I

Improving the Utilization of Public Transportation Using Intelligent

Transportation Systems

‫تحسين استخدام وسائط النقل العام باستخدام أنظمة النقل الذكية‬

By: Mohammad Abdallah Mohammad Alkiswani

Supervisor: Dr. Mohammad Hassan

Submitted In Partial Fulfillment of the Degree of Master of Intelligent

Transportation Systems

Deanship of Graduate Studies and Scientific Research

Al-Ahliyya Amman University

Jordan
January 2022
 II

COMMITTEE DECISION

This thesis “Improving the Utilization of Public Transportation Using Intelligent Transportation

Systems” was successfully defended and approved in January 2022.

Examination Committee: Signature

Dr. Mohammad Hasan

(Supervisor)
‫ـــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
Faculty of Engineering
Al-Ahliyya Amman University

Dr. Taqwa Al-Hadidi

(Member)
‫ـــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
Faculty of Engineering
Al-Ahliyya Amman University

Prof. Adli Al-Balbissi

(Member)
‫ـــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
Faculty of Engineering
Jordan University

Deanship of postgraduate and scientific research

Al-Ahliyya Amman University

 III

‫تفويض‬

‫ أفوض جامعة عمان األهلية بتزويد نسخ من رسالتي للمكتبات أو المؤسسات أو الهيئات‬،‫أنا محمد عبد هللا محمد الكسواني‬

.‫أو األشخاص عند طلبهم حسب التعليمات النافذة في الجامعة‬

:‫التوقيع‬

:‫التاريخ‬

Al-Ahliyya Amman University

Authorization Form

I, Mohammad Abdallah Mohammad Alkiswani, authorize Al-Ahliyya Amman University to

supply libraries, organizations, or individuals with hard or soft copies of my thesis upon request

by the University's valid regulations.

Signature:

Date:
 IV

DEDICATION

To
The great Palestinian martyrs and prisoners,
the symbol of sacrifice
 V

ACKNOWLEDGEMENTS

In the name of Allah, the Most Gracious and the Most Merciful.

All praises to Allah and His blessing for the completion of this thesis. All praise is due to

Allah, Lord of the worlds, for His graces, strength, sustenance.

First and foremost, I would like to thank my supervisor Dr. Mohammad Hassan for his precious

support in all stages of my master thesis study and his insightful comments and suggestions. This

thesis could not be completed without his continuous help and support. I would also acknowledge

with a deep sense of reverence and my gratitude to my family and friends. Without their

tremendous understanding and encouragement in the past few years, it would be impossible for

me to complete my study.

Mohammad Abdallah Mohammad Alkiswani

 VI

Table of Contents

COMMITTEE DECISION ......................................................................................................... II

DEDICATION .......................................................................................................................... IV
ACKNOWLEDGEMENTS ....................................................................................................... V
Table of Contents ...................................................................................................................... VI
List of Tables ......................................................................................................................... VIII
List of Figures ........................................................................................................................... IX
List of abbreviations and terms .................................................................................................. X
ABSTRACT.............................................................................................................................. XI
‫ الملخص‬....................................................................................................................................... XII
Chapter 1 : General Framework ............................................................................................ 1
1.1 Introduction ........................................................................................................................... 2
1.2 Research Problem ................................................................................................................. 6
1.3 Research Importance ............................................................................................................. 8
1.4 Research Objectives .............................................................................................................. 8
1.5 Research Questions ............................................................................................................... 9
1.6 Study Limitation ................................................................................................................... 9
1.7 Thesis Structure .................................................................................................................. 10
Chapter 2: Literature Review ............................................................................................... 11
2.1 Background ......................................................................................................................... 12
2.2 Transit Operation and Quality of Service ........................................................................... 12
2.3 Transit Signal Priority (TSP). ............................................................................................. 14
2.4 Electronic Fare Payment. ................................................................................................... 18
2.5 Advance Traffic Management System ATMs. ................................................................... 22
2.6 Mode Choice. ...................................................................................................................... 26
Chapter 3: Methodology and Site Discerptions. .................................................................. 31
3.1 Overview ............................................................................................................................. 32
3.2 Site Selection. ..................................................................................................................... 32
3.3 Site Description (Case Study Location). ............................................................................. 33
3.4 Operated Lines inside Study Area. ..................................................................................... 43
3.5 Traffic Count and Data Collection. ..................................................................................... 45
3.6 Growth Rate ........................................................................................................................ 45
3.7 Microsimulation Software. ................................................................................................. 47
 VII

3.8 Expected Outputs. ............................................................................................................... 48

Chapter 4: Modeling, Simulation Results, and Improvements. ......................................... 49
4.1 Overview ............................................................................................................................. 50
4.2 Traffic Analysis .................................................................................................................. 50
4.3 Traffic Simulation ............................................................................................................... 70
4.4 Improvements. .................................................................................................................... 80
4.5 Mode Choice Calculations. ................................................................................................. 81
4.6 Transit Capacity and Quality of service.............................................................................. 86
Chapter 5: Conclusions and Future Works ......................................................................... 88
5.1 Conclusions. ........................................................................................................................ 89
5.2 recommendation to GAM. .................................................................................................. 91
5.3 Future work. ........................................................................................................................ 92
REFERENCES........................................................................................................................ 93
Appendices .............................................................................................................................. 98
Appendix A: Peak Hour Analysis ............................................................................................. 99
Appendix B: Mode Choice Analysis ...................................................................................... 102
Appendix C: Passenger Survey ............................................................................................... 105
Appendix D: Public Transportation Occupancy Survey. ........................................................ 108
Appendix E: Base Scenario Simulations Results.................................................................... 110
Appendix F: Proposed Scenario Simulations Results ............................................................. 112
 VIII

List of Tables

Table Number Caption Page Number

Table 2.1: Transit level of Service Based on Headway. ............................................................... 13

Table 2.2: Transit level of Service Based on Travel Time Difference. ........................................ 14
Table 2.3: Boarding and Alighting Dwell time. ........................................................................... 21
Table 4.1: Al-Jubeiha Intersection traffic volume. ....................................................................... 60
Table 4.2: Um Al-Fadel Intersection traffic volume. ................................................................... 61
Table 4.3: Al-Manhal Intersection traffic volume. ....................................................................... 62
Table 4.4: University Mosque Intersection traffic volume. .......................................................... 63
Table 4.5: Al Dawreat Intersection traffic volume. ...................................................................... 64
Table 4.6: Base Scenario simulation results at morning peak hour for the public transit. ........... 73
Table 4.7: Base Scenario simulation results at evening peak hours for the public transit. ........... 74
Table 4.8: Base Scenario simulations results for the intersections. .............................................. 75
Table 4.9: Base Scenario Dwell time. ........................................................................................... 76
Table 4.10: Proposed Scenario simulation results at morning peak hour for the public transit. .. 77
Table 4.11: Proposed Scenario simulation results at evening peak hours for the public transit... 78
Table 4.12: Proposed Scenario simulation results for the intersections. ...................................... 79
Table 4.13: Proposed Scenario Dwell time................................................................................... 80
Table 4.14: ITS improvements. .................................................................................................... 81
Table 4.15: Mode Choice Calculations ......................................................................................... 84
Table 4.16: BRT Mode Choice Improvements. ............................................................................ 85
 IX

List of Figures

Figure Number Caption Page Number

Figure 1.1: Population growth in Jordan......................................................................................... 3

Figure 1.2: number of license vehicles During the years (2008-2019)........................................... 7
Figure 1.3: cost of traffic accidents during the years (2016-2020) ................................................. 7
Figure 2.1: Transit Signal Priority Framework. ............................................................................ 16
Figure 2.2: Adaptive TSP System Prototype ................................................................................ 17
Figure 2.3: Framework for the commuters profits of a mobile fare payment app ........................ 19
Figure 2.4: ATMS development Plan ........................................................................................... 24
Figure 2.5: Types and Parameters of the Conventional Traffic Signal......................................... 25
Figure 2.6: Unconventional Control System. ............................................................................... 26
Figure 3.1: Study Area Boundary ................................................................................................. 34
Figure 3.2: Map of The Main Roads. ............................................................................................ 35
Figure 3.3: Satellite Image for University Mosque intersection. .................................................. 36
Figure 3.4: Satellite Image for Al Dawreat intersection. .............................................................. 38
Figure 3.5: Satellite Image for Al Jubeiha intersection. ............................................................... 39
Figure 3.6: Satellite Image for Al Manahal intersection............................................................... 40
Figure 3.7: Satellite Image for Um AlFadel intersection. ............................................................. 42
Figure 3.8: Amman BRT Stations. ............................................................................................... 43
Figure 3.9: Number of License vehicles in Jordan. ...................................................................... 46
Figure 4.1: Traffic flow during the weekdays. ............................................................................. 51
Figure 4.2: Total daily traffic for Queen Rania Road. .................................................................. 52
Figure 4.3: Total daily traffic at the northbound of Queen Rania Road. ...................................... 53
Figure 4.4: Total daily traffic at the Southbound of Queen Rani Road. ....................................... 53
Figure 4.5: Traffic volume for average typical weekdays ............................................................ 54
Figure 4.6: Northbound Mode Choice at morning peak hour ....................................................... 55
Figure 4.7: Northbound Mode Choice at evening peak hour........................................................ 56
Figure 4.8: Southbound Mode Choice at morning peak hour ....................................................... 57
Figure 4.9: Southbound Mode Choice at evening peak hour........................................................ 58
Figure 4.10: Al-Jubeiha Intersection............................................................................................. 59
Figure 4.11: Um Al-Fadel Intersection ......................................................................................... 60
Figure 4.12: Al-Manhal Intersection............................................................................................. 61
Figure 4.13: University Mosque Intersection. .............................................................................. 62
Figure 4.14: Al Dawreat Intersection............................................................................................ 63
Figure 4.15: Commuters Boarding and Alighting locations at morning peak hour...................... 65
Figure 4.16: Commuters Boarding and Alighting locations at evening peak hours. .................... 66
Figure 4.17: Northbound Occupancy Analysis for morning peak hour........................................ 67
Figure 4.18: Northbound Occupancy Analysis for evening peak hour ........................................ 68
Figure 4.19: Southbound Occupancy Analysis for morning peak hour........................................ 69
Figure 4.20 Southbound Occupancy Analysis for evening peak hour.......................................... 69
Figure 4.21: Travel Time for public Transportation ..................................................................... 83
 X

List of abbreviations and terms

ABBREVIATIONS STAND FOR

GAM ……………….... Greater Amman Municipality
BRT ……………….... Bus Rapid Transit
QOS ……………….... Quality of Service
LOS ……………….... Level of Service
ITS ……………….... Intelligent Transportation Systems
JOD ……………….... Jordanian Dinars
CapEx ……………….... Capital Expenditure
IVI ……………….... Intelligent Vehicle Initiative
TCQSM ……………….... Transit Capacity and Quality of Service Manual
TSP ……………….... Transit Signal Priority
HCM ……………….... Highway Capacity Manual
EFP ……………….... Electronic Fare Payment
AFC ……………….... Automatic Fare Collection
RFID ……………….... Radio-Frequency Identification
LRV ……………….... Light Rail Vehicle
ATMS ……………….... Advanced Travel Management System
ATC ……………….... Automatic Traffic Count
MCC ……………….... Manual Classified Count
MCTMC ……………….... Manual Classified Turning Movements Count
PTOCS ……………….... Public Transportation Occupancy Survey
SCATS ……………….... Sydney Coordinated Adaptive Traffic System
MOE ……………….... Measures of Effectiveness
EB ……………….... Eastbound
SB ……………….... Southbound
WB ……………….... Westbound
NB ……………….... Northbound
PHF ……………….... Peak Hour Factor
S/V ……………….... Second per vehicle
S ……………….... Second
KM ……………….... Kilometers
UT ……………….... Utility Function for Transit Vehicles
UA ……………….... Utility Function for Auto Vehicles
P(A) ……………….... Probability of Using Private Vehicles
 XI

Improving the Utilization of Public Transportation Using

Intelligent Transportation Systems
By
Mohammad A. Alkiswani
Supervisor
Dr. Mohammad Hassan

ABSTRACT

This thesis intends to solve difficulties such as low demand and poor service levels in Amman's
public transportation system, all of which have resulted in an increase in the number of private vehicles and
the emergence of several urban issues such as traffic congestion, pollution, and poor development.
This study recommended that several intelligent transportation systems be made available to
Amman's public transit modes, which will increase the level of service and demand for these modes,
resulting in a positive effect in terms of reducing the number of private vehicles in the city.
Data were collected from relevant authorities to determine the impact of intelligent transportation systems,
and several simulation scenarios were built to determine the impact of these systems on intersections and
public transit routes in terms of delay and level of service.
Several types of intelligent systems were simulated, including traffic signals within the study area being
equipped with an intelligent system that gives priority when crossing to public transit vehicles, public transit
stations being equipped with an intelligent payment system with electronic gates to reduce passengers dwell
time, and added an intelligent signal system that optimizes traffic flow by optimizing the signals in all of
the study area's intersections.
According to traffic simulation scenarios using the Vissim and Synchro software and analytical
equations, when intelligent transportation systems are implemented in public transportation modes, demand
for these vehicles will steadily increase as the level of service for these vehicles improves, and it was figured
that with improvements in travel time reaching 77 seconds, 1.5 percent of trips will be shifted to public
transportation, and through the implementation of intelligent transportation systems, demand for these
vehicles will steadily increase as the level of service for these vehicles improves, and through the
implementation of intelligent transportation systems, In general, it will increase demand for public
transportation vehicles.
 ‫‪XII‬‬

‫تحسين استخدام وسائط النقل العام باستخدام أنظمة النقل الذكية‬

‫إعداد‬

‫محمد عبد هللا الكسواني‬

‫المشرف‬

‫الدكتور محمد حسان‬

‫الملخص‬

‫تتمثل األهداف الرئيسية لهذه الدراسة إلى حل القضايا المتعلقة بعملية التنقل عبر وسائط النقل العام وضعف مستوى الخدمة لها‬

‫داخل مدينة عمان‪ ،‬مما أدى الى ضعف الطلب على هذه الوسائط وازدياد الطلب على المركبات الخاصة وحدوث عدة مشاكل حضرية داخل‬

‫المدينة مثل االزدحام والتلوث وضعف التنمية والنمو االقتصادي‪.‬‬

‫وايجادا للحلول الالزمة لتطوير وسائط النقل العام فقد تم اقتراح ادخال عدة أنظمة ٍ‬
‫نقل ذكية الى وسائط النقل العام داخل المدينة‬

‫بشكل يفضي الى رفع مستوى الخدمة المرورية عليها‪ ،‬وبالتالي رفع معدل الطلب على هذه الوسائط مما له األثر الالزم لتقليل نسبة المركبات‬

‫الخاصة داخل المدينة‪.‬‬

‫وإلتمام الدراسة على أكمل وجه تم جمع البيانات المرورية الالزمة من الجهات المختصة وإجراء عدة نماذج محاكاة مرورية للوصول‬

‫الى تأثير استخدام أنظمة النقل الذكية على معدل الطلب على وسائط النقل العام‪.‬‬

‫تمت محاكاة األثر المروري لعدة أنواع من أنظمة النقل الذكية‪ ،‬اذ تم تزويد اإلشارات الضوئية داخل منطقة الدراسة بنظام ذكي‬

‫يقوم بإعطاء األولوية عند العبور لمركبات النقل العام‪ ،‬وكما تمت محاكاة تزويد محطات االنتظار لمركبات النقل العام بنظام دفع ذكي ذي‬

‫بوابات الكترونية لتقليل زمن التحميل والتنزيل للركاب‪ ،‬وكما استكملت عملية المحاكاة لنظام إشارات ضوئية ذكي يقوم بالضبط األمثل‬

‫للتوقيتات التي تعمل عليها تلك اإلشارات‪.‬‬

‫أفادت نماذج المحاكاة المرورية باستخدام برمجيتي ‪ Vissim‬و ‪ Synchro‬والمعادالت الحسابية الى انه عند تنفيذ أنظمة نقل ذكية‬

‫داخل وسائط النقل داخل المدينة فأن معدل الطلب على مركبات النقل العام سيزداد طرديا مع تحسن مستوى الخدمة لمركبات النقل العام‪،‬‬

‫وعبر هذه األنظمة سيتم تقليل زمن التنقل لهذه المركبات‪ ،‬وإن تنفيذ مثل هذه الحلول بشكل واسع سيكون له األثر اإليجابي على معدل الطلب‬

‫على مركبات النقل العام‪.‬‬

 1

Chapter 1 : General Framework

 2

1.1 Introduction

Public transportation has received continuous interest from transit agencies,

researchers, and society. This attention is because the provision of public transportation is an

important development index for the economy, society, and the environment in urbanized

areas.

Due to the rapid increase in population, the number of daily trips has also increased.

