ST Master Plan Phase 2 Report Volume 1

Department of Transport
PO Box 20
Abu Dhabi
United Arab Emirates
Phase 2 Report
Evaluation of Policy and Planning Options
Options
Volume 1 of 2
March 2009
Mott MacDonald
PO Box 47094
Abu Dhabi
United Arab Emirates
T 971 2 626 2966
F 971 2 626 9192
Phase 2 Report
Evaluation of Policy and Planning Options
Volume 1 of 2
Issue and revision record
Rev Date Originator Checker Approver Description
A 15/03/09 CS CPKS ABC First Draft
B 26/03/09 CS CPKS ABC First Issue
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List of Contents Page
Executive Summary S-1
Chapters and Appendices
1 Introduction 1
1.1 The Abu Dhabi Transport Master Plan 1
1.2 This Report 3
1.3 The Evaluation Process 4
1.4 Purpose of this Report 5
1.5 Structure of the Report 5
2 Surveys for Enhanced Model 7
3 Development of the Enhanced Model 11
4 Alternative Planning and Policy Scenarios 15

4.1 Introduction 15
4.2 A Vision for Abu Dhabi 16
4.3 World Class Cities 16
4.4 Travel and Transport in World Class Cities 17
4.5 Transport Objectives 22
4.6 Scenario Development Introduction 27
4.7 Scenario Development Workshop 27
4.8 Post Workshop Scenario Development 28
4.8.1 General 28
4.8.2 Components 30
4.9 Scenario Components Table 30
4.10 Reference Case 37
4.11 Scenario 1: Highways Based Scenario 38
4.12 Scenario 2: Public Transport Based Scenario 40
4.13 Scenario 3: Demand Management Scenario 42
4.14 Scenario 4: Low Carbon Based Scenario 45
4.15 Evaluation Framework 48
4.15.1 The Importance of an Evaluation Framework 48
4.15.2 Purpose of the Strategic Evaluation Framework 48
4.15.3 Development of the Strategic Evaluation Framework (SEF) 49
4.15.4 Assessment of Importance and Significance 51
4.16 Transport Demand 52
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4.17 Economic Impacts 53
4.17.1 Financial Analysis 54
4.17.2 Economic Efficiency 55
4.17.3 Economic Activity 56
4.18 Environmental Impacts 58
4.18.1 Fuel and Energy Consumption 61
4.18.2 Noise 61
4.18.3 Pollutant Emissions 62
4.18.4 Landscape and Townscape 64
4.18.5 Biodiversity 66
4.18.6 Heritage 67
4.18.7 Water and Soil Quality 68
4.19 Social Impacts 70
4.19.1 Transport Safety 71
4.19.2 Accessibility 72
4.19.3 Transport Integration 73
4.19.4 Physical Fitness 74
4.19.5 Cultural Sensitivities 74
4.20 Supporting Criteria 75
4.20.1 Technical and Operational Feasibility and Risks 75
4.20.2 Acceptability to Stakeholders 76
4.20.3 Impact Distribution 76
4.21 Evaluation Summary 77
4.22 Incorporating Stakeholder Feedback 77
5 Revised Alternative Planning and Policy Scenarios 79

5.1 Introduction 79
5.2 The Process to Devise Alternative Scenarios 79
5.3 Stakeholder Consultation on Scenarios June 2008 79
5.3.1 Consultation Event 80
5.3.2 Feedback on the Reference Case 81
5.3.3 Feedback on Scenario 1: Highways Based Scenario 82
5.3.4 Feedback on Scenario 2: Public Transport Based Scenario 83
5.3.5 Feedback on Scenario 3: Demand Management Scenario 84
5.3.6 Feedback on Scenario 4: Low Carbon Scenario 85
5.3.7 Changes to Scenarios 86
5.4 Alterations to Evaluation Criteria 93
5.5 Key Economic Objectives 93
5.5.1 Minimise Congestion on Abu Dhabis Road Network 93
5.5.2 Reduce Reliance on Cars and Encourage Alternative Modes 93
5.5.3 Encourage Sustainable and Efficient Freight Distribution 93
5.6 Social Impacts 93
5.7 Key Social Objectives 94
5.7.1 Improve International Connectivity 94
5.7.2 Improve Regional Connectivity 94
5.7.3 Improve the Connectivity of Abu Dhabi within the Metropolitan Area 95
5.7.4 Enhance the Pedestrian Realm 95
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5.8 Developing the Preferred Scenario 95
5.8.1 Methodology 95
6 Evaluation of Planning and Policy Scenarios 101

6.1 Introduction 101
6.2 The Modelling Process 101
6.3 Overview of 2030 demand 104
6.4 Implications for Evaluation 109
6.5 Evaluation of the Environmental Impacts 110
6.6 STMP Environmental Goals and Objectives 110
6.7 Environmental Data and Resources 110
6.8 Evaluation Methodology 111
6.9 Results 114
6.9.1 Highway Scenario 116
6.9.2 Public Transport Scenario 117
6.9.3 Demand Management Scenario 118
6.9.4 Low Carbon scenario 119
6.10 Social and Cultural Evaluation 120
6.11 Improve the International Connectivity 120
6.12 Improve Regional Connectivity 122
6.13 Improve the Connectivity of Abu Dhabi within the Metropolitan Area 123
6.14 Physical Fitness 124
6.15 Improve Safety 126
6.16 Enhance the Pedestrian Realm 134
6.17 Integration 137
6.18 Cultural Issues (Cultural/Economic User Acceptability) 139
6.19 Acceptability to Other Stakeholders 145
6.20 Impact Distribution (Equity of Access) 146
6.21 Economic Evaluation Criteria 153
6.22 Minimise Congestion on Abu Dhabis Road Network 154
6.23 Reduce Reliance on Cars and Encourage Alternative Modes 155
6.24 Encourage Sustainable and Efficient Freight Distribution 156
6.25 Other Economic Evaluation Criteria 159
6.25.1 Financial Impacts 159
6.25.3 Economic Activity 160
6.26 Evaluation Summary 162
6.27 Weighting 163
6.28 Policy Evaluation 166
6.28.1 Policy Options 172
Page iii of xii

6.28.2 Policy Interventions Options 172
6.29 Evaluation Summary Tables 173
6.30 The Emerging Preferred Scenario 183
6.31 Components and Policies 183
6.32 Scenario Components Removed from Evaluation 188
6.33 Stakeholder Consultation Working Paper 8 190
6.34 Interactive Workshop 191
6.35 Summary of Issues Raised at Workshop 193
6.36 Summary 197
7 Consultation Responses on Scenario Evaluation 199

7.1 Purpose of Public Consultation 199
7.2 Experts Feedback 199
7.3 Weightings Exercise Workshop 18th November 2008 200
7.4 STMP Publicity Website and Advertisements 202
7.5 Public Responses 202
7.6 Newspaper Advertisements 204
7.7 Public Consultation Exercise Phase 2 204
7.8 Methodology Outline 206
7.9 Focus Groups Summary 206
7.9.1 The Importance of Public Transport 206
7.9.2 The Challenge in Abu Dhabi 207
7.9.3 Ready for Public Transport? 207
7.9.4 Benefits Recognised 207
7.9.5 Efficiency, Comfort, Security, Cleanliness 208
7.9.6 Cultural Trends 208
7.9.7 Try It and See 208
7.10 Connections and Access 209
7.11 Demand Management 209
7.12 2030 A Distant Future 210
7.13 Scenarios Initial Reactions 210
7.14 Recommendations - Design 211
7.15 Recommendations - Communications 212
8 Preferred Scenario 213

8.1 Introduction 213
8.2 Workshop Feedback Working Paper 8 214
8.3 Experts Feedback 217
8.4 Consultation Focus Groups 217
8.5 Land Use Projections 218
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8.6 Refinement of Modelling Network 218
8.7 Revised Environmental and Social Evaluation 219
8.8 Technical Sessions with Department of Transport 219
8.9 Assessment of Demand Management Proposals 220
8.10 Components Removed from Preferred Scenario 225
8.11 Preferred Scenario Components 227
8.12 Approach to Strategy and Policy Development 236
8.13 Problems, Issues & Challenges 237
8.14 Congestion Management Strategy 238
8.14.1 Providing High Quality Alternatives to the Car 238
8.14.2 Provide New Highways and Manage Traffic 240
8.14.3 Transit Oriented Development 241
8.14.4 Demand Management 242
8.15 Freight Management Strategy 244
8.15.1 Freight Transhipment 244
8.15.2 Freight Transport Modal Shift 245
8.15.3 Freight Traffic Management 246
8.16 Problems, Issues and Challenges 247
8.17 Accessibility Strategy 249
8.17.1 Improve International Connectivity 249
8.17.3 Improve Metropolitan Connectivity 250
8.17.4 Access for All 251
8.18 Safety & Security Strategy 252
8.18.1 Road Safety 252
8.18.2 Transport Security 254
8.19 Strategy to Improve the Pedestrian Realm 254
8.19.1 Pedestrianisation 254
8.19.2 Pedestrian Routes 254
8.20 Problems, Issues and Challenges 255
8.21 Low Carbon Strategy 256
8.21.1 Life Cycle Low Carbon Commitment 256
8.21.2 Fuels & Emissions 257
8.22 Environmental Protection Strategy - Natural Environment 258
8.22.1 Environmental Protection 258
8.23 Environmental Protection Strategy Built Environment 259
8.23.1 Protection of the Built Environment 259
8.23.2 Reduce Noise in Sensitive Urban Areas 259
8.23.3 Improve Air Quality in Urban Areas 260
8.24 Environmental Evaluation of Preferred Scenario 260
8.24.1 Introduction 260
8.24.2 Preferred Scenario Final Evaluation Result 260
8.25 Air Quality Assessment 262
8.25.1 Overview 262
Page v of xii
8.25.2 Methodology 263
8.25.3 Results 264
8.25.4 Conclusions of Air Quality Assessment 265
8.25.5 Alternative Links to Al Reem and the Eastern Mangroves Area 265
8.25.6 Alternatives Considered 266
8.25.7 Modelling Results 266
8.25.8 Significant Potential Environmental Impacts of RH23 and RH57 267
8.25.9 Bored Tunnel Technical Feasibility 267
8.25.10Recommendations on Alternative Links to Al Reem 268
8.26 Environmental Conclusions and Recommendations 268
8.26.1 Components in Preferred Scenario with potential severe negative
environmental impacts 269
8.26.2 Components in Preferred Scenario with Opportunities for Environmental
Enhancement 270
8.26.3 Meeting the STMP Environmental Goal Deliver World Leading
Performance in Sustainability 270
8.27 Social Evaluation of Preferred Scenario 271
8.27.1 Improve the International Connectivity 272
8.27.3 Improve the Connectivity of Abu Dhabi within the Metropolitan Area 273
8.27.4 Physical Fitness 273
8.27.5 Improve Safety 274
8.27.6 Enhance the Pedestrian Realm 275
8.27.7 Integration 276
8.27.8 Cultural Issues (Cultural/Economic User Acceptability) 277
8.27.9 Acceptability to Other Stakeholders 280
8.27.10Impact Distribution (Equity of Access) 282
8.28 Economic Evaluation of Preferred Scenario 284
8.29 Minimise Congestion on Abu Dhabis Road Network 284
8.30 Reduce Reliance on Cars and Encourage Alternative Modes 285
8.31 Encourage Sustainable and Efficient Freight Distribution 287
8.32 Other Economic Evaluation Criteria 287
8.33 Base Model Parameters 288
8.34 Capital and Operating & Maintenance (O&M) Costs 289
8.35 Results 289
8.36 Sensitivity Tests 290
8.37 Comparison of Results 293
8.38 Economic Activity 295
8.39 Preferred Scenario Phasing and Delivery 298
8.39.2 Infrastructure Components 298
8.39.3 Action Plan 299
8.39.4 The Next Steps 300
Appendix A Description of Components of Preferred Scenario A-1
Page vi of xii
Appendix B Detailed Final Environmental Evaluation Results B-1
Appendix C Environmental Mitigation Assessment of Components Identified with Significant

Adverse Environmental Impacts C-1
Page vii of xii

Page viii of xii
Figures
Figure 1.1: STMP Primary and Secondary Areas 2
Figure 1.2: STMP Reports and Working Papers 3
Figure 1.3: Overall Approach for Developing STMP 4
Figure 2.1: Journey Time Route 1 9
Figure 3.1: Example of Goodness of Fit for Model 12
Figure 3.2: Comparison of Modelled and Observed Flows 12
Figure 4.1: Derivation of Transport Objectives 23
Figure 4.2: Transport Objectives for Abu Dhabi 24
Figure 4.3: The Evaluation Framework in the STMP 51
Figure 4.4: Wider Economic Benefits 57
Figure 4.5: Environmental Constraints Abu Dhabi Emirate 59
Figure 5.1: Evaluation Process 97
Figure 6.1: Modelling Process 103
Figure 6.2: Population Growth in Study Area 104
Figure 6.3: Growth in Cars 2008-2030 105
Figure 6.4: Travel Demand Growth 2008-2030 106
Figure 6.5: Desire Lines for Trip Growth 106
Figure 6.6: Average Travel Time 2008-2030 107
Figure 6.7: Impact on Mode Share 108
Figure 6.8: Environmental Objective Hierarchy 111
Figure 6.9: Environmental Evaluation Methodology 112
Figure 6.10: AD STMP Seven-Point Score System for Environmental Evaluation 113
Figure 6.11: Highways Scenario Components Assessed Against Plan 2030 Environmental
Framework Plan 115
Figure 6.12: Public Transport Scenario Components Assessed Against Critical Marine and Coastal
Environmental Features 115
Figure 6.13: Improvements over Reference Case for International Connectivity 121
Figure 6.14: Improvements over Reference Case for Regional Connectivity 123
Figure 6.15: Improvements over Reference Case for Metropolitan Connectivity 124
Figure 6.16: Improvements over Reference Case for Physical Fitness 125
Figure 6.17: 2006 Rate for Road Deaths per 100,000 Population in Europe 127
Figure 6.18: Accident Rate per Billion Passenger Kilometres by Different Modes of Transport 133
Figure 6.19: Pedestrian Realm Assessment by Scenario 135
Figure 6.20: Scenario Mean Scores for Public Realm 136
Figure 6.21: User Acceptability by Scenario 142
Figure 6.22: Scenario Mean Scores for Cultural & Economic User Acceptability 143
Figure 6.23: Reported Likelihood of Using a Modern PT System 143
Figure 6.24: Household Car Ownership by Ethnicity 148
Figure 6.25: Ethnicity by Car Ownership Levels 148
Figure 6.26: Household Car Ownership by Income 149
Figure 6.27: Indicative Population Density in 2030 151
Figure 6.28: PT System in Relation to Potential Labour Camp Sites 152
Figure 6.29: Overall Improvement in Car and Public Transport Trip Times 155
Figure 6.30: Reduced Car Mode Share 156
Figure 6.31: Qualitative Policy Compatibility 166
Figure 6.32: Situation at the end of Working Paper 8 183
Figure 7.1: Website Statistics 204
Figure 7.2: Example STMP Newspaper Advertisement 205
Figure 8.1: Evaluation Process to Preferred Scenario 213
Figure 8.2: Process to Determine Demand Management Measures 222
Figure 8.3: Fatalities per 100,000 People in Selected Countries 248
Figure 8.4: Hierarchy of Public Transport Modes 251
Figure 8.5: Road Safety Strategy 252
Figure 8.6: Preserve the Critical Natural Environment of Abu Dhabi 261
Page ix of xii
Figure 8.7: Protect and Enhance Cultural Heritage, Landmarks, Symbols and Monuments 261
Figure 8.8: Other Environmental Evaluation Criteria (Noise and Local Air Quality) 262
Figure 8.9: RH57 and RH64 Alternative Alignments to RH23 266
Figure 8.10: Accident Rate per Billion Passenger Kilometres by Different Modes of Transport 274
Figure 8.11: Pedestrian Realm Assessment for Preferred Scenario 276
Figure 8.12: User Acceptability of Preferred scenario 278
Figure 8.13: Reported Likelihood of Using a Modern PT System 279
Figure 8.14: Mode Share for Each Scenario 286
Figure 8.15: Overall GDP / Capita Results Comparison (Discount Rate 3.1%/Year) 294
Figure 8.16: Non-oil GDP / Capita Results Comparison (Discount Rate 5.0%/Year) 294
Figure 8.17: Wider Economic Benefits 296
Page x of xii
Tables
Table 4.1: Transport Networks in World Class Cities ........................................................................ 17
Table 4.2: Transport Objectives, Linkages to Sustainability Objectives, Plan Abu Dhabi 2030, Key
Issues and Indicators....................................................................................................... 25
Table 4.3: Qualitative Workshop Ratings for Scenarios.................................................................... 28
Table 4.4: Scenario Components Table .............................................................................................. 31
Table 4.5: Economic Efficiency............................................................................................................ 56
Table 4.6: Inputs for Assessment of Emission Impacts ..................................................................... 63
Table 4.7: Evaluation Summary Table................................................................................................ 77
Table 5.1: Scenario Components Table .............................................................................................. 89
Table 5.2: Summary of Scenario Scores by Objective........................................................................ 98
Table 5.3: Selected Indicators for Component Evaluation................................................................ 99
Table 6.1: Public Transport Mode Users...........................................................................................108
Table 6.2: Indicators for Improvement of International Connectivity............................................121
Table 6.3: Indicators for Improvement of Regional Connectivity...................................................122
Table 6.4: Indicators for Improvement of Local Connectivity.........................................................124
Table 6.5: Indicators for Improvement of Physical Fitness .............................................................125
Table 6.6: Accident Figures ...............................................................................................................126
Table 6.7: Number of Fatal Casualties for the Emirate of Abu Dhabi ............................................127
Table 6.8: Accident Rate per Billion Vehicle Kilometres Travelled by Mode .................................133
Table 6.9: Point Scale for Pedestrian Realm Assessment ...............................................................135
Table 6.10: Point Scale for Assessment of Cultural Issues..............................................................140
Table 6.11: Societal Groups...............................................................................................................141
Table 6.12: Evaluation of the Impacts on Minimising Congestion in Abu Dhabi .........................154
Table 6.13: Evaluation of the Impacts on Mode Shares ..................................................................156
Table 6.14: Summary of Freight Components .................................................................................158
Table 6.15: Abu Dhabi Population (2007) .......................................................................................161
Table 6.16: Abu Dhabi Population (2030) .......................................................................................161
Table 6.17: Predicted Tourist Numbers to 2030..............................................................................161
Table 6.18: Top and Second Tier Objectives ....................................................................................164
Table 6.19: Second Tier Comparisons ..............................................................................................165
Table 6.20: Overall Weightings .........................................................................................................165
Table 6.21: Policy Groups and Elements..........................................................................................167
Table 6.22: Policies Compatibility Highway Scenario ..................................................................168
Table 6.23: Policies Compatibility Public Transport Scenario.....................................................169
Table 6.24: Policies Compatibility Demand Management Scenario ...........................................170
Table 6.25: Policies Compatibility Low Carbon Scenario.............................................................171
Table 6.26: Policy Interventions .......................................................................................................173
Table 6.27: EST Summary .................................................................................................................174
Table 6.28: Evaluation Summary Table for Highway Scenario ......................................................175
Table 6.29: Evaluation Summary Table for Public Transport Scenario .........................................177
Table 6.30: Evaluation Summary Table for Demand Management Scenario................................179
Table 6.31: Evaluation Summary Table for Low Carbon Scenario.................................................181
Table 6.32: Emerging Preferred Scenario Components...................................................................183
Table 6.33: Components Removed from Evaluation Process .........................................................189
Table 7.1: Overall Ranking and Weightings by Stakeholders November 2008 .............................200
Table 7.2: Weighting Results.............................................................................................................201
Table 7.3: Website Statistics..............................................................................................................203
Table 8.1: Emerging Preferred Demand Management Measures ...................................................221
Table 8.2: Demand Management Measures for Intermediate Years ..............................................223
Table 8.3: Demand Management Measures 2030 Preferred Scenario ........................................224
Table 8.4: Components Removed from Evaluation Process for Preferred Scenario......................226
Table 8.5: Components in Preferred Scenario..................................................................................228
Table 8.6: Comments on Components Included in Preferred Scenario .........................................235
Table 8.7: Goals, Objectives and Associated Strategies ..................................................................236
Table 8.8: Strategies to Achieve Goal 1 ............................................................................................238
Table 8.9: Strategy Overview.............................................................................................................249
Page xi of xii
Table 8.10: Environmental Strategy .................................................................................................256
Table 8.11: Pollutants Mass Emissions ............................................................................................264
Table 8.12: Indicators for Improvement of International Connectivity .........................................272
Table 8.13: Indicators for Improvement of Regional Connectivity.................................................273
Table 8.14: Indicators for Improvement of Local Connectivity.......................................................273
Table 8.15: Indicators for Improvement of Physical Fitness ...........................................................274
Table 8.16: Accident Rate per Billion Vehicle Kilometres Travelled by Mode ...............................275
Table 8.17: Evaluation of the Impact on Minimising Congestion in Abu Dhabi ...........................285
Table 8.18: Evaluation of the Impacts on Mode Shares ..................................................................285
Table 8.19: Appraisal Economic Scenarios ......................................................................................288
Table 8.20: Results of Economic Appraisal (Discount Rate 3.1%/Year) ........................................289
Table 8.21: Results of Economic Appraisal (Discount Rate 5.0%/Year) ........................................289
Table 8.22: No Value of Time Growth (Discount Rate 3.1%/Year) .................................................290
Table 8.23: No Value of Time Growth (Discount Rate 5.0%/Year) .................................................291
Table 8.24: 35 Year Appraisal (Discount Rate 3.1%/Year)..............................................................291
Table 8.25: 35 Year Appraisal (Discount Rate 5.0%/Year)..............................................................291
Table 8.26: O&M Cost 30% Higher (Discount Rate 3.1%/Year)......................................................293
Table 8.27: O&M Cost 30% Higher (Discount Rate 5.0%/Year)......................................................293
Table 8.28: Action Plan .....................................................................................................................301
Page xii of xii

Executive Summary
The Abu Dhabi Surface Transport Master Plan was commissioned in February 2008. The
objective of the STMP is to provide the transport network necessary to turn the 2030 Vision for
Abu Dhabi, as set out in Plan Abu Dhabi 2030, into reality. The output of the STMP will be an
integrated multi-modal transport plan and policies to provide a world leading transport system
phased in accordance with the development of the Emirate. The STMP has been developed in
three phases, of which this report summarises the output of Phase 2 as follows:
Phase 1: Assessment - This involved a comprehensive review of existing conditions, policies and
plans to identify the key issues and options to be addressed and the additional information
required to evaluate future policy/planning scenarios.
Phase 2: Evaluation - This provides a comprehensive analysis of all the likely impacts of
alternative scenarios for the management and development of the transport system. This has
involved the formulation of a range of alternative policy and planning scenarios. These scenarios
were assessed against the objectives of the STMP using a wide range of criteria to quantify
impacts on the economy, the environment, road safety and other issues. Following a process of
further refinement, development and evaluation, the outcome is definition of the Preferred
Scenario.
cenario.
Phase 3: Implementation Plan - This final stage, which has been carried out largely in parallel
with Phase 2, will result in implementation schedules and action plans for each key stakeholder
involved in the plan, together with recommendations for ensuring that they have the capability
and resources to carry out their assigned tasks effectively, and a financing plan that will identify
the flows of funds.
This Phase 2 Report describes the process carried out and the results produced. The content of
the report is based on a series of Working Papers, as follows:
Working Paper 5a Results of Surveys for Enhanced Model
Working Paper 6 Alternative Planning/Policy Scenarios
Working Paper 6a Revised Alternative Planning/ Policy Scenarios
Working Paper 7 Development and Validation of Enhanced Model
Working Paper 8 Evaluation of Policy/Planning Scenarios
Working Paper 8a Consultation Responses on Scenario Evaluation
Working Paper 9 Details of the Preferred Scenario
This phase involved the major effort in completing the STMP. The initial steps involved the
definition of a range of alternative scenarios to address the key issues, building on the
identification of a long list of potential infrastructure schemes and a large range of potential
policy measures developed from international experience. These alternative scenarios were then
subject to consultation with stakeholders and revised accordingly. In parallel an iterative process
of testing and evaluation was carried out which resulted in further development and refinement
of each of the alternative scenarios. In addition a framework for evaluating the likely impacts of
the scenarios was established and agreed. The outcome of this process of testing, refinement and
evaluation culminated in the choice of elements to be included within the emerging preferred
scenario. A further round of consultation, including with members of the public, lead to a major
workshop held on 18th November 2008 to review these proposals.
Page S-1
Subsequently by taking on board the range of comments received, the Preferred Scenario has
been completely defined as a result of further development, testing and refinement. This
Preferred Scenario forms the basis of the recommended Master Plan. At this stage, detailed
consideration was also given to the intermediate years of 2015, 2020 and 2025 with the aim of
developing the phasing for implementation of all elements of the 2030 plan. This phased
implementation plan then forms the basis for completion of Phase 3 of the STMP. The Phase 3
Report will then set out the institutional structure required to deliver this Master Plan, and will
also set out a series of Action Plans for each activity that needs to be carried out over the period
to 2030.
It should be emphasized that the delivery of the full Preferred Scenario by 2030 is a project of
unrivalled ambition and scale. There are few if any cities anywhere in the world who have even
attempted a project of this magnitude in a similar timescale and most world cities have spend
decades, or even centuries, developing a comprehensive multi-modal transport system of this
scale. Given the political will, the Preferred Scenario can be delivered by 2030, but the task is
immense and appropriate structures will need to be put in place very quickly if this ambitious
plan is to be delivered on time and within budget.
It should also be recognised that any plan must be capable of review as circumstances change. It
is inevitable that some of the assumptions made for the analyses presented in this report will
require to be changed. It is vital therefore that the Master Plan is kept up-to-date by ongoing
review and regular revision as required. The Master Plan must become a living document
subject to change and cannot be limited to what happens to have been presented in a published
document some few years in the past. This is especially true in the UAE where the pace of
development is unprecedented and where the economic situation has changed dramatically in
just the last 12 months. It is important therefore to conclude by emphasizing that the details of
the Preferred Scenario presented here are subject to change, and the scale of change may be
substantial as the years pass by. It is strongly recommended that the DoT initiate a process of
ongoing review but also introduce a process for regular updates, perhaps every 3 years, to keep
the plan responsive to changes as they emerge. Nevertheless the overall structure of the
Preferred Scenario, and the forces driving its recommendations, are considered to be robust and
consistent with international experience and this should give confidence that prompt action to
implement the Master Plan can, and should, start now.
Page S-2
1 Introduction
1.1 The Abu Dhabi Transport Master Plan
In September 2007 the Abu Dhabi Government published Plan Abu Dhabi 2030: Urban
Structure Framework Plan, a plan for the development of the City of Abu Dhabi that will guide
planning decisions for the next quarter of a century.
The plan for Abu Dhabi has been created to deliver upon the vision of His Highness Sheikh
Khalifa bin Zayed Al Nahyan, President of the UAE and Ruler of Abu Dhabi, for the continued
fulfilment of the grand design envisaged by the late Sheikh Zayed bin Sultan Al Nahyan and the
ongoing evolution of Abu Dhabi as a global capital city.
The Surface Transport Master Plan (STMP) was commissioned in February 2008 to develop the
conceptual transportation strategy outlined in Plan 2030 into a detailed Master Plan and
implementation programme for the city of Abu Dhabi and the rest of the Emirate.
The STMP will comprise of a comprehensive set of polices and plans for passenger and freight
transport, to reflect leading international practise, which will deliver a world class sustainable
transport system supporting Abu Dhabis environmental, economic and cultural goals.
In addition to developing the comprehensive transport plan to 2030, a key element of the STMP
is to deliver an achievable delivery programme, involving both the public and private sectors,
together with the appropriate institutional structures to ensure that the recommended policies
and plans are implemented in time to serve the phased construction of the city.
The STMP will be completed in three phases, each of which is summarised by a major report,
supported by the development of 13 working papers published and consulted on at interim dates:
Phase 1: Assessment (3 months)
As detailed in the Phase 1 Report Issues, Options and Work Plan, this involved a comprehensive
review of existing conditions, policies and plans to identify the key issues and options to be
addressed and the additional information required to evaluate future policy/planning scenarios.
Phase 2: Evaluation (6 months)
This Phase, as detailed in this Phase 2 Report, provides a comprehensive analysis of all the likely
impacts of alternative scenarios for the management and development of the transport system.
This has involved the formulation of a range of alternative policy and planning scenarios. These
scenarios were assessed against the objectives of the STMP using a wide range of criteria to
quantify impacts on the economy, the environment, road safety and other issues. A Preferred
scenario has been developed allowing for more detailed review and evaluation.
Phase 3: Implementation Plan (3 months)
Page 1
This final stage will result in implementation schedules and action plans for each key stakeholder
involved in the plan, together with recommendations for ensuring that they have the capability
and resources to carry out their assigned tasks effectively, and a financing plan that will identify
the flows of funds.
The STMP covers the whole of Abu Dhabi Emirate with the detailed focus on the primary area of
metropolitan Abu Dhabi and a less detailed focus on the secondary area of the rest of the
Emirate (Figure 1.1). In practise this means that the master plan will be focusing on quite local
issues in the primary area and more strategic issues in the secondary area focused around the key
transport corridors defined by the strategic Emirate Roads network.
The STMP has maintained a close co-ordination with key stakeholders including the Western
Region and Al Ain Municipalities, both of which are preparing their own structure plans to
complement Plan Abu Dhabi 2030, to ensure that the thinking emerging from these plans is
incorporated in the strategic picture developed for the secondary area.
Figure 1.1: STMP Primary and Secondary Areas
Page 2
1.2 This Report
This report summarises Phase 2 of the STMP. It is the 15th formal deliverable of the project (see
Figure 1.2).
Figure 1.2: STMP Reports and Working Papers
Page 3
1.3 The Evaluation Process
The evaluation process for the STMP is detailed within this Phase 2 Report. Figure 1.3 provides a
schematic depiction of the inputs, tasks and deliverables for this Phase as presented at the end of
Phase 1 of the STMP. It should be noted that Working Paper 9 and 10 were later combined.
Figure 1.3: Overall Approach for Developing STMP
Note: There are separate and parallel tasks for the transport model development and associated surveys.
Page 4
1.4 Purpose of this Report
This report summarises the contents of the following Working Papers:
Working Paper 5a Results of Surveys for Enhanced Model

