal network, which leads to urban growth, diversifying activities, and reducing internal migration. This has led to the development of urban corridors, changing their functions and activities, and balancing traffic while supporting walking and cycling with dedicated lanes and safer crossings.

5.2 Hong Kong (HK)

The transportation infrastructure in HK encompasses a range of modes, including ferry, walking, cycling, driving, light bus, metro, cable car, MRT rail, LRT, and taxi. The Mass Transit Railway (MTR) constitutes the primary rail system in Hong Kong, with 167 stations distributed across HK Island and the New Territories and 10 lines operating every 2-4 minutes. The MTR system spans 240.6 km of rail, comprising both light subsurface and aboveground tracks, and includes 98 heavy rail stations, 68 light rail stops, and one high-speed rail terminal. The MRT high-speed rail is the fastest cross-border land transit route in Hong Kong, achieving speeds of up to 350 km/h in the HK section and 200 km/h in the mainland section [10-12].

HK has developed an extensive transportation network that facilitates the efficient movement of people and goods and contributes to the city's social and economic development in an environmentally sustainable manner. The key components of this system include multimodal transportation planning, land use diversity, and the potential for increased commercial value [13, 14].

The MTR primarily serves the northern part of HK Island, while buses are widely available throughout the city, including in the southern region. The tramline operates solely in the northern part of HK Island, with six routes and 120 tram cars running every 2-4 minutes. Additionally, ferries offer a convenient and cost-effective mode of transportation between HK Island and Kowloon and are the only means of transportation to the Outlying Islands. Taxis in HK are classified into three categories, with red, green, and blue taxis providing services to all metropolitan areas. Green taxis cater to new areas. Improving the station infrastructure is essential for providing a positive passenger experience. Transit organizations should ensure that stops are designed to meet quality requirements, such as having an elevated area for improved safety and providing relevant information to passengers, including fare information, schedules, and route maps. Transfer stations should be well designed to facilitate seamless transfers between different modes of transportation, such as the recent development in HK, which requires passengers to take only a few steps between vehicles on the same platform level. This approach not only improves journey time and passenger comfort but also ensures that transit times are minimized. As the attractiveness of public transportation systems is heavily influenced by the perception of comfort, it is crucial that stations are accessible under all weather conditions and provide suitable protection.

To improve the efficiency of public transportation, it is essential to integrate land use and transport planning and study the impact of railways on passenger movement. This will reduce the need for travel and expensive infrastructure. Better coordination between different transportation modes is also important, as is timely provision of transport infrastructure that aligns with actual demand. Furthermore, new technologies should be used to strike a balance between demand for transportation and how it is met. Passenger movements can be influenced by various modes, and it is crucial to consider their impact on the transportation system and the environment.

The optimal planning process to achieve safer and more convenient pedestrian facilities is widely regarded as the most ecologically friendly form of transportation. To enhance the use of this mode of transportation, three key areas can be addressed: access to public transport, direct pedestrian links, and the pedestrianization of local streets. Additionally, it is crucial to consider public opinion and determine whether this is the preferred transportation system for the people of Hong Kong. By increasing the focus on pedestrians in land-use and transportation planning and promoting the use of efficient mass transportation, particularly rail, the transportation system can be made more effective. The economic aspect of transportation planning involves assessing whether the transportation plan is cost-effective for the community. A developmental study is being conducted to determine whether the transportation plan contributes to land use and other forms of development. Furthermore, the study considers the requirements of current and future generations, in accordance with the statutory Outline Zoning Plans (OZP), including reviewing building heights and densities for the future.

However, the growing traffic volume may also present challenges for land value capture initiatives. Property prices near railway lines can increase by 5% to 17%, while incorporating transit-oriented design features, such as pedestrian-friendly buildings and station linkages, can potentially lead to a 30% premium [15].