Subsequently, there is a need to provide an integrated transportation network as it is imperative

to avoid growing traffic demand on the road network infrastructure caused by the increase in

the number of private vehicles. Moreover, the presence of an attractive integrated transport

network leads to reduce traffic congestion, thus reducing air pollution caused by using private

vehicles and reducing the spaces needed for parking. In addition to that, the availability of a

convenient and comfortable mode of transportation is a basic right of all citizens that no one

should be deprived of access to. Transit agencies aim to provide adequate public transportation

through tradeoffs between the users and operator concerns (Ncanywa & Stuurman, 2018).

The integration of information and communication technologies (ICT) and their application

to the transportation sector is defined as Intelligent Transportation Systems ITS. These

systems collect data from sensors and equipment installed in vehicles and infrastructures and

offer services aimed at making the current transportation system more efficient, sustainable,

safe, and environmentally friendly ( Alam et al., 2016).

 3

Amman is Jordan's capital and most populous city, as well as the country's monetary, political,

and cultural center. It is located in Jordan's north-central area, and its population has grown

enormously as a result of successive waves of immigrants and refugees arriving throughout

the twentieth century. In terms of internal administration, the city is managed by the Greater

Amman Municipality (GAM) and is divided into 22 districts. Amman faces the challenge of

dealing with rapid population growth and economic activity, which results in high demand for

individual and collective transportation of both people and goods. Amman's population has

grown throughout the years as Jordan's population has grown, and the infrastructure and

services have been unable to meet those needs. Figure (1.1) illustrates the growth of the

population inside Jordan during the years 1950-2220 according to Al-Bakri et al. (2013).

Figure 1.1: Population Growth in Jordan

Due to worsening traffic congestion and associated air pollution problems, the provision

of public transportation or transit services has become a priority in urban areas worldwide.

Nonetheless, bottlenecks, insufficient connections, a lack of mobility alternatives, and a lack of

integration and interoperability between different modes of transportation all contribute to

 4

reduced mobility, which impedes economic development and employment opportunities, limiting

their citizens' growth and prosperity (Downs, 2005).

One of the GAM objectives is to reduce reliance on private vehicles and encourage alternative

modes of transport and enhance accessibility for citizens to goods and services, in particular

through the provision of a comprehensive and affordable public transit system. Amman has

undertaken several important projects, like the Amman BRT system, Amman-Zarqa BRT System.

However, according to GAM reports there is an important need for a multimodal transit system to

complete the transportation integration and attain the utmost benefits.

Modern and special modes of transportation can respire new life into congested capitals.

A vision of the city, to promote its heritage and provide a quality of services expected from a

capital city with 5 million inhabitants. The remaining challenges for the municipality are to

improve an operational capacity harmonized with its objectives by modernizing its

management.

According to Transport and Mobility Master Plan for Amman, Amman currently has a

weakly public transport system and a relatively low public transport mode share of 14%

(mostly taxis which have a mode share of 9%), the mainstream of public transport is either a

shared taxi or a regular taxi.

For mobility, the challenge lies in operating the BRT system in the best quality of service

to accommodate the demand on the service and to improve it to be modern to attract the

ultimate possible number of commuters (Deng& Nelson 2011). BRT service has been

designed to be the backbone of public transport in Amman, with private operators (taxis,

shuttles). Above all, it's about making mobility inside the city easier and more affordable.
 5

To reduce the congestion there is a need to improve the quality of service of the BRT lines

and other public transit feeders and lines by using ITS, the benefits of the efficient use of ITS

will cause to increase in the number of commuters that use the service. That increase in the

numbers has a great effect to reduce the congestion by reducing the number of vehicles on the

roads (Kulyk, & Hardy 2003).

According to Deng& Nelson (2011), modern intelligent systems were added to public

transit in multiple cities across the world, these systems improved the service and caused to

increase in the commuter’s number as multiple types of research were approved for BRT lines

and other types of public transit in general.

Transport and Mobility Master Plan for Amman reported the challenges facing Amman

with a steadily increasing population, subsequently resulting in the current and future needs

for resources and huge demand on transportation and transit systems. Two main Solutions

were launched to solve the challenges, including:

• Construct multi-modal mass transit systems to hold the increasing demand for transport

in urban areas (buses, trains, subway, and taxis).

• Provide transportation systems with new and smart technologies to solve traffic

congestion problems, and improve the quality of service for transit systems to avoid any

economic and environmental losses, subsequently reducing the costs for transportation

users, and reducing the time spent on the operations of transportation.

Intelligent systems intend to decrease congestion by increasing the quality of service in the

transit lines; the productivity of developed countries depends on the efficiency of transportation

systems for workers, consumers, and students. The greater quality of service provided the greater

the efficiency and time saving for the commuters providing (Litman 2015).
 6

ITS helped commuters to better planning of trips that satisfies their needs; in addition, to

determining arrivals and departure time to their destinations (Farag & Lyons 2012). Preparing a

recommendation to the GAM is the main aim of this thesis, the recommendations contain the effect

of implementing the intelligent transportation systems on BRT and other transit lines in Amman,

a representative study area was chosen to study the impact of ITS if applied to public transit in

Amman.

1.2 Research Problem

With the lack of organized public transit routes and constant schedule for it, without monitoring and

operating these lines, the problems such as indirect economic losses face the general public transport in the

national capital.

Problems such as indirect economic losses face the general public transport in the national capital. Until

this issue is solved, Amman residents will pay more for their energy bills and have seen increased pressure

on infrastructure and roads, as well as higher rates of road accidents due to a large number of vehicles

individuals use due to a lack of a proper and safe public transportation network. Figures (1.2) illustrate the

increase in license number in Jordan during the years (2008-2019) according to Jordanian Statistical

Yearbook (2019) and figure (1.3) illustrate the cost of traffic accidents during the years (2016-2020)

according to Public Security Directorate.

 7

Number in Thousands

Figure 1.2: Number of license Vehicles During the Years (2008-2019)

Numbers in Millions JOD

Figure 1.3: Cost of Traffic Accidents During the Years (2016-2020)

According to Driver and License Department Amman has 1.6 million vehicles on the street most of it is

private vehicles, since there is no well-organized public transportation in Amman and operated with low

priority and capacity, Amman is expected to face exceeding the number of private vehicles which will lead

to a negative effect on the economy, environment, and big expenditure (Beauregard & colomina 2012).

Lack of Using ITS in dominant service of public transit within Amman caused fewer numbers of commuters

that are using the public transit, this caused to extend the proportion of individuals vehicles, and this cause

increases the congestions and emissions within national capital. The increasing congestion within the town

can affect the gross domestic product and also the level of comfortability for Amman citizens (Shatanawi

et al., 2018).
 8

The GAM hopes that the BRT project will contribute to improving public transit services in terms of timing

and quality of service and to increase the number of users of the public transit services within the city,

which will contribute to reducing congestion, but until now GAM does not have a final vision of the

commuter’s number and what are the necessary additions in terms of Intelligent transportation systems to

increase the number of public transit service commuters and to provide bitter quality of service to monitor

and operate the transit inside the city.

1.3 Research Importance

Amman has an aging infrastructure that is difficult to extend and expand; as a result, better

management of existing infrastructure is required to alleviate traffic congestion and contribute to

making Amman a modern city that can compete for services among cities, a new approach to

service management that employs the latest technologies and is low-cost, which will positively

contribute to financial savings while also improving service quality.

Amman Public transit needs to be integrated and smarter to satisfy the transportation needs of the

citizens, which includes improving the mobility systems, connecting the city digitally, improving

energy efficiency, managing resources efficiency, improve the management for public transit

systems.

ITS Tools can provide a lower cost compared to investments in new infrastructure and extra capital

expenditure (CapEx), which will substantially revive the economy in Amman.

1.4 Research Objectives

The main objective of this research is to investigate the benefits of providing Amman BRT and

other transit lines with ITS tools. The objectives of this research are as follows:

• Evaluation of current quality of service of the existing public transit services (inside study

area).
 9

• Determine the effect of each type of the proposing ITS on the number of commuters.

1.5 Research Questions

The main questions of the study are:

1. Will the Implementing of ITS in the Public Transit system increase the shifting of trips

from private vehicles to public transit?

2. Will the use of ITS inside the public transit routes will lead to minimizing the congestions

inside the city?

3. Will implementing ITS in the Public Transit system increase the time and money-saving

by reducing travel time for each trip inside the city?

1.6 Study Limitation

There were several limitations to this study, and they were as follows:

➢ Regarding the data, Covid-19 limited the transport towards Jordan University since all the

studying transformed to “learning distance” by using the internet. Consequently, all of the

data used is data from 2019 and modified using a growth factor.

➢ The limitation in the license of simulation software’s, that not all the Vissim or synchro

licenses is available for used.

➢ A significant limitation is that it is frequently impossible to draw generalizable conclusions

from individual research or to apply the findings from individual studies to evaluate TSP

in other places. Various simulation studies have revealed that the outcomes differ greatly

from one study to the next.

➢ BRT and feeder routes are still being built and tested, therefore it's impossible to assess the

impact of BRT construction in terms of exact number of passengers who will use the routes.
 10

➢ The passenger demand and size of the study area are constrained by GAM's transit data

from 2019.

1.7 Thesis Structure

Chapter 1: General Framework

The chapter describes the research background, problem, significance, and objectives.

Chapter 2: Literature Review

This chapter presents an overview of the new technologies and their uses to face new

challenges, make cities more sustainable and intelligent, and the related studies in the same area.

Chapter 3: Methodology and site description

This chapter discusses the research methodology used in this thesis, described the study

area and what and which type of ITS tools will resolve critical issues concerning the service

quality viability.

Chapter 4: Modeling, Simulation Results, and Improvements.

This chapter presents the data collection process and explains and analyzes the data results that

are required for the research data; it presents suggested scenarios and provides modeling smart

strategies; it discusses the improvements that have occurred as a result of the use of ITS.

Chapter 5: Conclusions and Future works

This chapter displays the discussion of the study results and opportunities for future research.
 11

Chapter 2: Literature Review

 12

2.1 Background

The combination of ITS and BRT has an effect on service quality in that capacity has

increased while costs have decreased. This combination is classified into the following groups:

➢ Vehicle Prioritization: optimize signal timing and phasing to provide preemption priority

to BRT lines.

➢ IVI (Intelligent Vehicle Initiatives) technology: using an automated control system for

BRT vehicles such as collision avoidance and lane assessment.

➢ Fare Collection: Use electronic fare collection to provide commuters with a quick and

cashless interface.

➢ Operation Management: automated techniques that optimize BRT vehicle operation and

management to improve service efficiency and reliability with the shortest possible

travel time.

➢ Passenger Information: Provide useful data to commuters so they can better plan their

trips. Remote monitoring of transit vehicle status and passenger activity provided

commuters with additional safety and security (Kulyk and Hardy 2003).

Vehicle prioritization, operation management, and fare collection are the three categories studied

and examined in this study's effects on Amman public transportation. These three types of ITS

are being added to transit lines.

2.2 Transit Operation and Quality of Service

Kittelson and Associates (2003) introduce a manual for Transit Capacity and Quality

of Service (TCQSM), the manual aims to specify the criteria to calculate the level of

service provided to public transit commuters; in addition, to calculate the capacity for

various types of transit.

 13

The Quality of Service (QOS) is defined by the TCQSM as the entire measured or

perceived performance of public transportation from the commuter's perspective.

Levels of Service LOS, on the other hand, are a set of values for a certain service

measure, such as "A" (highest) to "F" (lowest), based on a transit commuter's

impression of a specific component of transit service.

TCQSM (2003) provided the following key aspects of quality-of-service factors from

the perspective of commuters.

➢ Frequency, wait time, service span.

➢ Reliability

➢ Service close to home, destination

➢ Crowding

➢ Fares, Driver friendless, safety, and security.

Highway Capacity Manual (HCM,2010) calculates the level of service for multiple

service measures; Table (2.1) depicts the level of service for a Fixed-Route Service

based on average headway, and Table (2.2) depicts the level of service for a Fixed-

Route Service based on a travel time difference between passenger vehicles and

public vehicles.

Table 2.1: Transit level of Service Based on Headway.

LOS Headway (min)

A <10
B >10-14
C >14-20
D >20-30
 14

E >30-60
F >60

Table 2.2: Transit level of Service Based on Travel Time Difference.

LOS Travel Time Difference (min)

A <0
B 1-15
C 16-30
D 31-45
E 46-60
F >60

TCQSM includes tables and calculation formulas for calculating qualitative and quantitative key

factors affecting public transit service. It also includes a criterion for evaluating the quality of

service for Demand-Responsive Transportation (DRT) for special transit service. A level of

service ranging from 1 to 8 is provided based on two criteria: the first one is availability and the

second one is comfort and convenience.

2.3 Transit Signal Priority (TSP).

Transit Signal Priority (TSP) is a general expression for organized improvements of operation that

handle the technology to reduce dwell time at traffic signals for public transit vehicles by having

green lights longer or minimizing the red lights. TSP may be implemented at individual

intersections or across corridors or entire urban systems, TSP is useful for transit facility and make

them more reliable, faster, and less costly. Three types of classified TSP, active, passive, and

adaptive priority treatment, passive doesn’t involve any additional hardware or software and

operates continuously based on knowledge of transit route and ridership patterns, and does not

require a transit detection request generation system, whereas Active is a Priority uses intelligent
 15

systems to assign priority to a specific transit vehicle after detection and subsequent priority

request activation. (Smith et al., 2005)

Furthermore, Smith et al. (2005) discuss five different forms of active TSP, and these forms were

as follows:

✓ Green extension: the most effective strategy of active TSP by extending the green time for

public transit vehicles movements at the intersection, subsequently reducing delay for

transit vehicles.

✓ An early Green: it is a strategy that expedites the return to green by minimizing the

preceding phases of green time, to apply this strategy one condition should exist which is

the signal must be red. Commonly, Early green and green extension tactics are frequently

combined in TSP controller systems, but they are not implemented at the same time.

✓ Actuated transit phase: This is a rarely utilized TSP approach that occurs when public

transit vehicles are recognized at the intersection, such as when a transit-only left-turn lane

or a queue jump phase exists.

✓ Phase insertion: This is a unique priority phase approach that is inserted into a normal

signal sequence when a public transit vehicle is detected and priority is requested.

✓ Phase rotation: This is a sort of insertion in which the signal phase for TSP is rotated.

Moghimi et al. (2020) introduced a Transit signal priority (TSP) and a Transit signal priority tactic

that is used to increase the quality of service with travel time for public transit commuters. The

increase in the number of private vehicles makes public transport slower, less reliable, and less

attractive. The concept is to use Radio Frequency Identification waves to detect a public

transportation vehicle approaching an intersection before it arrives, then send an arrival message

to the roadside units (Signal controller), who then reprogram the traffic signal timings to allow the
 16

public transportation vehicle to cross without stopping. Figure (2.1) depicts the transit signal

priority framework, which increases transit speed and reliability while encouraging more people

to use public transportation instead of private vehicles, and reducing traffic congestion, pollution,

and energy consumption.

Figure 2.1: Transit Signal Priority Framework.

Minimizing delays for Taichung BRT (The Taichung BRT was a bus rapid transit system located

in Taichung) vehicles without affecting service levels for other traffic was tested using a

microsimulation optimization program for passive TSP, the tested Taichung BRT system is in

Taiwan, and it was discovered that by using a passive optimization technique, the system's

capacity can be increased while maintaining a high level of reliability (Ni et al., 2020).

Adaptive Signal Priority is a technique that compares public transit and traffic delays by

allowing smooth signal timing adjustments based on the movement of the public transit vehicle

and the dominant traffic situation, Adaptive TSP, in contrast to passive and active TSP, prioritizes

transit vehicles while attempting to alleviate road congestion. Figure (2.2) shows the system
 17

architecture for a California-based prototype adaptive TSP system. (Li et al., 2011).

Figure 2.2: Adaptive TSP System Prototype

Skabardonis & Christofa (2011) investigate the impact of TSP on the HCM level of

service at signalized intersections, and their findings are based on the use of a new

formula for calculating the delay that resulted from TSP implementation; the new

formula calculates the delay under normal TSP conditions. Furthermore, the formula

provides adjustment factors for approximating the TSP delay from the HCM

estimated delay under normal operating conditions, the research results found,

➢ for low and medium flow (LOS A-C) the level of service remains the same.

➢ For high flow conditions (LOS C-E), the cross street witnessed a two-level

increase in service level. It's worth mentioning that TSP structures and transit

vehicle frequency have an impact on the results.

The Skabardonis & Christofa (2011) formulas were evaluated on signalized intersections with

implemented signal priority along El Camino Real in the San Francisco Bay Area, and the results

were compared to simulation results. The findings revealed that the new method provides adequate
 18

estimates of TSP impacts and may be combined with HCM calculations for the level of service at

signalized intersections to investigate the influence of transit signal priority on the level of service.