Working Paper 5b Advanced Model Survey Specification
Working Paper 6 Alternative Planning/Policy Scenarios
Working Paper 6a Revised Alternative Planning/ Policy Scenarios
Working Paper 7 Development and Validation of Enhanced Model
Working Paper 8 Evaluation of Policy/Planning Scenarios
Working Paper 8a Consultation Responses on Scenario Evaluation
Working Paper 9 Details of the Preferred Scenario
1.5 Structure of the Report
The Phase 2 report is structured as follows:
Chapter 1: Introduction
Chapter 2: Surveys for Enhanced Model
Chapter 3: Alternative Planning and Policy Scenarios
Chapter 4: Revised Alternative Planning and Policy Scenarios
Chapter 5: Development of the Enhanced Model
Chapter 6: Evaluation of Planning and Policy Scenarios
Chapter 7: Consultation Responses on Scenario Evaluation
Chapter 8: Preferred Scenario
Page 5
Page 6
2 Surveys for Enhanced Model
Completion of new traffic surveys, as set out in Working Paper 5A, captured up to date count
information which in turn would ensure that the modelling and evaluation assumptions were
being informed with data which reflected conditions in Abu Dhabi in 2008. The surveys for the
Enhanced Model were conducted during May 2008 and included the following data collection:
Manual Classified Turning Counts at 16 locations;
Vehicle Occupancy Surveys at 16 locations;
Junction layouts and signal timings at 16 locations;
Automatic Traffic Counts (ATC) at 4 locations; and,
Floating Car Journey Time surveys on 3 routes
The traffic count data was collected in 15 minute intervals. All movements (including U-turns) on
all arms were counted. Junction and Link locations are presented in Figure 2.1 and Figure 2.2.
Vehicle occupancy surveys were also completed for all vehicle types at each of the 16 Manual
Classified Traffic Count sites during the same period when traffic count surveys were carried out.
Car Journey Time Surveys were carried out from 20th to 22nd May 2008, following the proposed
alignments on the maps shown in Figure 2.1, Figure 2.2 and Figure 2.3 and using the floating car
/ moving observer method.
Page 7
Figure 2.1: Location of Traffic Count Sites Abu Dhabi Metropolitan Area
Figure 2.2: Location of Traffic Count Sites Abu Dhabi Emirate
Page 8
Figure 2.1: Journey Time Route 1
Page 9
Page 10
3 Development of the Enhanced Model
The STMP included the development of a new model system to represent and compare different
interventions in the transport system, from major investment in infrastructure (road, rail, metro,
tram, terminals and ferry) to demand management measures like parking restraint and cordon
charging. This is now referred to as the STMP Enhances Model. Full details of the development
and validation are presented in Working Paper 7.
Within the timeframe available for the evaluation phase of the STMP, the new model was
constructed based on the original Abu Dhabi Municipality (ADM) model that in turn was
calibrated and validated using data that was some eight years old. Abu Dhabi has changed
significantly in the interim period, but the ADM and the Enhanced model are based on the trip
making characteristics of representative individuals and households.
The development of an up to date land use and socio-economic data to synthesise 2008
population went a long way in updating the model to present conditions; as the same process
applied to future years is required to represent future travel demand levels and patterns.
Although the model is based on the trip generation relationships inherited from ADM with an
updated land use database, most other aspects of the model, from distribution to mode choice
and assignment have been significantly enhanced.
The most significant change is for mode choice where the level of service of each mode of
transport has now been incorporated in the multi-nomial choice formulation. This was required
for realism and, most importantly, to enable the evaluation of the introduction in the STMP of
rail, metro, tram and bus alternatives.
The STMP Enhanced Model has been validated against an extensive set of traffic counts and
travel time surveys covering Abu Dhabi island and the rest of the emirate. The comparison of
observed and modelled travel times and flows on links and screenlines has been found to be
acceptable giving confidence in the application of the model under different scenarios.
The goodness of fit of the model travel times to observations is illustrated in Figure 3.1.
Page 11
Figure 3.1
3.1: Example of Goodness
Goodness of Fit for Model
Route-3-Southbound - AM peak period

100
90
80
70
Journey Time (min)
60
50
40
30
20
10
0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33
Observed Modelled
A comparison of modelled and observed traffic flows for the morning peak hour in 2008 is also
offered in Figure 3.2. This illustrates the high value of R2 demonstrating good fit. The slope of the
fitted curve is also very close to one indicating absence of bias.
Figure 3.2: Comparison of Modelled and Observed Flows
7,000
y = 0.9853x - 0.7707
R2 = 0.9344
6,000
5,000
Modelled volume
4,000
3,000
2,000
1,000
-
- 1,000 2,000 3,000 4,000 5,000 6,000 7,000
Observed volume
Page 12
The model has been further tested in forecasting mode to provide additional support to its use in
forecasting mode. The ADEM is a robust tool to support the development of the STMP. It can also
be used to monitor its development until it can be replaced, in some 18 months time, by the New
Advanced model estimated with an entirely new and up to date set of surveys.
The ADEM model can also potentially be utilised to support traffic impact studies (TIS) on new
developments. The model does not provide all the necessary tools for a TIS as it does not offer a
sufficiently detailed account of delays and congestion at junctions. A meso or micro-simulation
model must be used to refine these estimates in the neighbourhood of any potential new
development. However, the ADEM is a useful tool to provide an estimate of the wider area
impacts and also as an a priori estimate of the underlying local trip matrices.
Page 13
Page 14
4 Alternative Planning and Policy Scenarios
4.1 Introduction
Working Paper 6 presented the alternative planning and policy scenarios that have been
developed from the outcome of Phase 1 as the basis for Phase 2 of the STMP. It formed the basis
for a significant consultation workshop held on 19th June 2008, as detailed in Section 5.3.
Working Paper 1, published in March 2008, set out the review of existing policy and planning
conditions in Abu Dhabi. Key transport issues resulting from the development plans set out in
Plan Abu Dhabi 2030 were also identified along with potential options available to assist with
future transport demands.
A planning and policy workshop was held on 13th March 2008 to discuss these key issues and
options. As part of this workshop, a set of development plans were presented dividing the
Emirate into ten zones setting out proposed developments, expected travel characteristics and
requirements, and the main transport issues likely to be faced in the Emirate by 2030. Attendees
were encouraged to contribute to the process through a review of existing conditions and
transport issues, and an inter-active session to develop transport solutions for each of the ten
zones. The findings from this workshop were recorded in the Phase 1 Report for the STMP.
The next stage in the process was to identify a range of alternative scenarios from which, through
a process of rigorous assessment, a preferred scenario for Abu Dhabi can be defined.
The initial objective of this process was to develop a set of goals, objectives, guiding principles,
and criteria to be used as the framework for evaluating and defining alternative policy and
planning scenarios. Following on from this, the second objective was to develop a wide range of
alternative policy and planning scenarios to address the transportation requirements to achieve
Plan Abu Dhabi 2030.
Four alternative scenarios were developed to represent alternative combinations of transport

policy and schemes to achieve the desired Plan Abu Dhabi 2030 outcomes. These scenarios,
alongside a reference case (representing the future situation without STMP), are:
Scenario 1: a highways based scenario designed to facilitate road based transport;
Scenario 2: a public transport and car alternatives scenario designed to encourage use of
non-car modes. Includes segregation of public transport, walking and cycling and
ferries;
Scenario 3: a demand management scenario designed to influence the mode of travel

through mechanisms such as pricing; and,
Scenario 4: a low carbon scenario designed to reduce carbon emissions globally.
Page 15
4.2 A Vision for Abu Dhabi
His Highness the Crown Prince and the Executive Council have set a clear and visionary mandate
for the future of Abu Dhabi City and have established the goal of making Abu Dhabi a global
capital city. It is implicit (rather than stated) that a global capital should be a world class city,
and it is the stated objective of the STMP to provide a world class transport system for Abu
Dhabi.
Plan Abu Dhabi 2030 envisages a city that retains the forms and patterns unique to Arab society
but will be open, progressive and contemporary. There is room both for fareej and expansive
plazas in a city that will be recognised internationally as an example of cutting edge sustainable
growth.
The major approaches to the city will indicate the power and status of Abu Dhabi as a major
world capital. A new airport terminal will emphasise the citys values for international visitors
whilst the journey from the Airport to Abu Dhabi Island will pass iconic landmarks such as the
Grand Mosque and Saadiyat Islands Cultural District.
Within the city, distinct precincts will be defined by their function, giving each a unique character
and identity, including a new central business district on Suwa Island, the administrative/cultural
quarter of Capital City and the city sanctuary of Lulu Island. Certain precincts, such as the Central
Market and CBD, will have taller buildings to emphasise their significance.
The critical mass of the resident population both downtown and in Capital City will create local
vibrancy whilst accommodating housing for extended families. The city will increasingly become
a pleasant place in which to live and work; in part through creation of a hierarchy of formal and
informal open spaces.
The city will be defined as much by its environmental as by its cultural identify. Its location at the
boundary of sea and desert is historically significant and will scale and shape the character of the
city. Modern development will preserve and blend with the citys unique natural surroundings by
providing physical links between the city and the landscape and by restricting building heights to
20-25 storeys in most areas.
4.3 World Class Cities
Reference to a world class city requires consideration of those qualities which make a world
class city It is a status to which many cities aspire but few achieve. There is no accepted
definition of a world class city or a world class transport network. However, it does seem that
genuine world class cities offer a certain synergy of qualities that define them as world class, and
it is precisely these qualities which Abu Dhabi should seek.
A number of cities stand out as world class global cities London, Paris, Singapore, Tokyo, Hong
Kong and New York - that have a combination of economic, environmental and cultural
characteristics and transport systems that Abu Dhabi might want to emulate.
Page 16
4.4 Travel
Travel and Transport in World Class
Class Cities
Cities
One characteristic of world class cities is an ability to get around them easily by public transport.
In some cases, elements of the public transport system have become iconic in their own right,
such as the red double-deck buses in London and the labyrinth of the Paris Metro. Be that as it
may, Table 4.1 attempts to present a simple picture of travel arrangements in the six world-class
cities.
Although data is sometimes difficult to interpret, it is clear that all world class cities are
unusually dependent on public transport. All six cities have metro systems (including four of the
most extensive networks in the world). All cities, except the city state of Singapore, have
extensive suburban railway networks, and all six cities have tram or light metro networks to a
greater or lesser extent. Two of the cities (Singapore and London) require motorists to pay a fee
to enter their central areas. All of the cities have implemented pedestrian zones and traffic
calming to varying degrees.
Although curbs on motor traffic and the promotion of public transport might be expected in
Europe, it is noteworthy that an Asian city (Singapore) has become a world leader in this way of
thinking. Tokyo, of course, is so big and densely-developed that strong dependence on public
transport is almost inevitable: even so, a daily ridership of 41 million public transport trips per
day in the Greater Tokyo area is quite extraordinary. It is also interesting to note that (by
American standards), New York has a strong public transport ridership habit.
Table 4.1: Transport Networks in World Class Cities
City Regional/ Metro Trams and Buses Modal split to Comments

Inter-
Inter-city LRT CBD (approx)
trains
Tokyo Comprehensive 15 lines One long Subordinat Not known, but Apart from its size, Tokyo is
regional/nation provided by two orbital tram e to rail must be very noteworthy for having one of the
al network, operators in route in the system, but high. Average densest and most multi-modal
including high- Tokyo, plus two north of the about 8,500 public transport public transport systems on the
speed in Yokohama. city and single-deck boardings are 1.8 planet. The conurbation of
Shinkansen another buses are per person per Greater Tokyo is so large that
bullet trains. There is a tramway in operated. day (41 million public transport is essential for
There are about monorail to the western Tokyo boardings daily). many journeys, despite a
25 private- Haneda suburbs. pioneered Eighty per cent of comprehensive and innovative
sector railways, Airport, two extensive all travel is by expressway network (some of
some of which urban monorail Three use of bus rail. which is in tunnel).
inter-work with routes in Chiba automated lanes in the
the metros. and another light metros 1970s.
private sector complement
monorail. the rail
system.
Hong High speed rail The Mass Rapid Six electric Five Not known but Constricted by space and
Kong services to Transit (MRT) trams run companies significant. geography with limited road
Beijing under has 200km of Island operate 527 space, Hong Kongs public
construction. track and 80 carrying routes with transport system is essential to
stations. 230,000 3.8 million the success of the city.
passengers passengers
per year. per year.
Page 17
City Regional/ Metro Trams and Buses Modal split to Comments
Inter-
Inter-city LRT CBD (approx)
trains
New York Amtrak Extensive No trams Nearly 69% by public Despite the high density of
provides NE municipal now run in 4,400 transport, mainly population in New York City,
Corridor high- subway New York municipal subway (56 per there is also much more road
speed services system of 22 City, but two single-deck cent of the total). space than in London, so the
to Boston and lines and 3 systems and 31% by car. public transport riding habit is
Washington. shuttles (368 operate in articulated lower. Figure of 69% is derived
Metro North, km), plus two New Jersey buses ply from one source, but another
New Jersey lines operated on the west most main places public transport mode
Transit and by Port bank of the thoroughfar split closer to 50%.
Long Island Authority Trans Hudson es.
Railroad Hudson River, at
provide (PATH). Newark and
suburban along the
services. axis Bergen-
Hoboken-
Bayonne.
12 lines Automated Over 7,000, Reputedly over Congestion charging has halted
London 13 termini
classified as LRT in East mainly 90% of trips the growth of traffic entering
serve inter-city
trains and Underground London, double- entering Central Central London and has caused
suburban (one centred on deck. Buses London in the some public transport trips to
service on temporarily Docklands. benefit from morning peak use switch from Underground to bus.
3,000 km of suspended for Trams in Congestion public transport.
line. One cross- rebuilding) South Charging Congestion
city line, comprising 416 London, and Red Charging Scheme
another route-km. focused on Routes. costs motorists to
planned. Croydon. CBD 8 per day
Overground (about DHR 57).
orbital line in
North London.
Long distance 14 lines, plus Three tram Subordinat Usage ratio Paris became known for its
Paris trains from 5 branches, of routes in e to rail throughout Paris antiquated public transport
termini to all urban metro. outer services, is about 0.62 system by about 1970, since
parts of France Also a network suburbs, plus but nearly trips per head per when huge investment has made
and beyond. of 5 groups of one hybrid 4,000 day, which is it one of Europes most modern
Most routes regional lines tram-train single-deck rather low, but systems. Existing equipment has
served by high- passing under route and transit ratio to been updated and regional
speed TGV the CBD. operated by articulated CBD is certainly express metro lines and modern
services. national buses much higher. tramways have been introduced.
railways. operate in
Greater
Paris area.
Paris was
early to
exploit the
use of bus
lanes.
Infrequent Three lines and No trams, Two 70% of trips to Celebrated for its easily
Singapore trains to one branch, but four operators. the city centre are understood, clean and efficient
peninsula totally 109.4 suburban Single-deck, by metro and bus. public transport, the Singapore
Malaysia only, km, all opened networks of articulated Electronic Road Government heavily regulates
operated by since automated and double- Pricing deters services and operators. The two
Malayan November light metros. deck buses motorists. The operators (SBS Transit and
Railway. 1987: two are all used, Government aims SRMT) both operate buses, metro
operators. A with a that 70% of all lines and light metro feeders, so
Circle line is combined a.m. peak hour that they have a stake in all three
being built (33 fleet of trips should be by modes. Concessions are
km) and the 3,500 public transport arranged in broad geographic
first part will vehicles. . by 2020. terms. Integrated transport is a
open in 2010. characteristic of Singapore, with
purpose-built interchanges.
Page 18
In summary, world class transport systems provide:
A multi layered hierarchy of public transport services;
Complementary measures to encourage use of public transport and discourage use of

private transport;
Integration of all transport modes with integrated ticketing and co-ordination of services
with multi-modal interchanges; and,
Integration of land use and transportation to reduce the need for trip making and creating
attractive pedestrian and cycling environments.
The following pictures illustrate some examples of best practice in these areas:
Modern, efficient and accessible airports with fast, high capacity connections to other city
centres. Terminal buildings act as iconic gateways to global cities.
London Heathrow Terminal 5, UK Changi Airport, Singapore

Regional rail services are an important asset for most world class cities, serving daily commuters
and reducing the reliance on private motoring.
A train of San Franciscos regional railway in a Suburban trains outside Victoria Station,
downtown underground station London
High speed rail services also provide international connections to other cities and can complete
very effectively with air services.
Page 19
TGV, Gare de Lyon, Paris Eurostar, London St Pancras
High capacity segregated urban metro systems.
systems Characterised by a dense network of reliable, high
frequency turn up and go rail services serving major business and leisure districts and key
interchanges with connections to other lines and modes. These systems are often underground.
Paris Metro, France Mass Rapid Transit, Singapore

A network of mid-capacity partly-segregated light rail, tram and bus rapid transit services, often
providing highly visible penetration of city centres. They can act as onward or feeder mode for
urban rail systems or provide links to main residential locations around cities.
Tram on a suburban route in Paris Tram on street in San Francisco

A dense network of local bus services typically running at intervals of five minutes or less in central
areas and providing connections to residential areas as well as linking major interchanges. High
specification, low-emission vehicles with low-floor access and real-time information is considered
Page 20
standard.
Propane (CNG) fuelled bus in Paris Electric trolley bus in San Francisco
A system of integrated ticketing covering multiple modes and operators offering good value for
money. The most modern systems take advantage of contactless and stored value technology to
minimise boarding times and maximise convenience.
Octopus, Hong Kong Oyster, London, England

Coordination of public transport services to give passengers confidence in their ability to make
multi-modal journeys involving interchange. In parallel, journey planning information at all stages
of the journey, and the design of facilities should be such that public transport is convenient and
offers a high-quality alternative to motoring.
Bus terminus connecting Metro in Singapore Tram, train, park and ride interchange, London
Liveable, attractive, safe, pedestrian environments which enhance the character of an area,
encourage vitality and promote inclusive use of space.
Page 21
Singapore Canary Wharf, London
The STMP is being prepared in response to the vision set out in Plan Abu Dhabi 2030, specifically
in recognition of the enormous influence transport has on the direction of social, economic,
spatial and environmental development. The STMP will build on the vision for transport to define
a world class transport system to support the development of Abu Dhabi as a world class city.
This means defining a transport system which supports the Government's broader objectives,
policies, strategies and planning frameworks, thereby supporting the achievement of the Plan
Abu Dhabi 2030. The STMP will define world-class transport networks for a world-class city
which has the visionary aims of:
meeting the mobility needs of all;
promoting urban amenity, liveability and desirable patterns of land use;
enhancing the accessibility of centres of activity;
minimising undesirable social, economic and environmental impacts; and,
minimising the costs and maximising the quality and competitiveness of freight
transport.
4.5 Transport Objectives
The transport objectives are crucial to the development of the STMP as they:
provide the basis for the evaluation framework; and,
set the strategic context for the development of scenarios, particularly the preferred
scenario.
The Transport Objectives are founded in the over-arching sustainability objectives set out in
Chapter 3 of Working Paper 1 that have been developed into more specific project objectives for
the STMP.
Page 22
There are two other main inputs into the derivation of the Transport Objectives as illustrated in
Figure 4.1. In addition to the sustainability objectives, the Transport Objectives are founded in
the Plan Abu Dhabi 2030, and also address the key issues that have been identified in the
workshops and consultation undertaken for Working Paper 1 and Working Paper 2.
Figure 4.1: Derivation of Transport Objectives
Sustainability
Objectives Plan Abu Dhabi 2030 Key Issues (WP1, WP2)
(WP1)
STMP Transport Objectives
The draft Transport Objectives are set out in Figure 4.2. Table 4.2 links the Transport Objectives
to their derivations as well as providing indicators for the appraisal of scenarios against
objectives.
Transport Objectives and Indicators sets out the Transport Objectives identified above, and
identifies the linkages to the:
Sustainability Objectives;
Plan Abu Dhabi 2030; and,
Key Issues.
The sustainability objectives and key issues are linked and represented using a unique
identification reference. The objectives/issues that are less well represented are captured in the
evaluation framework in section 4.15. For each Transport Objective a performance indicator or
set of performance indicators has been identified that will:
enable the objective comparison of particular scenarios in order to measure success or

otherwise;
represent each of the objectives and have been developed after a thorough examination of
the policy context set out in Plan Abu Dhabi 2030; and,
link to the evaluation framework which will use the same indicators to evaluate the
alternative scenarios.
The indicators have been selected to, wherever possible, be quantitative to enable objective
comparisons between scenarios to be made. They have been selected to represent each objective
and have been developed after a thorough examination of the policy context set out in Plan Abu
Dhabi 2030.
Page 23
Figure 4.2: Transport Objectives for Abu Dhabi
Page 24
Table 4.2: Transport Objectives, Linkages to Sustainability Objectives, Plan Abu Dhabi 2030, Key
Issues and Indicators
Sustainability Plan Abu Dhabi 2030

ID Objective Key Issues Indicators
Objective Ref. Link
Vehicle hours delay per
Ec1, Ec2, Ec3, Ec8 ECI-1
vehicle
En1, En2, En3 ENI-1, ENI-2 Travel time savings
Minimise congestion
S5 minimise traffic congestion HEI-2
on Abu Dhabis road
on streets providing sufficient
1 network for residents,
parking and offering FPI-1
visitors and
alternative travel choices
businesses
RNI1, RNI-2
PAI-1
Ec1, Ec2, Ec3, Abu Dhabi cannot rely solely Public Transport mode
ECI-2
Ec4, Ec7, Ec8 on the auto share
Provide a variety of inter-
En1, En2, En4, connected transportation
RNI-1, RNI-2 Ferry mode share
En5, En9 choices as alternatives to the
automobile
Reduce reliance on
the automobile and avoid highway and freeway
2 S1,S2, S3, S5, S8 SOI-3, SOI-4 Bicycle mode share
encourage alternative expansion
modes of travel
HEI-1 Pedestrian mode share
PTI-1, PTI-2 Car mode share

WCI-1, WCI2,
WCI4
FSI-1
by conserving and respecting Fossil fuel

ENI-1
natural & cultural resources consumption
Non-fossil fuel
Develop a low carbon explore renewable resources RNI-1
consumption
3 economy in Abu En1, En2
Dhabi by 2030 resource efficiency is vital CO2 emissions
promote Abu Dhabi as a
model environmentally
responsible community
to neighbouring
Connectivity Abu Dhabi Emirates & countries
cannot rely solely on the auto (Public Transport
when the population reaches 3 accessibility measure to 4
Improve the
million key locations including
international
4 Ec1, Ec2, Ec3, Ec8 IAI-1 Dubai)
connectivity of Abu
Dhabi the rest of the world
provide a variety of inter-
(Public Transport
connected transport choices as
accessibility measure to
alternatives to the automobile
AD International Airport)
Connectivity Abu Dhabi Abu Dhabi

cannot rely solely on the auto metropolitan area to Al
Ec1, Ec2, Ec3 ECI-1
when the population reaches 3 Ain (Public Transport
million accessibility measure)
Improve regional
connectivity within Abu Dhabi
5 provide a variety of inter- metropolitan area to
the Emirate of Abu
Dhabi En1, En2 connected transport choices as ENI-1 Western Region (Public
alternatives to the automobile Transport accessibility
measure)
S1, S7
Page 25
Sustainability Plan Abu Dhabi 2030
ID Objective Key Issues Indicators
Objective Ref. Link
Connectivity Abu Dhabi
cannot rely solely on the auto
when the population reaches 3
million. The City will need a
Ec1, Ec2, Ec3 multi-layered transportation ECI-1, ECI-2
network to connect the Public Transport
downtown core with new accessibility measure to
growth nodes and the each of 10 key
developed Islands employment, business
Improve the
provide a variety of inter- and tourist destinations
connectivity of Abu
6 En1, En2, En5 connected transport choices as ENI-1, ENI-3 within Abu Dhabi
Dhabi within the
alternatives to the automobile Metropolitan area,
Metropolitan area
including Suwwah Island,
S1, S2, S3, S7 SOI-2, SOI-3 Saadiyat Island, Marina
RNI-1, RNI-2 Mall, Capital District,
Central Market Station
PTI-1, PTI-2
WCI-3
FSI-1
the city will need a multi-
Ec1, Ec2, Ec3 layered transportation ECI-1
network
ensure that land use planning
and development are fully
integrated with the provision
Encourage En1, En2, En5 ENI-1, ENI-3 Qualitative evaluation
of multi-modal transportation
sustainable and networks linked to the larger of sustainability of multi-
7
efficient freight urban structure modal access to Mussafah
distribution and Khalifa Port
S5 SOI-1, SOI2
RNI-2
FPI-1, FPI-2
preserve the critical natural
Preserve the critical environment that makes Abu ENI-1 Qualitative assessment
natural environment En3, En4, En7, Dhabi unique of impact on natural
8
that makes Abu Dhabi En8, En10 establish the protection, environment
unique enhancement & repair of the ENI-2 (biodiversity, water, soil)
natural environment
Protect and enhance protect & enhance the natural
the cultural heritage, resources and cultural Qualitative assessment
landmarks, national heritage of Abu Dhabi of impact on townscape
9 En6 ENI-2
symbols and character, landscape &
identify & conserve these
monuments of Abu heritage
distinct environmental &
Dhabi
cultural amenities
Estimated accidents
per million vehicle
Ec4 ECI-2
kilometres by mode &
road type
Qualitative assessment
Improve safety, S3 SOI-1, SOI-2, SOI-3 of impact on pedestrian
10 particularly for maximise pedestrian safety accidents
pedestrians HEI-1
WCI-2, WCI3, WCI-