5.3 Doha

Doha has implemented a multimodal transportation system that includes various modes of transportation, such as walking, cycling, driving, buses, metros, trams, and taxis. The Doha Metro and Lusail Tram are considered the main modes of transportation in Doha. The Doha Metro Network is a 350-kilometer-long project designed to connect all major Olympic venues. The network consists of 98 stations served by the four lines of the metro. Each station has an elevator, and every rail vehicle has room for strollers and wheelchairs [16]. Additionally, Free Metro Link buses travel practical routes between 2 and 5 km from stations [17]. The Lusail Tram is a 30.5 km network with 36 stations and four main tramlines. Lusail and Legtaifiya are the two interchange stations where the Lusail Tram and Doha Metro are connected. Trams are greener and handle traffic better than buses, and they use roads more efficiently, as one train may replace approximately 40 automobiles. Buses also play a significant role in Doha, covering the majority of the city and nearby communities. All bus lines are at least 700–800 meters away from each servicing point via foot. There are two Doha Metro bus networks, the Metrolink and the Metro Express. 19 Metrolink lines operate every day of the week, and there is no cost for the buses [18, 19].

It improved the utilization of undeveloped land in the metropolitan area and created a more compact city. The proposed metro network presents an opportunity to develop, plan, and revitalize important neighbourhoods and precincts within Doha. This will enhance the city's quality of life. The current ring road network and conventional radial route pattern have led to urban sprawl outside the city centre, with restrictive zoning laws allowing for the expansion of medium- and low-density housing and residential settlements. Additionally, outer-city shopping malls, schools, and sports facilities have been developed in areas that can only be accessed by private vehicles due to a lack of public transport alternatives. The urbanization of the central business district has resulted in the abandonment of traditional residential and commercial spaces in Favor of contemporary office and residential structures. Consequently, many Qatari households relocated to suburban areas in search of a more rural lifestyle. In Doha, various types of urban land use include industrial land, which is strategically significant to the nation's economic health and development, especially QP industrial cities, and land inside a designated zone subject to certain laws intended to attract foreign investment, known as the Qatar Economic Zone. The application of transit-oriented development (TOD) has demonstrated that such integration generates economic benefits in the vicinity of these nodes, resulting in an increase in land value [16, 20].

This study focuses on the development of intercity travel between Alexandria and Borg El Arab, two existing adjacent cities with varying land use patterns. Alexandria, Egypt's historical capital, is the second-largest city in Egypt in terms of population density and traffic congestion, with a population of 5,441,865 in 2022, while Borg El Arab included approximately 299,364 people according to the latest report of the Egyptian Central Agency for Public Mobilization and Statistics (CAPMAS).

Alexandria, Egypt's largest seaport, handles 80% of its imports and exports, while Borg El Arab is an industrial city. While, The Alexandria governorate is divided into eight districts and further subdivided into smaller administrative divisions (Marakz and Sheiakhat). This study aims to enhance regional transportation networks, provide different modes of transportation, reduce traffic congestion and overpopulation, and create suitable land areas for urban development without affecting agriculture or tourism. This study analyzes the impact of multimodal transportation on land use at linkage corridors and applies the findings of the multimodal transportation study to the public transportation of Alexandria and the Borg El Arab networks. The analysis is conducted using geographic information systems (GIS) and will provide recommendations and indications for improving the situation [32].

The Alexandria-Borg El Arab case study area faces severe traffic congestion and population growth due to unplanned transportation and the extensive use of private vehicles. The city’s main arteries have an average traffic speed of 60 km/h, which is much lower during peak times. The government's development strategy for 2032 does not address the root problems of unqualified and unsustainable infrastructure, lack of complete transportation hubs, or disregard for TOD. Poor urban design and delays in projects further worsen traffic congestion and encourage the exploitation of unplanned modes of transportation. Despite development, public transportation operates independently and does not respect pedestrians or TOD concepts [33].