Hongchao et al., (2008) introduced the TSP impact through the evaluation of early and extended

green. The analytical evaluation is done by various equations, and the equations used to compute

the delay were obtained from early and extended green.

2.4 Electronic Fare Payment.

Automatic Fare Collection (AFC), sometimes recognized as Electronic Fare Payment (EFP), is

an electronic system for collecting fares for public transportation services such as buses, trains,

ferries, and other modes. It is being evaluated from both the transport user's and the transit

operator's perspectives. Brakewood & Ziedan (2020) surveyed bus riders in Tallahassee, Florida

before and after the implementation of a mobile fare payment application that allows commuters

to pay their bus fare using the app, with the found result that the time saved by the app is

significant from the user's perspective, and that app users will increase the number of trips taken

on transit. a framework for the User Profits of a Mobile Fare Payment is done based on the

process of a traveler selecting a mode of transportation in stage 1, stage 2 is done by commuters

selecting a payment method, and stage 3 at the last after boarding on the transit vehicle, figure

(2.3) depicts the stages for a bus trip.

 19

Figure 2.3: Framework for the commuters profits of a mobile fare payment app

By adoption of electronic fare collection using mobile payments, the transit agencies in Europe

testify that the cost of fare collection is decreased and provides a beneficial financial value,

furthermore with improvements in operational efficiencies caused by rapid boarding of

commuters. (Apanasevic & Markendahl, 2018).

The Analytical Hierarchy Process (AHP) approach is one of the methods for analyzing electronic

payment system alternatives. The AHP method calculates the weights of each criterion that was

determined based on the requirements of both agencies and commuters. To choose the most

appropriate fare collection methods in public transportation, a decision-making process based

on a hierarchical structure is used. )Olivková, 2017).

Olivková, (2017) presented a comparison and evaluation of fare collecting technologies in

public transportation, stating that while current technologies based on paper tickets have a critical

issue in the Czech Republic, modern fee collection technologies offer a significant benefit. Also,

introduces and defines a variety of new fare collection technologies, as follows:

❖ SMS tickets: a specific electronic document ordering the ticket through SMS message

sent from a mobile phone the pay off the fare done by sending SMS message on a specific

phone number.
 20

❖ RFID technology: refers to radio frequency identification RFID, this paying-off

technology used an electromagnetic alternating field locating between sensor and ship,

the contactless card widespread used to pay off in the Czech Republic, furthermore the

RFID strategy is safe and secure strategy to pay off.

❖ Passive technology – Procedure Check-In / Check-Out: this technology is based on login

and logout of the commuters through a smart card; checking machine locating at each

door, the fare checking done by using an electronic wallet, and the commuters should

attach the smart card to the machine while boarding and alighting and the fare is calculated

automatically according to the distance traveled.

❖ Active technology – Procedure Be-In / Be Out: in this technology, the journey is

automatically registered; and on top of that active checking of commuters is not necessary.

❖ NFC technology: it is referring to Near Field Communication, over a distance of 2-10 cm

NFC could exchange data between the contactless card and the gate machine, on top of

that the NFC strategy provide a combination between RFID and mobile phone.

Moreover, Olivková (2017) provides a criterion for the evaluation and analysis between

multiple automatic fare collection as follows:

• The simplicity and comfort – any fare payment technology should provide commuters with as

simple use as possible and with comfortability while using.

• Operation costs − an essential factor for operational and management of the technique, together

with a draft fare system functions on a rapid return of investment.

• Multipurpose: fare system should be able in the future to be applied to pay for other services

inside the city.

• Safety – the data should be protected and prohibited to use without commuter permission.
 21

• Demands of applications in integrated transport systems (ITS) − the applicability of the payment

system to be used in all transport systems across the city.

• Speed− the whole fare payment procedure should be as high as possible and acceptable for the

agencies and commuters.

According to HCM (2010), boarding takes longer than alighting, despite the fact that total

passengers' interchange requires higher dwell durations. Fare collection necessitates additional

commuter dwell time; HCM (2010) provides a useful table quantifying the time required to collect

fare for each commuter payment method; table (2.3) shows average transit vehicle alighting and

boarding times.

Table 2.3: Boarding and Alighting Dwell time.

Number of Second per commuters per lane*
Entry/Exit Lanes*per Boarding
Conditions direction Alighting prepaid Pay fare@
Steps to/from low level One 1.7 2.0 3.0
Platform or sidewalk Two 2.0 2.4 3.6
(Bus, LRV) Three or more 2.4 2.8 -
Horizontal to/from a
high-level platform Any more 1.0 1.0 -
(LRV, rapid transit)

HCM (2010) defines the dwell time as the amount of time a bus spends while stopped to serve

commuters, when the traffic is mixed the reduction in road capacity depends on the amount of

time the buses stop, HCM (2010) calculate dwell time as an Equation (1) illustrate

𝑡𝑑 = 𝑝𝑎 𝑡𝑎 + 𝑝𝑏 𝑡𝑏 + 𝑡𝑜𝑐 … (1)

Where:

td = Dwell Time (s),

*
A lane represents one file of persons approximate 2ft wide.
@
Single coin or taken fare;add about 1.0 sec for multiple coin fares
 22

Pa = Alighting Passengers per Bus Through the Busiest Door During Peak 15 min (p),

ta = Passenger Alighting Time (s/p),

Pb = Boarding Passengers per Bus Through Busiest Door During Peak 15 min (p),

tb = Passenger Boarding Time (s/p),

toc = Door Opening and Closing Time (s).

2.5 Advance Traffic Management System ATMs.

The main goal of ITS on transportation, according to the Ontario Traffic Manual (2007), is to

improve mobility safety and productivity while reducing fuel consumption and travel time for

transportation systems through integrated smart applications and advanced monitoring,

communication, and control processes, with ATMs being the most successful ITS technology to

accomplish these goals.

Folds et al., (1996) define Advanced Traffic Management System (ATMs) as one of the primary

Intelligent Transportation System ITS domains, and it is an Advanced technology for information

collection, data processing, decision support, and automation, by employing new computer-based

technologies, we can expand existing infrastructure capacity. Moreover, it defines several support

systems that work integrated to fulfill ATMS goals and these systems are as follow:

❖ Adaptive Traffic Control System (ATCS): a system that optimizes current traffic flow by

gathering data from sensors, which is being used by traffic signal and ramp metering

controllers to alter timing based on traffic flow and reduce overall delay.

❖ Predictive Traffic Modeling System (PTMS): this system uses current and historical data,

as well as traffic predictions, to optimize signals for a predicted, with the primary goal of

preventing traffic congestion.

 23

❖ Incident Detection and Location System (IDLS): this system can monitor and locate

incidents on infrastructure.

❖ Incident Response and Advisory System (IRAS): this system is used to determine the best

course of action in the event of a disaster.

❖ Information Dissemination System (IDS): to efficiently respond to incidents, establish a

communication link between responsible agencies.

❖ The intermodal Transportation Planning System (ITPS) is used to assess strategic planning

for ATMs.

One approach for reducing traffic congestion is to optimize the capacity of urban traffic

networks; optimization strategies assist operation agencies in reaching the maximum capacity

for network users. On other hand, the four pillars of traffic information, traffic assignment,

traffic optimization, and traffic prediction are embedded into ATMs. The ATMS development

plan is depicted in Figure (2.4) (Shahgholian & Gharavian, 2018).

 24

Figure 2.4: ATMS development Plan

According to Shahgholian & Gharavian (2018), conventional traffic signal control may be split

into two categories and subtypes. Figure (2.5) shows the types and parameters of conventional

traffic signal control as defined by Shahgholian & Gharavian (2018),and these types were as

follow:

A. Isolated Traffic Signal Control: In this sort of control, only one signal's timing is modified.

There are three subtypes of this form of control:

• Pre-time: This is the most basic sort of traffic signal control, in which the timing is

predetermined and the optimization is unconnected, and the timing is calculated using

historical data.

• Actuated control: adjusting signal timing based on real-time traffic data using sensor

technologies.
 25

• Semi Actuated Data: This technology is similar to actuated control, with the exception that

the sensors adjust to minor street changes.

B. Coordinated Traffic Signal Control: This sort of control adjusts the timing of subsequent

signals. There are two subtypes of this form of control:

• Tree-Structure: at this type of control one intersection is considered as a major node and

the other intersections are coordinated in a hierarchal manner with a major node. One-

directional and two-directional green wave models are one of the applications of tree

structure intersection coordination. By allowing nonstop traffic flow crossing the

intersections for this main path.

• Cyclic Structure: According to the density and capacity of each approach, then each

approach has its percentage of priority. Based on this priority, the cycle length, split

duration, and offset are calculated.

Figure 2.5: Types and Parameters of the Conventional Traffic Signal

 26

Shahgholian & Gharavian (2018) highlighted unconventional (intelligent) technologies, and two

categories of intelligent systems were indicated: basic model and optimizing model; figure (2.6)

displays several types of intelligent systems to control traffic signals.

Figure 2.6: Unconventional Control System.

Before the year 2000, linear programming and fuzzy logic were utilized; however, with

the advent of strong simulation and analytic tools, new computerized approaches were

developed; the efficiency of employing a computerized optimization model reduced the

delay by 15% to 35% (Al-Turki et al., 2020).

2.6 Mode Choice.

There are several models for calculating demand for transportation modes, the most well-known

of which is the four-step model. The four-step model is formulated from four steps to compute

demand for each transport system, with each step having several formulas to calculate it, as

follows:

1. Trip Generation: Determine the number of trips each zone generates.

2. Trip distribution: calculate the percentage of distribution of trips towards each zone.

3. Mode Choice calculates the percentage of distributed trips using each mode of transport
 27

(passenger vehicle, transit, bicycle….).

4. Traffic Assignment: assign the trips to each road link.

Garber & Hoel (2018) offered numerous ways for calculating mode choice, with the Trip

Interchange Model and Logit Model being the two main methods addressed. While the Logit

model is more complicated and criteria-based than the Trip interchange model, the Trip

interchange approach offers a simple way to quantify the impact of price changes on mode choice

over time.

Regarding the Trip interchange model, the mode choice for passenger vehicles is introduced in
Equation (2), whereas the mode choice for public vehicles is introduced in Equation (3).
−𝑏 𝑏
𝐼𝐼𝐽𝑇 𝐼𝐼𝐽𝑎
𝑀𝑆𝑎 = −𝑏 −𝑏 ∗ 100 𝑜𝑟 𝑏 𝑏 … (2)
𝐼𝑖𝑗𝑎 +𝐼𝑖𝑗𝑎 𝐼𝑖𝑗𝑡 +𝐼𝑖𝑗𝑎

𝑀𝑆𝑇 = (1 − 𝑀𝑆𝑎 ) ∗ 100 … (3)

where:

MSt = Proportion of Trips Between Zone i and j using Transit

MSa = Proportion of Trips between Zone i and j using Auto

Iijm = A value Referred to as The impedance of Travel of Mode m, Between i and j, which is a

Measure of The total Cost of The trip. [Impedance = (in=vehicle time min) + (2.5 * excess time

min) + (3 * trip cost, $ / income earned/min).]

b = An exponent, which Depends on Trip Purpose.

m = t for Transit Mode; a for Auto Mode

Furthermore, as shown in Equations (4), (5), and (6), Garber & Hoel (2018) present a formula
to determine the mode shift using the Logit model.
𝑛

𝑈𝑥 = ∑ 𝑎𝑖 ∗ 𝑋𝑖 … (4)
𝑖=1

where Ux = utility of mode x

n = Number of Attributes
 28

Xi = Attribute Value (time, cost, and so forth)

ai = Coefficient Value for Attributes i (Negative, since the Values are Disabilities).

𝑒 𝑈𝐴
𝑃(𝐴) = … (5)
𝑒 𝑈𝐴 + 𝑒 𝑈𝑇
Where:

P(A)=Probability of using Passenger Vehicles.

UA=Utility Function for The passenger Vehicles.

UT=Utility Function for The public Transit.

And the utility function calculated as follow:

Utility = b (IVTT) + c (OVTT) + d (COST)… (6)

Where:

Utility i = Utility Function for Mode i

IVTT = In-vehicle Travel Time (min)

OVTT = Out-of-Vehicle Travel Time (min)

COST = Out-of-Pocket Cost (cents).

Garber and Hoel (2018) Provide a constant value for the boundary condition, b =-0.025, c =-

0.050, and a formula for (d) calculation, as shown in Equation (7).

(𝑏)(1248)
𝑑= … (7)
(𝑇𝑉𝑃)(𝐴𝐼)

Where:

TVP = The ratio of (value of one hour travel time)/ (the hourly employment rate). In the

absence of other data TVP = 0.30

AI = The average Annual Regional Household Income, ($).

As a new transit mode is built and the commuters' preferred mode is determined, a

discrete utility weight is applied to the behavior of other modes when compared to the
 29

original mode, and a commuter selects the most appropriate travel mode from a set of

weights. (Ladhi & Ghodmare 2018)

Agustaniah and Wicaksono (2020) describe a logit model for transportation mode choice in

Indonesia (city of Berau Regency), using many values in the model such as commuter travel time,

price, and income level, the binominal logit model is applied in the research to reach the results,

and the results found that if the cost of traveling by using private vehicles is the same as the cost

of using public transit, around 79 percent of commuters will choose private vehicles. The shifting

toward public transportation will occur if the cost of public transportation is 1.4 times less than

the cost of private vehicles.

Wang & Peeta (2018) present a model that provides commuters behavior by simultaneously

addressing travelers' mode choices and mode-specific route choices, as well as the effects of

travel time and network congestion. A model helps in approximating the demand shift between

motorized and non-motorized vehicles.

To evaluate the ability of BRT for repelling commuters from passenger vehicles and

motorcycles, Satiennam & Jaensirisak (2016) used a split model to predict the choices of

passenger vehicle users, where two main criteria that affect the choice, travel time and travel cost.

Wang & Staley (2013) implement a mode shift to BRT systems in Chinese cities,

calculating the impact of BRT deployment on modal shift for private vehicles, non-

motorized vehicles, and regular buses by using binary logistic analysis method.

Ding & Zang (2016) proposed a model to estimate a shift in trips if transit priority is

implemented; the calculations are done using a multinomial logit model; the formula

could be used for a different type of transportation, and the final formula is to

calculate the shift after implementing a specific strategy; this formula was used in
 30

Nanjing's central business district, and the result found three important factors

affecting the mode shift. Accessibility, in-vehicle time, and the presence of feeders

are all factors to consider.

 31

Chapter 3: Methodology and Site Discerptions.

 32

3.1 Overview

This chapter describes the research methodology used in this study; A broad description of the

existing situation and site visit evaluation of the location selected as a case study is described;

followed by a traffic counting and data collection types and methods used in this study.

The simulation software used to simulate the basis and proposed scenarios is chosen. Various

traffic simulation software has been developed over the years; the search is for software that has a

simulation tool for analyzing the effect of ITS use in the study, and these software's are Vissim

and Synchro software.

3.2 Site Selection.

To achieve the purpose of this study the highly demand public transportation routes were selected.

It is considered one of the most critical routes in Amman because it carries commuters to one of

the highest attractive zones in Amman; Jordan University. Jordan University is located in the Al-

Jubeiha district and it is one of the high-demand districts serving the student and visitors with

dorms and hospitals by multiple public transportation routes used the roads surrounding the Jordan

University. Due to the importance of this area, GAM has established special lanes for the BRT to

serve the passengers heading to it.

Two major arterials curried the volumes towards Jordan University, Queen Rania Road and Yajooz

road. Queen Rania Road curried the main volumes from north to south of Amman and it considers

as a commercial road. Yajooz road is one of the arterial roads connected Al-Zarqa to Amman. The

intersections on these roads are controlled by a fully actuated computer system called Sydney

Coordinated Adaptive Traffic System SCATS and it could be improved by ITS to enhance public

transportation routes used these roads towards Jordan university and Al-Jubeiha district.
 33

3.3 Site Description (Case Study Location).

The BRT lines are the backbone of the public transit lines which lie in Amman the capital of

Jordan, furthermore, the feeders’ buses will work for hand in hand from adjacent neighborhoods

to supply the BRT with passengers. Consequently, the Selection of an appropriate corridor on BRT

lines with a feeder line is important to determine the effectiveness of ITS on public transit.

One of the most hotspot traffic zones is the Jordan University area; with more than 50 thousand

students, studying at the university, in addition to those multiple mega hospitals besides the

university to serve Amman residence. The university is located inside Aljubeiha district which is

one of 22 districts inside Grater Amman municipality.

Al-Jubeiha district is surrounded by four major arterial roads these roads are Queen Rania

(Aljamea), Yajooz and Al-shahid, Alordon road; Subsequently, the intersection of these roads

considers some of the major intersections in the city. Al-Jubeiha district is surrounded by high-

demand commercial and residential neighborhoods such as the Sweelih neighborhood, and this

study reaches the major intersection that connects Al-Jubeiha district with the Sweelih

neighborhood called Al-Dawreat intersection. This research scope will focus on the impact of

implementing ITS on public transit in the area surrounding the main and north gates in Jordan

university. Figure (3.1) shows the study area boundary.