4
PAI-2
Ec8 design & retrofit the SOI-1, SOI-2, SOI-3

accessible public spaces in Qualitative assessment
Enhance the WCI-2, WCI-3,
11 En1, En6 transportation networks to of impact on pedestrian
pedestrian realm WCI-4
prioritise & enhance the realm
S1, S2, S3, S4, S5, pedestrian realm
PAI-2
S6
Page 26
4.6 Scenario
Scenario Development Introduction
As the first step in identifying a preferred transport plan for Abu Dhabi, a number of wide ranging
scenarios were developed to identify the impacts of different combinations of transport schemes
and policies on Abu Dhabi in 2030. This process is set out in the following sections.
4.7 Scenario Development Workshop
A project team workshop, with DOT and UPC representation, was held on 30th April 2008 to
assist in the creation and design of the transport scenarios.
The purpose of the workshop was defined as follows:
To design up to five scenarios for detailed evaluation including a reference case; and,
The scenarios were to be strategic, rather than tactical, and contrasting (i.e. not just
variants of each other) and with a time horizon to the year 2030.
The first stage was to define decision areas (areas over which the client has some degree of
influence or control). These form the building blocks from which strategies can be built rather
than decisions about desired outcomes. Secondly comparison areas were defined; criteria by
which decisions can be compared and assessed. These were similar to objectives that have since
been developed for the STMP as described in Section 4.5.
The comparison areas defined were related to:
the economy;
the environment;
social / cultural issues;
safety; and,
cost.
To construct the scenarios, broad definitions were developed which were worked into more detail
with reference to the decision and comparison area definitions. Four broad scenarios were put
forward:
A highways based scenario in which highways provide the bulk of the future new
capacity with moderate development of public transport;
A public transport based scenario offering a mix of modes, but with high quality
public transport designed to provide a viable alternative to the private car;
A scenario focused on minimizing carbon emissions with the introduction of

alternative energy and fuels and encouraging environmentally-friendly means of
transport; and,
Page 27
An alternative land-
land-use scenario characterised by a clustered land-use development
pattern with several localised clusters of employment and housing, in contrast with
the other scenarios which retain a centralised focus for business activity.
These scenarios were discussed in open session then developed further in smaller groups taking
into account the decision areas already identified, using them as a source of ideas for the
scenarios, and the five comparison areas. Groups were asked to provide a qualitative scoring for
their scenario (-3 to +3) against these five criteria in comparison to a business as usual
reference case in terms of anticipated outcomes.
The results are illustrated in Table 4.3. This also shows a simple average without any weighting
to reflect different priorities among the five areas.
Table 4.3 illustrates that the anticipated outcomes for the carbon minimisation and alternative
land-use options were allocated the highest comparative scores compared to the highways or
public transport scenarios. However the pattern of anticipated outcomes varies expected across
the scenarios depending on the comparison area under consideration.
Table 4.3: Qualitative Workshop Ratings for Scenarios
Public Carbon Alternative

Comparison Area Highways Transport Minimisation1 land-
land-use
Economy +1 +2 0 +2
Environment -2 +2 +3 +3
Social / Cultural -1 +1 +3 +3
Safety -1.5 +2 +3 +?
Cost -1 -2 0 +3
Simple Average -0.9 +1 +2.4 +2.4
4.8 Post Workshop Scenario Development
4.8.1 General
A description of and rationale for the scenarios developed and refined by the consulting team
subsequent to the workshop is set out in the following sections. All scenarios were intended to be
consistent with the sustainable development objectives of Plan Abu Dhabi 2030 but have
different characteristics and include different components.
1
The Scenario 3 Group used a different scoring method which has been reinterpreted to make it consistent in the
results presented here.
Page 28
It should be noted that implicit in land use planning within Plan Abu Dhabi 2030 is a blend of
different approaches where transport issues may only be met by a combination of scenarios and
use of different measures to address specific issues. Accordingly, the outcomes of the preferred
scenario evaluation are likely to result in components of all of the scenarios being included into
the STMP.
In preparing the four scenarios, reference has been made to the results from the Working Paper 1
consultation, information taken from the Workshop on 30th April 2008, the draft STMP objectives
that have been, and the STMP terms of reference (TOR).
Although three of the scenarios used as a basis for discussion at the scenario development
workshop on the 30th April 2008 have been retained, the scenario which promoted an alternative
land use pattern has been replaced by one which promotes demand management on the
transport network.
The demand management scenario will reflect interventions on the transport network rather
than land use patterns. It also provides for assessment of various pricing based measures, such as
cordon charging and taxation, which otherwise would not be covered in the three scenarios
examined at the workshop. The inclusion of a demand management scenario also reflects a more
sustainable scenario as it is a departure from the present situation of limiting costs on motorists
in Abu Dhabi.
The inclusion of a demand management scenario also is in keeping with the objectives set out at
the workshop held on 30th April 2008 where the scenarios were to be strategic, rather than
tactical, and contrasting (i.e. not just variants of each other).
Accordingly, the scenarios developed for the evaluation phase are:
Reference Case:
Case existing network with committed highway schemes and improvements
to bus services, against which the scenarios will be tested;
Scenario 1: A highways based scenario designed to facilitate road based transport;
Scenario 2: A public transport and car alternatives scenario designed to encourage

use of non-car modes. Includes segregation of public transport, walking
and cycling and ferries;
Scenario 3: A demand management scenario designed to influence the mode of

travel through mechanisms such as pricing; and,
Scenario 4: A low carbon scenario designed to reduce carbon emissions globally.
The content of the reference case and alternative scenarios were set out in Working Paper 6 with
an outline description of the scheme components and policies included for each. A summary of
interventions relevant to each scenario, the location of the intervention (Abu Dhabi, Al Ain or Al
Gharbia Regions), and indicative timeframes for each intervention were provided in table form.
This analysis also considers at a very high level the consistency of each intervention with a broad
sustainability assessment.
Page 29
The scenarios set out above are illustrated on figures in Phase 2 Report Evaluation of Policy and
Planning Options - Volume 2 Figures which accompanies this report. The figures included in
Volume 2 focus on different scales from Emirate wide to more local areas as required. Indicative
boundaries of these areas are shown in Figure 5.1.
4.8.2 Components
Each scenario consists of a number of components scheme and policy interventions. During
the development of the four scenarios, to be tested alongside the reference case, the consulting
team defined each component separately and also which scenario(s) the component would be
included in. Some components are specific to a scenario (e.g. a low emission zone is included in
the low carbon based scenario) whilst others are included in all scenarios (e.g. components listed
in the reference case).
4.9 Scenario Components Table
The details of the scenario definitions and list of individual components have been developed
from all of the sources as described in Working Paper 6. These sources have been supplemented
by interventions drawn from the international experience of the consultancy team. Table 4.4 lists
out the components for each of the scenarios to be evaluated. The table includes:
A series of headline categories Road Network, Public Transport, Freight, Demand

Management and Planning;
Columns for each of the scenarios and locations where the component would be
applicable to (Abu Dhabi, Al Ain and Al Gharbia);
A unique identifier for each component which will assist evaluation and modelling tasks;
A brief description of the component;
Indication as to whether the component is included in the reference case as well as the
individual scenarios;
An indicative timeframe for the introduction of each component;
An illustration of the broad assessment of sustainability criteria that the intervention

contributes or conflicts with; and,
An indication of the potential deliverability of the component.
Within Table 4.4, a tick indicates that the component is included in the scenario for evaluation.
Page 30
Table 4.4: Scenario Components Table
Scenario Timeframe / Area Assessment
3 - Demand Management
Al Gharbia (Western
2 - Public Transport
Reference Case
4 - Low Carbon
1 - Highways
Environment
Deliverable
Abu Dhabi
Economy
Region)
Al Ain
Social
ID
R ROAD NETWORK
RH New and improved Highways
RH 1 Sheikh Zayed Bridge C 2010
RH 2 Saadiyat - Shahama Freeway C 2010
RH 3 Shahama Freeway Extension 2015
RH 4 Mafraq - Ghweifat C 2015
RH 5 Gayathi - Madinat Zayed Road C 2010
RH 6 Salam Street Tunnel C 2015
RH 7 Second Abu Dhabi - Dubai Freeway P 2015
RH 8 Saadiyat Bridge to Mina Road Tunnel C 2015
RH 9 Connecting Al Reem Island to Abu Dhabi C 2010
Connecting the city to Al Suwa Island - bridges 1,2,3,&
RH 10 4 C 2010
RH 11 Connecting the city to Al Suwa Island - bridges 5,6, 7 C 2015

Connecting Al Reem Island to Al Suwa - bridges 11 to
RH 12 13 C 2010
RH 13 Connecting Al Reem Island to Al Suwa - bridges 8 to 10 C 2015

RH 14 Saadiyat to Al Reem Island Bridge 2030
RH 15 Mid Island Parkway 2030
RH 16 Al Ain to KPIZ Highway 2030
RH 17 Mussafah to AD Island new link 2030
RH 18 Al Ain to Dubai highway upgrading 2030
RH 19 Desert Highway Extension (E20 to E11/E65) 2015
RH 20 Marina Mall / Corniche grade-separated junction 2015
Upgraded 30th Street Freeway - Corniche Freeway -
RH 21 Salam Street Tunnel Freeway ring road 2030
RH 22 Al Saada Street (19th Street) Freeway 2030
Extension of Al Saada Street (19th Street) Freeway to
RH 23 Al Reem 2030
RH 24 11th Street freeway 2030
RH 25 Lulu Highway (Marina Mall to Mina Zayed) 2015
RH 26 Tunnel from Capital City to Abu Dhabi Island 19th 2030
RH 27 Upgraded E10 Freeway 2030
RH 31 Airport Western Link 2030
RH 33 ICAD to Abu Dhabi Link Road 2030
RH 34 E11 (ICAD) to E40 Truck Route 2030
RH 35 South Hodariyat - link from Mussafah 2030
RH 36 South Hodariyat - link to Abu Dhabi Island 2030
RH 37 Upgrade E15 to D2 2020
RH 40 Al Ain Northern Bypass 2025
Define and impose road hierarchy with associated
RH 41 management policies 2010 2010 2010
RH 42 Low noise surfacing and noise barriers 2015 2015 2015
Key:
C= Committed Positive Sustainability Impact
P = Planned Neutral Sustainability Impact
Negative Sustainability Impact
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Al Gharbia (Western
Reference Case
4 - Low Carbon
1 - Highways
Environment
Deliverable
Abu Dhabi
Economy
Region)
Social
Al Ain
ID
RM Traffic Management
Make through routes out of dead-end streets to
enhance connectivity within CBD according to road
RM 1 hierarchy where redevelopment takes place 2010 2010
Traffic management - banned turns / 1-way streets to
RM 2 improve traffic flow 2015 2015
RM 3 Shared road / walk / cycle space 2015 2015
RM 4 Intelligent real-time driver information systems 2015 2015 2015
RM 5 Urban Traffic Management and Control (UTMC) 2015 2015
RM 6 Traffic calming in residential areas within superblocks 2010 2010
RM 7 Intelligent speed adaptation / management of traffic 2025 2025

RS Safety
RS 1 30 kph zones in residential areas / near schools 2015 2015
RS 2 Driver training 2015 2015 2015

RS 3 Education / information 2015 2015 2015
RS 4 Introduce and enforce highway code 2015 2015 2015
Programme of safety improvements at accident black
RS 5 spot locations 2015 2015 2015
RS 6 Enforcement of traffic violations 2015 2015 2015
Real time signs informing drivers of speed in key
RS 7 locations 2015 2015 2015
RS 8 Average speed cameras (point to point) 2015 2015 2015
RS 9 Enhanced annual vehicle safety checks 2015 2015 2015
Commercial driver hours limitation scheme (freight
RS 10 and taxis) 2015 2015 2015
Introduce and enforce regulations for vehicle weights
RS 11 / overloading 2015 2015 2015
P PUBLIC TRANSPORT
PR Regional Rail
Regional rail CBD station to Dubai via Capital City and
PR 1 Airport with possible extension to Qatar 2025
Regional railway CBD to Ghantoot & Al Ain via Capital
PR 2 City and Airport 2020 2020
PR 3 Ruwais Station connection to Abu Dhabi 2030 2030
PM Metro
PM 1 CBD - Airport - Capital City loop 2020
PM 2 Saadiyat Island to Marina Mall 2025
PM 3 Capital City - Mohammed Bin Zayed loop 2020
Saadiyat Island - Reem Island - 11th Street - Marina
PM 4 Mall 2025
PM 5 Al Falah to Capital City spur 2025
PM 6 Shamkhah to Capital City spur 2025
Key:
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Al Gharbia (Western
Reference Case
4 - Low Carbon
1 - Highways
Environment
Deliverable
Abu Dhabi
Economy
Region)
Social
Al Ain
ID
PT Tram
PT 1 Al Raha Beach Light Rail (Airport to Emerald Gateway) P 2015

PT 2 Yas Island connection to Raha Beach P 2015
PT 3 Yas Island northern loop P 2015
PT 4 Suwa Island loop P 2015
PT 5 Reem Island loop P 2015
PT 6 Saadiyat Island Loop P 2015
PT 7 Reem Island - Khalifa Street - 11th Street loop P 2015
PT 8 Lulu Island - Mina Zayed - Suwa - Marina Mall loop P 2015
PT 9 Outer Reem Island - Khalifa Street - 6th Street loop 2015
PT 10 Emerald Gateway - ADNEC - 4th Street - CBD Station 2015

PT 11 ADNEC - Khaliyah Mall - Central Market 2015
Yas Island interchange - Hydra - Al Falah - Motorworld -
PT 12 Airport T1 - Yas Island 2015
PT 13 Airport - Capital City 2015
PT 14 Capital City high density spines 2015
PT 15 Al Falah - Motorworld - Capital City loop 2015
PT 16 Raha Beach centre to Capital City via Khalifa A 2015
PT 17 South Hodariyat - Mussafah - Capital City 2015
PT 18 Mohammad Bin Zayed City - Emerald Gateway 2015
PT 19 Federal Area Capital City loop 2015
Capital City outer circle serving Universities, Sports
PT 20 Hub 2015
PT 21 Saadiyat Island hotels spur 2015
PT 22 Bus Station - Abu Dhabi Mall - Mina Zayed 2015
PT 23 Extension to ICAD 2015
PT 24 Capital City Mohammad Bin Zayed City 2015
PP Personal Rapid Transit (PRT)
PP 1 PRT Masdar City C 2015
PP 2 PRT Lulu Island 2030
PP 3 No Wait Transit in Capital City (alternative to PT19) 2030

PB Bus
Bus Rapid Transit on strategic routes (following
PB 1 corridors identified for metro lines and freeways) 2015
Extensive conventional bus services following routes
PB 2 identified for Light Rail Transit 2015
Fine grained network of local buses with bus priority
PB 3 linking to metro / tram services 2015
Enhanced inter-regional long-distance coach network

PB 4 linking main towns in Eastern and Western regions 2015 2015 2015
PB 5 Alternative fuels for buses 2015 2015 2015
PB 6 Low emission vehicles 2015 2015 2015
PB 7 Demand responsive transport 2015 2015
Ensuring all public transport infrastructure is easy to
PB 8 use by mobility impaired 2015 2015 2015
PB 9 Introduce Bus Network C 2010 2010 2010
Key:
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Al Gharbia (Western
Reference Case
4 - Low Carbon
1 - Highways
Environment
Deliverable
Abu Dhabi
Economy
Region)
Al Ain
Social
ID
PO Privately operated public transport
PO 1 Increase number of taxis 2010 2010
PO 2 Formalise shared taxis 2010 2010
PO 3 More taxi ranks at key locations 2010 2010
PO 4 Taxi booking with a single phone number 2015 2015
PO 5 GPRS taxis booking 2015 2015
PO 6 Alternative fuel taxis 2015 2015
PO 7 Low emission taxi vehicles 2015 2015
PO 8 Encourage development of school buses 2010 2010
PO 9 Encourage development of employee buses 2010 2010
PI Travel information and ticketing
PI 1 Travel information direct to mobile phones 2015 2015 2015
Integrated smart card ticketing system covering rail,
PI 2 metro, tram, bus, ferry, taxi, parking 2015 2015 2015
PI 3 Timetable integration & optimisation 2015 2015 2015
PI 4 Develop key multi-modal interchanges 2015 2015 2015
PI 5 Real-time information at bus stops / interchanges 2015 2015 2015

PA Pedestrian Access to PT system
Introduction of improved pedestrian routes within
PA 1 development sites 2010 2010
Air-conditioned walkways linking development to
PA 2 interchanges 2015 2015
PA 3 Travelators linking development to interchanges 2015 2015
PA 4 Quality signage and wayfinding 2015 2015
PA 5 Air-conditioned tram / ferry / bus shelters 2015 2015 2015
PW Water transport
Scheduled ferry service Emerald Gateway to Al Bateen
PW 1 via Zayed Sports City 2015
Scheduled ferry service Yas Island Marina to CBD
PW 2 Station via Raha Beach 2015
Circular ferry service - Suwa Island, Saadiyat Island,
PW 3 Reem Island 2015
PW 4 Water taxi Corniche to Lulu Island 2015
PW 5 Network of jetties for water taxi services 2015
PW 6 Ferry service to Dubai 2015 2015
More control of the marine environment - fees based
PW 7 on boat emissions etc. 2020 2020 2020
PW 8 Implement marine navigation system, buoys 2015 2015 2015
PW 9 Low emission ferries 2015
PE Tourism
PE 1 Cable car to Lulu Island 2030
PE 2 Dhows to islands 2020
F FREIGHT
New truck route Mussafah via E11 to Khalifa Port and
F 1 Dubai replacing existing truck route 2015
Multimodal waterfront distribution centre at ICAD and
secondary bimodal waterfront distribution centre at
F 2 Mina Zayed 2015
F 3 Multimodal distribution centre at Khalifa Port 2015
New Multimodal distribution centre at Airport free
F 4 trade zone 2015
F 5 New freight rail line GCC Study 2020
Transhipment from distribution centres using electric
F 6 or low pollution vehicles or freight trams 2020
F 7 Rail freight line Al Ain to Abu Dhabi / KPIZ 2030 2030
F 8 E40 Truck Route extension to E11 2015
F 9 Freight signage strategy 2015
F 10 Freight area agreement and management 2015
F 11 Waste management and disposal strategy 2015
Removal of Truck Routes to allow Trucks to utilise
F 12 Primary Road network 2010 2010 2010
F 13 Water freight service from Mussafah to KPIZ 2020
F 14 New Multimodal distribution centre at Al Ain 2030
Key:
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Al Gharbia (Western
Reference Case
4 - Low Carbon
1 - Highways
Environment
Deliverable
Abu Dhabi
Economy
Region)
Social
Al Ain
ID
D DEMAND MANAGEMENT
DR Road-based strategies
DR 1 High occupancy vehicle lanes on freeways 2020 2020
Low emission zone AD Island, Suwa, Al Reem and
DR 2 Saadiyat Island 2015
DR 3 Low emission zone Capital City 2015
DR 4 Park & ride sites 2020
DR 5 Car sharing scheme / car clubs 2015 2015
Internet or mobile phone based real-time traffic
DR 6 information system 2015 2015 2015
Internet or mobile phone based real-time multi-modal
DR 7 travel information system 2020
DR 8 Real-time VMS to influence mode of travel 2020
DW Improved pedestrian / cycle facilities
Provide network of safe cycle routes with cycle
parking at key destinations and at transport
DW 1 interchanges 2015 2015
DW 2 Cycle hire schemes 2015 2015
DW 3 Car free areas / pedestrianisation - Hamdan Street 2030
DW 4 Car free areas / pedestrianisation- Saadiyat Island 2030
DW 5 Promenade frontage Suwa Island 2025
Pedestrianisation of middle ring in Capital City and
DW 6 cross streets 2025
Traffic light controlled pedestrian crossings on key
DW 7 desire lines in CBD 2020 2020
Provide priority for pedestrians at traffic light
DW 8 controlled junctions in CBD where appropriate 2025
Air conditioned (solar) pedestrian bridges / subways
DW 9 and walkways 2030 2030
Develop network of Segway routes linked to cycle
DW 10 route network 2015 2015
Improved pedestrian routes within existing
DW 11 developments 2015 2015
DI Information / communications
DI 1 Weekly no driving day 2025 2025
DI 2 Encourage provision of Home work hubs 2025 2025
Encourage increased use of Internet shopping and
DI 3 home delivery 2015 2015
Communication and marketing strategy for public
DI 4 transport network 2015 2015 2020
Event management strategy - concerts / sports events /
DI 5 religious events 2015
DI 6 Active traffic & incident management 2030 2030
DI 7 Personalised travel planning 2025 2030
DI 8 Workplace travel planning 2020 2025
DI 9 Residential travel planning 2020 2025
DI 10 School travel planning 2020 2025
Key:
Page 35
Al Gharbia (Western
Reference Case
4 - Low Carbon
1 - Highways
Environment
Deliverable
Abu Dhabi
Economy
Region)
Social
Al Ain
ID
DF Pricing strategies
DF 1 Remove fuel subsidies 2020 2020 2020
DF 2 Introduce fuel tax on petrol and diesel 2030 2030 2030
DF 3 Introduce vehicle tax depending on emission levels 2030 2030 2030
DF 4 Introduce subsidies for alternative fuels 2030 2030 2030
Increase taxation on vehicle registration and import
DF 5 fees 2025 2025 2025
DF 6 Parking charge according to fuel efficiency of vehicles 2025 2025 2025

DF 7 Subsidies for alternative modes 2015 2015 2015
Cordon pricing (E11 Cordon - junctions of E10 / E11;
DF 8 and AB Island Cordon) 2025
DF 9 Congestion charging 2030 2030 2030
DF 10 Free public transport fares & park & ride parking 2020 2020 2020
DF 11 Fares to cover operating and maintenance costs of PT 2015 2015 2015

DF 12 Extending restrictions on car ownership / licenses 2025 2025 2025
DF 13 Private Toll lanes on Freeways 2030
DP Parking Strategies
Parking management and charges in parking
DP 1 management zone C 2010 2015
DP 2 Extend parking management as required 2015 2020
Increasing on-street parking charges - balance between
DP 3 long & short stay 2015 2020
Off-street parking management - balance between long
DP 4 & short stay 2015 2020
DP 5 Parking VMS to minimise traffic circulation 2020 2020
DP 6 Parking for visitors provided in new developments 2015 2015
DP 7 Introduce parking standards for new developments 2015 2015
DP 8 Provide additional underground car parking as needed 2015 2015

Parking barns (edge of centre parking for car free
DP 9 areas) 2020 2020
DP 10 Automated parking buildings 2025 2030
DP 11 Mobile phone parking payment systems 2025 2030
DP 12 Sharing business car parks for other uses at weekends 2020 2020
DP 13 Enforcement of parking violations 2020 2020
L PLANNING
L 1 Car free developments with electric car clubs 2030
Annual Property Tax to fund operating and
L 2 maintenance costs of public transport 2020
L 3 Public realm / urban design 2020
Key:
Page 36
4.10 Reference Case
In seeking to understand the impact any scenario may have as a preferred option for delivering
the SMTP, a reference case needs to be defined based on a series of committed interventions and
land-uses that would be expected to occur irrespective of the STMP.
In the context of Abu Dhabi, where significant land-use and transport changes will occur over a
relatively short timeframe, we have based the reference case as broadly consisting of the land use
plan set out in Plan Abu Dhabi 2030, modified to take into account known land use and
commitments agreed with the Urban Planning Council.
The reference case does not include transport interventions set out in Plan Abu Dhabi 2030
unless they are already under construction as it is the purpose of the STMP to evaluate the
transport network. All the interventions are however tested in the various scenarios presented in
this section.
In general, the characteristics of the reference case are:
Increase in the road network capacity through widening of existing roads, provision
of grade separated junctions, upgrading existing distributor roads and provision of
some new roads including the Saadiyat Shahama Freeway and a link from South
Hodariyat Island to Mussafah;
Definition of the road hierarchy in Abu Dhabi and imposition of management

practices;
Series of traffic management measures including increased connectivity in the road

network and traffic calming in residential areas;
Provision of a Personal Rapid Transit (PRT) in the Masdar City development;
Development of a rapid bus-based transit system which would follow corridors set
aside for Metro lines as well as Freeways;
Network of local bus services which would broadly follow proposed tram or light
rail routes to link in with the rapid bus services;
Introduction of improved pedestrian facilities around developments; and,
Parking management within the CBD including introduction of charges.
A detailed list of the components which are included in this scenario is provided in Table 4.4.
Page 37
4.11 Scenario 1: Highways Based Scenario
The highways based scenario aims to meet objectives of Plan Abu Dhabi 2030 by developing a
high capacity and high quality highways system which would cater for private vehicle
movements as well as road based public transport and a road based freight network. This
scenario would involve expansion of the existing road network including the development of
some additional routes for both general traffic and freight traffic.
This scenario is characterised by the following components in addition to those in the reference
case:
This scenario includes an increase in the road network capacity through widening
of existing freeways including the E10, E11, E20 and E22, upgrading selected key
routes within Abu Dhabi to freeways, grade separated junctions, upgrading existing
distributor roads and provision of some new roads;
Development of some additional strategic links including the Mid Island Parkway,
Desert Highway extension and a new tunnel from Capital City to Abu Dhabi Island
to provide additional capacity from the mainland to Abu Dhabi Island;
Dualling the E15, E65 and E90 to two lanes in each direction to improve safety
rather than provide additional capacity;
Definition of a road hierarchy which would assist in imposing controls over the
network;

network, a one-way network on Abu Dhabi Island in the CBD area to improve flows
and capacity, traffic calming and introduction of a comprehensive network of real-
time traffic management technology;
Improving safety on the road network through improved driver education and
training, greater enforcement of traffic violations, increased vehicle safety checks
and regulations for freight vehicles;
Introduction and enforcement of a Highway Code to regulate driving conditions in

the Emirate and allow for increased enforcement of violations;
Development of a rapid bus-based transit system which would follow key corridors
and freeways;
Introduction of a network of local bus services which would broadly follow

proposed tram or light rail routes to link in with the rapid bus services;
Transfer some road space to high-volume public transit and high occupancy vehicle
lanes, provision of some private toll lanes on Freeways to accommodate drivers
who would pay a fee to bypass some traffic congestion;
Widespread increased provision of taxis including formalised shard taxis, improved

taxi infrastructure such as ranks at locations outside of those already provided at
Page 38
Hotels and Malls, a centralised taxi booking service and use of a GPS booking
system for taxis;
Encouraging greater use of school buses and bus services for key employment and
educational facilities;
Provision of new highway capacity for freight, including a dedicated truck route
from Mussafah to Khalifa Port via an alignment parallel to the E11, extension of
existing freight routes, improved signage and strategic location of distribution
centres and new truck stops and parking;
Extensive event management strategy for concerts, sporting and religious events to
manage the impact on the highway network,
Extensive parking strategy which includes both on and off-street parking

management, extension of controlled parking zones and standards for new
developments, and,
Extensive provision of new on and off-street parking within developments in Abu