This research aims to link existing Egyptian cities and villages to each other at different planning scales to achieve high accessibility and mobility by applying a multimodal transportation system, which can reduce the use of private and unplanned transport and public transportation. Additionally, the sustainable urban design for nonmotorized transportation (NMT) choices is also established by this research. To ensure mobility comfort and encourage a change in travel behavior, the environment surrounding transit mode intersections is designed and built using SWOT analysis, which also helps to identify the strengths, weaknesses, opportunities, and threats for both current and proposed government transportation development (as shown in Figure 11).

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Figure 11. Classification case study

7.1 Existing transportation system

Alexandria, Africa's first rail network city, will be studied from Misr station to Borg El Arab. The case study focuses on Alexandria's challenges, such as overpopulation, slums, lack of public transportation, and inner migration, as a major development Centre, and studies the effects of multimodal transportation on it. So, the current transport situation consists of:

Planned transportation, as Alexandria has four major harbors, including the main west harbor, which handles 60% of exports and imports. The city is served by two main airports, Alexandria International Airport and Borg El Arab Airport, which serve nearly 250,000 passengers annually. Taxis are widely accessible, but Egyptian legislation mandates meters. The Alexandria Intercity commuter rail service runs in two directions, while the Traveler Line trains are powered by diesel. The Alexandria Governorate hosts two major intercity railway stations, serving both Alexandria Governorate commuter rail and Egyptian National Railways inter-city passenger service. The oldest tramway network in Africa, built in 1860, spans from Al Raml District to Victoria District. Bus services are mainly dependent on fixed routes within the city, but electric buses have expanded in recent years.

Unplanned transportation, as Mini buses and tok-tok are unsafe and unplanned modes of transportation in the governorate. Microbuses share multiple routes, contributing to traffic congestion. Tok-toks are motorized three-wheeled vehicles with cabins, linked to accidents and traffic jams. A case study will explore the development and integration of road transportation services between Alexandria and Borg El Arab, aiming to establish new nodes and expand existing modes of transportation, as shown in Figure 12.

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Figure 12. Existing transportation modes in Alexandria governorate

So, private vehicles dominate transportation, contributing to traffic congestion and environmental pollution. High car ownership increases greenhouse gas emissions and un planned urban sprawl. Public transit systems in cities reduce congestion but face challenges like underfunding, aging infrastructure, and service frequency and reliability. However, in suburban areas, is often less developed, leading to limited mobility options for residents. issues pose challenges which encouraging inner migration. furthermore, non-motorized transport, such as bike lanes and safe pedestrian pathways, lack dedicated infrastructure and can discourage usage. Addressing these challenges is crucial for reducing urban sprawl and promoting sustainable transportation.

A-Physical context of case study (Existing phase):

The main data used from censuses and land uses of case study area were obtained from the Central Agency for Public Mobilization and Statistics. The map of the Alexandria station shows 13 main stations between two terminal stations, namely, the Misr and Borg Al Arab stations (as shown in Figure 13(c) and Table 4). The rail service between Sidi Gaber and Borg El Arab is currently experiencing a malfunction with its internal stations. The line operates on a direct route between the two stations at specific times rather than throughout the day. This lack of consistent service makes the city an unattractive location for investments and residents. Each train has a capacity of 600 passengers according to the Sidi Gaber station head and director Traffic in the Egyptian National Railway Authority, as shown in Table 5.

The distances between the existing stations from Alexandria to Borg El Arab are far apart and are not suitable for meeting the needs of passengers, as most stations deteriorate (as shown in Table 4).

Table 4. Existing rail station distances and conditions in Alexandria (Misr station – Borg Al Arab station)

Table 5. Existing rail station active and non-active and its frequency analysis in Alexandria between Misr station and Borg Al Arab station

Table 6. Existing rail station frequency, active station and train type in Alexandria between Misr station – Borg El Arab station

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Figure 13. Existing rail station buffer area in Alexandria between Misr station – Borg Al Arab station

Source: Studies [32, 34]

The mobility buffer zone area serves the population around stations: Mobility hub buffer zones were established for the current stations to assess the coverage of districts and sections as well as the number of residents benefiting from each distance (400 meters buffer area [five minutes’ walk] and one kilometer walk and catchment drive), as shown in Figure 13(a) and 13(b). A district scoop and a total number of residents who were not covered according to the buffer area were also included. Table 6 shows the results.