 34

Legend:
Study Area Boundary

Jordan University

Figure 3.1: Study Area Boundary

Jordan University is surrounded by multiple roads carried the main demand of traffic and public

transportation routes and some of these roads are:

1. Queen Rania Road.

2. Yajooz Road.

3. Ahmad Altarawneh Road.

4. Izz Aldin Tamimi Road.

5. Abdullah Al-lawze Road.

Ahmad AlTarawneh is a high-demand commercial link in front of the northern gate of Jordan

university, this link connects Queen Rania and Yajooz Road inside the AlJubeiha district. The

intersection of Ahmad Altarawneh and Queen Rania Road is a major intersection called the

University Mosque intersection.

 35

Izz AlDin Tamimi Road is a link between dorms that connect Yajooz with the northern university

gate by Ahmad Altarawnrh Road, the intersection of Izz AlDin road and Queen Rania Road is a

major intersection called AlManhal intersection.

Queen Rania Road is a major arterial road that crosses the main gate of Jordan university towards

Swelih neighborhood, the main BRT route is in the middle of the Queen Rania Road and the

stations are on the middle of the median, consequently, any traffic signal for intersections on this

road should be adjusted to work with BRT schedules and to provide priority to the BRT.

Yajooz Road is a major arterial road that connects the northern neighborhoods of AlZarqa city to

the University of Jordan towards north Amman, Consequently, the road is carried a major public

transit line that connects northern Amman (Jordan University area) with Northern Zarqa, the road

intersects with Queen Rania Road on a major Intersection called Al-Dawreat.

Abdullah Al-lawze is a commercial link between Yajooz and Ahmad AlTarawneh Road, and the

northern approach of the road leads and connects to Abu Nsair neighborhood, the intersect of

Abdullah Al-lawze and Yajooz road made a major intersection called Al-Jubeiha intersection.

Figure (3.2) shows a map illustrating the locations of the previous roads.

Figure 3.2: Map of The Main Roads.

 36

The intersect of the previous roads leads to the formation of major intersections within the study

area to serve the turning movements on these roads, these intersections are:

1. University Mosque Intersection.

2. Al Dawreat Intersection.

3. Al Jubeiha Intersection.

4. Al Manhal Intersection.

5. Um Al Fadel Intersection

3.3.1 University Mosque Intersection

University Mosque is a Signalized intersection that solves a conflict between Queen Rania Road

and Ahmad Al-Tarawneh Road. The intersection is serving the movements coming from Yajooz

through Abdullah Al-lawze Road to Jordan University and Queen Rania Street. It should be noted

that in this intersection multiple public transit lines use this intersection, especially the BRT line

from Swelih Station towards Jordan University and vice versa. Figure (3.3) shows a satellite image

for the intersection.

Legend:
BRT
Line

Jordan University

Main Gate

Figure 3.3: Satellite Image for University Mosque intersection.

 37

The site visit was conducted for the intersection to evaluate the situation, and the descriptions of

the intersection were found as follow:

1. An actuated signal is constructed to operate the BRT line movement and to manage the

conflict with other movements on the intersection.

2. Queen Rania is a three-lane each direction corridor.

3. Ahmad Al-Tarawneh is a two-lane each direction corridor.

4. Queen Rania and Ahmad Al Tarawneh is a commercial road.

5. High demand on public Transit at the intersection.

6. U-turn movement is prohibited on Queen Rania Sothern's approach.

7. U-turn movement on Queen Rania Northern approach is split on a signal before the

intersection.

3.3.2 Al Dawreat Intersection

Al Dawreat is a two-level signalized intersection that solves the conflict between Queen Rania

Road and Yajooz Road. The bridge is serving on the southern approach from Queen Rania Road

towards Yajooz road to the east direction, at the ground level the signalized intersection is operated

for the remaining movements. It should be noted that in this intersection multiple public transit

lines use the intersection, especially the BRT line from Swelih Station towards Jordan University

and vice versa. Figure (3.4) shows a satellite image for the intersection.
 38

Legend:
BRT Line

Figure 3.4: Satellite Image for Al Dawreat intersection.

The site visit was conducted for the intersection to evaluate the situation, and the descriptions of the

intersection were found as follow:

1. An actuated signal is constructed to operate the BRT line movement and to manage the

conflict with another movement on the intersection.

2. Queen Rania is a three-lane each direction corridor.

3. Yajooz is a three-lane each direction corridor.

4. Queen Rania and Yajooz is a commercial road.

5. High demand on public Transit at the intersection.

6. All the U-turn movements are served on or before the intersection.

 39

3.3.3 Al Jubeiha Intersection

Al Jubeiha is a signalized intersection that solves the conflict between Yajooz and Abdullah Al-

lawze Road. Abdullah Al-lawzes' northern approach is considered one of the main entrances

towards the Abu Nsair neighborhood. The intersection is used as a link between multiple

neighborhoods toward the Jordan university area. Figure (3.5) shows a satellite image for the

intersection.

Abu Nsair Neighborhood

Abdullah Al lAwzi Road

Figure 3-4: Satellite Image for Al Jubeiha intersection.

Yajooz Road

Figure 3.5: Satellite Image for Al Jubeiha intersection.

The site visit was conducted for the intersection to evaluate the situation, and the descriptions of the

intersection were found as follow:

1. The section of Abdullah Al-lawze Road is different between south and west approaches,

while the south approach is one lane each direction with a commercial building, north

approach is two-lane each direction with median and a residential building.

2. Yajooz is a three-lane each direction corridor.

 40

3. Abdullah Al Lawzi and Yajooz is a commercial road.

4. Public transit lines are mixed with traffic at the intersection.

5. High demand on the intersection.

6. All the U-turn movements are served at the intersection.

3.3.4 Al Manhal Intersection

Al Manhal is a signalized intersection that solves the conflict between Yajooz and Izz Al-Din

Tamimi Road. It is considered one of the main entrances to the Alrayan and Abu Nsair

neighborhoods, and it is used as an entrance to the Jordan university area. Figure (3.6) shows a

satellite image for the intersection.

Figure 3.6: Satellite Image for Al Manahal intersection.

 41

The site visit was conducted for the intersection to evaluate the situation, and the descriptions of

the intersection were found as follow:

1. Izz Aldin Tamimi is a residential road with furnished apartments and dorms, while Yajooz

road is a commercial corridor.

2. Izz Aldin Tamimi is a two-lane each direction corridor.

3. Yajooz is a three-lane each direction corridor.

4. Public transit is mixed with traffic at the intersection.

5. High demand on the intersection.

6. All the U-turn movements are served at the intersection.

3.3.5 Um AL Fadel Intersection

Um, Al Fadel is a signalized intersection that solves a conflict between Ahmad Al Tarawneh

Road and Izz Al-Din Tamimi Road. It is considered the main entrance from the north towards the

Jordan university area (northern gate of university). Figure (3.7) shows a satellite image for the

intersection.

The site visit was conducted for the intersection to evaluate the existing situation on the site, photos

and notes were taken from the site as follow:

 42

Jordan University

North Gate

Figure 3.7: Satellite Image for Um AlFadel intersection.

The site visit was conducted for the intersection to evaluate the situation, and the descriptions of

the intersection were found as follow:

1. Izz Aldin Tamimi and Ahmad AlTarawneh roads is a two-lane in each direction corridor.

2. Izz Aldin Tamimi is a residential road with furnished apartments and dorms on both sides

3. Ahmad AlTarawneh is a commercial corridor that mostly serves university students.

4. Public transit is mixed with traffic at the intersection.

5. High demand on the intersection.

6. All the U-turn movements are served at the intersection.

 43

3.4 Operated Lines inside Study Area.

One of the main lines in the study area is the proposed BRT line 1, this line is still under

construction and examined operation in the tested line between Sports City terminal and Swelih

Terminal. Six Stations inside the study area on the BRT line 1, these stations will be under

consideration while simulating and analyzing the intelligent systems on the public transit.

Moreover, for TSP calculations GAM decided that the frequency for the buses is five minutes at

each station. Figure (3.8) shows Amman BRT stations. The stations inside the study area are:

1-Jordan University Hospital.

2-Agricultural college.

3-University of Jordan.

4-Ahmad al-Tarawneh.

5-Al Rayani

6-Yajooz.

Figure 3.8: Amman BRT Stations According to GAM .

 44

Since the BRT line is still not operated inside the study area and there is no data for the number of

passengers who probably used the line, a count on competitive line should be used to reach a

narrow number of users. Multiple lines operating and competitive with BRT lines these lines are:

1-Line 101: Mahatta: - Jaish Street - Roman Ampitheatre - Shabsough Street - King Hussein Street

- Dakhliya Roundabout - Jordan University - Sweileh Roundabout.

2- Line C5: Abu Nseir - Queen Rania Street - Sports City - Dakhliyeh Roundabout.

3- Line 302: Mahatta - Al Hashemi Street - Shabsough Street - King Hussein Street - Dakhliya

Roundabout - Sports City - Jordan University - Abu Nseir

4- Line 919: Zarqa - University of Jordan via Yajouz.

5- Line C12: Sweileh Roundabout - University of Jordan- Sports City - Dakhliyeh Roundabout -

North Terminal.

6- 310 North terminal - Al Ordon Street - Istiqlal Street- Dakhliya Roundabout - Sports City -

Jordan University - Sweileh Roundabout- Baqa’a.

7- Line C13: Zarqa - Shaheed Street - Tabarbour Signal - Sports City - Sweileh Roundabout.

For TSP calculations it should be noticed that line 302, line 919, and C5 are used on Yajooz road

to their destinations, in addition to that these lines are important for the passengers since these lines

are used to reach Jordan University from Zarqa and Abu Nsair neighborhood. Consequently,

providing these lines with signal priority is important to reduce travel time to their destinations.
 45

3.5 Traffic Count and Data Collection.

Collection of all related data from the relevant authorities and site if needed is necessary to evaluate

and analyze the base and proposed scenarios. Multiple traffic counts should be collected before

simulating the situation and reaching the results.

row files for the needed surveys were collected by GAM in the study area, these files were analyzed

and used in the simulation for the base and proposed scenario, these surveys are:

1. Automatic Traffic Count (ATC).

2. Manual classified Count (MCC).

3. Manual Classified Turning Movements Counts (MCTMC).

4. Boarding/Alighting at main stops/In Terminal Passenger Survey.

5. On-Board Passenger Survey/In-Vehicle Passenger Count.

6. Public Transportation Frequency and Occupancy Survey (PTOCS).

3.6 Growth Rate

The economic environment and its development for any region, positively reflect on the

people's desire to use private or public transport to reach such a region. The growth in the traffic

of this region will increase respectively in line with the economic growth, whatever its size. Thus,

it’s essential to use a growth rate that reflects the expected future traffic volumes to use the road.

Being a Road, the most applicable procedure is to follow the trends on the growth rate method.

The rate of growth in traffic volumes is related to several indicators and factors that have a

direct and indirect relationship to vehicle ownership, population densities in different regions, the

existing main road network, transportation, and public transport, and the population growth rate in

the Kingdom is 5.3% in the period between 2004-2015, while in Concerning the rate of change in
 46

licensed vehicles, it amounted to 2.8%, and Figure (3.9) shows the change in vehicle licenses per

thousand according to Jordanian statistical yearbook (2019).

Number in thousand

Figure 3.9: Number of License vehicles in Jordan.

Since this part is searching for traffic growth, the license number is more accurate to use. As a

result, a growth factor of (3%) is applied to this study based on what is used in the Greater Amman

Municipality's projects to calculate future traffic, and this factor is in line with the growth in license

vehicles in Jordan over the last few years.

The current traffic conditions are assumed to be the same for the road over the years with only

the increase (growth) in the volume of traffic.

The increase is calculated using the formula (3-1) this formula is a statistical relationship used for

growth calculations according to Pournara, (2012):

𝐹𝑉 = 𝑃𝑉(1 + 𝑟)𝑛 ……… (3-1)

Where:

FV: Traffic Volume for the Year of Design.

PV: Traffic volume for the base year (2019).

r: Ratio or growth rate%.

n: Number of years (difference between design year and base year).

 47

3.7 Microsimulation Software.

Traffic modeling is intended to accurately mimic traffic as detected and calculated on street. the

modelers Integrate the mathematical models into a traffic system based on their own experience.

Multiple analyses should be done to reach the LOS and delay on the intersections and transit

routes, LOS and delay will be calculated by using multiple analyses with simulation will use a

software support TSP and electronic fare payment. Vissim is a software which is provided by the

PTV group which is located in Germany, this software has supported the simulation of TSP

preemption by changing the signal phases coordination (either green extension or early Green), in

addition to that Vissim support a simulation of electronic fare payment by simulating of passengers

boarding and alighting on buses and BRT. As a result, Vissim will be utilized to determine whether

using the TSP and electronic fare payment technologies on transit improves delay and travel time.

Optimizing traffic signals in the study area will be done by clustering the signals in one signal

group and analyzing the effect of connecting all the traffic signals to minimize delay is essential

to evaluate the effect of ATMs. Synchro is a software program that is used to optimize traffic

signals provided by Transoft solution which is located in Sweden. Synchro supported an

optimization for traffic signals by using iteration to calculate the cycle length and green time for

each approach. Using a green split optimization based on delay is the logic that Synchro used to

reach the minimum delay overall the network. As a result, Synchro will be used to investigate the

impact of ATMs on intersection delay and LOS.

 48

3.8 Expected Outputs.

After finding the results of the traffic simulations for the base and the proposed scenarios, then the

calculating of the impact of using ITS in the field of delay time for the intersections and public

vehicles, the mode shift to public transportation vehicles from passenger cars will be calculated to

assess the impact of implementing ITS in the study area.

 49

Chapter 4: Modeling, Simulation Results, and Improvements.

 50

4.1 Overview

This chapter elaborates that how study's traffic surveys were analyzed, as well as the traffic

simulation results for the base and proposed scenarios. The simulation was carried out in two

stages: the first stage was for the base scenario before the use of intelligent systems, and the second

stage was for the proposed scenario after the use of intelligent systems. The simulation results used

the MOE for public transportation and intersections in terms of delay and travel time. The

improvements in transit routes and intersections as a result of employing intelligent systems have

been widely discussed and used to calculate the percentage of people shifting their trips to public

transportation as a result of using these systems.

4.2 Traffic Analysis

4.2.1 Peak Hour analysis.

Peak Hours were found by the analysis of the trend of traffic flow based on the data gathered from

GAM in Automatic traffic count on the Queen Rania Road. The following analysis will not take

into consideration the growth rate since the search is for peak hours. the peak hours Are found by

evaluating the data with several analytical steps through the excel spreadsheets and these steps

are:

1. Find the typical weekdays.

2. Find the total daily traffic at Queen Rania Road as a sum of volume for northbound and

southbound.

3. Find the total daily traffic at Queen Rania Road for northbound and southbound Separately.

4. Find the average hourly volume for typical weekdays.

 51

The analysis of the data in Figure (4.1) shows the pattern of the traffic volumes based on 15

minutes intervals as the sum of volumes is northbound and southbound, and it is showing the

pattern of traffic volume is the same for all days except the pattern of volume on Friday

Saturday and Sunday at morning peak hour.

15-Minutes Traffic Volumes - Queen Rania Road

1800
1600
1400
1200
1000
800
600
400
200
0
0:00
0:45
1:30
2:15
3:00
3:45
4:30
5:15
6:00
6:45
7:30
8:15
9:00
9:45
10:30
11:15
12:00
12:45
13:30
14:15
15:00
15:45
16:30
17:15
18:00
18:45
19:30
20:15
21:00
21:45
22:30
23:15
Fri Sat Sun Mon Tue Wed Thu

Figure 4.1: Traffic Flow During The weekdays.

 52

The analysis of the data in Figure (4.2) shows the total daily traffic volume at Queen Rania Road,

and it is found the highest value of the daily traffic volume at Queen Rania Road was recorded on

Thursday by 101797 vehicles, and the lowest value is 85419 vehicles recorded for Saturday.

Total Daily Traffic Volume -Queen Rania Road

105000

100000

95000

90000

85000

80000

75000
Fri Sat Sun Mon Tue Wed Thu

Figure 4.2: Total Daily Traffic for Queen Rania Road.

The analysis of traffic volume in figure (4.3) shows the total daily traffic northbound of the

Queen Rania Road and it indicates that the highest value of traffic volume occurred on Thursday

with 51742 vehicles and Wednesday with 48677 vehicles.

 53

The analysis of traffic volume in Figure (4.4) shows the total daily traffic southbound of the

Queen Rania Road and it indicates that the highest value of traffic volume occurred on Friday with

50761 vehicles and Thursday with 50055 vehicles.