Dhabi.
This scenario would require significant land take for new highways infrastructure and also
involve provision of extensive parking within key locations such as the CBD and Capital City.
Management of the highway network would therefore be critical in maintaining the flow of traffic
around the network and traffic enforcement would be an important component in managing
demand for parking space and movement of freight.
The retention of truck routes around Abu Dhabi continues the existing policy of segregating truck
traffic from general traffic on regional routes. The effectiveness of this segregation would be
reliant on having an effective distribution network established to deal with the expected increase
in demand which would include large distribution centres in key locations.
The broad level assessment of the components which make up the highway scenario indicates
that many of the infrastructure improvements have a neutral or negative rating against both
environmental and social sustainability criteria.
In addition to the physical infrastructure improvements, many of the management, safety and
freight measures also have broadly neutral to negative ratings against environmental and social
categories. The economic assessment against most infrastructure improvements is broadly
positive.
A list of the components which are included in this scenario is provided in Table 4.4 with a
detailed explanation of all components included in Appendix A.
Page 39
4.12 Scenario 2: Public Transport
Transport Based Scenario
Scenario
The public transport focused scenario aims to meet the objectives of Plan Abu Dhabi 2030 by
maximising the quality and availability of public transport to provide an effective, easy to use and
popular alternative to the private car and encourage non-car modes.
It is clear from the examination of the characteristics of world class cities that high quality public
transport systems are a recurring feature. Such systems have a significant degree of segregation
from general traffic, and include strategic, local and feeder services with their own distinct
characteristics. The services themselves are high frequency and high quality and are supported by
measures such as integrated and smart card ticketing to create an enjoyable and seamless door
to door journey.
Provision of infrastructure to encourage walking and cycling also features heavily in world class
cities. Providing an attractive alternative to the private car is of great significance in attracting
choice car users to public transport. Some of the key features of such world class public transport
systems and provision for alternative modes have been identified and used to develop the public
transport and car alternatives scenario.
It represents a substantial expansion of the public transport network compared to the reference
case, including regional rail, trams, metro, bus, passenger ferries and personalised rapid transit.
In addition there would be provision of segregated pedestrian and cycling facilities and use of
water transport for passenger services.
This scenario is characterised by the following components in addition to those in the reference
case:
Representation of the existing highways network and inclusion of those additional

highway schemes that are set out in the reference case;
Traffic management measures including increased connectivity in the road

network, traffic calming and introduction of real-time traffic management
technology;
Development of a regional rail network throughout the Emirate including a high

speed rail link to Dubai, Al Ain and potentially Qatar with regional stopping where
appropriate, including potential stops at Ruwais, KPIZ, Shahama and Mafraq;
Development of an extensive Metro network which would provide high quality

mass transit around Abu Dhabi and Capital City with direct links to the Abu Dhabi
International Airport and key locations around the metropolitan area. In addition
to existing two 2030 loop Metro lines, extension of the proposed network are
proposed with lines linking Saadiyat Island through Abu Dhabi to a terminus at
Marina Mall and two additional lines south of Capital City serving development to
the south;
Page 40
Development of an extensive network of trams/light rail transit/bus rapid transit
throughout the Abu Dhabi metropolitan area which would link Metro stations with
education and health facilities, commercial developments and other key
development areas around the city. The development of this network would provide
a high capacity public transport alternative where Metro services could not be
developed or justified;
A fine grained network of local bus services which would link residential areas,
commercial districts, and other key developments with tram and metro stops in
order to provide an integrated public transport network;
An enhanced inter-regional long distance coach network between key locations in

the Emirate;
Development of relevant support infrastructure for the public transport network

including smart card technology to facilitate integrated ticketing for the whole
network and real time travel information for passengers;
Development of key multi-modal interchanges to allow passengers to easily transfer

between the Metro and tram and bus services. The development of interchanges is
imperative as it would focus the network on key points and make it easier to
navigate around the public transport network. This figure details potential links at
key locations and could be applied to other interchange locations around the
network;
Improvements around Metro stations and key interchanges to improve conditions

for pedestrians including air conditioned walk ways, quality signage and on-street
pedestrian improvements;
Provision of park and ride sites at key locations to encourage transfer of trips onto
the public transport network. To support interchange, controlled parking measures
could be introduced around Metro stations;
Development of a water-based public transport passenger network including a mix

of scheduled ferry services around Abu Dhabi, water taxis, long-distance services to
Dubai and other regional locations and increase in regulation over use of
waterways in Abu Dhabi to improve safety;
Development of a freight distribution network which reduces the demand on

movements of goods on the highway network including new rail lines to Dubai and
Al Ain from the KPIZ and network of distribution centres in key locations; and,
Provision of improved cycle facilities around interchanges, development of

pedestrian-only malls in key locations, provision of pedestrian-only phases at traffic
signal junctions and new mid-block pedestrian-only traffic signals in the CBD.
Page 41
The provision of public transport is an essential part of the development of a sustainable world
class transport network in Abu Dhabi. Aside from providing an effective alternative to the use of
private vehicle, the public transport network must be fully integrated to ensure entire trips can be
made from door to door to reduce the overall level of carbon emissions.
The development of the public transport network as set out in this scenario will result in
significant land take for some projects, principally the transit projects. Significantly, a number of
these projects will see allocation of road capacity to transit. This reduction in highway capacity
should be offset by transference of trips onto the public transport network. Allocation of land
would also be required for maintenance facilities and storage of transit vehicles ranging from
buses to trams, Metro trains and the regional rail network.
The development of an effective public transport network will also require significant investment
in publicity, communications, ticketing systems, marketing, signage and customer services. The
funding for operation and maintenance of these aspects of the network needs to be addressed
with part funding likely through patronage revenue.
The broad level assessment of the components which make up the public transport scenario
indicates that many of the infrastructure improvements have a neutral rating against
environmental sustainability criteria and a positive rating against economic and social objectives.
4.13 Scenario 3: Demand Management

Management Scenario
The demand management focused scenario aims to meet objectives of Plan Abu Dhabi 2030 by
bringing in controls over use of the transport network combined with provision of an extensive
public transport network.
Whilst scenario 2 revolves around the provision of infrastructure to enable public transport trips,
scenario 3 supports the public transport network and encourages people to use this as an
alternative through a number of strategies and charging measures.
Charging measures to manage demand include introduction of taxation on use and maintenance
of vehicles, fees for road use including a cordon charge for the Abu Dhabi metropolitan area and
free park and ride/public transport trips. These fees would be set at levels that would be effective
enough to induce drivers into using public transport as an alternative mode of transport.
The demand management scenario is characterised by the following components in addition to

those in the reference case:
Representation of the existing highways network and inclusion of those additional

highway schemes that are set out in the reference case;
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network, greater sharing of road space between cars, cyclists and pedestrians and
co-ordinated control of traffic management systems;


the south;


the Emirate;

including smart card technology for the whole network and real time travel
information for passengers;

between the Metro and tram and bus services. The development of interchanges is
imperative as it would focus the network on key points and make it easier for
patrons to navigate their way around the public transport network;


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Development of a freight distribution network including distribution centres in key
locations;
Strategies to manage the movement of freight and waste around Abu Dhabi to limit
the impact of these movements on the network;
Provision of park and ride sites at key locations to encourage transference of trips
onto the public transport network. To support interchange, controlled parking
measures could be introduced around stations;
Encouragement of car-clubs in the metropolitan area to reduce vehicle usage and

development of extensive network of Variable Massage Sign(s) (VMS) to improve
network management and inform drivers of road conditions;
Provision of improved cycle facilities around interchanges, development of

pedestrian-only malls in key locations, provision of pedestrian-only phases at traffic
signal junctions and new mid-block pedestrian-only traffic signals in the CBD;
Series of information measures including improved communication and marketing

of public transport services and initiatives, travel planning for individuals,
workplaces and education facilities and improved event management strategies;
Removal of fuel subsidies, introduction of a tax on fuel and annual vehicle

registration fees and safety tests;
Introduction of Emirate-wide congestion charging as well as cordon pricing for

entering the Abu Dhabi metropolitan area;
Free public transport fares and park and ride fares in the metropolitan area; and,
Improved management of parking including on and off-street parking charges and

extension of controlled parking zones.
The development of the demand management scenario has many similar physical implications as
the public transport scenario, in particular in the provision of infrastructure to support the
development of an integrated public transport network.
As detailed previously, charging measures to manage demand including the introduction of

taxation on use and maintenance of vehicles, fees for road use including a cordon charge for the
Abu Dhabi metropolitan area and free park and ride/public transport trips will form the non-
infrastructure measures which make the demand management scenario significantly unique.
The introduction of the measures set out in the scenario will require a step change in the
manner in which the transport network is governed. This is because the emphasis in this scenario
is on allocating a cost to motoring in particular and making the use of public transport more
attractive to residents and visitors alike. The development of this scenario would require a staged
approach with a number of key fiscal measures potentially bought in when the provision of public
transport is a viable and more attractive option rather than simply enforcing a charge when no
alternative exists.
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The broad level assessment of the components which make up the demand management
scenario indicates that, as with the public transport scenario, many of the infrastructure
improvements have a neutral rating against environmental sustainability criteria and a positive
rating against economic and social objectives.
In relation to the demand management components and the pricing strategies put forward with
this scenario, the economic and environmental assessment shows a broadly positive impact.
These measures however generally reflect a neutral social rating as well as neutral deliverability.
This reflects the fact that the imposition of charges on motorists would most likely be met with a
level of opposition by motorists. This would be particularly exacerbated with the lack of a public
transport alternative.
This scenario does however include two components where the deliverability of the measures is
seen as difficult based on the broad assessment of technical feasibility and likely public/political
acceptability. These two measures are a no driving day and extending restrictions on car
ownership/licenses.
4.14 Scenario 4: Low Carbon Based Scenario
The low carbon based scenario aims to meet objectives of Plan Abu Dhabi 2030 through the
reduction of carbon emissions arising from transport by encouraging environmentally friendly
forms of transport and introducing alternative energy and fuels. In addition to the strategic
components, this scenario would also see the introduction of a low emission zone for Abu Dhabi
would directly penalise those vehicles with higher levels of emissions. The quantification of the
impact of high carbon emissions and subsequent costs being passed onto the driver is an
important aspect of this scenario.
This scenario seeks to complement the public transport by encouraging a shift to alternative fuels
in order to reduce carbon emissions. It also includes a range of measures to encourage non-
polluting forms of transport through provision of sustainable infrastructure for walking and
cycling and measures, both voluntary and mandatory for reducing car use.
As with scenario 3, there are significant similarities in the provision of infrastructure to support
the development of an extensive and integrated public transport network. A list of the
components which are included in this scenario is provided in Table 4.4 with a detailed
explanation of all components included in Appendix A.
The low carbon scenario is characterised by the following components in addition to those in the
reference case:
Representation of the existing highways network and inclusion of limited additional

highway schemes as set out in the reference case and some committed schemes;

network, a one-way network on Abu Dhabi Island, traffic calming and introduction
of real-time traffic management technology;
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the south;

Development of Personal Rapid Transit (PRT) network on LuLu Island and no-wait
transit in Capital City service the diplomatic quarter as an alternative to a tram
route;

the Emirate;
Use of alternative fuel (such as hydrogen) and low-emission buses on the public
transport network in Abu Dhabi together with some routes operating on a demand
responsive system where buses service stops when required;

including smart card technology for the whole network and real time travel
information for passengers;

between the Metro and tram and bus services;


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Transhipment of freight and deliveries from distribution locations by electric or low

pollution vehicles or freight trams;
Introduction of a low emission zone for Abu Dhabi, Suwa, Al Reem and Saadiyat
Islands which would charge vehicles for entering the zone depending on their
carbon emissions;
Introduction of a low emission zone for the Capital City development area which
would charge vehicles for entering the zone depending on their carbon emissions;
Provision of improved cycle facilities around interchanges and cycle hire schemes;
Introduction of a vehicle tax depending on emission levels including zero taxation

for powered two-wheel vehicles;
Introduction of subsidies for alternative fuels and parking charges according to the
fuel efficiency of vehicles; and,
Improved management of parking including extension of controlled parking zones.
As detailed in the public transport and demand management scenarios, the development of the
low carbon scenario will have many similar physical implications as the public transport
scenario, in particular in the provision of infrastructure to support the development of an
integrated public transport network. Many measures in the low carbon scenario are based on
strategies and policies and therefore the physical impact may not be as significant as other
scenarios.
Many of the measures proposed are complementary to the provision of a public transport
network and reflect the desire to manage growth through pricing, policy and physical measures
which reduce the level of carbon emissions.
Some measures would require a departure from existing policies, for example the removal of
truck only routes, imposition of low emission zones and introducing a vehicle tax dependant on
emission levels of the vehicle.
Although there are differences to scenarios 2 and 3, the broad level assessment of the
components which make up the low carbon scenario generally indicate that many of the
infrastructure improvements have a neutral rating against environmental sustainability criteria
and a positive rating against economic and social objectives.
Similar to the demand management scenario, the social rating of many measures reflects the
possible difficulties in implementing some of the policies which would increase charges on
motorists. The deliverability of the majority of the measures for the low carbon scenario is
positive.
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4.15 Evaluation Framework
4.15.1 The Importance of an Evaluation Framework
The DOT is responsible for the planning and implementation of a range of transport projects,
arising from the need for new or improved services or infrastructure. It spends a large amount of
resources on such projects (which are largely driven by social rather than economic
considerations). The choice of options available to resolve a problem is not always obvious for
DOT management, stakeholders and the public.
To select from alternative transport projects, it is important to demonstrate which options are
most adequate for Abu Dhabi to achieve its sustainable planning objectives and presents the best
overall economic, social and/or environmental benefits to society. Moreover, projects included
which contribute to the DOT achieving some of its strategic objectives and represent good
governance of public sector resources should be seen more favourably by the DOT.
In the past, the evaluation of projects and strategies in other countries was largely an economic
exercise based on monetised benefits and costs, notably, within a cost-benefit analysis (CBA)
framework. It provided information on a projects economic performance using a number of
quantitative indicators. This approach has tended to give undue focus to impacts that can be
valued in monetary units. The aim of traditional CBA is to assess the welfare gain from the
investment. This is less of a focus in Abu Dhabi.
Although traditional CBA is still used to derive essential indicators to assess the economic
performance of such projects, as it develops, evaluation is increasingly incorporating less
tangible, but just as relevant, environmental and social impacts (which should also be accounted
for in decision-making). This is the underlying principle of multi-criteria analysis, which is the
basis for the proposed evaluation framework.
The multi-criteria process consists of establishing a broad set of objectives relating to the wider
objectives and priorities of the DOT. The multi-criteria framework approach provides decision
makers with a more comprehensive understanding of the main beneficial and adverse impacts of
each scenario measured using common criteria (economic, environmental and social). It aims to
ensure that all relevant impacts are captured in some way, even if they cannot be quantified and
valued in the same way as the components of a conventional cost-benefit analysis.
4.15.2 Purpose of the Strategic Evaluation Framework
No formal evaluation guidance existed in Abu Dhabi prior to the STMP process.
This Strategic Evaluation Framework (SEF) developed for the STMP is a mechanism for assisting
decision makers to describe, measure, judge, rank and compare the various impacts from the
surface transport scenario options.
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It provides a transparent framework for enabling the choice between alternative scenarios which
have been developed specifically for the DoT in the context of the Abu Dhabi Surface Transport
Master Plan (STMP). The main objective of the SEF, therefore, will be to select the Preferred
scenario,
scenario out of all those considered, taking into account the evaluation criteria defined in the
SEF.
The framework contains the methodology for the strategic evaluation of these scenarios, as well
as guidance on the presentation of results.
The overall aim of the SEF is to assist the DoT in making informed decisions by:
Helping the DoT meet its strategic objectives, and address the main problems of the
Emirate;
Estimating the wider implications of scenarios considered in the STMP to be

evaluated using a common, transparent and standardised framework; and
Achieving a balance between maximising economic efficiency and the net social and
environmental benefit.
4.15.3 Development of the Strategic Evaluation

Evaluation Framework (SEF)
The SEF has been developed taking into account:
Best-practice elements of the evaluation process in other countries (e.g. UK Transport

Analysis Guidance WebTAG2, Scottish Transport Appraisal Guidance3, Welsh
Transport Planning and Appraisal Guidance WebTAG4, Guide to Cost-Benefit
Analysis of Investment Proposals - DG Policy - European Commission5), which when
appropriate have been adapted to reflect the requirements and needs of Abu Dhabi;
The current evaluation practice, methods, processes and parameters already in

operation in the planning and evaluation process in Abu Dhabi, by the different
departments within the DoT. This has been supported by a series of meetings and
workshops within the various work teams and with key DoT staff;
Policy and planning documents, such as the Plan Abu Dhabi 2030 and the analysis of
social, economic and environmental goals.
The evaluation framework objectives have been developed as described earlier in this document,
structured on the three main pillars of sustainable development (economy, social,
environmental) and split into a range of evaluation criteria, which will be measured by one or
more indicators. These are fully consistent with Abu Dhabis social, economic and environmental
goals, but also in line with best practice appraisal in the UK and other countries. The evaluation
criteria are:
2
http://www.webtag.org.uk/
3
http://www.scotland.gov.uk/Topics/Transport/integrated-transport/stag
4
http://new.wales.gov.uk/?lang=en
5
http://ec.europa.eu/regional_policy/sources/docgener/guides/cost/guide02_en.pdf
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Economic:
Financial analysis
Economic efficiency
Economic activity
Environmental:
Fuel and energy consumption
Noise
Pollutant emissions
Landscape and townscape
Bio-diversity
Heritage
Water/soil quality
Social:
Transport safety
Accessibility
Transport integration
Physical fitness
Cultural sensitivities
Additional supporting criteria, which complement the range of indicators described above,
include:
Technical and operational feasibility and risks;
Acceptability to stakeholders; and,
Impact distribution.
Not necessarily all of these criteria will be relevant to all scenarios being evaluated. Only when
particular impacts can be expected is that efforts should be made to evaluate them.
Figure 4.3 illustrates how the evaluation framework interfaces with other activities and work
streams of the STMP. The policy and planning objectives feed into the development of scenarios
and determine the evaluation criteria. Significant qualitative (and quantitative) assessment of the
scenarios then formed the basis for initial assessment of the scenarios during the initial
evaluation exercise.
The transport model simulates the demand implications of the Preferred

Preferred scenario,
scenario and these
determine the changes in trip patterns which are one of the main inputs to the evaluation
framework (for instance, for the calculation of benefits and environmental impacts).
Cost estimates also feed into the evaluation framework and the main outcome will be the
selection of preferred scenario(s).
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Figure 4.3: The Evaluation Framework in the STMP
Scenario Qualitative Assessment

Development and Transport Demand
Simulated by Model
Planning Evaluation of Preferred

Objectives Scenarios Scenario(s)
Cost
Estimates
4.15.4 Assessment of Importance and Significance
Some evaluation criteria may be more important than others in terms of achieving wider Abu
Dhabis social, economic and environmental goals. For instance, landscape or noise may be
less crucial than achieving transport integration or reducing accidents, and a change in
landscape characteristics should therefore be seen as less important than a relative change in
transport integration. Hence, each criterion was ranked above with a relative importance scale,
which is reflected in the evaluation:
+++ High Importance
++ Moderate Importance
+ Slight Importance
Effectively, this provides a weighting system, which, as set out in more details in sections 6.27
and 7.3, will help on the selection of the preferred scenario.
The proposed three point scale is consistent with the proposed seven-point scale for the
assessment of significance (3 positives, 3 negatives and one neutral). Wider scales could be used,
for instance 1 to 10, but this would create the additional problem of determining an appropriate
relative importance to each criterion (which is not trivial considering the very different natures of
the criteria).
After the evaluation is undertaken, an assessment of significance of the results for each criterion
is required, using a seven-point score system (according to best practice elsewhere):
+++ Large beneficial
++ Moderate beneficial
+ Slight beneficial
0 Neutral
- Slight adverse
-- Moderate adverse
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--- Large adverse
The aim is to provide an indication of the magnitude for each impact. As far as possible,
significance scores should reflect the absolute performance of a scenario under each criterion,
but more importantly, they should also reflect the relative scenario performance, which can be
used for comparisons.
The choice of the Preferred scenario will depend on the combination of how important each of
the criteria are and how the scenario scores against each of them.
4.16 Transport Demand
Traffic studies are normally carried out to simulate the impacts of certain projects on travel
demand. They aim to demonstrate whether current and future traffic volumes can be
accommodated by the transport networks and whether acceptable levels of traffic circulation
conditions will be achieved.
Before the economic, environmental and social impacts can be evaluated using the SEF, the
transport scenarios developed as part of Working Paper 6 were modelled, and their impacts on
the transport network were simulated using the transport model developed in the context of the
STMP.
The overall changes in the transport system (from the transport model) were assessed, per mode,
in terms of the changes in:
Number of trips;
Travel time spent (passenger-hours for private travel or vehicle-hours for freight);
Vehicle-km (vehicle trips * distance. Total distance travelled will be commercial in the
first instance, i.e. not including dead running); and,
Passenger-km (for the main modes).
These indicators relate specifically to the evaluation of many SEF criteria (such as the economic,
environmental and safety assessments) and provided a useful measure of the changes in
transport conditions, accessibility and congestion. In general, the greater the transport impacts,
the greater the evaluation impacts. This is the reason why as reliable as possible estimates of
changes in transport demand are desirable during the evaluation stage.
These changes, as well as those from the evaluation of all other SEF criteria, were assessed
between:
The scenarios to be tested (as previously described: highway, public transport,

demand management and low carbon), when all projects in each scenario are
implemented and fully operational at a specific point in the future; and,
The Reference Plan Abu Dhabi 2030 scenario, (existing network with committed
highway schemes and improvements to bus services) without the additional
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measures included in each alternative scenario, considering all other changes
expected (including any committed schemes in the Plan Abu Dhabi 2030, which
would happen irrespective of the alternative scenario being implemented).
The qualitative and quantitative changes between the tested scenarios and the Reference Case
represent the specific impacts of the scenario.
The following modes were modelled:
Road
Cars and LGVs

Taxis
Bus/Coach scheduled and private - Scheduled bus/coach services were
distinguished from private buses/coaches (camps, school) and the model
provided information separately for each.
Water transport ferry services were modelled just like a bus service with
appropriate frequencies and journey times.
HGV - HGVs are only simulated as an approximation at the evaluation stage,
based on traffic counts and scant available information. There will not be the
same level of detail as for passengers.
Rail
Metro
Tram
Rail passenger
Rail freight The model only considers results from existing studies to calculate
how much road freight might be transferred to rail. There is no multi-modal
model for freight as such, as this goes beyond the emirate and its urban areas.
Other modes (active or approximate by the model) The models included walking
and cycling as a single combined mode and allocate trips to it. The model responds
with more walk trips whenever special facilities are offered for that mode (say air
conditioned walkways) but this will be an assumption until these facilities are
actually tested and better parameters extracted from the experience.
There were no induced demand components at the evaluation stage of the development of the
transport demand model.
4.17 Economic Impacts
Plan Abu Dhabi 2030 endorses the promotion of efficiency and competitiveness in economic
activity. Three main criteria applied for the evaluation under the economic impacts objective:
Page 53
The financial impacts determine potential financial returns or burden from the
scenario to the DOT, as a measure of its financial viability, based on the extent of
investment made and the net cash generated from operating the various projects in
the scenario (and/or from other revenues);
Economic efficiency covers the impacts ordinarily captured by standard cost-benefit

analysis the impacts of a scenario for society as a whole; and,
Economic Activity allows the impact of projects to be expressed in terms of their

effects on the local, regional and/or national economy that is, the economic
consequences beyond the transport sector.
These components of the evaluation are of high interest to decision makers.
A template financial/economic model was developed to enable the evaluation of the Preferred
Scenario
Scenario for the STMP in support of the qualitative analysis undertaken for the scenarios. The
results will be presented in financial and economic sheets where all the discounted value of the
benefits with the discounted value of costs of implementing and operating each of the projects in
the scenario under consideration are summarised and presented in terms of financial and
economic indicators.
4.17.1 Financial Analysis
Description and Methodology
The financial impact evaluation is conducted from the viewpoint of potential commercial returns
or subsidies from the DOT. The objective of the financial impact analysis is to assess the ability of
the projects under consideration for the Preferred scenario to pay for themselves (or not, in which
case there would be ongoing operating and maintenance costs) and the potential returns that
could be obtained from them or burdens in terms of subsidy or operating support.
The financial analysis also dealt with components (for instance, operation and maintenance)
being privatised or outsourced, by allocating the respective costs and benefits to different parties
(i.e. DOT and private sector).
Data Requirements
The key input parameters for the financial analysis included some or all of the following project-
related indicators (aggregated for each scenario):
Costs
Capital costs;
Annual operating and maintenance costs; and,
Whole life costs (renewals and replacement).
Revenues
Capital receipts;
Fare revenues; and,
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Non-fare revenues.
The additional inputs for the financial (as well as economic efficiency) analysis included:
Discount rate (which is appropriate for financial and economic assessments in Abu
Dhabi);
Evaluation period; and,
Evaluation year.
Outputs
The main indicators resulting from the financial analysis include:
Financial Net Present Value (NPVf) (in AED million);

Financial Internal Rate of Return (IRR) (%); and,
Financial Benefit Cost Ratio (BCRf) (ratio).
4.17.2 Economic Efficiency
Evaluation is designed to make explicit the impacts of the Preferred scenario on the economic
efficiency of the transport system, as represented by the costs and benefits incurred by users and
operators of the transport system and those providing funding. The purpose of the economic
efficiency analysis is to summarise the quantified costs and benefits of the Preferred scenario,
scenario
disaggregated by user group and transport mode.
The economic impact analysis was conducted from the viewpoint of the costs and benefits to
society as a whole. Transport benefits are essentially a measure of what those affected by a
transport project would be willing to pay to secure their private benefit or avoid a disbenefit, of
which some are normally concerned with time savings made possible by that project.
Data Requirements
The estimates of the traditional cost-benefit analysis included all of the elements of the financial
analysis (such as capital costs and operator revenues) and included the following benefits:
Travel time savings (total number of hours spent travelling per mode, including
walking and waiting times output from the transport model);
User vehicle operating costs (fuel and non-fuel costs from operating private vehicles);
User charges (public transport fares, parking fees, tolls);
Grant or subsidy; and,
Other.
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An economic efficiency table was produced to represent the distribution of impacts across modes
and parties (public sector, private sector, users). Entries in the economic efficiency table are in
Net Present Values (NPV) terms, that is, streams of costs and benefits occurring over the
evaluation period (i.e. cash flows), discounted to a base year using a standard discount rate. The
economic NPV (or NPVe) is an indicator of how much monetary value a project adds to society as
a whole (positive NPV means that the project would add value to society and negative means that
it would be economically adversely to society).
Outputs
Table 4.5 below shows an example of how the economic efficiency of the transport system for the
package of project under consideration (in NPVe terms) was initially set out in Working Paper 6.
Table 4.5: Economic Efficiency
Net Present Value (AED Million) ROAD RAIL OTHER

TOTAL Car LGV Taxi Bus/Coach Bus/Coach HGV Metro Tram Rail Rail Other
ALL scheduled private Passenger Freight modes
MODES
User Benefits (Consumers and Business)
Travel Time (1) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Vehicle Operating Costs (2) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
User Charges (3) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Subtotal (4) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Public/Private Sector Provider Impacts
Investment (Capital) Costs (5) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Operating & Renewal Costs (6) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Fare Revenues (7) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Non-Fare Revenues (8) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Subtotal (9) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
External Support
Grants / Subsidy (10) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Capital Receipts (11) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Subtotal (12) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
ECONOMIC NET PRESENT VALUE (NPVe)
(13) = (4)+(9)+(12)
ECONOMIC BENEFIT-COST RATIO (BCRe)
(14) = [(4)+(7)+(12)} / - {(5)+(6)]
4.17.3 Economic Activity
Transport projects have the potential to impact upon accessibility opportunities to employment
and performance. Quality roads and public transport systems can contribute to the provision of
job vacancies, attraction of investments (national and international) and activation of the overall
social and cultural development and economic movement.
Tourism is also seen as a key objective in Abu Dhabi, and this is featured in Plan Abu Dhabi 2030.
It follows that by improving public transport and the road infrastructure, Abu Dhabi will become
more attractive to tourists. Tourism can create revenues and promote wider economic activity.
Increased or improved freight activity will also tend to facilitate economic growth in Abu Dhabi.
Estimates of new employment, inward investment and additional tourism activities generated by
the introduction of any project for the Preferred scenario will be made.
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In addition, the SEF is designed to address how the various transport scenarios will impact upon
the wider Abu Dhabi economy and productivity. These are represented by wider economic
benefits (WEBs) and the distinction with the traditional analysis is shown in Figure 4.4 below.
Figure 4.4: Wider Economic Benefits
Non-work Related User Benefits