It is clear from the previous table, after applying buffer zones in the two different areas (400 m-1 km), that the existing stations are not at a sufficient level for covering and serving all areas and populations in the study area (El-Ramel, Bab-Sharq, El-Gomrok, El-Laban, etc.).

Existing bus stops: In the present bus route configuration, the bus stops are not uniformly spaced and are not aligned with the needs of passengers or the accessibility of their destination. Despite the high traffic in certain densely populated areas, there is a lack of bus stations, as shown in Figure 13(d) [34].

Population densities: Alexandria's high population density has resulted in an increase in slums, traffic congestion, unplanned urban sprawl, and a lack of reconstruction. According to the 2022 population census conducted by the Mobilization and Statistics Center, both the Borg El-Arab and the intercity appeared to be "ghost cities”. A heatmap depicting the current population density across the Alexandria governorate, based on data from the Mobilization and Statistics Center, highlights the extent of population concentration in the city center and around transportation hubs. Conversely, the map also shows a lack of population density in the suburbs, as people continue to move away from these areas due to the lack of public transportation and services, as shown in Figure 14(a)-(b) [32].

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(a)

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(b)

Figure 14. (a). Existing population densities graph; (b). Existing population densities heat map

Existing land use: The land use map presented in Figure 15 indicates the current land use and the number of different land use types in each district and part of the case study area. Additionally, it experiences a lack of variety of land use and homogeneity. Furthermore, in defining the regions of unplanned urban growth, more than half of Alexandria’s population lives in unplanned areas and lacks service buildings around them.

Furthermore, the buffer zone extending along the railway line encompasses an area of 400–2 km and has contributed to the categorization of a considerable portion of the land as single-use or "ghost city." Additionally, the scarcity of the concept of TOD has led to the absence of facilities for cycling and pedestrian paths, green areas, and a lack of emphasis on sustainability. These factors have resulted in an increase in the proportion of the city's population residing in the downtown area, exacerbating traffic congestion and the proliferation of slums. To provide a clearer understanding of the situation, the most recent census data for Alexandria in 2022 are presented in Table 7, which shows the individual land use types and areas for each district and section, as well as the number of individuals between the ages of 6 and 16 who have access to educational facilities in those respective areas, as shown Figure 15.

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Figure 15. Case study existing land use

B-Government vision for Alexandria 2032:

The transportation system in Alexandria has experienced a 17% increase in population density and a decline in service quality due to inadequate road and building density. The system also lacks modernization and is inconsistent, especially during rush hours. In 2016, the Ministry of Transportation proposed a strategic transportation plan, including building a tram and creating the Abu Qir Metro to reroute traffic from the east to the city center until 2032, as shown in Figure 16. The plan includes a 22.1 km tram, a 14.5,5-kilometer fast bus line, and an 18.8-kilometer line on the Corniche. A high-speed train project is also being implemented, costing approximately 180 billion pounds in three stages: Cairo to Road El Farag, Alexandria and El-Alamein, and El-Ain El-Sokhna. as shown in Figure 17 [33].

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Figure 16. Transport development alex.2032

Source: The study [32]

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Figure 17. Population density

Sources: The study [33]

Land use sector: Alexandria faced significant challenges due to the proliferation of informal settlements and unchecked population growth. The government has proposed that by the year 2032, approximately 18,932 acres, or 16% of the total land area, will be designated for regional and investment purposes, 2,298 acres, or 2%, for public services, and 14,776 acres, or 12%, for residential buildings. At present, there are 19% of the existing regional service lands and 17% of the existing water bodies, with 34% of the area currently designated as urban blocks.