Total Daily Traffic Southbound

60000

50000

40000

30000

20000

10000

0
Fri Sat Sun Mon Tue Wed Thu

Figure 4.3: Total Daily Traffic at The northbound of Queen Rania Road.

Total Daily Traffic Northbound

60000
50000
40000
30000
20000
10000
0
Fri Sat Sun Mon Tue Wed Thu

Figure 4.4: Total Daily Traffic at The Southbound of Queen Rani Road.

The analysis result explicitly provides the difference between the morning peak hour on Sunday

Friday and Saturday regarding the other days, we need to neglect these days to have typical

weekdays.

According to the analysis of the average hourly volume of the typical weekdays, the peak hours

are found as following

 54

A. The morning peak is at 7:00-8:00.

B. The evening peak is at 17:00-18:00.

These results are shown in figure (4.5), and Appendix (A) contains the peak hour analysis.

Daily 15-Minutes Variation -Typical weekdays

800

700

600

500

400

300

200

100

0
0:00
0:45
1:30
2:15
3:00
3:45
4:30
5:15
6:00
6:45
7:30
8:15
9:00
9:45
10:30
11:15
12:00
12:45
13:30
14:15
15:00
15:45
16:30
17:15
18:00
18:45
19:30
20:15
21:00
21:45
22:30
23:15
Northbound Southbound

Figure 4.5: Traffic Volumes for Average Typical Weekdays.

4.2.2 Mode Choice analysis.

Mode choice was found by the percentage of each type of vehicle used in the Queen Rania Road

based on the data gathered from GAM in the Manual classified count. The following analysis will

not take into consideration the growth rate since the search is for Mode Choice.

Mode Choice analysis was done for morning and evening peak hour on Queen Rania Road for

northbound and southbound, the results were as follow:

A. Northbound at morning peak hour.

 55

The analysis results determine that 84% of the vehicles are passengers’ vehicles, while 4% are
coaster buses and less than 1% are large buses, while 8% are taxis and 3% for others, these analysis
results are shown in Figure (4.6).

Mode Choice At Morning Peak Hour

Large Bus & Coach
Coaster Bus 1%
4% Heavy Vehicle
1%
Taxi
8% University & School
Buses
2%
Shared Taxi
0%

PC
84%

PC Shared Taxi Taxi Coaster Bus Large Bus & Coach University & School Buses Heavy Vehicle

Figure 4.6: Northbound Mode Choice at morning peak hour.

 56

B. Northbound at evening peak hour.

The analysis results determine that 87% of the vehicles are passengers’ vehicles, while 3% are

for coaster buses and 1% for large buses, and 8% for taxis, and 1% for others, these analysis

results are shown in Figure (4.7).

Mode Choice At Evening Peak Hour

Large Bus & Coach
Coaster Bus 1% Heavy Vehicle
3% 1%

University & School

Taxi Buses
8% 0%

Shared Taxi
0%

PC
87%

PC Shared Taxi Taxi Coaster Bus Large Bus & Coach University & School Buses Heavy Vehicle

Figure 4.7: Northbound Mode Choice at evening peak hour.

C. Southbound at Morning peak hour.

The analysis results determine that 85% of the vehicles are passengers’ vehicles, while 5% are for

coaster buses and 1% for large buses, while 6% are taxis and 3% for others, these analysis results

are shown in Figure (4.8).

 57

Mode Choice At Morning Peak Hour

Coaster Bus Large Bus & Coach

5% 1% Heavy Vehicle
1%
Taxi
6%
University & School Buses
1%
Shared Taxi
1%

PC
85%

PC Shared Taxi Taxi Coaster Bus Large Bus & Coach University & School Buses Heavy Vehicle

Figure 4.8: Southbound Mode Choice at morning peak hour.

D. Southbound at evening peak hour.

The analysis results determine that 84% of the vehicles are passengers’ vehicles, while 3% are

coaster buses and less than 1% for large buses 12% for taxis, these analysis results are shown in

Figure (4.9).
 58

Mode Choice At Morning Peak Hour

Coaster Bus
3% Large Bus & Coach
Taxi 1%
12%

Heavy Vehicle
Shared Taxi
0%
0%

University & School

Buses
0%

PC
84%

PC Shared Taxi Taxi Coaster Bus Large Bus & Coach University & School Buses Heavy Vehicle

Figure 4.9: Southbound Mode Choice at evening peak hour.

Analyzing the mode choice of the traffic shows that an average of 85% of trips are done using

private vehicles to reach destinations, while 8.5% of trips are using taxis and 4.8% are using public

transit. Appendix (B) contains the mode choice analysis results.

4.2.3 Traffic Volumes analysis

Traffic volumes were found by the analysis of the data gathered from GAM in Manual Classified

Turning Movement Count on the intersections inside the study area. The following analysis will

take into consideration the growth rate since the search is for traffic volume and the data gathered

by GAM in the year 2019, Consequently, the simulation and analysis year is 2021.
 59

According to part 4.2.1, the two peak hours volumes found in the morning and evening will be

studied using simulation analysis. Based on simulation analysis using the SCATS system for peak

movements of peak hours of typical days the following volumes are the results of these analyses.

4.2.3.1 Al -Jubeiha Intersection

Al-Jubeiha intersection is a four-leg urbanized intersection; it involves two arterial roads and one

collector’s street inside Al-Jubuiha neighborhood, while Yajooz road serves Eastbound (EB) and

Westbound (WB), Abdullah Al-lawze Road is serving Southbound (SB) and Eastbound (EB) as

figure (4.10) illustrate this intersection approaches directions. Furthermore, Yajooz road curried

the main volumes of vehicles toward the intersection with more than two thousand three hundred

vehicles during the morning peak hour and two thousand nine hundred vehicles during evening

peak hour. Table (4.1) shows the volumes curried at each approach for morning and evening peak

hours.
Abdullah Al-lawze Road

WB
NB

Figure 4.10: Al-Jubeiha Intersection.

 60

Table 4.1: Al-Jubeiha Intersection traffic volume.

Northbound Southbound Westbound Eastbound
Approach
Through Left Through Left Through Left Through Left

Volume
182 296 583 238 747 236 1055 298
AM (vph)

PHF 0.94 0.87 0.89 0.94

Volume
223 546 356 192 633 158 1723 404
PM (vph)
PHF 0.96 0.95 0.86 0.92

4.2.3.2 Um Al-Fadel Intersection.

Um, Al-Fadel intersection is a T-intersection; it consists of two crossing roads, Ahmad

AlTarawneh is serving Eastbound (EB) and Westbound (WB) movements, while Izz Al-Din

Tamimi road is serving Southbound (SB) as shown in Figure (4.11). Furthermore, Ahmad

Altarawneh Road curried the main volumes of vehicles toward the intersection with more than

nine hundred vehicles during the morning peak hour and one thousand three hundred vehicles

during the evening peak hour. Table (4.2) shows the volumes curried at each approach for morning

and evening peak hours.

Izz AlDin
Tamimi

Figure 4.11: Um Al-Fadel Intersection

 61

Table 4.2: Um Al-Fadel Intersection traffic volume.

Southbound Westbound Eastbound
Approach
Left Through Through Left

Volume
632 522 212 188
AM (vph)

PHF 0.78 0.9 0.9

Volume
344 571 417 314
PM (vph)
PHF 0.95 0.87 0.91

4.2.3.3 Al -Manhal Intersection

Al-Manhal intersection is a four-leg urbanized intersection; it involves two arterial roads, while Yajooz

road serves Eastbound (EB) and Westbound (WB), Izz Al-Din Tamimi Road is serving Southbound (SB)

and Eastbound (EB) as figure (4.12) illustrate this intersection approaches directions. Furthermore, Yajooz

road curried the main volumes of vehicles toward the intersection with more than two thousand seven

hundred vehicles during the morning peak hour and two thousand four hundred vehicles during evening

peak hour. Table (4.3) shows the volumes curried at each approach for morning and evening peak hours.

Figure 4.12: Al-Manhal Intersection.

 62

Table 4.3: Al-Manhal Intersection traffic volume.

Northbound Southbound Westbound Eastbound
Approach
Through Left Through Left Through Left Through Left

Volume
338 166 347 163 1228 454 738 287
AM (vph)

PHF 0.79 0.91 0.86 0.86

Volume
485 239 263 148 835 209 1101 311
PM (vph)
PHF 0.93 0.9 0.92 0.92

4.2.3.4 University Mosque Intersection

University mosque intersection is a T-intersection; it consists of one arterial road and one crossing road,

Queen Rania Road is serving Northbound (NB) and Southbound (SB) movements, while Ahmad Al-

Tarawneh Road is serving Eastbound (EB) as shown in Figure (4.13). Furthermore, Queen Rania Road

curried the main volumes of vehicles toward the intersection with more than two thousand five hundred

vehicles during the morning peak hour and three thousand six hundred vehicles during the evening peak

hour. Table (4.4) shows the volumes curried at each approach for morning and evening peak hours.

Figure 4.13: University Mosque Intersection.

 63

Table 4.4: University Mosque Intersection traffic volume.

Northbound Southbound Eastbound
Approach
Through Through U-Turn Left

Volume
984 1112 432 455
AM (vph)

PHF 0.86 0.82 0.87

Volume
1908 1265 468 567
PM (vph)
PHF 0.98 0.93 0.87

4.2.3.5 Al Dawreat Intersection

Al Dawreat intersection is a T-intersection; it consists of two arterial roads, Queen Rania Road is

serving Northbound (NB) and Southbound (SB) movements, while Yajooz Road is serving

Westbound (WB) as shown in Figure (4.14). Furthermore, Queen Rania Road curried the main

volumes of vehicles toward the intersection with more than two thousand one hundred vehicles

during the morning peak hour and two thousand six hundred vehicles during evening peak hour.

Table (4.5) shows the volumes curried at each approach for morning and evening peak hours.

Figure 4.14: Al Dawreat Intersection.

 64

Table 4.5: Al Dawreat Intersection traffic volume.

Northbound Southbound Westbound
Approach
Through U-Turn Through U-Turn Right Left

Volume
417 179 1389 208 806 687
(vph)
AM

PHF 0.87 0.88 0.78

Volume
670 447 1063 500 841 689
PM (vph)
PHF 0.97 0.94 0.99

4.2.4 Commuters Boarding and Alighting Analysis.

Boarding and alighting locations were found by determining the number of passengers boarding

or alighting at the specific location in public transit routes, in addition, the analysis clarifies the

potential stations. The analysis uses the data gathered from GAM in On-Board Passenger surveys

and terminal Passenger Survey.

GAM conducted a boarding and alighting survey when surveyors boarded the bus and recorded

the number of passengers as well as the locations where they boarded and alighted along the whole

route. The surveyor must record the start and end times of the service to maintain track of the

journey time. the data that the surveyor will keep track of (date, time, line, vehicle, origin and

destination, departure and arrival time, and operator).

The following analysis will not consider the growth rate because the search is for commuter

boarding and alighting locations, and there is no new improvement in transit service between the

years 2019-2021. The analysis was used in the simulations to determine the potential dwell time

during public transit operation for each type of fare payment.

 65

The analysis was done for the operated lines as part 3.4 discussed these lines. The analysis was

used to reach the locations of stops of the operated lines. The locations of boarding alighting were

located in the map as figures (4.15) illustrate these locations in morning peak hour and figure

(4.16) illustrate these locations at evening peak hour. Moreover, Appendix (C) contains the

Passenger Survey results.

Figure 4.15: Commuters Boarding and Alighting locations at morning peak hour.
 66

Figure 4.16: Commuters Boarding and Alighting locations at evening peak hours.

4.2.5 Occupancy at Transit Vehicles Analysis

Transit vehicle occupancy was determined by determining the average occupancy space supply by

passengers for each public transit vehicle using the public transportation occupancy survey.

This survey was carried out by GAM using a Roadside Observer — a person who stands by the

roadside and monitors every bus and its occupancy. When standing at a particular spot, buses pass

by quickly, making it impossible to determine the exact number of passengers on board. As a

result, the relative levels of bus occupancy are recorded. The five degrees of occupancy that must

be reported (for urban buses) are empty, half-full, full, standing, and crowded. In GAM survey,

the surveyor determined the percentage of occupancy in bus 0-25 percent, 25-50 percent, 50-75

percent, 75-100 percent, Uncertain.

 67

The analysis uses the data gathered from GAM in Public Transportation Occupancy Survey in

Queen Rania Road. The following analysis will not take into consideration the growth rate since

the search is for the percentage of occupancy for each transit vehicle, and there is no new

improvement in transit service between the years 2019-2021.

The analysis was used to determine the level of service of public transit in terms of the average

space available for each passenger.

The analysis of the data in figure (4.17) shows the occupancy for each type of transit vehicle in

the northbound of Queen Rania Road at morning peak hour, and the analysis clarifies that 50% of

coaster buses are fully occupied by passengers, while 66% of medium buses are fully occupied,

and 81% of large buses are occupied by a quarter of their occupancy.

Northbound Occupancy Analysis for Morning

Peak Hour
35

30

25

20

15

10

0
0% - 25% 25% - 50% 50% - 75% 75% - 100% Uncertain

Coaster/Midi bus Medium Bus Large Bus White Taxi

Figure 4.17: Northbound Occupancy Analysis for morning peak hour

 68

The analysis of the data in figure (4.18) shows the occupancy for each type of transit vehicle in

the northbound of Queen Rania Road at evening peak hour, and the analysis clarifies that 65% of

coaster buses are fully occupied by passengers, while 50% of medium buses are fully occupied,

and 66% of large buses are fully occupied.

Northbound Occupancy Analysis for Evening

Peak Hour
40
35
30
25
20
15
10
5
0
0% - 25% 25% - 50% 50% - 75% 75% - 100% Uncertain

Coaster/Midi bus Medium Bus Large Bus White Taxi

Figure 4.18: Northbound Occupancy Analysis for evening peak hour

The analysis of the data in figure (4.19) shows the occupancy for each type of transit
vehicle in the southbound of Queen Rania Road at morning peak hour, and the analysis
clarifies that 55% of coaster buses are fully occupied by passengers, while 65% of
medium buses are fully occupied, and 63% of large buses are fully occupied.
 69

Southbound Occupancy Analysis for Morning

Peak Hour

45
40
35
30
25
20
15
10
5
0
0% - 25% 25% - 50% 50% - 75% 75% - 100% Uncertain

Coaster/Midi bus Medium Bus Large Bus White Taxi

Figure 4.19: Southbound Occupancy Analysis for morning peak hour.

The analysis of the data in figure (4.20) shows the occupancy for each type of transit vehicle in
the southbound of Queen Rania Road at evening peak hour, and the analysis clarifies that 60% of
coaster buses are fully occupied by passengers, while 50% of medium buses are fully occupied,
and 64% of large buses are fully occupied.

Southbound Occupancy Analysis for

Morning Peak Hour

50
40
30
20
10
0
0% - 25% 25% - 50% 50% - 75% 75% - 100% Uncertain

Coaster/Midi bus Medium Bus Large Bus White Taxi

Figure 4.20 Southbound Occupancy Analysis for evening peak hour.

 70

Analyzing the occupancy at transit vehicles shows that 57% of the coaster and medium
buses are fully occupied by passengers during morning and evening peak hours, and
more than half of public transit vehicles are fully occupied during peak hours.
Appendix (D) contains PTOCS results.

4.3 Traffic Simulation

Simulation on Vissim and synchro programs were done to reach the effect of ITS in-transit network

inside the study area, each simulation program was used to evaluate a specific type of ITS as

follows:

1-Vissim simulation was used to analyze the effect of implementing TSP and electronic fare

payment on public transit routes inside the study area. Three main routes were simulated with

traffic flow as follow:

• BRT Routes, from north to south and vice versa.

• Abu Nusair routes, from north to south and vice versa.

• Yajooz Routes, from east to west and vice versa.

2-Synchro Program was used to evaluate the effect of ATMs on traffic signals timing inside the

study area by optimizing all the signals programs inside the network.

Two scenarios were conducted to simulate the effect of implementing ITS on the study area. The

scenarios represent before and after operating these systems to review the impact on public transit

and traffic flow, two peak hours analyzed and simulated for each scenario.
 71

4.3.1 Base Scenario Validation and Calibration.

Before the models can be utilized to provide meaningful results, they must be calibrated and

validated. However, there are no official or uniform rules for the development and deployment of

these models in the transportation sector. In fact, simulation model–based assessments are

frequently performed with default or best-guess parameter settings. This is primarily due to

challenges in gathering field data or a lack of a simple approach for simulation model calibration

and validation.

The analyst analyzes the total model-predicted traffic performance for a street/road system against

field measurements of traffic performance, such as traffic volumes, trip times, average speeds, and

average delays, in the validation process.

Model calibration is the process of adjusting model parameters so that the model outputs closely

resemble the field situation.