(Commuting, Leisure, etc.)
Benefits
Captured in
Other Benefits (Safety, Emissions, etc)
Conventional
Appraisal
Reduced Business Costs
(Captured in
Net Element
Element Commuting User
Labour Market Tax Element
Productivity Impacts
Benefits)
gains
Wider
Agglomeration
Economic
Benefits
(WEBs)
Imperfect Competition
ompetition
To fully address local and regional impacts of transport scenarios in Abu Dhabi, such additional
analyses beyond the conventional appraisal are therefore required and WEBs provide this
additional assessment. WEBs represent the result of efficiency savings from transport
interventions and the appraisal of WEBs provides an estimate of these additional impacts of
transport scenarios upon the national economy. In the context of improving the World City
Status of Abu Dhabi, an additional breakdown of the individual factors classified within WEBs is
given by:
Business efficiency;
Business investment and innovation;
Agglomeration;
Labour market;
Competition;
Domestic and international trade; and,
Globally mobile activity.
Page 57
Agglomeration tends to be the largest benefit amongst these wider impacts. Such benefits can
arise from groups of workers, firms and industries benefiting from productivity gains over and
above what is expected as a result of:
Firms moving into a city or cluster having an impact on all other firms in the area
through their interaction; and,
Transport improvements, by enabling interactions, provide workers, firms and

industries the ability to agglomerate more intensely and over a wider area.
This agglomeration can occur between firms in the same industry or between firms in different
industries. The assessment of WEBs within the STMP was of a qualitative nature, and was used to
provide a clear distinction of the different scale of WEBs between the different transport
scenarios.
Data Requirements
Employment estimations will depend on how projects can help creating new job opportunities
(directly by the implementation and operation of each scheme and indirectly by the economic
activity generated).
Tourism forecasts (e.g. as provided in Al Ain Master Plan, Plan Abu Dhabi 2030) helped inform
estimates of tourism for any particular project (measured by the additional number of potential
visitors attracted).
Outputs
The following indicators are outputs from this evaluation criterion:
Direct and indirect jobs created (number);
Additional tourists (number); and,
Qualitative assessment of the wider economic benefits.
4.18 Environmental Impacts
Environmental Considerations
One of the main objectives of the evaluation process was to ensure all pertinent environmental
issues were considered within the assessment of transport options. The criteria and benchmarks
for environmental performance of each option was based on the requirements of relevant local,
regional and international legislation and treaties, as well as objectives outlined in Plan Abu
Dhabi 2030.
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As stated in the Plan Abu Dhabi 2030, the islands, sand dunes, sea, coast lines and native
wildlife all blend to create Abu Dhabis incredibly intricate, sensitive and unique natural
environment. () The Plan protects these critical resources and preserves the connections
between humans and the surrounding environment. To this end, the plan proposes instatement
of National Parks, green gradient areas, and desert fingers to preserve the natural interface
between the desert and marine environments.
Key current environmental features and protected areas in the Abu Dhabi Emirate are depicted in
Figure 4.5.
Figure 4.5: Environmental

Environmental Constraints Abu Dhabi Emirate
The DoTs Environmental Protection policy statement was developed to contribute to the Plan
Abu Dhabi 2030 aims of protection, enhancement and repair of natural environment in the
emirate and to supplement Abu Dhabi Environmental agency policies. The Department of
Transportation acknowledges the Emirates vital interests in protecting and preserving natural
resources and other environmental assets.
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Legal Framework
The principal framework legislation for environmental protection in the United Arab Emirates
(UAE) is Federal Law No. 24 of 1999 for Protection and Development of the Environment. The
main responsibility for implementation of environmental requirements of Law No. 24 falls to
nominated government authorities within each Emirate.
Law 24 implements the aims of several UAE ratified international conventions, as well as meeting
local environmental protection requirements. The key areas covered by this legislation are as
follows:
Consideration of environmental issues within decisions made by planning, and

development authorities;
Requirement for Environmental Impact Assessments (EIA) and environmental

monitoring of projects executed in the UAE; and,
Environmental protection measures including those pertaining to marine, surface

and groundwater, soils and air pollution.
Within the Emirate, the competent authority for ensuring completion of environmental
assessments is the Environment Agency Abu Dhabi (EAD). EAD also provide guidance on the
content and format of EIAs, which is consistent with the existing environmental assessment
guidance in Europe (EIA Environmental Impact Assessment)6.
It should be noted that there is currently no legal requirement for the completion of a Strategic
Environmental Assessment (SEA) within the UAE. An SEA is normally conducted where the size,
location and type of developments may have consequences on a more regional scale and inter-
relationships with a larger number of factors than would be catered for within an EIA.
While most of the existing environmental requirements in Abu Dhabi are focused at the project
level (i.e. EIA), the SEF adapts these into a wider level to be applied to transport scenarios rather
than projects. Recommendations as to the level of strategic assessment of plans such as the
STMP will be released by Environment Abu Dhabi (EAD) once the Preferred scenario is
developed.
The following sections present the main environmental impacts typically associated with
transport projects, and which were assessed as part of the Strategic Evaluation Framework (SEF).
6
EU Directive 85/337/EEC on the Assessment of the Effects of Certain Public and Private Proposals on the
Environment.
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4.18.1 Fuel and Energy Consumption
Abu Dhabi has an abundance of fossil fuels; however it is finite. The changes in transport demand
as induced by the implementation of the Preferred scenario,
scenario as well as the means by which this
demand is allocated into the highway and public transport networks (considering alternative
routes, modes and technologies) will determine the changes in natural resources required. The
fuel and energy consumption indicator is a measure of sustainability.
Data Requirements
The changes in the number of vehicle-km by mode enabled a calculation of the net fuel and
energy (fossil and non-fossil) consumption caused by the implementation of the Preferred
scenario.
scenario
Outputs
The outputs from this analysis are the changes in the number of litres of fossil (i.e. petrol and
diesel) and non-fossil (e.g. electric, hydrogen cell, etc.) fuels and renewable and non renewable
energy consumption (kW-h).
4.18.2 Noise
Noise nuisance from transport sources can adversely affect the quality of living of local
communities.
The UAE Federal Environment Agency7 has set Allowable Limits for Noise Levels, which have
been incorporated into Abu Dhabi Emirate requirements through Technical Guidance Document
TG003R8. However, this is a guide only, as in many cases, noise will be measured in terms of the
output of the vehicle noise emissions (car, bus, rail, trams or ferry), which is not directly
comparable with the allowable limits of what would be heard.
The transport model developed in the context of the STMP produces link-based traffic
information, which is used to calculate road9 and rail10 noise emissions at source (unit of L10-
18hour, dB(A)). No standard methodologies exist for the quantitative assessment of ferry noise.
Therefore, this aspect was evaluated through a qualitative analysis.
The strategic level evaluation does not consider the propagation and reflection effects leading to
the exposure levels, which in turn could be compared against allowable limits.
7
Federal Environmental Agency of the United Arab Emirates (www.fea.gov.ae)
8
Technical Guidance Document TG003R [Standards and Limits for a) Pollution to air and marine environments, b)
occupational exposure, c) pesticides and chemical use, 2003], EAD
9
As set out in Calculation of Road Traffic Noise, UK Department of Transport, 1988
10
Calculation of Railway Noise, UK Department of Transport, 1995
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Noise evaluation is only required when the impacts are expected to be significant. The
assessment of nuisance could still be considered significant if there is only a 1dB(A) change in the
noise level, especially when the change occurs at sensitive locations (e.g. near hospitals, schools
and quiet residential areas), sensitive times (night-time), or if the change occurs suddenly.
Therefore, the evaluation of noise impacts is a summary of all links which would have suffered a
change in source noise of at least 1dB(A), and the extent of these impacts.
Data Requirements
For the assessment of road traffic noise, the key link inputs are: traffic flow, proportion of heavy
vehicles and average traffic speed. For rail noise, these inputs include service frequency, train
type, and length. The qualitative assessment of ferry noise will be based on the changes of ferry
services and their location.
Outputs
The proposed outputs for noise are the main changes in noise levels in the network. The
quantitative evaluation estimates the changes in dB(A) at each link and a significance scale was
used to determine the level of the overall impacts. This was based on a combination of the level of
changes in noise and the number of links which have achieved this change.
If particularly sensitive areas (i.e. hospitals, schools, quiet residential areas) were affected, this
was reflected in the appraisal report.
4.18.3 Pollutant Emissions

Emissions
Exhaust emissions from transport sources disperse in the air, affecting its quality. A deterioration
in local air quality can cause damage to human health and to the urban environment (e.g.
through the soiling of materials, buildings and other structures). The key local pollutants that
affect local air quality in Abu Dhabi are PM10 (particulate matter measuring 10m or less in
diameter) and NO2 (nitrogen dioxides).
CO2 (carbon dioxide) is considered the primary greenhouse gas, and is normally used as the key
indicator for the purposes of assessing the impacts of transport options on global warming and
climate change (this global pollutant does not affect air quality). Here, the total changes in
carbon emissions resulting from the implementation and/or operation of a project were
considered.
From the consultation exercise, it has been found that the key environmental issue for Abu Dhabi
is air quality and how it affects the citys image as a green city.
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Guidance on permissible levels of pollutant emissions to the atmosphere in Abu Dhabi is
provided by Executive Order No. 12 of 2006 Regulation Concerning Protection of Air from
Pollution. In addition, a technical guidance document produced by EAD11 requires that
parameters such as ozone (O3), carbon monoxide (CO), particulate matter (PM10), nitrogen
dioxide (NO2), sulphur dioxide (SO2) and lead (Pb) are considered in assessments of air pollution.
However, it should be noted that due to the high solar radiance levels and the desert
environment within the UAE, ozone and PM10 levels are typically elevated in most areas. As
ozone is typically a by-product of the reaction of NOx in sunlight, it will not be considered for this
evaluation. Similarly, lead and SO2 was not considered due to their absence from most typical
exhaust fumes.
Estimations of exhaust emissions are made applying average emission rates (in grams per
kilometre) to the number of vehicle-km estimated to be removed from or added to the network.
This approach provides the overall changes in network-wide emissions and is valid for all
transport modes. For simplification reasons, these impacts are evaluated in the SEF in terms of
the emissions at source, disregarding the dispersion effects into the atmosphere.
Initially, data from emission tests in Abu Dhabi correlating emissions with distance travelled (in
grams per kilometre) to derive average pollutant emission rates for local vehicles (reflecting the
local fuel quality and driving conditions) was sought to complete a quantitative assessment.
Typical emission rates per vehicle type and pollutant in the UK were used as a guide during the
qualitative assessment. These are summarised in Table 4.6.
Table 4.6: Inputs for Assessment of Emission Impacts
Vehicle Fuel Emission Rates (grams/km)

Type CO2 NO2 PM10
Car Petrol 209.5 1.1814 0
LGV 1 Diesel 248.4 1.4768 0.061
Taxi Petrol 209.5 1.1814 0
Bus/Coach Diesel 819.7 4.4870 0.153
2
HGV 3 Diesel 819.7 4.4870 0.153

Metro Electric 3,074.5 7.4000 0.400
Rail pass 4 Electric 6,149.0 14.8000 0.800
Rail freight 3 Diesel 9,764.0 127.6000 5.100
Source: Emission rates recommended by DEFRA and the DfT, as developed by AEA Energy & Environment
http://www.defra.gov.uk/environment/business/envrp/pdf/conversion-factors.pdf.
Notes: 1. Emissions from LGV have been assumed as 25% higher than for diesel cars.
2. Emissions from ferries have been assumed to approximate those of buses.
3. Emissions from HGV have been assumed as the same as from buses/coaches.
4. Rail passenger emissions assumed as for Intercity Electric trains (not produced at point-of-use, but at the
electricity production stage. i.e. power station). Rail freight emissions assumed as for Diesel trains. Metro emissions
assumed as half as for rail passenger.
An emissions module in the environmental template provided the calculations of the changes in
vehicle emissions for the Preferred scenario,
scenario based on the changes in vehicle-kilometres.
11
Development of conditions for the permitting of road construction/maintenance operations in Abu Dhabi, EAD
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Emissions for electric modes were assessed as those emitted at the power station from which the
energy is derived. This method also gave consideration to the potential use of renewable energies
for power generation, thereby eliminating polluting emissions from energy production.
Data Requirements
For the estimation of exhaust emissions, the key inputs were traffic flow and composition.
Outputs
The evaluation of the emissions criterion was the total changes in CO2, NO2 and PM10 emissions
(in tonnes per year). In addition, the significance of the overall emission impacts can be
estimated to determine the comparative level of the overall impacts. This was based on a
combination of the level of changes in emissions for each pollutant.
4.18.4 Landscape and Townscape
The landscape character of a place is derived from the underlying geology, natural processes and
human activity on the land over the years. Townscape relates to the physical and social features
of the urban environment, hence is relevant to built-up areas. Both aspects are concerned with
any intrusive and unattractive visual impacts caused by the implementation of the scheme under
consideration, and this impact can be positive or negative.
Plan Abu Dhabi 2030 includes a consideration for the preservation of the natural setting,
landmarks, as well as National symbols and monuments. The following visual envelopes are
listed for protection in the Plan:
Northerly street-end views from the developed inner-city to Lulu Island;

Important views of the city skyline;
Important view sheds of mangrove forests; and,
Important views of the Grand Mosque.
Aesthetically pleasing infrastructure and landscapes should be created and enhanced to

complement Abu Dhabis unique natural environment, distinct cultural heritage and
architecture, and status as a symbol of modern Arabic development.
Evaluation of the landscape and townscape component was conducted through a desktop review
(e.g. zonal masterplans and environmentally designated areas) as well as brief field surveys
conducted at locations of landscapes and townscapes potentially affected.
The following aspects, when relevant, were to be considered:
Description: The existing landscape/townscape physical characteristics (buildings,

structures and spaces) and the social characteristics (character and value of
pedestrian areas, retail areas, offices, etc) before project implementation. Describe
landscape elements, presence, absence or extent of built development and intrusion
from traffic, built forms and architectural styles, settlement and field patterns, scenic
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qualities, topography and form, texture, elevation, diversity of landscape, visual
intrusion, whether it has been spoiled and how much;
Rarity: Whether landscape/townscape features are commonplace, or rare, to the

locality. How landscape elements of an historic, cultural or traditional nature
contribute to landscape character;
Importance: How important is this feature/attribute and at what level: local, Emirate,
national, international. Describe the geographical scale; and,
Impact: An overall assessment score should be given to the potential impacts of the
project on the landscape / townscape using the Significance scale.
A list of the relevant features which can help define a landscape, and which could be impacted
upon by a potential project, is given below. They were considered in the assessment against the
aspects indicated above (description, rarity, importance and impact).
Layout/pattern: The relationship between topography and form, elevation and the
degree of enclosure and scale;
Landcover: The presence of semi-natural habitats and their associated landscape

elements should be briefly described, as well as structural diversity provided by the
presence of trees and woods or other land types;
Tranquillity: The remoteness and sense of isolation, or lack of it, within the landscape.
This can be affected and often determined by the absence or presence of built
development and intrusion from traffic;
Culture: descriptions of how landscape elements of an historic or traditional nature

contribute to landscape character. These include, for example, built forms and
architectural styles, settlement patterns, commons, field patterns, archaeological
remains, notable and cherished views and those with strong local, cultural,
associations; and,
Character: the relationship between the primary characteristics and features or

attributes of the landscape being appraised. More general observations on the texture
and diversity of the landscape, its scenic qualities, degree of development and visual
unity or disharmony should be made here.
Consideration was given to how a scenario could, firstly, fit into and enhance or deteriorate the
landscape/townscape and, secondly, be mitigated to retain, improve and protect characteristic
features and landscape/townscape patterns.
Data Requirements
This qualitative assessment required a detailed description of the project and of the existing
conditions and local character. This information was derived from zonal masterplans and land-
use mapping.
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Outputs
The evaluation of this criterion was a qualitative assessment of improvement or worsening of the
landscape/townscape character. The assessment of significance was a subjective judgment,
which was made by an agreement of more than one assessor where possible.
4.18.5 Biodiversity
Biodiversity refers to the wealth of species and ecosystems in a given area and of genetic
information within populations. It is of great importance at global and local levels. A transport
project could affect biodiversity in the following ways:
Habitat fragmentation: When a road cuts through an ecosystem, the sum of the two
parts created by the cut is less than the value of the initial whole. Roads tend to
fragment an area into weaker ecological sub-units, thus making the whole more
vulnerable to invasions and degradation; and,
Corridor restrictions: When a road intersects or blocks a wildlife corridor, the result is
either cessation of use of the corridor because animals are reluctant to cross the road,
an increase in mortality because of collisions with vehicles, or a delay in migration
which may result in the weakening or disappearance of an entire generation of the
population.
Less common impacts include aquatic habitat damage, interruption of the bio-chemical cycle, or
contamination of the biota. The extent of impact will also depend on the type of ecosystem
present, and how sensitive it may be.
The Emirate has a variety of habitat types, both terrestrial and marine, which are home to
numerous internationally and locally protected species including dugongs, turtles and the
houbara bustard. The intertidal saltmarshes, mangroves and shallow waters, which typify the
coastline, provide important habitat for wintering bird species and breeding areas for species
such as dugongs and dolphins.
Plan Abu Dhabi 2030 outlines a requirement to establish further National Park areas with green
gradients radiating from the core of the parks to the urban city cores. In addition, Plan Abu
Dhabi 2030 requires the establishment of a sand belt and desert fingers which will curtail the
extent of development into the interior, and maintain areas for desert/coastline interface between
Abu Dhabi and Dubai (i.e. stop continuous coastal development).
As for landscape/townscape, the appraisal approach is described below.
Description: The existing biodiversity and ecologically relevant features, before

project implementation. Describe biodiversity species and habitats, their structural
quality and diversity, whether it has been spoiled and how much;
Rarity: Whether species or habitats are commonplace, abundant or rare, to the

locality. How biodiversity features contribute to local character;
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Importance: How important is the biodiversity feature/attribute and at what level:
local, Emirate, national, international. Describe the geographical scale; and,
Impact: Score the potential impacts of the project on the biodiversity and earth
heritage features using the seven-point Significance Scale. Specific attention should
be drawn to the loss, damage or disturbance of fauna and flora species, ecosystems
and habitats.
Data Requirements
Information required for the evaluation included locations of important or protected habitats and
known species breeding or feeding areas. In addition, lists of endemic or endangered species
types and their locations was also required. This included both flora and fauna. The location of
proposed schemes in relation to green gradients, national parks and desert fingers was also
required.
Outputs
The evaluation of this criterion was a qualitative assessment of improvement or worsening of

biodiversity.
4.18.6 Heritage
In this context, heritage is taken to comprise buildings of architectural or historic importance,

areas such as parks, gardens, other designed landscapes or public spaces, remnant historic
landscapes, archaeological complexes and heritage coasts, and individual artefacts that form part
of the overall archaeological resource.
Heritage can contribute to a sense of local identity, as it can be representative of the

distinctiveness of an area. It may also be significant due to its rarity, exemplary form or style, or
historical associations. Appreciation of characteristics can change with time, and trends in
character and identity of the heritage should be taken into account during its appraisal.
Plan Abu Dhabi 2030 identifies a need to maintain the Emirates commitment to the designation
and protection of key historic and archaeological sites in line with world standards and practices,
in coordination with the work already being overseen by the Abu Dhabi Authority for Culture and
Heritage.
The appraisal approach for heritage is described below.
Description: Description of heritage resource or attribute affected by proposal, such as

historical buildings, areas or sites, archaeological remains and other affected heritage
assets, their age, immediate setting and current preservation conditions. Any
designations (such as UNESCO cultural heritage site) should be mentioned;
Rarity: Whether heritage features are commonplace, or rare, to the locality. How
heritage elements of an historic, cultural or traditional nature contribute to landscape
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character. Consider the ability to replace heritage attributes, according to its
abundance or fragility;
national, international. Determine the geographical scale; and,
Impact: Score the potential impacts of the project on heritage using the seven-point
Significance Scale.
Data Requirements
This qualitative assessment required a detailed description of the projects considered in each
scenario and the existing heritage conditions and character. This was done with desktop surveys
as described above.
Outputs

heritage features.
4.18.7 Water and Soil Quality
Aspects of Abu Dhabis environment and habitat types are critically linked to soil and water
quality. Transportation projects may adversely affect these features through erosion, compaction
or pollution impacts, amongst others.
Soils
Soil types within the Emirate are largely confined to sands and gravels with very low humic
content. Due to the lack of moisture, these sands/soils are also very mobile and sandstorms are a
typical feature of the region. Typically, a transport project could have the following impacts on
soil:
Loss of productive soil: by covering land with hard surface;
Erosion: disturbance during construction or the running of a transport scheme;
Destabilisation of slopes: risk of landslides resulting from the creation of

embankments or cuts into the landscape;
Water flow diversions: diversion of natural surface water flows that could influence
erosion patterns; and,
Contamination of soil: a common consequence of daily traffic operation on busy

roads, depositing metals such as chromium, lead and zinc in the soil for hundreds of
years, impairing the growth of vegetation, thus affecting erosion.
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The evaluation of this aspect required identification of soil types relative to the proposed scheme.
This aspect was conducted through review of geology, soils, hydrological and topographic
mapping.
Water
Abu Dhabi has an arid climate with less than 100 mm/yr average rainfall, a very high evaporation
rate (2-3 m/yr), a low groundwater recharge rate (<4% of total annual water used). Groundwater,
albeit mostly brackish and saline in quality, still provides approximately 80% of all water used in
the Emirate, though this is mostly utilized for agricultural purposes (EAD, 2005). EAD does not
specify groundwater quality standards, but generally advises to apply treated wastewater
discharge standards to land (further advice should be sought directly from EAD for this aspect
where applicable).
Marine water quality is also an important consideration in the Emirate. As the marine
environment is home to numerous protected and endangered species of flora and faunal, it will
be important to ensure that no overall degradation in water quality and clarity occur. In addition,
desalination of seawater currently constitutes the main supply of potable water within the
Emirate, and pollution to this source must be avoided.
Water can be affected by a potential transport project in several principal ways: groundwater and
marine flows, and water quality degradation:
Changes to seawater flows, depending on local conditions, can contribute to flooding,

soil erosion, channel modification and increased turbidity in the marine environment.
These effects are often felt well beyond the transport corridor within which the
proposed scheme is occurring;
Changes to groundwater flow can include a lowering of the water table in

surrounding areas where drainage and excavation are involved, or a rising of the
water table from embankments and new structures, as they restrict flow. This could
cause damage to vegetation, increased chance of erosion, loss of water for drinking as
well as agricultural use, increased salinity in soils and habitat change for fish and
wildlife; and,
Changes to water quality can encompass pollution from surface runoff, from exhaust
emissions, disturbance leading to turbidity, petroleum product drippage, and
corrosion of metals on busy roads.
The appraisal approach for water/soil quality is described below.
Description: The existing water and soil conditions, before project implementation.
Describe any presence of pollutants, whether it has been spoiled and how much;
Rarity: Whether water/soil quality is commonplace, or scarce, to the locality;
national, international. Describe the geographical scale; and,
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Impact: Score the potential impacts of the project on water/soil using the seven-point
Significance Scale.
When considering the impact of soil and water pollution as a result of the project, concern should
be raised for projects which are near drinking water intake points, the marine environment or
bordering areas of great biological value.
Data Requirements
This qualitative assessment required a detailed description of the projects in each scenario,
location of well, ground and marine water quality, as well as information gathered from any soil
surveys, geological, hydrological and topographic maps, aerial photographs and local knowledge,
where possible.
In order to determine the nature and scale of the impact from both water and soil, data on the
boundaries of floodable zones was obtained where possible.
Outputs

water or soil quality.
4.19 Social Impacts
Socially sustainable transportation systems should contribute to building a thriving, vibrant and
equitable society by enhancing quality of life and providing safe and inclusive access for all. More
sustainable choices, behaviour and movements of individuals should be promoted for the
collective good.
The STMP should aim to enhance peoples quality of life and well-being by minimising problems
and maximising social benefits, such as increased accessibility, mobility, social cohesion, and the
creation of an aesthetically pleasing social environment that reflects the unique cultural identity
of Abu Dhabi. Consideration of local cultural norms as well as social interaction and integration
was critical in determining transportation options in Abu Dhabi.
Currently, many social impacts of transport policies, programmes and projects cannot be
monetised, and some are difficult even to quantify. Under the social impact area are some of the
less well-established and less quantifiable criteria in transport evaluation.
Five main criteria applied in the evaluation under the social impacts objective:
Transport safety;
Accessibility;
Transport integration;
Physical fitness; and,
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Cultural sensitivities.
These components of the evaluation are critical to ensuring decision makers protect and promote
social sustainability.
4.19.1 Transport Safety
Improving safety in all transport systems is one of the strategic objectives of the DOT, as stated
two separate paragraphs in Article 4 of Law N5 of 2008:
Supervise the design, establishment, management and operation of effective and comprehensive
land transportation systems, including the main roads, and public transportation networks and
their supporting facilities, in order to achieve the best levels of service, safety and environmental
protection.
Study and propose legislations and policies related to the Departments objectives, for improving
the effectiveness and efficiency of performance, and the safety level of public transport systems
and main roads networks and utilities.
DoTs Road Safety Policy is to contribute to the 2030 Plans aims, and highway sector objectives,
of reducing road casualties. DOT aims to achieve this in collaboration with other stakeholders,
through development and promotion of evidence based interventions, including traffic safety
education, research, safety engineering standards, enforcement and emergency response
activities to save lives, prevent injuries, and reduce health care and other socio-economic costs
caused by accidents.
DoTs Access Management Policy Code states that It is in the national interest to maintain the
Strategic Road System to provide the highest level of service in terms of safety and mobility.
Safety is reflected in the Plan Abu Dhabi 2030: reduce level of all vehicle related accidents
(including pedestrian accidents). The Plan also identifies a need to improve streetscapes to
maximise pedestrian safety and comfort. Safety is one of the issues to be addressed by the STMP.
The road safety record in Abu Dhabi is still poor in comparison to other developed nations,
although it compares favourably with developing countries.
The assessment and quantification of road transport safety impacts implies estimating the
number of personal injury accidents avoided and changes in the severity of accidents that would
take place as a result of changes in travel. An accident model was examined for the purposes of
the SEF, based on empirical relationships between traffic volumes and accident rates in Abu
Dhabi (historic probability factors of there being slight, severe or fatal accidents according to the
level of traffic in each type of road). This, however, required historical data which was not readily
available in the desired format during the evaluation exercise.
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The RTTSRC (Roadway, Transportation and Traffic Safety Research Center, UAE University) has
conducted traffic counts for several of their projects. They also possess two accident databases for
Al Ain.
Police format GPS/GIS database (in which each accident is coded by about 40 variables, collected
for nearly 3 years). In-depth crash investigation for a sample of the above (about 600 variables),
collected in three various forms; occupant interview form (including medical aspects and drivers
explanation of accident), vehicle investigation form, and site investigation form.
In Abu Dhabi, the RTTSRC possesses only a non-GPS/GIS database of the accidents, as the police
is not collecting GPS coordinates. A new project funded by the Health Authority of Abu Dhabi
and carried out by RTTSRC will collect actual GPS accident data for Abu Dhabi.
Similar relationships have been produced for Dubai and in the worst-case scenario, these will be
used as a proxy for accidents in Abu Dhabi.
Data Requirements
The basic inputs for the estimation of accident impacts were changes in vehicle-kilometre by road
type.
Outputs
The evaluation of this criterion in the SEF was to be the potential change in the number of road
accidents, by severity level: injuries and fatalities over the forecast years. The qualitative
assessment undertaken is set out in section 6.15.
4.19.2 Accessibility
Accessibility is the measurement of the relative ease with which people can get to the
destinations and obtain the services that are important to them. Ideally, all people in Abu Dhabi
should be entitled to access to places, jobs, education, goods and services.
People who have access to cars can face difficulty in reaching important destinations, but those
who do not have access to a car in Abu Dhabi at the moment are much more likely to find it hard
to make important journeys, because:
Transport options are restricted to cars and taxis and the public transport network is
scarce and does not offer frequent, accessible, reliable and timely formal services to
the wider community12;
The distance may be too great for walking or cycling; and,
12
City public buses are normally midi van types with very few formal stops and little in the way of schedules. A new
formal bus service with proper bus stops and schedules is due to be launched soon.
http://www.visitabudhabi.ae/en/plan.your.trip/getting.around/buses.aspx
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The weather in the Abu Dhabi is not suitable for un-motorized trips for a considerable
part of the year, without covered walkways and air conditioned stations and stops.
When dealing with accessibility in Abu Dhabi, particular interest is on facilitating movement of
residents and tourists whose mobility is limited by not having the transport they would wish. The
basic mobility requirements of the poor, people with disability or reduced mobility, Muslim
women, women with children, the elderly and other disadvantaged groups should be catered for
in pursuit of social progress in the context and values of Arab culture.
Data Requirements
The data requirements included changes in the total number of public transport seat-km and
changes in the number of trips per mode (both are outputs from the transport model).
Outputs
The proposed indicators are the change in the number of public transport seat-km offered in Abu
Dhabi and % modal shift to public transport as a consequence of the interventions in each
scenario. A greater provision of public transport services and a larger modal share in favour of
public transport will be seen as positive. A qualitative assessment was made of any issues
concerning the access of special community groups (e.g. women, mobility impaired, elderly).
4.19.3 Transport Integration
Integrated planning is a key requirement of a transport system aiming to improve accessibility.