In addition to the development of certain investment and residential projects in different districts, there are plans for a project in the Al-Ajami district, which is located in the city of Sidi Krir, as well as in the Amriyah district. The project will involve the establishment of an urban community, commercial buildings, and exhibition and conference grounds. Furthermore, a logistics zone will be developed in Burj Al Arab and Burj Al Arab Airport City, which will rely on investment and industrial buildings. This will result in the creation of 11,650 new job opportunities and attract 16,000 residents to the area.

On the other hand, the state's implementation and development of land use disregarded green spaces while prioritizing industrial areas over recreational, service, and commercial spaces. This approach has resulted in a lack of separation between residential and industrial areas, which could compromise the health and well-being of the population, as well as the environment, as shown in Figure 18.

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Figure 18. Government development land use for 2032

Source: The study [33]

Proposal planning phase: A proposed plan to restructure the Alexandria-Borg El Arab Railroad, distribute stations, and integrate transportation modes, based on analysis and user survey, will go through several stages.

a-Classification: Alexandria was classified into districts, Markaz, and sections to assess population density, movement path, land use, and train mode compatibility with metro and LRT distances.

b-Applying Entropy: This study utilized the "entropy method" to identify proposed stations based on land-use variety, quantifying density and diversity, and designing land-use data. Entropy measures homogeneity within an area, allowing for the calculation of activity density and diversity indicators.

Entropy $=-\frac{\Sigma_j\left(P_j \times \ln p_j\right)}{\operatorname{Lnj}}$    (1)

where, P_j represents the percentage of land development of the jth category, and J denotes the total number of land use categories. An improved balance of mixed land use is indicated by higher entropy levels, which vary from zero to one. Several entropies were calculated and included to the mode choice models to take into consideration the effects of mixed land use (residential/nonresidential) and mixed employment (retail/nonretail) at both trip origins and destinations as shown in Table 7. The replacement and design of rail stations, bus stops, sidewalks, and bike paths were determined by the entropy value and design indicator availability within 400 m of trip origins and destinations [6].

Table 7. Land use percentages and variations in the existing phase

Note: Unit: (m²) All areas and total commercial and residential areas within the buffer zone 2 km from the railway way.

When applying the entropy method, most values ranged from 0.5 < 0, which indicates poor diversity of land use and a lack of homogeneity (as shown in Table 8).

Table 8. Existing and propose rail types in Alexandria between Misr station and Borg Al Arab station.

c-Cycle time and number of metro cars needed: The train station route design includes multiple terminals, and calculations are required to determine the cycle duration and number of rail cars. The metro was chosen to meet user needs, infrastructure development, and frequent stop speeds equation (as shown in Table 9).

Table 9. The entropy of Misr station – Burj Al-Arab station

The terminal stop time for each station is assumed to be 30 seconds, and a headway interval of at least 5% of the round-trip duration must be included at both ends of the routes. The preceding stages will be implemented using a logarithm equation (as shown in Table 10).

Table 10. The calculation of the total terminal distance (travel round trip)

The total terminal distance (travel round trip) is calculated as follows:

$S=\frac{D}{T r}$  (2)

where, (S) is the speed of the rail, (D) is the distance between stations and (Tr) is the time taken between each station, as shown in Figure 19.

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Figure 19. Total terminal distance (travel round trip)

Therefore, T1 and T2 are the travel round trips without any layovers/recovery, and T2 is assumed to be T1 at time and distance, which is calculated as follows:

$\mathrm{T}_1=\Sigma \mathrm{Tr}+\Sigma \mathrm{Ts}$    (3)

T₁ = 37 + (22*.5)/T₁ =T₂= 48

Rapid station: T₁ = 31.5 + (3*.5)/T₁ =T₂= 33

Cycle time = T₁ + T₂      (4)

Cycle time = 48 +48 = 96

RTS cycle time = 33+33 = 66

Then, the cycle time, including the layover/recovery periods, was adjusted.