The base scenario was validated by providing the network with a counter to count a traffic volume

by using the simulation in multiple locations, particularly where the volume generated to enter the

network, and the simulation was run 13 times to find the best fit simulation that the volumes are

the closest to the volumes counted in section 4.2.3, where the margin of error was small and could

be neglected.

The calibration was carried out by assessing the current situation during a site visit and comparing

it to the simulation 3D representation. The field speed on Queen Rania and Yajooz roads was

computed by dividing the total travel distance from Google Earth by the total journey time spent

on these roads. This speed was compared to the simulated speed for the chosen run, and the result

was close to the simulated speed with a small error.

 72

4.3.2 Base Scenario Simulation.

The base scenario was done by evaluating the current situation in the study area. The simulations

by Vissim software were done for calculating the public transit delay and travel time inside the

study area, the Vissim simulations for the base scenario are done without providing any priority

on traffic signals upon public transit vehicles and with cash payment on BRT lines.

The simulation by Synchro software was done by evaluating the delay and LOS for traffic flow on

the intersections inside the study area, the Synchro simulation for the base scenario was done in

terms of optimizing the traffic signals timing by operating each intersection isolated from other

intersections.

Vissim couldn’t simulate the dwell time for lines No.302,919 and C5, since there are no well-

organized stations along the paths of these lines. Equation (1) is used to find the dwell time for the

passengers using those routes, in addition to that table (2.3) is used to determine the time needed

for each passenger to board and alight on the transit vehicles by using cash payment.

The results of AM base scenario simulation for public transit routes found the BRT northbound

route faced a delay of 179.68 Second/Vehicle, while BRT southbound route faced a delay of

151.55 Second/vehicle. The travel time reaches 492 seconds for BRT northbound vehicles, while

reaches 456 seconds for BRT southbound vehicles. Public transit vehicles used Yajooz road faced

the worst delay and travel time with 567 seconds for travel time by Yajooz southbound for public

transit vehicles and 496 seconds for travel time by Yajooz northbound for public transit vehicles

as Table (4.6) shows these results.

 73

Table 4.6: Base Scenario simulation results at morning peak hour for the public transit.

Delay Results

Delay (All) Delay Private Vehicles Delay Public Transit

Line
(s/v) (s/v) (s/v)

BRT North Bound 179.68 - 179.68

BRT South Bound 151.55 - 151.55

Abu Nsair
139.09 142.32 108.86
Northbound
Abu Nsair
104.12 100.24 127.42
Southbound

YAJOOZ NB 131.22 130.39 177.35

YAJOOZ SB
185.05 184.74 226.6

Travel Time Management

Travel Time (All) Travel Time Private Travel Time Public

Line
(s) Vehicle (s) Transit (s)

BRT North Bound 492.08 - 492.08

BRT South Bound 456.16 - 456.16

Abu Nsair
457.65 470.15 340.6
Northbound
Abu Nsair
350.73 348.85 362.03
Southbound

YAJOOZ NB 457.48 456.92 496.07

YAJOOZ SB 500.51 500.18 567.26

 74

The results of PM base scenario simulation for public transit routes found the BRT northbound

route faced a delay of 181.4 S/V, while BRT southbound route faced a delay of 156 S/V. The travel

time reaches 491 seconds for BRT northbound vehicles, while reaches 475 seconds for BRT

southbound vehicles. Public transit vehicles that used Yajooz southbound road faced the worst

delay and travel time with 766 seconds, as Table (4.7) shows these results.

Table 4.7: Base Scenario simulation results at evening peak hours for the public transit.

Delay Results

Delay (All) Delay Private Vehicles Delay Public Transit

Line
(s/v) (s/v) (s/v)

BRT North Bound 181.4 - 181.4

BRT South Bound 156 - 156

Abu Nsair
151.05 144.18 214.85
Northbound
Abu Nsair
91.69 93.07 88.46
Southbound

YAJOOZ NB 164.99 165.13 133.93

YAJOOZ SB 364.07 362.18 424.5

Travel Time Management

Travel Time (All) Travel Time Private Travel Time Public

Line
(s) Vehicle (s) Transit (s)

BRT North Bound 491.13 - 491.13

BRT South Bound 475.79 - 475.79

Abu Nsair
476.82 477.99 448.19
Northbound
Abu Nsair
335.56 340.98 322.92
Southbound

YAJOOZ NB 494.67 494.59 453.29

YAJOOZ SB 687.22 684.87 766.2

 75

The results of base scenario simulations for the intersections found the Aljubeiha intersection faced

the worst delay with a delay of 95 S/V at morning peak hour, and 125 S/V at evening peak hour.

The total delay for the intersections reaches 297 S/V at morning peak hour and 349 S/V at evening

peak hour, as table (4.8) shows the intersections delay results.

Table 4.8: Base Scenario simulations results for the intersections.

Base Scenario

Intersections AM PM

Delay (s/v) LOS Delay (s/v) LOS

University Mosque 18.3 B 21 C

Al-Dawreat 74.3 E 78.2 E

Al-Jubeiha 95 F 125.6 F

Al-Manhal 73.7 E 88.2 F

Um-AlFadel 36.1 D 36.4 D

Total Delay 297.4 - 349.4 -

The results of the calculations of the dwell time for the base scenario for the routes found Yajooz
southbound faced the worst dwell time with 212 seconds followed with Abu Nsair northbound
with 190 seconds, as the table (4.9) shows the dwell time results.
 76

Table 4.9: Base Scenario Dwell time in seconds.

Base Scenario
Line Direction
AM PM

Abu Nsair Northbound 190 39

Abu Nsair Southbound 157 26

YAJOOZ SB 212 40

Appendix (E) contains the base scenario simulations results.

4.3.3 Proposed Scenario Simulation.

The proposed scenario was done by evaluating the proposed situation in the study area by

providing public transit routes and intersections with ITS.

Vissim program was used to simulate the effect of using TSP and electronic fare payment on public

transit routes, three main routes were simulated with traffic flow inside the study area as follow:

1. BRT Routes, these routes on two main intersections (University Mosque and Al Dwreat)

provided with TSP, Moreover, the stations provided with an electronic gate for payments.

2. Abu Nusair Routes, these routes were simulated by providing a TSP on the Um-Alfadel

intersection.

3. Yajooz routes, these routes are provided with TSP on two main intersections in the Yajooz

road (Al-Manhal and Al-Jubeiha)

The intersections were provided with ATMs, and the simulations of the effect of using ATMs were

done by using synchro software. The simulations were done by using the Optimization for the full

network and with connecting the signal controller of three intersections, hence the signal

controllers for these intersections become one controller and operate these intersections, these
 77

intersections are Al-Dawreat, Al-Jubeiha, and Al-Manhal. The signal timing could be extracted

from Synchro to ATMS programs to minimize the delay at the network.

Vissim couldn’t simulate the dwell time for lines No.302,919 and C5, since there are no well-

organized stations along the paths of these lines. Equation (1) is used to find the dwell time for the

passengers using those routes, in addition to that table (2.3) is used to determine the time needed

for each passenger to board and alight on the transit vehicles by using electronic fare payments.

The results of AM proposed scenario simulation for public transit routes found the BRT

northbound route faced a delay of 101.79 S/V, while BRT southbound route faced a delay of

101.82 S/V. The travel time reaches 414 seconds for BRT northbound vehicles, while reaches 408

seconds for BRT southbound vehicles. Public transit vehicles used Yajooz southbound road faced

the worst delay and travel time with 546 seconds, as Table (4.10) shows these results.

Table 4.10: Proposed Scenario simulation results at morning peak hour for the public transit.

Delay Results

Delay (All) Delay Private Vehicles Delay Public Transit

Line
(s/v) (s/v) (s/v)

BRT North Bound 101.79 - 101.79

BRT South Bound 101.82 - 101.82

Abu Nsair
158.21 160.62 140.07
Northbound
Abu Nsair
312.14 325.19 290.9
Southbound

YAJOOZ NB 172.47 172.95 116.36

YAJOOZ SB
322.87 324.3 207.59

Travel Time Management

Travel Time (All) Travel Time Private Vehicle Travel Time Public
Line
(s) (s) Transit (s)

BRT North Bound 414.4 - 414.4

 78

BRT South Bound 408.08 - 408.08

Abu Nsair
472.14 483.56 371.73
Northbound
Abu Nsair
559.82 575.39 526.91
Southbound

YAJOOZ NB 498.28 499.14 435.69

YAJOOZ SB 631.47 632.78 546.95

The results of PM proposed scenario simulation for public transit routes found the BRT

northbound route faced a delay of 102.41 Second/Vehicle, while BRT southbound route faced a

delay of 103.46 Second/vehicle. The travel time reaches 412 seconds for BRT northbound

vehicles, while reaches 422 seconds for BRT southbound vehicles. Public transit vehicles used

Yajooz northbound road faced the worst delay and travel time with 662 seconds, as Table (4-11)

shows these results.

Table 4.11: Proposed Scenario simulation results at evening peak hours for the public transit.

Delay Results

Delay (All) Delay Private Vehicles Delay Public Transit

Line
(s/v) (s/v) (s/v)

BRT North Bound 102.41 - 102.41

BRT South Bound 103.46 - 103.46

Abu Nsair
474.17 527.93 136.71
Northbound
Abu Nsair
166.35 155.48 194.99
Southbound

YAJOOZ NB 576.4 577.92 351.92

YAJOOZ SB 285.22 284.61 226.47

Travel Time Management

Travel Time (All) Travel Time Private Travel Time Public Transit
Line
(s) Vehicle (s) (s)
 79

BRT North Bound 412.05 - 412.05

BRT South Bound 422 - 422

Abu Nsair
791.25 857.84 369.16
Northbound
Abu Nsair
413.79 407.91 429.3
Southbound

YAJOOZ NB 905.02 906.8 662.99

YAJOOZ SB 612.81 611.47 569.59

The results of proposed scenario simulations for the intersections found the Aljubeiha intersection

faced the worst delay with a delay of 41 S/V at morning peak hour, while Al Manhal intersection

faced the worst delay at evening peak hour with 100 S/V. The total delay for the intersections

reaches 163.7 S/V at morning peak hour and 303 S/V at evening peak hour, as table (4.12) shows

the intersections delay results.

Table 4.12: Proposed Scenario simulation results for the intersections.

Proposed Scenario
Intersections AM PM
Delay (s/v) LOS Delay (s/v) LOS
University Mosque 18.3 C 21 C
AlDawreat 28.5 C 54.6 D

AlJubeiha 41.7 D 91.2 F

AlManhal 39.1 D 100.5 F

Um-AlFadel 36.1 D 36.4 D

Total Delay 163.7 - 303.7

 80

The results of the calculations of the dwell time for the proposed scenario for the public transit

routes found Abu Nsair Southbound faced the worst dwell time with 64 seconds at AM peak hour

followed with Abu Nsair northbound with 58 seconds, as the table (4.13) shows the dwell time

results.

Table 4.13: Proposed Scenario Dwell time in seconds.

Proposed Scenario
Line Direction
AM PM

Abu Nsair Northbound 58 30

Abu Nsair Southbound 64 11

YAJOOZ SB 56 13

Appendix (F) contains the proposed scenario simulations results.

4.4 Improvements.

It was clear there was a noticeable improvement in the delay time by minimizing the travel time

for public transit vehicles operating on the BRT and Yajooz routes through using the TSP and

Electronic fare Payment by reducing the arrival times toward their destinations. Improvements

reach more than 75 S/V at BRT northbound route and more than 50 seconds at the southbound for

each BRT vehicle as a saving in the travel time. The improvements appear better in the Yajooz

routes with time-saving reach more than 175 seconds at AM peak hour and 225 seconds at PM

peak hour.

ATMs were added to the signalized intersections inside the study area by optimizing the signal

timing to be the optimum, a reduction in the network delay reaches more than 130 S/ V at AM
 81

peak hour and 40 S/V at PM peak hour. Table (4.14) shows the improvements for each type of ITS

used to improve the public transit routes and the intersections.

Table 4.14: ITS improvements.

TSP and Electronic Fare Payment

AM Delay Saving PM Delay Saving
Routes
(s/v) (s/v)
BRT North Bound 77.89 78.99
BRT South Bound 49.86 52.54

YAJOOZ SB 175.01 225.03

Advance Traffic Management System

Intersection AM Delay Saving (s/v) PM Delay Saving (s/v)

AlDawreat 45.8 23.6

AlJubeiha 53.3 34.4

Network Delay 133.7 45.7

4.5 Mode Choice Calculations.

The logit model will be used to calculate improvements in mode choice based on our study area.

The logit model will be used to compute the shifting trips between transit and passenger vehicles

by determining the percentage of trips taken in private vehicles. Transit operators use the Logit

model to assess the impact of new improvements to the public transportation system before they

are implemented. The Logit model was created for use in urban transportation planning, transit

feasibility studies, and to directly assess trip demand. (Garber & Hoel 2018)

Because it used the utility function and computed it for transit vehicles and private vehicles, the

Logit model is a sufficient technique for calculating shifting trips after adopting ITS in public
 82

transport. These functions were generated based on numerous criteria such as total travel time.

These characteristics could be collected from Vissim simulation software and utilized to determine

mode selection. Logit model uses the relative utility of each model as a summation of each modal

attribute. Then the choice of a model is expressed as a probability distribution as Equation (5)

discussed. The logit model is used to calculate mode choice as the following steps illustrate:

1. Calculate the cost coefficient (d) based on Equation (7).

2. Calculate the Utility function for public transit (UT) based on Equation (6).

3. Calculate the Utility function for passenger vehicles (UA) based on Equation (6).

4. Apply the Logit Model Equation (5) to calculate the probability of choosing private

vehicles (PA).

5. Redo the previous steps for each scenario.

According to the analysis, travel time was reduced by 2 minutes for 3.6 kilometers of BRT

routes with TSP used at two major intersections within the study area. Travel time was reduced

by 3 minutes for 2.5 kilometers on Yajooz Road with TSP at two major intersections. The

analysis of travel time for the routes within the case study discovered that the travel time for

the BRT line is reduced by 15% and 11% at AM and PM, respectively, while the travel time

for the Yajooz road is reduced by 19% and 27% at AM and PM, respectively. The travel times

for the base and proposed scenarios are depicted in Figure (4.21).
 83

Travel Time for public transportation (min)

16

14

12

10

0
Base Scenario AM Proposed Senario AM Base Scenario PM Proposed Senario PM

BRT North Bound BRT South Bound YAJOOZ SB

Figure 4.21: Travel Time for public Transportation

The Mode Choice Calculations results show that 87 percent of trips in the Yajooz southbound

direction are made by private vehicles in the AM base scenario and 85 percent in the AM proposed

scenario, while mode choice analysis for the existing situation shows that almost 85 percent of

trips are made by private vehicles, and when compared to mode choice calculations in the AM

base scenario, these two numbers are close to each other with a small error reach of 2 percent. The

probability of using private vehicles in the BRT direction is nearly 78 percent in the AM base

scenario and nearly 76 percent in the AM proposed scenario. Table (4.15) shows the results of the

mode choice calculations for each scenario and route using the Logit Model.
 84

Table 4.15: Mode Choice Calculations

Routes UT UA P(A)

BRT North Bound -2.00478 -0.75817 0.776713

Base scenario AM
BRT South Bound -1.9898 -0.75817 0.774107

YAJOOZ SB -2.62444 -0.72831 0.869453

BRT North Bound -1.972416667 -0.81239 0.761337

Proposed Scenario AM
BRT South Bound -1.969783333 -0.81239 0.760858

YAJOOZ SB -2.550979167 -0.78356 0.854136

BRT North Bound -2.0043875 -0.78469 0.772011

Base Scenario
BRT South Bound -1.997995833 -0.78469 0.770884 PM

YAJOOZ SB -2.635666667 -0.80526 0.86181

BRT North Bound -1.9714375 -0.83195 0.757585

Proposed Scenario
BRT South Bound -1.975583333 -0.83195 0.758346 PM

YAJOOZ SB -2.542495833 -0.77468 0.854186

According to the calculations, with improvements in travel time reach to 77 S at BRT northbound,

the shifting towards public transit is expected to increase by 1.5 percent, and with improvements

in travel time reach to 54 S at BRT southbound, the shifting towards public transit is expected to

increase by 1.2 percent, while it is expected that after the BRT operates inside the study area
 85

instead of existing types of public transit, the shifting toward public transit will increase by 7.3

percent. These findings are shown in table (4.16).

Table 4.16: BRT Mode Choice Improvements.

BRT Mode Choice Improvements

AM PM
Shifting towards
Routes Time shifting Time shifting BRT from Public
Saving (s) percentage Saving (s) percentage Transit

BRT North
Bound
77.4 1.5% 79.2 1.5% 7.3%

BRT South
Bound
48 1.3% 54 1.2% 7.56%

These findings were identical to those of other research conducted in Jordan and around the world,

in terms of the percentage of mode shift, and these studies are:

• According to Amman Master Plan Model (2010) if the BRT lines are constructed inside

Amman it is expected to shift almost 6 % from private vehicles to BRT lines. Mode Choice

analysis in the thesis found almost 8% is the shifting trips from private vehicles to

passenger vehicles after constructing the BRT lines, hence this number is closed to the

Amman Master Plan number.