The demand for public transport will be met through integrating land use for infrastructure and
transport planning. Integrated planning should aim to facilitate effective and efficient transport
management across different geographical administrative units, especially at the interface
between these units.
Integrated solutions are required for the efficient running of the future private and public
transport system in Abu Dhabi. Integration aspects such as fare integration, scheduling,
information and physical interchange facilities all aim to ensure that journeys are as smooth and
seamless as possible. Park-and-ride can complement public transport services and integrate them
to the private transport network.
Data Requirements
This qualitative assessment required an understanding of the changes in integration conditions

provided by the scenario (e.g. changes in the number of public transport stations which show an
element of integration between different modes or services; percentage of public transport trips
using integrated fares and/or payment methods; number and capacity of park-and-ride sites).
Outputs
The evaluation of this criterion was a qualitative assessment of all integration benefits expected,
including number and quality of interchanges (between journeys of the same or different modes).
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4.19.4 Physical Fitness
The level of walking and cycling is very low in Abu Dhabi. If healthier options for travelling such
as walking and cycling were encouraged in Abu Dhabi and people were encouraged out of their
cars, this could provide a strong boost to healthier living, which can result from increased
physical fitness. If more people will walk and cycle more (e.g. access mode to a rail system, use of
underground pathways or cycle to work) as a result of the implementation of different scenarios,
this should be reflected in the evaluation.
Provisions for safe, comfortable walking, for example via shade protection, needs to be made
because as stated in Plan Abu Dhabi 2030, no matter what form of transportation people
ultimately choose, every journey begins and ends with a walk. In addition, improvements in
conditions for walking and cycling will also tend to mitigate the severance effects by a fast and
wide road network in Abu Dhabi.
Data Requirements
The data requirements for this criterion were the number of hours spent cycling and walking, as
provided by the transport model.
Outputs
Estimation of the changes in the number of hours spent waking and cycling in the network.
4.19.5 Cultural Sensitivities
As highlighted in the Plan Abu Dhabi 2030, Abu Dhabi is a modern society shaped by an ancient
culture. Its past is rooted in the connection between land and water. Many generations spent
half of the year fishing and pearling around the islands and the other months farming and
ranching in desert oases. This bond can be maintained by securing visual and physical links
between the city and its surrounding landscape.
The tangible elements of Abu Dhabis cultural heritage are manifested in the unique built
environment, spatial land use and social, religious and cultural mix, which makes the provision
of public transport specially challenging.
The Abu Dhabi Authority for Culture and Heritage (ADACH) is the institution in charge of
conserving and promoting the heritage and culture of Abu Dhabi13. The cultural vision for Abu
Dhabi is to make it the cultural centre of the region while promoting national culture and identity
as a source of pride and inspiration to the people.
13
http://www.abudhabi.ae/Sites/Portal/Citizen/EN/departments,did=712.html
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Transport interventions also need to uphold the intangible elements of cultural heritage by being
cognisant of the cultural identity of transport users and by catering for diversity in terms of
language and cultural norms (for example, segregation of males and females Muslim users in
public transport vehicles, first and second class carriages, etc.).
Qualitative assessments of the likely impact of the proposed scenarios on any cultural sensitivity,
in the preservation of the local cultural identity and in the improved connection with cultural
destinations (mosques, museums and other cultural points of interest) were carried out.
Data Requirements
The analysis of cultural sensitivities did not require any special data.
Outputs
A qualitative assessment was made of the extent to which each scenario has taken account of
cultural aspects in the conception and/or design of schemes.
4.20 Supporting Criteria
Additional criteria will need to be considered in the evaluation process:
Technical and operational feasibility and risks;
Acceptability to stakeholders; and,
Impact distribution.
4.20.1 Technical and Operational Feasibility and Risks
The extent to which the various projects within each scenario are feasible or whether significant
topographic, geologic, hydrologic, geomorphologic or environmental constraints apply was taken
into account. Feasibility concerns include existing structures and installations (e.g. utilities),
construction (e.g. embankments and cuttings), new technology and operational issues which
could make projects unviable.
Some or all of these issues may have been dealt with in previous feasibility studies or business
cases for certain projects within the scenarios considered, and any such considerations should
have been brought forward during the evaluation, to avoid duplicating efforts.
Risks can be associated with a range of aspects in the evaluation process, including:
Feasibility, technology, contractual, operational, legal and institutional issues and

unforeseen events;
Demand and benefit estimation; and,
Financial aspects, delay in implementation and capital/operation costs.
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Besides identifying all relevant risks, and the probability of a combination of risks, for each
scenario being evaluated, it was also important to describe how they would be mitigated,
managed and/or transferred.
4.20.2 Acceptability to Stakeholders
The term stakeholder is used in the evaluation to mean any individual member of the
community or organisation with an interest in any of the projects, which are part of the scenario
in question. Stakeholders can include a large number of parties, such as influential organisations
or individuals in Abu Dhabi, politicians, decision-makers, transport operating companies,
Government authorities at all levels, developers, representatives of recognised interest groups,
businesses and the public.
They can have significant input in proposing workable solutions, thus, it is important to
maximise their buy-in to the projects from early on in the process, if these are to be delivered with
their involvement and approval. If there is little political motivation, poor acceptability or poor
relationship with other parties (such as developers), then the chances of successfully and
efficiently implementing a project are significantly reduced.
Although currently not a standard procedure in Abu Dhabi, every major investment project will
be expected to undertake consultation before approval is granted, particularly for infrastructure
projects or those which deliver public services. There is no precise guidance on how to undertake
consultation, as most projects will be different in size, nature and objectives.
It is important to insure that all interested parties are properly consulted at early stages in the
transport planning process and their views are taken into account in the project development.
Relevant parties need to be notified on the details of the project and how it will impact them, and
will need to be allowed to express any views or objections.
4.20.3 Impact Distribution
This normally involves a description of who (e.g. people from certain age groups, disability,
gender, or from certain social, demographic or economic backgrounds) and/or where (e.g. people
in a certain geographic areas) benefits or disbenefits from each relevant evaluation criteria.
Impact distribution is not necessarily relevant in all cases, but when there is a special benefit or
disbenefit to particular social groups or geographical areas, this should be reflected in the
evaluation. In the context of the STMP, the main aspect of impact distribution is the geographic
distribution of the impacts across the districts of Abu Dhabi, Al-Ain and Al Gharbia.
The geographic distribution of impacts was not necessarily carried out for all evaluation criteria,
however. The economic efficiency and financial analysis, for instance, makes more sense for the
system as a whole, even though in theory costs could have been split geographically. The
environmental and social impacts are, by nature, more localised, with the notable exception of
CO2 emissions which are a global impact.
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4.21 Evaluation
Evaluation Summary
Decision makers need to see the results of the evaluation process in a clear, structured and
summarised document, which highlights the principal outcomes. The Evaluation Summary Table
4.7(EST) extracts the core of the transport, economic, environmental and social impacts from the
main report, for each scenario and under the respective evaluation criterion.
The objective of preparing Evaluation Summary Tables (ESTs) is to facilitate the interpretation
and comparison of results across different options. For this, the summary needs to be succinct,
with full details provided in the body of the evaluation report. It will also help the assessment of
any trade-offs between different criteria.
Drawing from detailed experience elsewhere, Table 4.7 shows an example of how an EST was
initially presented when the overall evaluation process was first presented as part of the STMP
process.
Table 4.7: Evaluation Summary Table
Impact Impact
7 Point Scale
(Importance) (Weighting)
Highway -24 -63 -178.5
Public Transport 32 62 121.8
Demand Management 43 88 200.7
Low Carbon 34 66 139.8
4.22 Incorporating Stakeholder Feedback
The details in Working Paper 6 provided a comprehensive background document for stakeholders
to be consulted on and provide feedback a Workshop held on June 19th. Stakeholder feedback
received from the June 19th Workshop is summarised in Chapter 0.
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5 Revised Alternative Planning and Policy Scenarios
5.1 Introduction
Working Paper 6A presented the alternative planning/policy scenarios that have been developed
from the outcome of Phase 1 as the basis for Phase 2 of the STMP.
It updated Working Paper 6 to take into account the results of the stakeholder consultation that
was undertaken and presented the revised scenarios for modelling and evaluation.
5.2 The Process to Devise Alternative Scenarios
The details of the scenarios set out in Working Paper 6, and as summarised in Chapter 0, were
presented at a stakeholder workshop on 19th June 2008. This allowed stakeholders an
opportunity to provide feedback on the scenarios and the evaluation framework.
This feedback was summarised in Working Paper 6A. Critically, a number of significant changes
were made to the scenarios subsequent to the Workshop, highlighting the importance of
consultation and the contribution of key stakeholders in the STMP process.
The revised scenarios were taken forward to the evaluation process as part of Phase 2 of the
STMP. The evaluation exercise is detailed in Chapter 4 of this Phase 2 Report.
5.3 Stakeholder Consultation on Scenarios June 2008
A stakeholder consultation event was held on the 19th June 2008 at the Beach Rotana Hotel,
Abu Dhabi.
The purpose of the event was to:
explain to stakeholders the rationale for, and the components of, the scenarios that had
been developed by the STMP Consultant team, and;
seek feedback from stakeholders on the scenarios and their components.
The consultation event is described below including a summary of the main points that were
discussed for each of the scenarios. The changes that were made to the scenario components as a
result of the consultation workshop are also set out.
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Proposed scenarios are presented on boards for Some 100 delegates were present at the
discussion Workshop.
Presentation by DoTs Project Manager Interactive sessions on scenarios
5.3.1 Consultation Event
The consultation event was attended by over 100 representatives from the following
stakeholders:
Department of Transport;
Urban Planning Council;
Al Ain Municipality;
Al Gharbia Municipality;
National Transport Authority;
Abu Dhabi Police;
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Environment Abu Dhabi
Developers and their consultants;
Department of Economy;
Abu Dhabi Port Company;
Abu Dhabi Airports Company
TransAD; and,
The STMP Consultants Team of Mott MacDonald and Steer Davies Gleave.
The consultation began with an introduction from the DoT, followed by keynote speeches by the
DoT and UPC on The Future of Transport in Abu Dhabi and alignment with the objectives of Plan
Abu Dhabi 2030, respectively.
This was followed by a series of presentations by the STMP Consultants team on:
the workshop objectives;
the development of alternative scenarios; and,
the evaluation framework.
The core of the consultation focused on detailed discussions on the scenarios as set out in section
4.8.1and their components. Large scale plans of the infrastructure components of the scenarios
were available for each scenario along with a summary of the policy and strategy components.
Each scenario had a facilitator and a note taker from the consultants team. This part of the
consultation was run as an open-space event where delegates were able to examine and
comment on any of the scenarios that they wished and to ask questions and clarify detailed
issues with the facilitators and representatives of the DoT.
A plenary session was then held at which each of the facilitators provided feedback from the
discussions on the scenarios that they had facilitated. This was in turn followed by a discussion
and further feedback from delegates.
Finally, the next steps in developing the STMP were identified and explained to the delegates.
The feedback received from each scenario during, and subsequent to, the workshop is
summarised in the following sections.
5.3.2 Feedback on the Reference Case
The reference case attracted perhaps the least comment from delegates given that many of the
infrastructure and policy components contained within it are committed and are currently
being progressed. Delegates supported the definition of the Reference Case.
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Feedback on specific issues included:
the recognition and understanding of the need for and importance of having a reference
case;
the need to provide some level of highway infrastructure whichever scenario forms the
basis of the preferred scenario;
the importance of effectively linking Al Ain and Abu Dhabi;
that buses will not appeal to many people in Abu Dhabi; some people will not switch
from using the taxi to using public transport whereas the metro will appeal to more
people;
the need to include bus lanes and restrict parking at bus stops in the Reference Case;
and,
a number of highway measures were noted as confirmed for the airport area.
There was also specific feedback on the highway network, with a suggestion to include the link
between the E10 and E11 as a committed scheme (the extension of the Saadiyat Shahama
Freeway).
5.3.3 Feedback on Scenario 1: Highways Based Scenario
This scenario attracted much interest and discussion at the workshop. Feedback on specific
issues included support for a number of the measures in the Highway Scenario.
These included:
the need for a road hierarchy;
intelligent speed adaptation;
intelligent transport systems;
1-way streets in the CBD; and;
the introduction of a high quality bus network.
The discussion also covered the following suggestions and points of discussion, including:
a proposal to slow down traffic in the CBD by narrowing traffic lanes;
adding an additional lane to the Shahama Expressway;
concern over future congestion levels on the E10;
upgrading highways between Al Ain and Abu Dhabi;
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improvements to the E75 and E30 such as dualling;
the introduction of 1-way streets in Khalifa City;
the need for significant additional road access in ICAD and Mussafah;
discussion on the position and linkages for the new Capital City to Abu Dhabi Island
Tunnels;
the alignment of the Mid-Island Parkway;
questions on the benefits of a distribution Centre at Mina Zayed;
suggestions to avoid grade-separated junctions;
examining the benefits of 1-way streets on a case by case basis;
the need for additional roads around Yas;
the possibility of introducing a grid-style highly permeable highway system;
concerns were expressed over the feasibility of the tunnel from Capital City to Abu Dhabi
Island 19th Street Freeway scheme;
high quality air conditioned bus services between Al Ain and Abu Dhabi; and,
regulation of freight loading.
Following this feedback a number of changes were made to the Highway Scenario and these are
set out in section 5.3.7.
An additional sensitivity case scenario was also identified which focused around the provision of
an expanded highway grid system. Such a grid system is not compatible with the Highway
Scenario as presently specified and could be easily assessed as a sensitivity test to the main
highways scenario. This was considered in more detail as part of the testing and evaluation of
the highways scenario as described section 5.3.7.
5.3.4 Feedback on Scenario 2: Public Transport Based Scenario
Feedback on specific issues included a high degree of general support for the provision of public
transport infrastructure and services and measures to encourage alternatives to the private car.
The discussion also covered the following suggestions and points of discussion, including:
integrating public transport into the public realm;
the importance of the pedestrian and public realm in new developments;
cultural issues surrounding the need to segregate public transport users;
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ensuring that education and marketing are undertaken to encourage use of the public
transport system;
the need to cater of a variety of different socio-economic and cultural groups;
the introduction of a property tax that would need significant additional consideration;
the importance of connecting tourist hotels to the public transport network by

pedestrian routes;
reflecting the modal choice of different socio-economic groups with different choices will
be a challenge for the study along with the high interchange penalty because of the hot
weather;
the need to integrate shopping facilities with the public transport system; and,
pedestrian walkways would need air conditioning.
The issues discussed at the Workshop, together with subsequent refinements to the public
transport routes as a result of further planning were reflected in the revised Public Transport
Scenario detailed in section 5.3.7.
5.3.5 Feedback on Scenario 3: Demand Management Scenario
The demand management scenario contained a number of measures to encourage the use of
alternatives to the private car and road freight. There was a lively discussion amongst delegates
on these issues at the Workshop.
Specific feedback included:
it was felt that more park and ride sites should be added to the demand management
scenario around the outside edge of the inner cordon pricing zone;
the suggestion was made that the park and ride sites could include valet services to
further encourage their use;
demand management policies need to deal with issues of social inequality;
pricing would need to penalise car drivers whilst subsidising public transport users;
high quality public transport and other mode alternatives need to be provided before
pricing is used to encourage their use;
this scenario perhaps more than others will require significant culture change and
planning and marketing of the culture change must have priority over a number of
years;
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opportunities to manage demand through land use planning should be taken by
encouraging mixed use development and creating rigorous design standards for new
developments to prioritise attractiveness of alternative modes;
staggering working hours and the opening hours of Malls to help to manage congestion;
and,
physical restrictions on parking may be more effective than pricing mechanisms.
The demand management scenario was amended to take a number of these suggestions into
account as set out in section 5.3.7.
5.3.6 Feedback on Scenario 4: Low Carbon Scenario
A wide-ranging discussion took place on the low carbon scenario with a lively debate during the
plenary session.
A number of suggestions were made including:
the sources of the alternative energy sources need to be defined;
efficient energy management to optimise consumption could be considered -

partnerships with energy providers will be needed;
the transit system should include renewable energies;
the efficiency of each mode should be maximised by having multi-use, e.g. freight and
waste on light rail;
the appropriateness of property tax;
vehicle tax should depend on emission;
infrastructure will be required to support electric cars;
consider the piston effect in trains for cooling energy;
renewable energy interactive floors can provide energy from footsteps;
that alternative sources for providing energy to PT should be considered;
improve education to maximise uptake of sustainable transport modes; and,
passive cooling should be considered for bus shelters.
The changes that have been made to the low carbon scenario as a result of feedback at the
Workshop are set out in section 5.3.7.
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5.3.7 Changes to Scenarios
The changes that were made to the scenarios presented initially in Working Paper 6 and Chapter
4 of this Phase 2 Report to be taken forward to the evaluation process as a result of the
consultation event are set out below.
Reference Case
The following scheme was added to the Reference Case:
Shahama Freeway Extension.
Scenario 1: Highways
In addition to the Reference Case schemes which are implicit in all scenarios, the following
changes were made to the Highway scenario.
Narrow traffic lanes in CBD to slow down traffic and ISA to increase the safety in urban
area;
Additional lane to the Shahama expressway;
Proposed Hamdan Street to Saadiyat Link;
Second link from Reem Island to Al Reem Bridge;
E10 Bypass via Yas and Samaliyyah Island;
New airport road extension to New Island Bridge and E20;
Optional Link from AD Island to ICAD via 9th Street in Mussafah;
Optional Link from AD Island to ICAD via 13th Street in Mussafah;
Upgrade 16th Street in Khalifa City to a Freeway;
E95 Extension to KPIZ;
Allow trucks to use E22 AD to Al Ain highway; and,
Upgrade E75 truck route to D2.
Scenario 2: Public Transport
In addition to the reference case schemes, the following changes were made on to the Public
Transport scenario.
(1). Regional Rail
New rail link to Madinat Zayed;
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(2). Tram
Southern extension of Public transport 18 to Mafraq Labour Camp;
Emerald Gateway Mussafah ICAD;
Mohammad Bin Zayed City Mussafah Grand Mosque;
Northern Yas Shahama Town;
Al Ain Tram;
Cultural District Zayed First Street Inter Continental Hotel; and,
Al Falah Airport Road 19th Street 28th Street Loop.
Scenario 3: Demand Management
In addition to the reference case schemes and those added to the public transport scenario, the
demand management scenario to be evaluated included the addition of the following schemes:
Add park and ride sites adjacent to inner cordon pricing zone;
Include valet parking at park and ride sites;
Provision of travel card by employers to all employees;
Staggering working and Mall opening hours; and,
Physical restrictions on parking.
Scenario 4: Low Carbon
In addition to the reference case schemes and those added to the public transport scenario, the
low carbon scenario included the addition of the following scheme:
Passive cooling for bus shelters.
Table 5.1 provides a list of those components that were taken through to the initial qualitative
assessment as detailed in Chapter 4 and supersedes Table 4.4. The characteristics of each of the
separate scenarios are set out in sections 4.10 to 4.14.
Each of the four scenarios developed includes components made up of physical infrastructure
and other measures such as strategies, policies, management systems and minor infrastructure.
Not all of these measures can be represented on plans.
Where possible, the physical components are included on a series of plans included in Figures 5.2
to 5.43 in Volume 2 of this report. For each of the scenarios, the areas generally covered are:
Emirate wide, including Al Gharbia and Al Ain;
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Abu Dhabi metropolitan area; and,
Abu Dhabi central business district generally covering Abu Dhabi, Lulu, Suwa, Al
Reem and Saadiyat Islands.
Some additional plans for individual scenarios have been developed where there is a lot of detail
in a specific area (e.g. the inclusion of a plan showing the tram network around Capital City) or
where there is a broader scale required which shows an area outside of the metropolitan area of
Abu Dhabi.
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Table 5.1: Scenario Components Table
To be tested with model?

Reference Case
4 - Low Carbon
1 - Highways
Environment
Deliverable
Al Gharbia
Abu Dhabi
Economy
Al Ain
Social
ID
R ROAD NETWORK
RH 3 Shahama Freeway Extension C 2010
RH 6 Salam Street Tunnel C 2015
RH 7 Second Abu Dhabi - Dubai Freeway P 2015
RH 9 Connecting Al Reem Island to Abu Dhabi C 2010
RH 10 Connecting the city to Al Suwa Island - bridges 1,2,3,& 4 C 2010
RH 14 Saadiyat to Al Reem Island Bridge 2020
RH 18 Al Ain to Dubai highway upgrading 2030
RH 21 ring road 2030
RH 22 Al Saada Street (19th Street) Freeway 2030
RH 23 Extension of Al Saada Street (19th Street) Freeway to Al Reem 2030
RH 24 11th Street freeway 2030
RH 25 Lulu Highway (Marina Mall to Mina Zayed) 2015
RH 26 Tunnel from Capital City to Abu Dhabi Island 19th Street Freeway x
RH 33 ICAD to Abu Dhabi Link Road 2030
RH 40 Al Ain Northern Bypass 2025
RH 41 Define and impose road hierarchy with associated management policies 2010 2010 2010
RH 42 Low noise surfacing and noise barriers 2015 2015 2015 x
RH 43 Additional lane to Shahama freeway 2030
RH 44 Proposed Hamdan Street to Saadiyat Link 2030
RH 45 Second link from Reem Island to Al Reem Bridge 2030
RH 46 E10 Bypass via Yas and Samaliyyah Island 2030
RH 47 New airport road Extension to New Island Bridge and E20 2030
RH 48 Optional link from AD Island to ICAD via 9th St in Mussafah 2030
RH 49 Optional link from AD Island to ICAD via 13th St in Mussafah 2030
RH 50 Upgrade 16th Street in Khalifa City A to Freeway 2030
RH 51 E95 Extension to KPIZ 2030
RH 52 Mussafah 11th Street Northern extenstion to E10 bypass 2030
RH 53 Mussafah 13th Street Northern extension to E10 bypass 2030
RH 54 E30 Northern diversion to E10 bypass 2030
RH 55 Connecting E20 and E22 2030
RH 56 New airport road Extension to Maqtaa Bridge 2030
RH 57 Airport road diversion to E22 2030
RH 58 30th Street diversion to Mussafah-Abu Dhabi link 2030
RH 59 Miscellaneous links to complete grid pattern 2030
Key:
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Reference Case
4 - Low Carbon
1 - Highways
Environment
Deliverable
Al Gharbia
Abu Dhabi
Economy
Social
Al Ain
ID
Make through routes out of dead-end streets to enhance connectivity within CBD
RM 1 according to road hierarchy where redevelopment takes place 2010
RM 2 Traffic management - banned turns / 1-way streets to improve traffic flow 2015 2015
RM 3 Shared road / walk / cycle space 2015 2015 2015
RM 4 Intelligent real-time driver information systems 2015 2015 2015 x
RM 5 Urban Traffic Management and Control (UTMC) 2015 2015 2015
RM 6 Traffic calming in residential areas within superblocks 2010 2010 2010
Intelligent speed adaptation (ISA) to increase highway capacity through closer

RM 7 vehicle spacing 2025 2025 2025
RS Safety
RS 1 30 kph zones in residential areas / near schools 2015 2015 2015
RS 2 Driver training 2015 2015 2015 x
RS 3 Education / information 2015 2015 2015 x
RS 4 Introduce and enforce highway code 2015 2015 2015 x
RS 5 Programme of safety improvements at accident black spot locations 2015 2015 2015
RS 6 Enforcement of traffic violations 2015 2015 2015 x
RS 7 Real time signs informing drivers of speed in key locations 2015 2015 2015 x
RS 8 Average speed cameras (point to point) 2015 2015 2015
RS 9 Enhanced annual vehicle safety checks 2015 2015 2015 x
RS 10 Commercial driver hours limitation scheme (freight and taxis) 2015 2015 2015 x
RS 11 Introduce and enforce regulations for vehicle weights / overloading 2015 2015 2015 x
RS 12 Narrow traffic lanes in CBD to slow down traffic and to increase road safety 2020 2020 x
P PUBLIC TRANSPORT
PR Regional Rail
PR 1 Regional rail CBD station to Dubai via Capital City and Airport with possible 2020
PR 2 Regional railway CBD to Ghantoot, Shahama Town Centre & Al Ain via Capital City 2020 2020
PR 3 Ruwais Station connection to Abu Dhabi 2030
PR 4 New rail link to Madinat Zayed 2030
PM Metro
PM 4 Saadiyat Island - Reem Island - 9th Street - Marina Mall 2025
PM 5 Al Falah to Capital City spur 2025
PT Tram
PT 1 Al Raha Beach Light Rail (Airport to Emerald Gateway) P 2015
PT 2 Yas Island connection to Raha Beach P 2015
PT 3 Yas Island northern loop P 2020
PT 4 Suwa Island loop P 2015
PT 5 Reem Island loop P 2015
PT 6 Saadiyat Island Loop P 2015
PT 7 Reem Island - Khalifa Street - 11th Street loop P 2015
PT 8 Lulu Island - Mina Zayed - Suwa - Marina Mall loop P 2020
PT 11 ADNEC - Khaliyah Mall - Central Market 2025
PT 12 Yas Island interchange - Hydra - Al Falah - Motorworld - Airport T1 - Yas Island 2020
PT 20 Capital City outer circle serving Universities, Sports Hub 2020
PT 21 Saadiyat Island hotels spur 2020
PT 24 Capital City - Mohammad Bin Zayed City 2020
PT 25 Southern extension of PT 18 to Mafraq Labour Camp 2025
PT 26 Emerald Gateway - Mussafah - ICAD 2030
PT 27 Mohammad Bin Zayed City - Mussafah - Grand Mosque 2020
PT 28 Northern Yas - Shahama Town 2030
PT 29 Al Ain tram 2030
PT 30 Cultural District -Zayed First Street - Inter Continental Abu Dhabi Hotel 2015
PT 31 Al Falah Street - Airport Road - 19th Street - 28th Street Loop 2015
Key:
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Reference Case
4 - Low Carbon
1 - Highways
Environment
Deliverable
Al Gharbia
Abu Dhabi
Economy
Social
Al Ain
ID
PP 3 No Wait Transit in Capital City (alternative to PT19) 2030
PB Bus
Bus Rapid Transit on strategic routes (following corridors identified for metro lines

PB 1 and freeways) 2015
Extensive conventional bus services following routes identified for Light Rail