C = Travel Time + Layover/Recovery Time       (5)

C = 96 + 96*(10%); C = 66 + 66*(10%)

C = 105.6 minutes $\cong$ 106 min./for RTS C = 72.6 minutes $\cong$ 73 min (rounded to the next whole number). Next, determine the number of trains that are needed:

Number of train = cycle time/headway       (6)

Number of trains = 106/30 = 3.5 trains $\cong$ 4 trains

RTS Number of trains = 73/30 = 2.5 trains $\cong$ 3 trains (rounded to the next whole number)

Since the number of trains and the headway are set, the new cycle time must be solved, and the layover/recovery period must be determined.

Cycle Time = Number of trains * headway      (7)

The cycle time = 4 * 30 = 120, so the actual travel time is 106 minutes, the total cycle time is 120 min, and the total layover/recovery period is 7 minutes for each end.

The RTS cycle time is 3 * 30 = 90, so the actual travel time is 73 minutes, the total cycle time is 90 minutes, and the total layover/recovery period is 8.5 minutes for each end.

The metro train, consisting of eight cars with 150 passengers per car, serves more than 4,300,000 citizens annually. Made by Hyundai Rotem, it costs $20 million and is known for its quality, sustainability, maintenance, and environmental preservation.

Fixed route bus, Rapid bus: The bus and RBT stops are determined using the same formula as the metro rail, with different stopping times and lengths for each station and crossing. Terminal stops will have a 15-second terminal stop time, and a layover/recovery period of 5% must be included at both ends of routes. A logarithm equation will be used to accomplish the previous stages (as shown in Table 11).

Table 11. The Calculating the cycle time and capacity for bus (Travel round trip)

The fixed bus and BRT serve over 130,000 citizens annually, with the fixed bus carrying 900 passengers and the BRT carrying 1350 passengers. Both vehicles carry 90 passengers each, with the fixed bus being manufactured by BYD ebus k9 and Yutong e bus due to their quality, sustainability, maintenance, and environmental preservation. Both vehicles cost approximately 2.8 million dollars per vehicle.

The station and stop integration buffer: Placing the proposed stations along the road is considered a case study, and the dimensions are based on theories. However, the spacing of the stations has increased, contrary to theories, in the suburban areas of King Mariout-Borg El Arab due to the lack of population and services; however, integration will be achieved in that area by placing stops of buses and BRT to serve passengers, and from here, integration will be achieved, and there will be no disruption or slowdown in access. In the future, when investments and services increase and population density increases, it will be possible to supply stations in the second stage, as shown in Figure 20.

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Figure 20. impact of MMT on proposed hubs

Tariff system: In public transportation systems, various ticket tariffs are employed to address the issue of unequal transportation costs. Typically, passengers are required to pay for their trips on buses or trains. The available ticket prices in public transportation are determined by the tariff system, which consists of two primary sectors: flat and differential. A flat system is an existing system, while a differential system is based on factors such as distance, quality, time, sections, and zones [35].

To ensure a fair ticket price for citizens and promote the use of public transportation in the study area, a combined tariff system will be established. This system will include several types of tariffs and will be divided into 8 categories based on the number and distance of the stations. The cost will be determined by the number of additional stations on the ticket and the type of tariff system used. For example, the quality tariff system will be combined with the exit of the same mode of transportation, such as a bus or train, on the same line and direction. However, the transport network is divided into two types of stations: rapid transit stations, which are available only at major intersections with high frequency and density, and normal lines, which stop at all stations. The pricing will depend on the type of tariff system and the stations, as shown in Figure 21.