• Ingvardson & Nielsen (2017) reported the mode shift for multiple cities around the world

when the BRT line was constructed, one these lines is the Metrobús BRT line in Istanbul

and the mode shift was between 4-9%.

 86

• Nurdden et al. (2007) investigated if the policy in Malaysia changed and the travel time for

the public transportation routes is reduced by about 10 minutes it is expected to shift almost

10% of travelers towards public transportation.

• Shaban & Ghanim (2018) discuss the reduction in time at AlDaoha business quarter after

using the TSP in four intersections and found there is a reduction in time reach to 34% after

implementing the TSP.

BRT route inside Case study contains two major intersections and five stations but all the route

contains more than 20 stations and more than 16 signalized intersections all of these stations and

intersections need must be equipped with TSP and electronic fare payment, and it is expected to

increase the mode shift with an increase in the difference of travel time of public transportation

versus private vehicles as Nurdden et al. (2007) discussed.

4.6 Transit Capacity and Quality of service.

Kittelson and Associates (2003) identified several factors that influence the quality of public

transportation service, including frequency, wait time, service span, and reliability.

HCM (2010) introduces tables for calculating the level of service for public transportation based

on reliability and travel time. When the arrival of the bus is scheduled, the reliability increases,

and thus the quality-of-service increases, and when the travel time difference between passenger

vehicles and public transit vehicles is minimized, the level of service improves.

Using TSP in a signalized intersection will improve reliability by giving public vehicles priority

without any delays on these intersections, and transit vehicles will arrive at their destination on

time.

Using TSP in the case study improved the difference in travel time (transit-auto) in the BRT line

at AM peak hour from 2.14 to -1.33 in favor of public transit, and improved the Yajooz route
 87

from 4 to -0.48 in favor of public transit vehicles, implying an improvement in LOS after the use

of ITS.

Multiple references investigate the effect of ITS use on LOS and QOS; these references agreed

that using ITS in general, and TSP in particular, will improve LOS for public transit vehicles, and

some of these studies are:

• Altun & Furth (2009) demonstrated if TSP is designed and managed effectively

significantly improvements in service reliability will occur. The results show the standard

deviation of the buses to reach the stations will be reduced after applying TSP.

• LONG et al. (2020) agreed TSP minimizes the total public transit vehicles delay and has

the best efficiency in reducing bus delays for it, hence TSP provided these vehicles with

minimum headway deviation and has the best effect on improving the headway stability

and uniform distribution.

The improvements in QOS and LOS will be clearer after implementing ITS on all BRT and Yajooz

routes, and the enhancement will be significant, as it is expected to be.

 88

Chapter 5: Conclusions and Future Works

 89

5.1 Conclusions.

Transit agencies, researchers, and society have all expressed an interest in public transportation. It

is critical to provide an integrated transportation network to avoid increasing traffic demand on the

road network infrastructure. Furthermore, the presence of an appealing integrated and high-speed

transportation network reduces traffic congestion, thereby reducing air pollution caused by the use

of private vehicles and reducing the need for parking spaces. It is a requirement for both transit

users and BRT system operators. Transit users require a convenient and comfortable transit system

with high accessibility and reliability, while BRT operators aim to increase the number of potential

users by improving the level of service, thereby maximizing profit.

This study was carried out to improve the utilization benefits of ITS in public transportation service

in the city of Amman, and for this purpose, eight multiple traffic simulations were performed, as

well as the application of Intelligent transportation tools. TSP, electronic fare payment, and ATMs

are three ITS proposed solutions that were evaluated to determine the utilization benefits of these

systems.

Using Vissim software, a scenario of using TSP and electronic fare payment was created to

investigate the reduction in delay and travel time for the public vehicle. Three public transportation

routes were given ITS tools: BRT, Yajooz, and AbuNsair, and they were prioritized, in addition to

providing electronic gates for payment at BRT stations. The following major intersections were

simulated and ITS tools were provided:

1. University Mosque Intersection.

2. AlDawreat Intersection.

3. AlJubeiha Intersection

4. AlManhal Intersection.
 90

5. Um, Al-Fadel Intersection.

By minimizing the difference in travel time between passenger vehicles and public transit vehicles,

the results revealed combining TSP and electronic fare payment will reduce delay and travel time

for public vehicles, promoting mode shift from passenger vehicles to public transportation. It was

found that by reducing the travel time of public transit vehicles, the number of trips using these

vehicles will continuously increase, and by reducing the travel time by 77 seconds/vehicle at BRT

northbound vehicles, the number of trips using these vehicles will increase by 1.5 percent.

The ATMS scenario was developed by utilizing Synchro software to investigate the decreasing

delay experienced by vehicles using intersections. All network traffic signals were optimized to

evaluate the ATMs. Because these intersections are critical for vehicles and used by public

transportation routes, the intersections of AlJubeiha Almanhal and Aldawreat were clustered with

one controller and one signal timing schedule while optimizing all network intersections to

minimize delay and improve the level of service at these intersections.

The results demonstrated that using ATMs for optimizing and clustering intersection signal timing

will reduce delay and improve the network's level of service for these intersections.It found that

by using the ATMs at AlDawreat Intersection the delay will reduced by 46 second per vehicle and

53 second per vehicle at AlJubeiha intersection.

 91

5.2 recommendation to GAM.

The following recommendations were made based on the findings and observations of the study:

• GAM is encouraged to design and operate multiple ITS for public transportation

management, especially for the BRT routes.

• TSP is more sensitive to the position of public transit detectors; when a detector is placed

close to a station, the effect of TSP is reduced; therefore, BRT stations should be shifted

after the traffic signals to detect the buses with sufficient distance before the intersections

provided with TSP.

• It is recommended to minimize the congestions inside the city of Amman by providing

public transportation with priority to encourage the shifting from private to public

vehicles.

• It is recommended to use electronic gate payment at the BRT stations to minimize the dwell

time and reduce the delay for the commuters.

• Provide Yajooz and Abu Nsair routes with a separate lane especially at the intersections.
 92

5.3 Future work.

Consequent to the findings of this study and its limitation, the following are proposed as future

work:

• Studying the effect of provided public transportation services with Advance Traveler

Information Systems ATIS and the enhancement occurred in the mode shift to public

vehicles.

• To improve the traffic management process and improve public transportation services,

combine the analysis of TSP with ATMS to provide public transportation with priority with

real-time traffic data.

• Improve the level of service of public transportation by Studying fleet size, vehicle type,

and station width.

• Studying the quality of service for BRT route after opening.

• Studying the optimum cost for BRT commuters.

• Providing Yajooz and Abu Nsair Routes with Queue jump Phase.
 93

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 98

Appendices
 99

Appendix A: Peak Hour Analysis

TYPE OF START
Automatic Traffic Count (ATC)
SURVEY: DATE:
Queen Rania
STREET: END DATE:
Street
LOCATION ON As per the CONDUCTED
STREET: KMZ file BY:
CED STATION DIRECT A: To Press PROJECT
ATC-2
NUMBER: ION: Tunnel NUMBER:

DAY/DATE
Sat Sun Mon Tue Wed Thu Fri
Start 18- 19-
Time 14-Sep 15-Sep 16-Sep 17-Sep Sep Sep 13-Sep
0:00 479 487 381 376 340 440 409
0:15 553 473 392 342 341 347 332
0:30 458 413 296 269 279 322 311
0:45 399 403 274 264 285 287 245
1:00 387 368 255 254 261 264 248
1:15 368 274 234 219 208 206 206
1:30 331 249 205 177 191 224 201
1:45 296 210 165 145 170 154 183
2:00 278 187 150 143 150 154 158
2:15 214 181 133 130 125 121 136
2:30 240 161 109 112 147 124 143
2:45 215 155 111 109 103 119 112
3:00 174 141 84 106 115 107 95
3:15 171 114 124 90 97 113 103
3:30 185 106 97 93 85 104 113
3:45 223 158 85 104 103 110 115
4:00 104 113 66 71 77 90 96
4:15 112 74 77 56 86 101 83
4:30 121 77 67 94 59 62 82
4:45 90 62 62 57 53 81 53
5:00 95 79 62 62 60 67 75
5:15 73 62 86 76 78 86 78
5:30 66 74 116 85 101 83 104
5:45 113 113 137 141 148 123 136
6:00 138 128 198 203 186 200 186
6:15 115 191 300 295 296 292 263
6:30 163 321 448 421 425 418 435
6:45 218 353 633 609 640 651 577
 100

7:00 178 364 730 759 790 722 667

7:15 190 407 836 904 894 878 870
7:30 223 440 904 880 878 840 897
7:45 201 402 688 752 707 691 701
8:00 221 437 686 734 650 687 678
8:15 222 464 761 649 693 694 673
8:30 211 381 665 650 660 688 625
8:45 244 514 674 633 641 661 563
9:00 229 536 623 671 608 673 645
9:15 233 554 694 679 689 647 690
9:30 259 536 693 718 626 685 693
9:45 261 589 709 712 712 667 712
10:00 280 552 690 715 668 668 682
10:15 305 629 682 722 684 734 764
10:30 299 656 785 732 741 724 690
10:45 319 640 719 749 659 694 704
11:00 277 620 729 673 682 774 666
11:15 319 630 694 689 715 658 708
11:30 297 655 710 682 703 689 706
11:45 336 681 654 701 675 707 674
12:00 355 668 649 670 684 623 746
12:15 350 655 655 727 679 660 638
12:30 315 617 655 641 675 630 641
12:45 313 681 683 676 738 657 656
13:00 240 630 645 687 656 729 624
13:15 354 673 679 720 710 663 725
13:30 492 610 682 708 685 655 725
13:45 484 702 711 751 723 657 692
14:00 535 700 682 750 654 729 667
14:15 489 652 673 756 706 755 629
14:30 484 659 684 704 729 713 714
14:45 509 659 682 643 731 701 678
15:00 502 717 683 757 678 735 693
15:15 499 610 706 685 737 652 666
15:30 451 675 708 667 689 694 712
15:45 499 689 685 678 717 726 650
16:00 521 686 696 713 683 711 681
16:15 468 630 681 638 652 692 602
16:30 547 689 632 687 619 624 614
16:45 557 664 629 676 636 740 613
17:00 533 688 707 685 724 710 712
 101

17:15 608 664 652 728 750 704 710

17:30 578 739 697 640 617 719 671
17:45 573 661 658 679 727 662 687
18:00 616 651 664 715 714 705 663
18:15 587 694 665 710 703 671 658
18:30 663 687 615 690 684 674 711
18:45 667 653 620 697 643 636 619
19:00 619 674 655 642 645 650 690
19:15 699 729 719 666 674 619 631
19:30 708 700 643 692 679 675 730
19:45 692 652 665 657 652 632 674
20:00 706 677 682 583 660 600 692
20:15 646 656 664 643 632 659 700
20:30 690 662 592 615 674 561 635
20:45 689 651 612 617 604 590 674
21:00 660 656 645 584 620 618 636
21:15 605 632 580 551 563 627 648
21:30 608 571 558 551 594 586 641
21:45 669 603 575 566 551 605 650
22:00 609 571 532 528 565 573 646
22:15 642 558 535 527 481 525 655
22:30 626 611 529 524 544 513 573
22:45 677 501 547 515 483 490 579
23:00 632 465 467 456 485 476 583
23:15 578 432 426 406 412 426 590
23:30 517 406 371 402 378 372 564
23:45 542 388 360 359 336 400 487
 102

Appendix B: Mode Choice Analysis

MCC 2 Queen
Tuesday
Rania Street To UoJ Day &
Location: Direction: &Wednesday 17-
near Abu-Alhaj Mosque Date:
18/9/2019
Building
Vehicle Type
Large University
Time Coaster
PC Shared Taxi Taxi Bus & & School Heavy Vehicle
Bus
Coach Buses
1:45 - 2:00 125 1 10 2 0 1 1
2:00 - 2:15 117 1 8 1 0 0 1
2:15 - 2:30 112 2 7 0 0 0 3
2:30 - 2:45 93 1 6 1 0 0 1
2:45 - 3:00 82 1 7 0 0 0 1
3:00 - 3:15 76 0 11 0 0 0 3
3:15 - 3:30 74 0 14 1 0 0 4
3:30 - 3:45 68 0 9 0 0 0 2
3:45 - 4:00 61 0 6 0 1 0 3
4:00 - 4:15 58 0 3 0 0 0 1
4:15 - 4:30 53 0 5 0 0 0 1
4:30 - 4:45 47 0 6 1 0 0 2
4:45 - 5:00 53 1 7 1 0 0 0
5:00 - 5:15 56 0 11 0 0 0 9
5:15 - 5:30 47 0 7 1 0 1 8
5:30 - 5:45 55 0 9 1 0 4 11
5:45 - 6:00 67 1 14 9 1 5 7
6:00 - 6:15 153 0 13 17 8 27 15
6:15 - 6:30 175 2 18 21 9 30 11
6:30 - 6:45 343 5 29 25 7 21 8
6:45 - 7:00 393 4 38 33 9 22 10
7:00 - 7:15 468 6 42 29 4 19 7
7:15 - 7:30 481 2 45 24 6 15 4
7:30 - 7:45 503 1 52 27 4 7 3
7:45 - 8:00 498 4 43 23 8 4 1
8:00 - 8:15 481 2 55 21 8 6 2
8:15 - 8:30 468 3 61 17 6 3 3
8:30 - 8:45 459 2 73 26 4 1 4
8:45 - 9:00 447 7 85 21 7 2 2
9:00 - 9:15 509 3 79 20 3 1 5
9:15 - 9:30 480 5 100 26 6 4 2
9:30 - 9:45 519 2 83 18 9 2 2
 103

9:45 - 10:00 536 5 70 14 12 3 2

10:00 - 10:15 549 3 82 13 8 2 1
10:15 - 10:30 568 7 95 16 15 8 3
10:30 - 10:45 583 4 89 20 13 6 4
10:45 - 11:00 623 1 89 14 7 2 7
11:00 - 11:15 658 0 98 21 4 0 5
11:15 - 11:30 660 3 101 18 4 1 4
11:30 - 11:45 581 0 88 13 5 0 3
11:45 - 12:00 462 2 65 12 8 0 5
12:00 - 12:15 593 1 97 16 5 3 4
12:15 - 12:30 794 4 106 17 3 0 5
12:30 - 12:45 697 2 100 12 5 3 3
12:45 - 13:00 623 3 85 15 6 4 4
13:00 - 13:15 700 3 112 16 4 2 5
13:15 - 13:30 691 0 98 19 11 0 3
13:30 - 13:45 677 1 83 13 7 1 3
13:45 - 14:00 421 1 78 15 10 8 3
14:00 - 14:15 416 2 69 16 9 4 3
14:15 - 14:30 476 1 72 12 7 3 4
14:30 - 14:45 534 3 61 14 9 7 5
14:45 - 15:00 465 1 75 16 11 10 2
15:00 - 15:15 483 1 66 10 9 8 2
15:15 - 15:30 495 0 63 7 10 9 3
15:30 - 15:45 467 1 60 13 8 6 5
15:45 - 16:00 432 3 57 17 7 10 2
16:00 - 16:15 461 0 49 14 7 3 2
16:15 - 16:30 453 0 56 11 5 3 1
16:30 - 16:45 445 0 68 12 6 4 3
16:45 - 17:00 427 1 54 14 6 5 3
17:00 - 17:15 466 0 49 11 4 2 1
17:15 - 17:30 485 2 46 16 7 1 2
17:30 - 17:45 481 0 41 15 9 1 2
17:45 - 18:00 473 0 48 18 10 2 4
18:00 - 18:15 456 0 39 13 9 1 3
18:15 - 18:30 445 0 31 11 11 3 2
18:30 - 18:45 476 0 23 9 7 0 1
18:45 - 19:00 514 0 27 8 5 0 1
19:00 - 19:15 472 0 42 11 9 1 5
19:15 - 19:30 453 0 53 15 11 1 3
19:30 - 19:45 446 0 47 12 7 0 2
19:45- 20:00 481 1 54 14 11 0 2
20:00 - 20:15 492 0 48 5 3 0 1
20:15 - 20:30 502 0 41 7 4 0 3
 104