PB 2 Transit 2015
Fine grained network of local buses with bus priority linking to metro / tram

PB 3 services 2015
Enhanced inter-regional long-distance coach network linking main towns in Eastern

PB 4 and Western regions 2015 2015 2015
PB 5 Alternative fuels for buses 2015 2015 2015 x
PB 6 Low emission vehicles 2015 2015 2015 x
PB 7 Demand responsive transport 2015 2015 2015 x
PB 8 Ensuring all public transport infrastructure is easy to use by mobility impaired 2015 2015 2015 x
PB 9 Introduce Bus Network C 2010 2010 2010
PB 10 Introduce Bus lanes 2010 2010 2010
PB 11 Restriction on parking at bus stops 2010 2010 2010
PO 1 Increase number of taxis 2010 2010 2010 x
PO 2 Formalise shared taxis 2010 2010 2010 x
PO 3 More taxi ranks at key locations 2010 2010 2010 x
PO 4 Taxi booking with a single phone number 2015 2015 2015 x
PO 5 GPRS taxis booking 2015 2015 2015 x
PO 6 Alternative fuel taxis 2015 2015 2015 x
PO 7 Low emission taxi vehicles 2015 2015 2015 x
PO 8 Encourage development of school buses 2010 2010 2010 x
PO 9 Encourage development of employee buses 2010 2010 2010 x
PI 1 Travel information direct to mobile phones 2015 2015 2015 x
Integrated smart card ticketing system covering rail, metro, tram, bus, ferry, taxi,
x
PI 2 parking 2015 2015 2015
PI 3 Timetable integration & optimisation 2015 2015 2015
PI 4 Develop key multi-modal interchanges 2015 2015 2015 x
PI 5 Real-time information at bus stops / interchanges 2015 2015 2015 x
PA 1 Introduction of improved pedestrian routes within development sites 2010 2010 2010 x
PA 2 Air-conditioned walkways linking development to interchanges 2015 2015 2015
PA 3 Travelators linking development to interchanges 2015 2015 2015
PA 4 Quality signage and wayfinding 2015 2015 2015 x
PA 5 Air-conditioned tram / ferry / bus shelters 2015 2015 2015
PA 6 Passive cooling for bus shelters 2015 2015 2015 x
PW Water transport
PW 1 Scheduled ferry service Emerald Gateway to Al Bateen via Zayed Sports City 2015
PW 2 Scheduled ferry service Yas Island Marina to CBD Station via Raha Beach 2015
PW 3 Circular ferry service - Suwa Island, Saadiyat Island, Reem Island 2015
PW 4 Water taxi Corniche to Lulu Island 2015
PW 5 Network of jetties for water taxi services 2015 x
PW 6 Ferry service to Dubai 2015
PW 7 More control of the marine environment - fees based on boat emissions etc. 2020 2020 2020 x
PW 8 Implement marine navigation system, buoys 2015 2015 2015 x
PW 9 Low emission ferries 2015 x
PE Tourism
PE 1 Cable car to Lulu Island 2030
PE 2 Dhows to islands 2020 x
F FREIGHT
New truck route Mussafah via E11 to Khalifa Port and Dubai replacing existing

F 1 truck route 2015
Multimodal waterfront distribution centre at ICAD and secondary bimodal

F 2 waterfront distribution centre at Mina Zayed 2015
F 4 New Multimodal distribution centre at Airport free trade zone 2015
F 5 New freight rail line as per GCC Study 2020
Transhipment from distribution centres using electric or low pollution vehicles or
x
F 6 freight trams 2020
F 7 Rail freight line Al Ain to Abu Dhabi / KPIZ 2030 2030
F 8 E40 Truck Route extension to E11 2015
F 9 Freight signage strategy 2015 x
F 10 Freight area agreement and management 2015 x
F 11 Waste management and disposal strategy 2015 x
F 12 Removal of Truck Routes to allow Trucks to utilise Primary Road network 2010 2010 2010
F 15 Allow trucks to use E22 Abu Dhabi to Al Ain highway 2010
F 16 Upgrade E75 truck route to D2 2030
Key:
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Reference Case
4 - Low Carbon
1 - Highways
Environment
Deliverable
Al Gharbia
Abu Dhabi
Economy
Social
Al Ain
ID
D DEMAND MANAGEMENT
DR 1 High occupancy vehicle lanes on freeways 2020 2020 2020
DR 2 Low emission zone AD Island, Suwa, Al Reem and Saadiyat Island 2015
DR 4 Park & ride sites with valet service 2020
DR 5 Car sharing scheme / car clubs 2015 2015 2015 x
DR 6 Internet or mobile phone based real-time traffic information system 2015 2015 2015 x
DR 7 Internet or mobile phone based real-time multi-modal travel information system 2020 2020 2020 x
DR 8 Real-time VMS to influence mode of travel 2020 2020 2020 x
Provide network of safe cycle routes with cycle parking at key destinations and at

DW 1 transport interchanges 2015 2015 2015
DW 2 Cycle hire schemes 2015 2015 2015 x
DW 6 Pedestrianisation of middle ring in Capital City and cross streets 2020
DW 7 Traffic light controlled pedestrian crossings on key desire lines in CBD 2020 2020
Provide priority for pedestrians at traffic light controlled junctions in CBD where

DW 8 appropriate 2025
DW 9 Air conditioned (solar) pedestrian bridges / subways and walkways 2030 2030
DW 10 Develop network of Segway routes linked to cycle route network 2015 2015 x
DW 11 Improved pedestrian routes within existing developments 2015 2015 x
DI 1 Weekly no driving day 2025 2025 2025 x
DI 2 Encourage provision of Home work hubs 2025 2025 2025 x
DI 3 Encourage increased use of Internet shopping and home delivery 2015 2015 2015
Communication and marketing strategy for public transport network, develop PT

DI 4 awareness campaign 2015 2015 2015
DI 5 Event management strategy - concerts / sports events / religious events 2015 x
DI 6 Active traffic & incident management 2030 2030 2030 x
DI 7 Personalised travel planning 2025 2030 2030
DI 8 Workplace travel planning 2020 2025 2025
DI 9 Residential travel planning 2020 2025 2025
DI 10 School travel planning 2020 2025 2025
DI 11 Flexible working hours 2030 2030 2030 x
DI 12 Flexible Mall opening hours 2030 2030 2030 x
DF 1 Remove fuel subsidies 2020 2020 2020
DF 2 Introduce fuel tax on petrol and diesel 2030 2030 2030
DF 3 Introduce vehicle tax depending on emission levels 2030 2030 2030 x
DF 4 Introduce subsidies for alternative fuels 2030 2030 2030 x
DF 5 Increase taxation on vehicle registration and import fees 2025 2025 2025
DF 6 Parking charge according to fuel efficiency of vehicles 2025 2025 2025 x
DF 7 Subsidies for alternative modes 2015 2015 2015
DF 8 Cordon pricing (E11 Cordon - junctions of E10 / E11; and AB Island Cordon) 2025
DF 9 Congestion charging 2030 2030 2030 x
DF 10 Free public transport fares & park & ride parking 2020 2020 2020
DF 11 Fares to cover operating and maintenance costs of PT 2015 2015 2015
DF 12 Extending restrictions on car ownership / licenses 2025 2025 2025 x
DF 13 Private Toll lanes on Freeways 2030
DF 14 Employers to provide travel card for employees 2030 2030 2030 x
DP 1 Parking management and charges in parking management zone C 2010 2015
DP 2 Extend parking management as required 2015 2020 2025
DP 3 Increasing on-street parking charges - balance between long & short stay 2015 2020
DP 4 Off-street parking management - balance between long & short stay 2015 2020
DP 5 Parking VMS to minimise traffic circulation 2020 2020 2020
DP 6 Parking for visitors provided in new developments 2015 2015 2015 x
DP 7 Introduce parking standards for new developments 2015 2015 2015 x
DP 8 Provide additional underground car parking as needed 2015 2015 2015 x
DP 9 Parking barns (edge of centre parking for car free areas) 2020 2020 x
DP 10 Automated parking buildings 2025 2030 x
DP 11 Mobile phone parking payment systems 2025 2030 2030 x
DP 12 Sharing business car parks for other uses at weekends 2020 2020 2020 x
DP 13 Enforcement of parking violations 2020 2020 2020 x
DP 14 Physically restrict the availability of on-street parking 2030 2030 x
L PLANNING
L 1 Car free developments with electric car clubs 2030 2030 2030
L 2 Annual Property Tax to fund operating and maintenance costs of public transport 2020 2020 2020 x
L 3 Public realm / urban design 2020 2020 2020 x
Key:
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5.4 Alterations to Evaluation Criteria
Phase 2 of the STMP involved the definition, development and refinement of the scenarios that
would be evaluated in line with the overall process set out in Figure 4.3. In keeping with the
refinement of the scenarios after consultation with key stakeholders, the evaluation parameters
for Phase 2 were also developed further from that set out in sections 4.17 to 4.20. The following
sections provide details of the additional evaluation criteria that were set out in Working Paper
6A.
In addition to these criteria, a number of quantitative assessments set out in sections 4.17 to 4.20
were adapted to undertake qualitative assessment. These measurements are detailed in Chapter
4.
5.5 Key Economic Objectives
In addition to the criteria already set out for economic evaluation, a number of additional
quantitative and qualitative assessments were included for assessment of the scenarios and the
Preferred scenario.
scenario These are set out below and should be read in conjunction with those already
described in section 4.17.
5.5.1 Minimise Congestion on Abu Dhabis Road Network
The two indicators for this objective produced directly by the transport model are:
Number of vehicle-hour delay per vehicle; and;
Travel time savings.
5.5.2 Reduce Reliance on Cars and Encourage Alternative Modes
The general indicator for this objective which was also produced by the transport model is:
Changes in mode shares (by more, including non-motorised).
5.5.3 Encourage Sustainable and Efficient Freight Distribution
Since the transport model is not geared up to provide changes in tonnage by road and rail freight,
the evaluation of this criterion was made on a qualitative basis, considering the number and
extent of freight measures included in each scenario.
5.6 Social Impacts
The revised social evaluation criteria set out in the following sections should be read in
conjunction with those already stipulated in section 4.19. The social evaluation would primarily
focus on a qualitative assessment given the information readily available during the course of the
STMP.
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5.7 Key Social Objectives
5.7.1 Improve International

nternational Connectivity
Accessibility is the measurement of the relative ease with which people can get to the
destinations and obtain the services that are important to them. People who have access to cars
can face difficulty in reaching important destinations, but those who do not have access to a car
in Abu Dhabi at the moment are much more likely to find it hard to make important journeys,
because:
Transport options are restricted to cars and taxis and the public transport network is
scarce and does not offer frequent, accessible, reliable and timely formal services to the
wider community14;
The distance may be too great for walking or cycling; and,
The weather in the Abu Dhabi is not suitable for un-motorised trips for a considerable
part of the year, without covered walkways and air conditioned stations and stops.
Changes in accessibility in this context were assessed on the basis of the ability, ease and speed of
travel by public transport to other Emirates and other countries.
Outputs
The indicator used within the assessment is the change in the number of public transport trips
from Abu Dhabi to other Emirates and countries.
5.7.2 Improve Regional Connectivity
Regional connectivity is also essential for a more cohesive and inclusive emirate of Abu Dhabi,
particularly due to the disparities (in terms of infrastructure and opportunities) between the
capital and the other regions.
Outputs
The indicator used for regional connectivity is the change in the number of public transport trips
from Abu Dhabi to Al Ain and Al Gharbia.
14
City public buses are normally midi van types with very few formal stops and little in the way of schedules. A new
formal bus service with proper bus stops and schedules is due to be launched soon.
http://www.visitabudhabi.ae/en/plan.your.trip/getting.around/buses.aspx
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5.7.3 Improve the Connectivity of Abu Dhabi within the Metropolitan Area
Ideally, all people in Abu Dhabi should be entitled to access to places, jobs, education, goods and
services within the Abu Dhabi metropolitan area.
When dealing with local accessibility issues in Abu Dhabi, particular interest is on facilitating
movement of residents and tourists whose mobility is limited by not having the transport they
would wish. The basic mobility requirements of the poor, people with disability or reduced
mobility, Muslim women, women with children, the elderly and other disadvantaged groups
should be catered for in pursuit of social progress in the context and values of Arab culture.
Outputs
The indicator used is the change in the number of public transport trips within the metropolitan
area of Abu Dhabi. A greater provision of public transport services and a larger modal share in
favour of public transport is seen as positive. A qualitative assessment complements this analysis
by making explicit any issues concerning the access of special community groups (e.g. women,
mobility impaired, elderly).
5.7.4 Enhance the Pedestrian Realm
This was a qualitative assessment of the changes in the pedestrian environment, as a result of the
implementation of various measures in each alternative scenario.
5.8 Developing the Preferred Scenario
This section sets out the process by which the Preferred scenario was developed from the results
of the evaluation of each of the four alternative scenarios against the Reference Case. The
evaluation methodology set out in section 4.15 is designed to assess the contribution of an entire
scenario to the STMP objectives, which is essential to assessing the relative macro worth of the
different and contrasting packages of schemes and packages.
However it was also necessary to undertake a more micro assessment of the contribution of
individual schemes and policies which was necessary to build up the Preferred scenario.
scenario
5.8.1 Methodology
A two stage process has been designed to identify the preferred scenario from the four alternative
scenarios (section 4.8.1). In Stage 1 the four scenarios were subject to a broad evaluation against
the project objective using the Evaluation Summary Table derived for the study. In parallel to this
a first sift of policy and physical components were made to identify priorities and reject
showstoppers.
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A comparison of the scenarios was made to identify an emerging preferred scenario which was
subject to iterative testing of packages of components and policies in the second stage of the
evaluation.
Stage 1 Evaluation
The output of the scenario evaluation was an overall assessment of each scenario using the
Evaluation Summary Table (EST) which is shown in Figure 5.1. From Working Paper 6A through
to the initial evaluation, this provided a useful guide to the relative merits of each contrasting
package of schemes and policies leading to an Emerging Preferred scenario
scenario.
cenario This evaluation
provided the basis for the sifting of various components and schemes which would be included
within the Preferred scenario.
scenario
The first task was to consult and agree with the DoT a weighting system that imparts a scale of
importance to each evaluation indicator (as shown in the EST). This was separate from the
scoring of scenarios against indicators and enabled the DOT to identify evaluation indicators that
are more important to the achievement of the Plan Abu Dhabi 2030 Vision, and therefore carry
more weight in the overall evaluation. These reflect how important each indicator is in achieving
the overall planning objectives for Abu Dhabi. Those indicators that reflect the Key STMP
objectives carried the greatest weight.
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Figure 5.1: Evaluation Process
The EST for each scenario, as detailed in section 6.29 also includes a scale of significance, a
scoring system which reflects the results of the evaluation process for each indicator. By using a
simple scoring system, the best performing scenario from the four evaluated can be selected.
The results of the simplified scoring system were summarised to enable an overview to be taken
of the performance of each scenario against each indicator / objective as illustrated in Table 5.2.
The outline preferred scenario would have as many of the positive scores as can be achieved with
as few of the negative scores as possible.
Concurrently with this process of evaluation a qualitative evaluation of each scenario

component, as set out in Table 5.1 will be made against the key STMP objectives and KPIs shown
in Table 5.3.
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This was focused on the non-infrastructure elements but where the individual effects of the
infrastructure elements can be isolated they were included. The approach was generally
qualitative rather than quantitative although model results were used if appropriate to underpin
the analyses.
Table 5.2: Summary of Scenario Scores by Objective
Public Demand
Highway Low Carbon
Objective / KPI Transport Management
Scenario Scenario
Scenario
Scenario Scenario
Objective 1 Total 7 9 15 6
KPI 1 0 0 4 6
KPI 2 -6 -3 2 2
KPI 3 9 6 6 1
KPI 4 4 6 3 -3
Objective 2 Total 5 18 -1 14
KPI 1 2 3 -4 4
KPI 2 6 7 -2 2
KPI 3 1 2 -1 5
KPI 4 -4 6 6 3
The evaluation used the seven point scoring system derived for the EST. It should be recognised,
however, that in some cases it was not possible or desirable to isolate the individual effects of
components where they were to be part of packages to achieve particular outcomes. They were
dealt with on a case by case basis. In some instances, generally for the Preferred scenario,
scenario
analysis of model results provided sufficient information in the final analysis upon which an
informed judgement could be made. In others, a qualitative assessment was made.
Analysis of individual components against objectives enabled a more informed understanding of

which components are contributing to the achievement of objectives in the ESTs and allowed
these components to be included in the outline preferred scenario. It also acted as a mechanism
to screen out components within the scenarios that either made little or no contribution to the
objectives, or were considered to be undeliverable.
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Table 5.3: Selected Indicators for Component Evaluation
ID Objective Indicators
Economic
Minimise congestion on Abu Dhabis Vehicle hours delay per vehicle
1 road network for residents, visitors and
businesses
Reduce reliance on the automobile and Percent mode share of public
2
encourage alternative modes of travel transport
Environment
Preserve the critical natural Qualitative assessment of impact
3 environment that makes Abu Dhabi on natural environment
unique (biodiversity, water, soil)
Protect and enhance the cultural Qualitative assessment of impact
4 heritage, landmarks, national symbols on townscape character, landscape
and monuments of Abu Dhabi & heritage
Social
Improve the international connectivity Qualitative assessment of access to

5 neighbouring Emirates & countries
of Abu Dhabi
and airports
Improve regional connectivity within Qualitative assessment of access

6 between Abu Dhabi metropolitan
the Emirate of Abu Dhabi
area, Al Ain and Al Gharbia
Qualitative assessment of access to
key employment, business and
Improve the connectivity of Abu Dhabi tourist destinations within Abu
7 Dhabi Metropolitan area, including
within the Metropolitan area
Suwa Island, Saadiyat Island,
Marina Mall, Capital District,
Encourage sustainable and efficient Qualitative evaluation of

8 sustainability of multi-modal
freight distribution
access to Mussafah and KPIZ
Improve safety, particularly for Qualitative assessment of impact
9
pedestrians on number of road traffic accidents
10 Enhance the pedestrian realm Qualitative assessment of impact

on pedestrian realm
Other
11 Technical feasibility Qualitative assessment of

construction and operational risks
The outputs of this exercise are summarised in Working Paper 8 and Chapter 0 of this Phase 2 Report.
The outline preferred scenario was not fully defined, modelled nor refined as part of Working Paper 8.
This work was part of Working Paper 9 where the Preferred scenario evolved as a result of more
detailed modelling and assessment, including detailed incremental testing and analysis of phasing.
Page 99
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6 Evaluation of Planning and Policy Scenarios
6.1 Introduction
The completion of Working Paper 8 for the STMP provided details on the evaluation exercise
undertaken to develop the Emerging Preferred scenario. The overall process of evaluation, as
shown in Figure 5.1 leads to the development and assessment of the Preferred scenario
scenario.
cenario This
chapter sets out the evaluation undertaken on the five wide ranging scenarios as described in
sections 4.8.1 and 5.3.7.
6.2 The Modelling Process
The Transport Model played an important role in the evaluation of alternative scenarios. It is a
tool that enables planners to understand and quantify the effect of different interventions. The
development of a comprehensive model to evaluate different scenarios would normally require
extensive data collection and model development tasks. In the case of Abu Dhabi, the task of
developing a Master Plan has been assisted by the previous existence of the Abu Dhabi Model,
originally developed in 2002-3 for the metropolitan area.
The Abu Dhabi Model (ADM) was originally developed for the Abu Dhabi Municipality by Parsons
through its affiliate DeLeuw Cather International Limited, as part of the Master Transportation
Plan in 2003 and updated in July 2006.
ADM is a four-stage model that produces demand matrices for a given year based on socio-
economic and land use data and assigns them to the highways network. The procedures used to
estimate future year traffic volumes are exactly the same as the procedures used to estimate
existing traffic volumes. Only the input land use/socio-economic and transportation network
data are different for the future year model runs.
For the purposes of developing the STMP it was necessary to implement a number of
enhancements to this original model: this new platform is called the Enhanced Model as it retains
Trip Generation and most of Trip Distribution as calibrated for the ADM model.
These enhancements were originally specified in Working Paper 3A. Some additional
enhancements were deemed necessary during the modelling process. The final version includes:
Expansion of the ADM model to cover the rest of the study area including Al Ain, Al
Gharbia and a better representation of external zones;
Journey time information and traffic counts on cordons and selected links were collected
where gaps in existing data are identified. This data collection was necessary to bring the
base year of the model up to 2008 and to ensure the model was correctly validated for
that year;
Improve speed-flow relationships for validation; when updating the model to 2008 it was
apparent that the original speed-flow relationships did not represent delays with
sufficient accuracy. A new type of relationship was implemented to adjust the delays
more accurately to observations. The new relationships are somewhat more complex but
reflect congestion more accurately, in particular oversaturated conditions;
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Replace mode choice model to account for new Public Transport services. The original
ADM mode choice model was not sensitive enough to improvements in public transport
services. This was a major drawback for the evaluation of transport plans with a very
significant component of new public transport provision. The new model retails the multi-
nomial logit form but adds components of the level of service offered by public transport
to more accurately represent modal changes in the future;
Development of a new car ownership model. Car ownership influences trip generation
and mode choice very significantly and it is therefore desirable to have a car ownership
model that helps forecast how the number of vehicles will change in the future of Abu
Dhabi. This model has been developed and used bearing in mind that ownership is likely
to be qualified by income or other indicators in the future as well;
The trip distribution model is based on a gravity model representation with k factors to
account for trips that are more likely to remain within an area of the Emirate because of
mixed development. K factors can also be used to represent better the relationships
between some regions, for example on and off Abu Dhabi island; and,
The Enhanced Model has been re-cast into a system equilibrium framework to ensure
that both mode choice and distribution respond consistently to changes in congestion
and travel times.
The general structure of the model is shown in Figure 6.1.
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Figure 6.1: Modelling Process
Scenario: Land use, Strategy: definition of

population and activity networks and public
system transport services
Trip Generation/Attraction,
from ADM model with
improvements Air, Tourism
Destination choice External trips

Gravity Model adjusted to account From ADM model corrected by
for larger study area counts
Mode choice
New Multinomial Logit model for
main choice and sub-mode choice
by assignment
Equilibrium
Public Transport users Car users route choice and

assignment assignment
Multipath assignment Equilibrium Assignment
Travel costs and times

Flows by link and mode,
Levels of Service
between each O-D pair,
Accessibility per zone
Traffic counts were collected from several new sites and these were added to a database of
existing traffic information. Journey times were also collected on several routes and used in the
calibration and validation process. The locations for traffic counts are shown in Chapter 2.
Additional counts were also collected over the rest of the network.
Having completed the validation process, the preparation of data for modelling the scenarios
involved the following steps:
Preparing the land use data for 2030. This required consideration of the different
components: population, households, number of workers and students in the households,
employment, educational places, retail and industry areas. Treatment was also required
for sites like hotels, museums and embassy areas that were likely to be more prevalent in
2030 than in 2008; and,
Coding the proposed network changes in terms of roads/highways, public transport and
demand management measures for each of the scenarios.
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The model was then run for each of three time periods: Morning Peak, Midday period and
Evening Peak and the results provided in a standardised format to the evaluation team.
6.3 Overview of 2030 demand
The demand for 2030 is significantly greater than in 2008. There are significant increases in
population, employment, tourist and visitor trips and trips from external zones, in particular from
Dubai.
The growth in population in the study area is illustrated in Figure 6.2. This shows that in the
Emirate the population in 2030 will be 3.3 times higher than in 2008. Most of this growth takes
place in the metropolitan region which grows over three times the existing level.
Figure 6.2: Population Growth in Study Area
Population Growth in Study Area

6,000,000
5,000,000
4,000,000
Population
3,000,000
2,000,000
1,000,000
-
Abu Dhabi Al Ain Al Gharbia T otal Emirate
This significant growth in population is compounded by growth in the number of cars in

circulation in the region as shown in Figure 6.3.
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Figure 6.3: Growth in Cars 2008-
2008-2030
Growth in Number of Cars 2008-2030

2,000,000
1,500,000
Cars
1,000,000
500,000
-
Abu Dhabi Al Ain Al Gharbia T otal Emirate
There will be an estimated 2 million cars in 2030 in the Emirate. This is only a moderate growth
in the number of cars per inhabitant and is seen as a rather conservative assumption given
growth patterns in Plan Abu Dhabi 2030.
If some of the current requirements to acquire a car are removed then car ownership would be
even higher than assumed in the STMP scenarios.
In broad terms the number of trips per day will grow from 2 million in 2008 to 10 million in 2030,
a five fold increase in travel demand over a period of 22 years.
This is a very significant growth that will require commensurate interventions in the transport
system to accommodate. Travel demand growth projections are detailed in Figure 6.4.
According to model results, this trip growth will create demand in all areas. Figure 6.5 shows the
desire lines of trips in the metropolitan area and it is clear to see that trips are generated and
attracted in many different combinations (note that only desire lines with more than 30,000 trips
levels are shown in Figure 6.7 for clarity).
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Figure 6.4: Travel Demand Growth 2008-
2008-2030
T ravel Demand Growth 2008-2030

12
10
8
(millions)
-
2008 2030
T rips/day Cars Population
Figure 6.5: Desire Lines for Trip Growth
The indicative number of trips set out in Figure 6.5 will have a significant impact on congestion in
the whole of the emirate but in particular in the metropolitan area. This impact on travel time is
summarised in Figure 6.6 for each scenario with a comparison with the performance in 2008.
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Figure 6.6: Average Travel Time 2008-
2008-2030
Average travel time 2008 and 2030

5
4.5
3.5
3
Hours
2.5
1.5
0.5
0
Hrs per car trip Hrs per PT trip
2008 Reference Highways Public Transport Demand Management
As can be seen the high levels of congestion in the Reference Case create conditions of unrealistic
congestion with car travel times, on average, longer than four hours and a bit below four in the
Highway scenario. This is not entirely realistic as some people will decide not to travel under
these conditions.
The car travel times experienced in 2008 will only be approximated within the Demand
Management scenario. Public transport travel times retain a more reasonable level under the
Public Transport and Demand Management scenarios. Infrastructure provision replicates the
Public Transport scenario so has not been included in Figure 6.6 and Figure 6.7.
The reasons for this better performance of Public Transport can be seen in the expected impact
on modal share. This is illustrated in Figure 6.7. The Reference Case, with little investment in
public transport, achieves a mode split of 13% for public transport. This share is eroded in the
Highway scenario to 9%. However, once significant investment in public transport is assumed the
modal share of public transport increases to 27% and then further to 35% under the Demand
Management scenario.
The total number of users in each public transport mode in the last two scenarios is shown in
Table 6.1.
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Figure 6.7: Impact on Mode Share
Impact on Mode Share

100%
90% 21%
25% 26% 27%
80%
70% 13% 9%
27%
60%
35%
50%
40%
30% 62% 65%

52%
20% 38%
10%
0%
Reference Case Highway Public T ransport Demand Management
Car Public T ransport Other
Table 6.1: Public Transport Mode Users
Public Transport Demand Management