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Figure 21. The tariff system by distance and stations

Land use impact: Land use and transportation are closely connected, and new transportation modes proposed to improve accessibility can impact urban land usage patterns by increasing land values and land use densities. This, in turn, affects urban land use patterns. The study included various categories of land use, such as vacant lands, residential buildings, recreational areas, green lands/gardens, religious buildings, educational buildings, archaeological buildings, agricultural lands, administrative buildings, industrial buildings, commercial and service buildings, and transportation networks. The study also involved analyzing transportation infrastructure, the city's exits and entrances, districts, and the distribution of proposed transportation stations, as well as existing ones. The distribution of land uses was based on theories and analytical studies, which helped determine the relationship between land use and transportation stations. As a result, land use was directly affected by this development, as shown in Figure 22. The expansion of land use and built-up areas, particularly in the suburbs, was achieved through increased investment in commercial and industrial buildings and the provision of services. This, in turn, attracted residents to remote areas with planned urban growth, which provided suitable residential buildings, recreational places, and green spaces. The implementation of diverse land uses was performed while respecting developed traffic spaces and building laws.

Entropy was used to determine the degree of use efficiency and enhance land use regions through the development of land uses in the study area. Table 12 shows the degree of land use region development between the existing and proposed scales from 0 to 1. The land uses in districts and sections increase closer they are to 1, and vice versa. The aforementioned table illustrates the degree of parity and variety in proposed land uses, the resurgence of activity and vitality, and the demise of the type of mono-use ghost city compared with existing land use entropy, as shown in Table 11.

Table 12. Comparison of entropy between existing and proposed land use types affected by MMT

The land use changed, while the existing land uses included residential buildings (approximately 59.68%), commercial buildings (6.33%), commercial buildings (2.14%), service buildings (0.99%), industrial buildings (1.18%), educational buildings (14.47%), vacant lands (0.57%), religious buildings (2.49%), green areas (0.67%), recreational areas (0.84%), agricultural areas (0.01%), arable areas (10.63%), and administrative and institutional buildings. A lack of green and recreational areas within the scope of 2 km was observed. The area built for residential, commercial, and service uses was mostly located in the city center. After developing transportation modes and land use patterns, the distribution of buildings became as follows: residential buildings, approximately 30%; commercial and investment areas, 19.34%; service areas, 9.87%; industrial areas, 11.78%; educational areas, 3.98%; vacant lands, 0%; religious buildings, 2.59%; green areas, 5.61%; recreational areas, 2.12%; agricultural areas, 1.44%; archaeological areas, 0.01%; and administrative and institutional buildings, 13.66%. as shown in Figures 22-23.

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Figure 22. Impact of MMT on land use

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Figure 23. Graph showing developing between existing and propose land use

The distribution of the green spaces followed the guidelines and standards for the urban coordination of open areas and green spaces that were approved by the Supreme Council for Planning and Urban Development in compliance with Law No. 119 of 2008 and its executive regulations. In desert cities, the average area per person ranged from 5-7 m2 and for other populations, between 1.66 and 0.8 m2. Furthermore, the vacant land used to include green spaces/gardens and recreational areas. In addition, the preservation of heritage buildings and archaeological areas, as shown in Figure 21.

Land value: The proposed transportation plan, which calls for the construction of new metro stations in addition to fixed-route buses and rapid buses, will improve access to and supply of transportation, which will have a positive and significant impact on both urban development and land value. The prices of the region's developable and investable lands will increase. Lands close to railroad terminals are often taller than those in other areas, as shown in Figure 24.

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Figure 24. Impact of MMT on land value

Propose Population densities: Propose Population densities by influencing the location, scale, density, design, and mix of land uses as well as the pattern of growth of public transportation (M.M.T.). Therefore, planning makes it safer and easier for people to access employment, stores, recreational centers, and services by bicycle, public transportation, and foot. Decreasing the distances between destinations also helps minimize the need for travel. In sequence, the development of transportation modes and mixed land use will be reflected in a change in population density, as shown in Figure 25, through the application of a linear regression equation. as shown in Figure 26.

Y=a+bx    (8)

where, y = expected population (dependent variable), a= Y intercept, b= X (existing entropy) line slope, X= proposed land use entropy (independent variable).