20:30 - 20:45 496 0 47 4 2 0 2

20:45 - 21:00 482 0 47 5 7 0 0
21:00 - 21:15 417 0 39 3 5 1 0
21:15 - 21:30 315 0 48 3 4 3 1
21:30 - 21:45 405 0 42 6 6 1 0
21:45 - 22:00 438 1 37 7 5 0 1
22:00 - 22:15 395 0 46 3 2 2 2
22:15 - 22:30 360 0 35 5 4 3 1
22:30 - 22:45 340 0 40 5 2 0 3
22:45 - 23:00 355 0 36 2 0 0 3
23:00 - 23:15 332 0 32 0 2 0 0
23:15 - 23:30 316 0 36 2 3 0 3
23:30 - 23:45 295 0 22 3 0 0 1
23:45 - 00:00 270 0 26 1 0 0 0
00:00 - 00:15 244 0 22 0 0 0 0
00:15 - 00:30 217 0 21 1 0 1 0
00:30 - 00:45 220 0 16 0 0 0 3
00:45 - 1:00 198 0 19 1 0 0 1
1:00 - 1:15 180 0 20 0 0 0 1
1:15 - 1:30 164 0 16 1 0 0 0
1:30 - 1:45 148 0 18 0 0 0 2
 105

Appendix C: Passenger Survey

Vehicle
Location Date Destination Latitude Longitude Boarding Alighting
type
،‫ الملكة رانيا‬.‫ش‬ Sweileh
10/8/2019 8:45 32.00637 35.87267 Medium 0 1
‫ األردن‬،‫ع ّمان‬ Roundabout
‫ الملكة رانيا‬.‫ش‬
Sweileh
،‫ ع ّمان‬،285 10/8/2019 8:48 32.01616 35.867334 Medium 0 4
Roundabout
‫األردن‬
‫ الملكة رانيا‬.‫ش‬
Sweileh
،‫ ع ّمان‬،312 10/8/2019 8:49 32.02049 35.86283 Medium 0 1
Roundabout
‫األردن‬
‫ الملكة رانيا‬.‫ش‬
Sweileh
،‫ ع ّمان‬،379 10/8/2019 8:51 32.02488 35.85549 Medium 0 1
Roundabout
‫األردن‬
‫ الملكة رانيا‬.‫ش‬
،‫ ع ّمان‬،337 10/8/2019 9:29 Mahatta 32.02147 35.86126 Medium 1 0
‫األردن‬
‫ الملكة رانيا‬.‫ش‬
،‫ ع ّمان‬،307 10/8/2019 9:35 Mahatta 32.01895 35.864475 Medium 1 0
‫األردن‬
‫ الملكة رانيا‬.‫ش‬
،‫ ع ّمان‬،295 10/8/2019 9:38 Mahatta 32.01698 35.866353 Medium 1 0
‫األردن‬
‫ الملكة رانيا‬.‫ش‬
،‫ ع ّمان‬،199 10/8/2019 9:44 Mahatta 32.00525 35.873136 Medium 0 1
‫األردن‬
‫ الملكة رانيا‬.‫ش‬
10/15/2019 Univercity
،‫ ع ّمان‬،319 32.01975 35.863482 Coaster 0 1
9:34 of Jordan
‫األردن‬
‫ الملكة رانيا‬.‫ش‬
10/15/2019 Univercity
،‫ ع ّمان‬،295 32.01472 35.868325 Coaster 0 1
9:39 of Jordan
‫األردن‬
َQueen
10/15/2019 Univercity
Rania ،‫ ع ّمان‬، 32.00981 35.871055 Coaster 0 16
9:42 of Jordan
‫األردن‬
‫شارع الجامعة‬
‫ مجمع‬،‫األردنية‬
‫شيمة العساف‬
10/15/2019 Univercity
‫بجانب روان‬ 32.00698 35.872217 Coaster 0 8
9:42 of Jordan
‫ الطابق‬،‫كيك‬
،‫ ع ّمان‬،‫األول‬
‫األردن‬
Unnamed
10/15/2019 Univercity
Road ،‫ ع ّمان‬، 32.02768 35.858984 Coaster 6 0
9:31 of Jordan
‫األردن‬
،‫شارع ياجوز‬ 10/15/2019 Univercity
32.026 35.85595 Coaster 0 3
‫ األردن‬،‫ع ّمان‬ 9:31 of Jordan
،‫ ع ّمان‬،،‫البلدية‬ 10/15/2019
Abu Nseir 32.02543 35.855778 Coaster 0 15
‫األردن‬ 9:07
،‫ الملكة رانيا‬.‫ش‬
10/8/2019 8:47 Abu Nseir 32.00613 35.872806 Medium 0 2
‫ األردن‬،‫ع ّمان‬
 106

‫ الملكة رانيا‬.‫ش‬
،‫ ع ّمان‬،281 10/8/2019 8:49 Abu Nseir 32.01578 35.867841 Medium 0 12
‫األردن‬
‫ أحمد‬.‫ش‬
،24 ‫الطراونة‬ 10/8/2019 8:51 Abu Nseir 32.01966 35.868572 Medium 0 4
‫ األردن‬،‫ع ّمان‬
‫ أحمد‬.‫ش‬
،35 ‫الطراونة‬ 10/8/2019 8:53 Abu Nseir 32.02111 35.8709 Medium 0 2
‫ األردن‬،‫ع ّمان‬
‫ عز الدين‬.‫ش‬
‫الخطيب التميمي‬
10/8/2019 8:55 Abu Nseir 32.02368 35.871103 Medium 0 3
،‫ ع ّمان‬،17
‫األردن‬
‫ عز الدين‬.‫ش‬
‫الخطيب التميمي‬
10/8/2019 8:58 Abu Nseir 32.02655 35.871784 Medium 0 7
،‫ ع ّمان‬،34
‫األردن‬
Unnamed
Road, ،‫ع ّمان‬ 10/8/2019 9:27 Mahatta 32.02934 35.871784 Medium 1 0
‫األردن‬
،،‫ ع ّمان‬،‫البلدية‬
10/8/2019 9:29 Mahatta 32.02905 35.871503 Medium 4 0
‫األردن‬
‫ الملكة رانيا‬.‫ش‬
،‫ ع ّمان‬،203 10/8/2019 9:43 Mahatta 32.00394 35.873828 Medium 2 1
‫األردن‬
،‫ الملكة رانيا‬.‫ش‬
10/8/2019 9:45 Mahatta 32.00153 35.875531 Medium 0 1
‫ األردن‬،‫ع ّمان‬
‫ الملكة رانيا‬.‫ش‬
،‫ ع ّمان‬،1 10/8/2019 9:59 Mahatta 31.98704 35.896418 Medium 1 0
‫األردن‬
‫ الملكة رانيا‬.‫ش‬
10/15/2019 Sweileh
،‫ ع ّمان‬،197 32.00518 35.873492 Coaster 0 2
8:53 Roundabout
‫األردن‬
‫ الملكة رانيا‬.‫ش‬
10/15/2019 Sweileh
،‫ ع ّمان‬،220 32.01105 35.870982 Coaster 0 7
8:55 Roundabout
‫األردن‬
‫ الملكة رانيا‬.‫ش‬
10/15/2019 Sweileh
،‫ ع ّمان‬،290 32.01585 35.867805 Coaster 0 5
8:57 Roundabout
‫األردن‬
.‫ ش‬،،330
‫الملكة رانيا‬ 10/15/2019 Sweileh
32.02062 35.862798 Coaster 1 1
،‫ ع ّمان‬،296 9:00 Roundabout
‫األردن‬
‫ محمد‬.‫ش‬
10/15/2019 Dakhliyeh
،‫ ع ّمان‬،‫المراغي‬ 32.01467 35.866271 Coaster 0 5
9:26 Roundabout
‫األردن‬
‫ الملكة رانيا‬.‫ش‬
10/15/2019 Dakhliyeh
،‫ ع ّمان‬،197 32.00498 35.873234 Coaster 0 5
9:31 Roundabout
‫األردن‬
25/9/2019/7:30 North
JU station JU STATION Coaster 8 1
AM Terminal
25/9/2019
JU station Sweileh JU STATION Coaster 9 0
9:40 AM
 ‫‪107‬‬

‫ش‪ .‬الملكة رانيا‬

‫‪10/15/2019‬‬
‫‪ ،197‬ع ّمان‪،‬‬ ‫‪Baqa’a‬‬ ‫‪32.00504‬‬ ‫‪35.8735‬‬ ‫‪Coaster‬‬ ‫‪0‬‬ ‫‪2‬‬
‫‪9:17‬‬
‫األردن‬
‫ش‪ .‬الملكة رانيا‪،‬‬ ‫‪10/15/2019‬‬
‫‪Baqa’a‬‬ ‫‪32.00851‬‬ ‫‪35.871906‬‬ ‫‪Coaster‬‬ ‫‪0‬‬ ‫‪1‬‬
‫ع ّمان‪ ،‬األردن‬ ‫‪9:19‬‬
‫ش‪ .‬الملكة رانيا‬
‫‪10/15/2019‬‬
‫‪ ،290‬ع ّمان‪،‬‬ ‫‪Baqa’a‬‬ ‫‪32.01592‬‬ ‫‪35.867555‬‬ ‫‪Coaster‬‬ ‫‪0‬‬ ‫‪2‬‬
‫‪9:21‬‬
‫األردن‬
‫ش‪ .‬الملكة رانيا‬
‫‪10/15/2019‬‬
‫‪ ،309‬ع ّمان‪،‬‬ ‫‪Baqa’a‬‬ ‫‪32.01878‬‬ ‫‪35.864298‬‬ ‫‪Coaster‬‬ ‫‪0‬‬ ‫‪2‬‬
‫‪9:22‬‬
‫األردن‬
‫ش‪ .‬الملكة رانيا‬
‫‪10/15/2019‬‬
‫‪ ،337‬ع ّمان‪،‬‬ ‫‪Baqa’a‬‬ ‫‪32.02114‬‬ ‫‪35.861502‬‬ ‫‪Coaster‬‬ ‫‪1‬‬ ‫‪2‬‬
‫‪9:24‬‬
‫األردن‬
‫ش‪ .‬الملكة رانيا‬
‫‪10/15/2019‬‬ ‫‪Dakhliya‬‬
‫‪ ،275‬ع ّمان‪،‬‬ ‫‪32.01483‬‬ ‫‪35.868271‬‬ ‫‪Coaster‬‬ ‫‪0‬‬ ‫‪17‬‬
‫‪10:15‬‬ ‫‪Roundabout‬‬
‫األردن‬
‫ش‪ .‬الملكة رانيا‬
‫‪10/15/2019‬‬ ‫‪Dakhliya‬‬
‫‪ ،220‬ع ّمان‪،‬‬ ‫‪32.00887‬‬ ‫‪35.871432‬‬ ‫‪Coaster‬‬ ‫‪0‬‬ ‫‪3‬‬
‫‪10:18‬‬ ‫‪Roundabout‬‬
‫األردن‬
‫ش‪ .‬الملكة‬
‫‪10/15/2019‬‬ ‫‪Dakhliya‬‬
‫رانيا‪ ،،‬ع ّمان‪،‬‬ ‫‪32.00472‬‬ ‫‪35.873423‬‬ ‫‪Coaster‬‬ ‫‪0‬‬ ‫‪2‬‬
‫‪10:19‬‬ ‫‪Roundabout‬‬
‫األردن‬
‫‪7:30:00‬‬
‫‪JU station‬‬ ‫‪Zarqa‬‬ ‫‪JU STATION‬‬ ‫‪large‬‬ ‫‪12‬‬ ‫‪0‬‬
‫‪AM/25/9/2019‬‬
‫ش‪ .‬الملكة رانيا‪،‬‬ ‫‪10/14/2019‬‬ ‫‪Univercity‬‬
‫‪32.00358‬‬ ‫‪35.874508‬‬ ‫‪large‬‬ ‫‪0‬‬ ‫‪13‬‬
‫ع ّمان‪ ،‬األردن‬ ‫‪10:11‬‬ ‫‪of Jordan‬‬
‫ش‪ .‬الملكة رانيا‬
‫‪10/14/2019‬‬
‫‪ ،281‬ع ّمان‪،‬‬ ‫‪Zarqa‬‬ ‫‪32.01501‬‬ ‫‪35.867355‬‬ ‫‪large‬‬ ‫‪8‬‬ ‫‪0‬‬
‫‪8:21‬‬
‫األردن‬
‫ش‪ .‬أحمد‬
‫‪10/14/2019‬‬ ‫‪University‬‬
‫الطراونة ‪،25‬‬ ‫‪32.01996‬‬ ‫‪35.868929‬‬ ‫‪large‬‬ ‫‪0‬‬ ‫‪31‬‬
‫‪9:03‬‬ ‫‪of jordan‬‬
‫ع ّمان‪ ،‬األردن‬
‫ش‪ .‬الملكة رانيا‬
‫‪10/14/2019‬‬ ‫‪University‬‬
‫‪ ،281‬ع ّمان‪،‬‬ ‫‪32.01496‬‬ ‫‪35.868355‬‬ ‫‪large‬‬ ‫‪0‬‬ ‫‪21‬‬
‫‪9:09‬‬ ‫‪of jordan‬‬
‫األردن‬
 108

Appendix D: Public Transportation Occupancy Survey.

Time/To Coaster/Midi Medium Large White

Occ.rate
Swelih bus Bus Bus Taxi
0% - 25% 4 0 2 0
25% - 50% 3 0 0 0
50% - 75% 5 0 1 0
7:00 7:15
75% -
100% 10 2 2 0
Uncertain 0 0 0 0
0% - 25% 1 1 2 0
25% - 50% 1 1 0 0
50% - 75% 2 0 0 0
7:15 7:30
75% -
100% 5 0 0 0
Uncertain 0 0 0 0
0% - 25% 3 0 11 0
25% - 50% 3 0 2 0
50% - 75% 3 0 0 0
7:30 7:45
75% -
100% 8 0 0 0
Uncertain 0 0 0 0
0% - 25% 3 0 12 0
25% - 50% 0 0 0 0
50% - 75% 4 0 0 0
7:45 8:00
75% -
100% 10 2 1 0
Uncertain 0 0 0 0
 109

Occ. Coaster/Midib Medium Large White

Time/To Sahafa
rate us Bus Bus Taxi

0% - 25% 0 0 0 0
25% - 50% 1 1 1 0
7:1 50% - 75% 2 1 1 0
7:00
5 75% -
100% 6 1 1 0
Uncertain 0 4 0 0

0% - 25% 3 2 0 0
25% - 50% 3 3 0 0
7:3 50% - 75% 7 1 1 0
7:15
0 75% -
100% 3 1 2 0
Uncertain 0 6 0 0

0% - 25% 2 3 0 0
25% - 50% 4 1 0 0
7:4 50% - 75% 5 0 0 0
7:30
5 75% -
100% 16 0 2 0
Uncertain 1 6 1 0

0% - 25% 1 2 1 0
25% - 50% 2 0 0 0
8:0
7:45 50% - 75% 3 0 0 0
0
75% -
100% 16 1 2 0
 110

Appendix E: Base Scenario Simulations Results

*Am Base Scenario

TIM VEHICLETRAVELTIMEM TRAVTM TRAVT TRAVT DISTTRA DISTTRA DISTTRA

E EASUREMENT (ALL) M (10) M (30) V(ALL) V (10) V (30)
0- 1 BRT NB 492.08 492.08 3655.82 3655.82
360
0
0- 2 BRT SB 456.16 456.16 3653.82 3653.82
360
0
0- 3 ABO NSAIR NB 457.65 470.15 340.6 5323.34 5463.22 4013.5
360
0
0- 4 Abonsair SB 350.73 348.85 362.03 4169.9 4169.9 4169.9
360
0
0- 5 Yajooz NB 457.48 456.92 496.07 5546.04 5548.24 5457
360
0
0- 6 Yajooz SB 500.51 500.18 567.26 5308.93 5308.41 5673.28
360
0

DELAYAV DELAYA DELAYA DISTTO DISTTO DISTTO TRAVTMT TRAVTMT TRAVTMT

G(ALL) VG(10) VG(30) T(ALL) T(10) T(30) OT(ALL) OT(10) OT(30)
116.64 116.61 144.72 24031.0 23344. 230.95 2393694 2325292 23473.7
1 7
111
 112

Appendix F: Proposed Scenario Simulations Results

*Am Proposed Scenario

TRAVTM(AL TRAVTM TRAVTM DISTTRAV(AL DISTTRAV DISTTRAV
L) (10) (30) L) (10) (30)
1 BRT 414.4 414.4 3655.82 3655.82
NB
2 BRT 408.08 408.08 3653.82 3653.82
SB
3 ABO 472.14 483.56 371.73 5276.94 5418.35 4013.5
NSAIR
NB
4 559.82 575.39 526.91 4169.9 4169.9 4169.9
Abonsai
r SB
5 498.28 499.14 435.69 5536.15 5539.11 5457
Yajooz
NB
6 631.47 632.78 546.95 5202.04 5202.02 5673.28
Yajooz
SB

DELAYA DELAYA DELAYA DISTTO DISTTO DISTTO TRAVTMT TRAVTMT TRAVTMT

VG(ALL) VG (10) VG (30) T(ALL) T (10) T (30) OT(ALL) OT (10) OT (30)
208.31 208.41 182 22525. 21840. 223.28 3040661.5 2953521 25075.1
67 22
113