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Figure 25. Expected population densities through linear regression

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Figure 26. Impact of MMT on the expected population density distribution according to linear regression on heat map

Locating the main transit hubs to increase accessibility: The proposed metro station locations were determined by analyzing regional factors, including demand, supply, passenger flow, traffic patterns, and road capabilities. The team also considered the locations of frequent destinations, traffic patterns, and crowded areas. In addition, accessibility and connectivity are key factors in evaluating transportation networks. This involves assessing the connection to transport centers, travel time, frequency of service, and access to different destinations. Studying road networks, land uses, and population density in a region can enhance transportation service comfort and attract passengers. Environmental impact assessment is also crucial for ensuring system safety and efficiency. Near the transportation system, commercial and multifamily residential land use has grown significantly, which impacts urbanization and land use. The relationship between these factors was investigated within a 3–10-minute walking distance from metro station hubs, which corresponds to a range of 250–400 m to 800 m, as shown in Figure 27.

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Figure 27. Proposed hubs and rapid stations

Integrated transport with an intermodal station strategy: Metro, bus, and BRT terminals were used in the case study by choosing three transit mobility hubs that were replicated with distinct characteristics and enhanced through the establishment of interchange stations. The population and density of traffic in the area were considered while selecting the transit hubs (Ameriya, Moharram Bey, and Sidi Gaber). The transit mobility hubs were separated into four zones: walking for 3 minutes (250 meters), walking for 5 minutes (400 meters), and walking for ten minutes (800 meters). A total of 10-15 minutes were also assigned for driving (>800 meters). Utilizing the central portion of the transportation hub, which is situated at a distance of 250 meters, the central and main metro stations were outfitted with passenger service buildings, waiting areas, open spaces, and designated walking spaces. Additionally, amenities were placed in close proximity to the stations and the transit corridor, resulting in the creation of a unique and user-friendly central location.

Park and ride services are prioritized to encourage private vehicle drivers to use public transportation. These centers are designed to be located in close proximity to neighborhoods, local areas, and district centers. The business buildings next to the terminals attract investment and provide designated areas and lanes for walking to the stations. Stations and parking are designed to have strong links and integration, with areas designated for direct and safe transit.

The street network is designed to accommodate high traffic flows in activity nodes, commercial corridors, and major parks, reducing traffic speeds and lane widths. Lane allocation for BRT, fixed-route buses, Metro, trams, cycling, and walking is performed on arterial roads. Side roads are reserved for bicycles and pedestrians, and parking spaces are available. Urban street elements are considered and provided, including all-inclusive networks of sidewalks and other amenities that make transportation easier for users, particularly disabled people.

Improving pedestrians and cycling by providing grade-separated pedestrian and bicycle crossings in residential, mixed-use centers, commercial corridors, and community facilities. Traffic-calming techniques are used in mixed-use centers to prioritize pedestrians. Land use development includes the integration of various activities along corridors; the provision of open, recreational, and service spaces; walking and cycling spaces within residential spaces; and the development of building forms to improve the environment and urban sustainability. Implementing the public transportation development pattern (M.M.T.) can help people reach employment, stores, recreational facilities, and services more safely and easily, shorten travel times, and increase the use of land in the metropolitan region, as shown in Figure 28.

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Figure 28. Impact of MMT on proposed hubs

The case study successfully achieved its objectives by implementing multimodal transport, including attracting passengers who rely on private and unplanned public transport. This was achieved by providing various modes of transport with high integration and frequencies, covering service areas and populations, and providing accurate information schedules. This has alleviated traffic congestion and made the area attractive to suburbs of cities. The diverse land uses have been affected, attracting investments and restoring life in neglected areas. Transit oriented development (TOD) was implemented, providing bicycle lanes and pedestrian-only areas, reducing dependence on transportation. A tariff system was applied based on distances to tickets for achieving societal equality. This has significantly influenced urban development, environmental preservation, economic growth, and social development.