2007 (million) AM Boardings Design PPHD Total Boardings Design PPHD
Metro 129,134 33,000 165,364 38,000
Tram 37,198 5,400 41,731 5,800
Regional Rail 174,586 59,000 229,720 69,000
Table 6.1 also shows the number of Passengers Per Hour and Direction (PPHD) in the most
loaded section of each mode. The PPHD figures are more than sufficient to justify, in general
terms, the technology suggested for each case.
A small number of sensitivity tests were undertaken to assist in designing the Emerging Preferred
scenario supported by the evaluation work set out in this Chapter. The results of these can be
summarised as follows:
The introduction of cordon pricing alone results in a 3-5% reduction in car mode
share;
Significant parking restraint on its own can be made almost as effective as single
cordon charging;
Cordon pricing can take several forms to charge more external or internal trips,
bridges; and,
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Parking and two cordons (one external and one internal) reduces congestion and
increases Public Transport mode share most.
6.4 Implications for Evaluation
The results show that the Reference case reflects what most people would consider to be
unacceptable traffic conditions. The level of congestion is too high and under these conditions
travel behaviour would change beyond what can be expected to be represented by a model
calibrated on 2008 data. The Highway scenario improves conditions slightly but only the Public
Transport and Demand Management scenarios would be considered to achieve any significant
modal shift.
The comparison between scenarios is still acceptable in terms of broad level evaluation and for
assessing what aspects of each scenario can be retained or enhanced in the design of the
preferred strategy.
One of the implications of these results was that economic evaluation of the scenarios will show
very significant time savings when moving from Reference to the Highway scenario and, in
particular, when contrasting Public Transport and Demand Management with the scenarios
which do not include management of the network. This could well be an overstatement of
benefits.
The other implication is that many iterations could be applicable in determining the right balance
and magnitude of interventions to include within the preferred scenario. The most important
conclusion, however, is that the increase in the number of trips five-fold may be difficult to
accommodate without examining the potential for more significant interventions and investment
levels.
Following early runs of the model, it became apparent that the reference case was unable to
accommodate 2030 projected traffic flows by a large margin to the extent that the traffic model
became unstable and was unable to produce usable results to form the basis of journey travel
times and costs as the base case against which to compare the do something scenarios.
Further runs subsequently showed that similar problems (though with slightly less severity) were
occurring with the Highway scenario. It became apparent that the measures contained in the
Demand Management scenario would have to be examined in detail in order to provide an
efficient transport network that would prejudice the attainment of a number of Plan Abu Dhabi
2030 goals and objectives.
As a result of the initial model runs, a hybrid solution (Emerging Preferred scenario) was
developed to provide greater network capacity. The Emerging Preferred scenario developed
during the evaluation did not represent the Preferred scenario for the STMP but one which was
developed for further evaluation.
The following sections provide results of the evaluation exercises against the three pillars of
sustainability which ultimately provides the basis from which the individual components which
will make up the preferred scenario for the STMP were assessed as set out in Chapter .
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6.5 Evaluation of the Environmental Impacts
This section presents an overview of the data, methodology and results of the environmental
evaluation criteria set out in section 4.18, underpinned by the STMP environmental goal of:
World leading performance in sustainability, through responsible use of

resources, minimised emissions and preservation of Abu Dhabis unique
environment
The environmental evaluation is designed to measure the contribution of the STMP scenarios to
the environmental goal of:
Minimizing negative impacts on the environment.
This goal has three second level objectives as follows:-
Develop a low carbon economy in Abu Dhabi by 2030
Preserve the critical natural environment in Abu Dhabi
Protect/enhance cultural heritage, landmarks, symbols and monuments
Two additional evaluation criteria are:-
Noise
Local air quality
The evaluation of these five objectives and criteria is outlined in the following sections.
6.6 STMP Environmental Goals and Objectives
The environmental objective hierarchy shows the structure of the key issues considered in the
evaluation against the STMP environmental objectives, as shown in Figure 6.8.
6.7 Environmental Data and Resources

Resources
The component descriptions and associated alignment maps were evaluated against the
environmental sub-objectives using various key environmental data sources, spatial mapping,
aerial photographs, desktop study reference material and local knowledge of environmental
issues. The following key environmental resources made significant contribution to the
assessment process considering current and future projected environmentally sensitive regions:
1. Abu Dhabi Plan 2030 - Environmental Framework Plan
Component alignments were assessed against the zones defined by National Park allocation,
Green Gradient system, Sand Belts and Desert Fingers of the Plan 2030 Environmental
Framework Plan.
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2. Abu Dhabi Plan 2030 - Land Use Framework Plan
The component alignments were also assessed against the zones defined in the Land Use
Framework Plan. Zones depicting the type and density of development, areas of planned public
open space, cultural areas and recreational areas were taking into consideration as part of the
evaluation of the likely impact on landscape, townscape, cultural and heritage sites, noise and
local air quality.
3. Spatial Data from Environment Abu Dhabi, Abu Dhabi Municipality and other
environmental references
Spatial data available on the location of features of the critical natural environment of Abu Dhabi
Emirate was assessed against the component descriptions and alignment maps.
These environmental features ranged from location of mangroves, sabkha, sea grass, coral, turtle
nesting and marine protection zones through to solid and drift geology, abstraction borehole
locations, agricultural areas, farms, plantations, archaeological sites and heritage buildings.
Figure 6.8: Environmental Objective Hierarchy
6.8 Evaluation Methodology
A three tier qualitative evaluation method was adopted in the assessment against the key STMP
environmental objectives. The approach was in line with international appraisal methods for the
qualitative assessment of the environmental impacts of transportation schemes. The
environmental objectives were considered hierarchically, as shown in Figure 6.8, and the
evaluation methodology is summarised in Figure 6.9.
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Figure
Figure 6.9: Environmental Evaluation Methodology
The seven point scoring scale defined for the evaluation framework was derived for the rating of
environmental impacts, as shown in Figure 6.10. The scale definition established a consistent
system to use when evaluating against all environmental objectives taking into account scale,
duration, likelihood and ability to mitigate the environmental impact.
Initially two additional outline scores of -3* and +3* were deemed necessary to derive in the
context of environmental evaluation. -3* was derived as a showstopper category for components
with potential large environmentally adverse effects that would be permanent, irreversible and
unable to be mitigated against.
An example of such would be a new highway alignment through the centre of an environmental
protection zone. However, through the consideration of potential mitigation measures and the
ability to highlight environmental issues at this strategic evaluation stage before final alignments
and design details were made, no components were deemed necessary to be scored as -3*. +3*
was derived for components with overriding strategic environmental benefits that would provide
global, long term significant environmental benefits.
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Figure 6.10:
10: AD STMP Seven-
Seven-Point Score System for Environmental Evaluation
Score Severity Applied to Environmental Indicators

Spatial extent: Widespread. Far beyond component boundary.
Duration: Long-term and leading to a cumulative impact. Large beneficial impact on
environmental indicator. Action or component provides a direct beneficial impact on
Large environmental indicator.
Beneficial Likelihood/frequency: Most likely to occur throughout the activity or operation
period of the development.
Compliance: Activity may significantly enhance indicators compliance with/to
statutory/ regulatory limits.
Spatial extent: Medium range. Beyond component site boundary but restricted to
adjoining areas.
Duration: Medium-term or moderate, reversible over time and not leading to
Moderate cumulative impact over time. Affects an aspect of or contributes to a beneficial
Beneficial impact on the environmental indicator.
Likelihood/frequency: Potential to increase beneficial impacts.
Compliance: Activity may considerably enhance indicators compliance with/to
statutory/regulatory limits.
Spatial
Spatial extent: Local. Within boundary of development area.
Duration: Short-term or mild benefit, quickly reversible and not leading to a
cumulative benefit in the long term. Component leads to minor positive impact to
environmental indicator.
Slight
Likelihood/frequency:
Likelihood/frequency: High potential to increase positive impacts on the
Beneficial
environmental indicator to an even higher level of benefit but without significant
cost implications. Benefits occurring more rarely or sporadically.
Compliance: Activity whose contribution enhances indicators compliance with/to
statutory limits/regulatory limits.
Neutral Component does not impact environmental indicator
Spatial extent: Local. Within boundary of component development area.

Duration: Short-term, quickly reversible and not leading to a cumulative impact in
the long term. Disturbance leads to minor adverse effect on environmental indicator.
Slight
Likelihood/frequency: High potential to mitigate negative impacts on the physical,
Adverse
biological or human environment to the level of insignificant effects but without
significant cost implications. Occurring rarely or sporadically.
Compliance: Activity whose contribution is below statutory limits/regulatory limits.
Spatial extent: Medium range. Beyond component site boundary but restricted to
adjoining areas.
Duration: Medium-term. Reversible over time and not leading to cumulative impact
over time. Affects an aspect of or contributes to an adverse impact on the
Moderate
environmental indicator. Requires some mitigation to return to its former condition.
Adverse
Likelihood/frequency: Potential to mitigate adverse impacts. However, the
implementation of mitigation measures may still not prevent some adverse effects.
Compliance: Activity is considered significant when compared against
statutory/regulatory limits.
Spatial extent: Widespread. Far beyond component boundary.

Duration: Long-term and leading to a cumulative impact. Largely irreversible adverse
impacts on environmental indicator. Unlikely to return to its former condition within
several generations without mitigation.
Large
Likelihood/frequency: Most likely to occur throughout the activity or operation
Adverse
period of the development. Mitigation measures will be significant in terms of cost,
schedule, and design.
Compliance: Activity will contribute significantly to and may exceed statutory/
regulatory limits and changes to project design may be required.
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Through carrying out the evaluation it became clear that such benefits would only be likely to be
achieved through the introduction of groups of components, alongside policy measures, not by
single components alone.
For this reason, this category was also not utilised by the evaluation against individual
components. Ultimately, both the -3* and +3* scores were not assigned to any components.
However, their initial inclusion and consideration made the evaluation process more rigorous.
The evaluation also made consideration for the introduction of components as part of policy
measures. It was kept in mind that the magnitude of the environmental impact may be
dependant on the severity of the policy application. The interdependence of the impacts of some
components, the potential for cumulative and possibly even synergistic environmental impacts
was considered and accounted for where possible.
6.9 Results
The full list of components in each scenario with the scores against the STMP environmental
objectives are shown in Appendix B. The overall results for each scenario, compared against the
reference case, are summarised in histogram plots in sections 6.9.1 to 6.9.4. The reference case
component scores are not included in the score totals of the histograms, as they counted equally
towards all four scenarios. These histograms display the distribution of additional component
scores from the reference case for each of the four scenarios against the STMP environmental
objectives. From this key features and trends of the compiled scenarios were identified.
As outlined in section 4.8.1, the Demand Management scenario is principally based on the public
transportation scenario with additional traffic management, pricing strategies and parking
restrictions. The Low Carbon economy scenario is principally based on the public transportation
scenario with additional components to move Abu Dhabi towards a world leading sustainable
system. For this reason on analysing the results of the Demand Management and Low Carbon
scenarios, comparison was also made relative to the public transportation scenario. This allowed
additional benefits and differences beyond those of the Public Transport scenario to be identified.
To illustrate the methodology, Figure 6.11 shows the overlay of road network components
against the Plan Abu Dhabi 2030 Environmental Framework. Components were identified to pass
through different levels of the Green Gradient development control zoning. This spatial overlay
allowed the appropriate level of scoring to be assigned to individual components against the
relevant environmental sub-objectives.
Marine protection zones, mangroves, seagrass and sabkha are key features considered in the
assessment of the sub-objectives of Biodiversity and Water and Soil Quality under
environmental objective 2. Preserve the critical natural environment in Abu Dhabi.
The appropriate level of scoring in these sub-objectives was applied using special overlays such
as Figure 6.12, which illustrates the overlay of public transportation components against marine
and coastal environmentally sensitive features.
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Figure 6.11:
11: Highways Scenario Components Assessed Against
Against Plan 2030 Environmental
Framework Plan
[Zones as shown in the Plan Abu Dhabi 2030, Environmental Framework Plan, Abu Dhabi Urban Planning Council, September 2007]
Figure 6.12:
12: Public Transport
Transport Scenario Components Assessed Against Critical Marine and
Coastal Environmental Features
Features
[Zones as provided by Abu Dhabi Municipality, September 2008]
Page 115
6.9.1 Highway Scenario
Summary of Key Features 1. Develop a Low Carbon Economy in Abu Dhabi by 2030
50
45
Does not support a move towards a
Frequency of components
40 43
low carbon economy by 2030. 35
30
25 29
20
High number of road projects, 15
supporting the continued use of the 10 13
5
private car. 0
0 1 0 1
-3 -2 -1 0 +1 +2 +3
Score
Supports high vehicle usage
therefore high fuel consumption and
2. Preserve the Critical Natural Environment of Abu Dhabi
high production of CO2.
45
Frequency of components 40
40
35
Some road infrastructure in close 35
30
proximity to critical natural 25
environment. 20
15
9
10
5 2
Mixed impacts on protection and 1 0 0
0
enhancement of cultural heritage, -3 -2 -1 0 +1 +2 +3
Score
landmarks, symbols and monuments.
3. Protect and Enhance Cultural Heritage, Landmarks,

Likely increase in noise and Symbols and Monuments
reduction in local air quality due to 70
63
likely high number of private car use. 60
50
40
30
20 17
10 4
1 2 0 0
0
-3 -2 -1 0 +1 +2 +3
Score
4. Other Environmental Evaluation Criteria (Noise and Local Air Quality)
40
35
35
30
25
21
20
15 14
12
10
5 3 2
0
0
-3 -2 -1 0 +1 +2 +3
Score
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6.9.2 Public Transport Scenario
1. Develop a Low Carbon Economy in Abu Dhabi by 2030

Summary of Key Features
45
39
40
Supports the move towards a low
35
carbon economy by 2030. 30
25
25
20
Significant fuel/energy savings 15 12
14
and reduction in CO2 production 10

4
5
through significant reduction in 0 0
0
vehicle usage. -3 -2 -1 0 +1 +2 +3
Score
Reduced impact on critical 2. Preserve the Critical Natural Environment of Abu Dhabi
environment in comparison to
40
reference case. 35
35
31
30
Some public transportation 25

20 18
system infrastructure in close
15
proximity to critical natural 10 8
environment. 5
1 1
0
0
-3 -2 -1 0 +1 +2 +3
Mixed impacts on protection and Score
enhancement of cultural heritage,

landmarks, symbols and 3. Protect and Enhance Cultural Heritage, Landmarks,
Symbols and Monuments
monuments. 70
63
60
Reduced impact on noise and 50
local air quality in comparison to 40
30
the reference case.
20
12
9 8
10
1 1 0
0
-3 -2 -1 0 +1 +2 +3
SCORE
40
36
35
30 28
25
20
14 15
15
10
5
0 0 1
0
-3 -2 -1 0 +1 +2 +3
Score
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6.9.3 Demand Management Scenario
45
40
40 37
Supports move towards a low
35
carbon economy by 2030 based on 30
public transport. 25
19
20 16
15
Scenario includes additional 10
4
5
components in the area of demand 0
0 0
management, pricing strategies -3 -2 -1 0 1 2 3

Score
and parking restrictions that
reduce the congestion, number of
2. Preserve the Critical Natural Environment of Abu Dhabi
private cars and therefore the
associated environmentally 60 54
detrimental effects on the critical
50
natural environment. 40 35
30
20 16
10 8
1 1 1
0
-3 -2 -1 0 1 2 3
Score

100
90 86
80
70
60
50
40
30
20 11 11
10 7
0 1 0
0
-3 -2 -1 0 1 2 3
Score
50
45
45 41
40
35
30
25
20 16
15 13
10
5
0 0 1
0
-3 -2 -1 0 1 2 3
Score
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6.9.4 Low Carbon scenario
45
41
40
Scenario with the highest level of
35
support to move towards a low 30
23 24
carbon economy by 2030 based on 25
20
public transport components. 15
9
10
4
5
Scenario includes additional 0
0 0
components that will move Abu -3 -2 -1 0 1 2 3

Score
Dhabi towards a world leading
environmentally sustainable 2. Preserve the Critical Natural Environment of Abu Dhabi
transport system through
50
initiatives such as car free Frequency of components
45
45
developments, PRT systems, low 40 35

35
emissions zones and low emissions 30
vehicles used citywide in all public 25
20
transportation systems. 15 12
10 6
5 2 1
0
0
-3 -2 -1 0 1 2 3
Score

80
74
70
60
50
40
30
20
10 11
10 5
0 1 0
0
-3 -2 -1 0 1 2 3
Score
50
46
45
40
35 33
30
25
20
14
15
10 6
5 1
0 1
0
-3 -2 -1 0 1 2 3
Score
Page 119
6.10 Social and Cultural Evaluation
The social and cultural evaluation as set out in section 4.19 is designed to measure the
contribution of the STMP scenarios to the society and culture goal of:
Protecting and enriching peoples lives by maximising safety and access to opportunities.
This goal has five second level objectives as follows:
Improve the international connectivity;
Improve regional connectivity;
Improve the connectivity of Abu Dhabi within the Metropolitan area;
Improve safety; and,
Enhance the pedestrian realm.
Additionally here are five other evaluation criteria:-
Transport integration;
Physical fitness;
Cultural issues (Cultural and Economic User Acceptability);
Acceptability to Other Stakeholders; and,
Impact Distribution (Equity of Access).
The evaluation of these ten objectives and criteria is outlined in the following sections.
6.11 Improve the International Connectivity
International connectivity is vital to the economic development of Abu Dhabi and is reflected in
the objectives of Plan Abu Dhabi 2030.
Changes in international accessibility in the context of the STMP were evaluated on the basis of
the changes in the public transport journey times to the airport and to Dubai (as produced by the
transport model).
Outputs
The changes in the public transport journey times are shown in Table 6.2 and Figure 6.13.
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Conclusion
The model shows that Public Transport, Demand Management and Low Carbon scenarios as
offering a large benefit over the Reference Case. The Highway scenario shows a minor adverse
effect.
Table 6.2: Indicators for Improvement of International

International Connectivity
Public Demand
Reference Highway Low Carbon
Journey Time (mins) Transport Management
Case Scenario Scenario
Scenario Scenario
To International
Airport (AUH) from 81 87 36 36 36
CBD
To International
Airport (AUH) from 40 40 14 14 14
Capital District
To Dubai from CBD 154 141 84 84 84
To Dubai from
124 106 63 63 63
Capital District
Total 399 374 197 197 197
% Improvement on
- 6% 51% 51% 51%
Reference Case
Figure 6.13:
13: Improvements over Reference Case for International Connectivity
International Connectiv ity

60%
50%
% Im provem ent on Ref. Case
40%
30%
20%
10%
0%
Highway Public T ransport Demand Management Low Carbon
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6.12 Improve Regional Connectivity
Regional connectivity is essential for a more cohesive and inclusive Abu Dhabi, particularly due
to the differences (in terms of infrastructure and opportunities) between the capital and the other
regions.
Changes in regional accessibility in the context of the STMP were evaluated on the basis of the
change in public transport journey times to Al Ain and Al Gharbia (as produced by the transport
model).
The changes in the public transport journey times from Abu Dhabi to Al Ain and Al Gharbia are
shown in Table 6.3 and Figure 6.14.
Conclusion
effect.
Table 6.3: Indicators for Improvement of Regional Connectivity
Public Demand
Journey Time (mins)
(mins) Transport Management
Scenario Scenario
To Al Ain from CBD 162 142 97 97 97
To Al Ain from
126 108 76 76 76
Capital District
To Al Gharbia from
255 219 113 113 113
CBD
To Al Gharbia from
223 191 97 97 97
Capital District
Total 766 660 383 383 383
% Improvement
Improvement on
- 14% 50% 50% 50%
Reference Case
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Figure 6.14:
14: Improvements over Reference Case for Regional Connectivity
Regional Connectiv ity

60%
50%
40%
30%
20%
10%
0%
6.13 Improve the Connectivity

Connectivity of Abu Dhabi within the Metropolitan Area
Local connectivity is essential for daily mobility requirements, such as access to jobs, education,
shopping and leisure activities within the Abu Dhabi metropolitan area.
Changes in local accessibility in the context of the STMP were evaluated on the basis of the
change in the public transport journey times within the metropolitan area (as produced by the
transport model).
Outputs
The changes in the public transport journey times within the metropolitan area of Abu Dhabi are
shown Table 6.4 and Figure 6.15.
Conclusion
effect.
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Table 6.4: Indicators for Improvement of Local Connectivity
Public Demand
Journey Time (mins) Transport Management
Scenario
Scenario Scenario
CBD to Saadiyat
34 36 11 11 11
Island
CBD to Central
8 14 3 3 3
Market Station
CBD to Masdar 76 76 41 41 41
CBD to Grand
83 88 33 33 33
Mosque
Total 201 214 88 88 88
% Improvement on
Reference Case - -7% 56% 56% 56%
Figure 6.15:
15: Improvements over Reference Case
Case for Metropolitan Connectivity
Metropolitan Connectiv ity

60%
50%
40%
30%
20%
10%
0%
-10%
6.14 Physical Fitness
Potential changes in physical fitness in the context of the STMP were evaluated based on the
change in the number of hours walking (as produced by the transport model).
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Outputs
The changes in number of hours walking are shown in Table 6.5 and Figure 6.16 below.
Conclusion
The model shows that Public Transport as offering a moderate benefit and the Demand
Management and Low Carbon scenarios as offering a large benefit over the Reference Case. The
Highway scenario shows a minor adverse effect.
Table 6.5: Indicators for Improvement of Physical Fitness
Reference Scenario 1: Scenario 2: Scenario 3: Scenario 4:

Case Highway Public Demand Low Carbon
Transport Management
Number of Hours
2,623 2,618 3,070 3,336 3,070
Walking
% improvement
improvement on
Reference Case - 0% 17% 27% 17%
Figure 6.16:
16: Improvements over Reference Case
Case for Physical Fitness
Physical Fitness
30%
25%
20%
15%
10%
5%
0%
-5%
Page 125
6.15 Improve Safety
Overview
The existing Abu Dhabi transport system is predominantly highway based. At present there is
limited public transport and the highway layout is designed to support the movements of cars to
the detriment of pedestrians.
To account for the rapid predicted population growth in Abu Dhabi the existing transport
provision needs to change to meet the travel requirements of a growing population.
For the purpose of this road safety review, measures set out in this section were evaluated and a
qualitative assessment on accident rates per scenario fed into the EST.
Existing road traffic accidents
At present the UAE has a very poor accident rate compared to other developed countries as
shown in Table 6.6.. The accident rate per 100 million vehicle kilometres travelled for the UAE as
compared with that in the USA and UK is significantly higher. Comparison against statistics for
these countries offers an indication as to a benchmark of world trends. When the road deaths per
100,000 population for the UAE (shown in Figure 6.17) is compared to the 2006 rate for
European countries, the UAE would only be eclipsed by Lithuania.
Table 6.6: Accident Figures
UK USA UAE Qatar UK

Country and Year
2000 2000 2000 2000 2007
Description
Motor vehicle deaths 3,409.00 41,471.00 673.00 85.00 2,714.00
Vehicle travel (million km) 467,700.00 2,750,000.00 19,970.00 7,278.00 500,172.00
Registered Vehicle 28,890,000.00 217,028,000.00 575,929.00 303,245.00 33,197,000.00
Passenger cars 23,196,000.00 205,102,000.00 537,918.00 286,883.00 28,228,000.00
Registered population 60,000,000.00 274,634,000.00 3,108,000.00 578,470.00 59,250,000.00
Fatality per 100 million vehicle kilometres 0.72 1.51 3.37 1.2 0.52
Fatality rate per 100,000 population 5.70 15.10 21.60 14.70 4.60
Fatality rate per 100,000 vehicles 11.8 19.1 116.8 28 8.20
Population per vehicle 2.1 1.3 5.4 1.9 1.80
Population per car 2.6 1.3 5.8 2 2.10
Sources: Figures for 2000 taken from, Road traffic accidents in the United Arab Emirates compared to Western
countries A Benner & D Crundall (Advances in Transportation Studies an international Journal Section A 6 (2005).
Figures for 2007 taken from, Road Casualties Great Britain 2007 (published September 2008).
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Figure 6.17:
17: 2006 Rate for Road Deaths per 100,000 Population in Europe
A review of the most recent accident data from the police for the Emirate of Abu Dhabi indicated
that the number of fatal casualties in road traffic accidents was higher in 2007 compared to the
preceding years (Table 6.7). However there has also been a large increase in population,
registered vehicles and traffic volumes. In contrast, by way of example, the fatality rate for the UK
has fallen by 38% over the same time period.
Table 6.7: Number of Fatal Casualties for the Emirate of Abu Dhabi
Year Number of Fatal Casualties
2002 344
2003 318
2004 278
2005 285
2006 259
2007 365
Therefore in summary the historical accident rate for the UAE and for the Emirate of Abu Dhabi is
much higher than other developed countries.
Predicted Accident Rate for the Reference Case
On the assumption that vehicular travel will continue to increase, the number of registered
vehicles and cars increases, the population continues to increase and that only limited
educational, engineering or enforcement measures are introduced to the highway to improve
road safety it may be predicted that the number of accidents will increase accordingly, even if the
accident rate declines marginally.
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Although there will be new accidents generated on the new roads, some of the existing roads will
be improved in the Reference Case scenario. For example the Mafraq to Ghweifat highway
improvement, which is one of the committed schemes, will include grade separated junctions
which will replace existing at-grade U turn facilities. This highway has one of the worse accident
records in the Emirate of Abu Dhabi. These improved roads are likely to reduce the existing
accident rate on this road even though the volume of traffic is likely to increase.
In addition, it should be noted that in the UK the Killed and Seriously Injured accident rate has
fallen in 2007 by 36% and the slight casualty rate by 32% compared to the 1994-1998 baseline.
Hence despite there being a 16% increase in traffic flow over the same period, there has been a
reduction in casualties. It is therefore clear that an increase in traffic volume may not necessarily
result in an increase in personal injury accidents.
It should be noted however, that there was no specific programme of road safety measures
included within the Reference Case, although it is recognised that the police, and others, have
introduced stricter enforcement of speeding and jumping red lights, as well as softer measures
such as greater use of seat belts.
However these alone are insufficient to obtain the same sort of reduction in Personal Injury
Accidents with increased traffic flow that are applicable in the UK.
The Reference Case scenario was therefore likely to result in no significant change in the personal
injury accident rate, and hence a substantial increase in the number of personal injury accidents
due to the forecast increase in traffic.
Predicted Accident Rate for the Highways Scenario
Under the Highway scenario further roads would be built to support cars and road-based
transport. This will result in a large increase in the existing highway capacity for cars both along
existing routes in the city and with new proposed highway infrastructure.
The highway scenario is designed to provide a highway solution to the predicted tripling in the
population. This will represent a significant increase in both the number of trips completed by
private car and in the total vehicle travel per million kilometres.
Hence, all other things being equal, the number of road traffic accidents may be expected to
increase which does not reflect the attributes of a world class city.
Proposed Road Safety Measures
The road safety components set out in Working Papers 6 and 6A summarised those measures
proposed to achieve road safety improvements. These are further described below, including a
methodology that should be implemented to ensure that the measures introduced provide the
maximum road safety benefit.
RS1 30kph zone in residential areas/near schools
Review accident data and develop a hierarchy of sites where accidents have occurred.
Where possible determine the severity of the personal injury accidents and also
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determine those accidents that include pedestrians. Compare rates against UK
national statistics.
Complete site visits to determine existing highway layout, review driver behaviour and
where applicable monitor behaviour of children arriving and leaving the school sites.
Recommend highway measures to implement at the site that provide an economic first
year rate of return.
During the design and implementation of the measures at the site complete
independent road safety audits.
Review sites within one and three years to determine the success of the schemes in
terms of reducing the number of accidents; this will require collection of reliable
accident data.
RS2 Driver training
Review available accident data to attempt to determine the age of drivers involved in
personal injury accidents (PAI). Anecdotal evidence suggests that there are
particularly high accident rates for your male drivers. Compare PAI figures against
those figures published in the UK.
Determine the times in which accidents have occurred and attempt to establish what
types of accidents age groups are involved in. For example single vehicle accidents,
loss of control etc.
By determining the age and types of accidents it will be possible to identify possible
mitigating measures to address the resultant accident pattern.
Note, accident research in the UK has indicated that many accidents involving young
drivers have resulted when young passengers are carried in the car. This suggests that
there may be an element of peer group pressure to drive faster. The accident data for
the UAE will be checked to see whether a similar trend exists, and if so similar
publicity campaigns to those in the UK could be introduced.
The success of any publicity campaigns can be monitored by reviewing the accident
statistics for target groups on an annual basis.
RS3 Education / Information
Through the review of accident data it may be possible to determine specific types of
accidents involving different groups, for example if there are sites identified that
include a high number of pedestrian accidents or young drivers then campaigns may
be targeted to these groups.
Specific targeted campaigns can be based on similar campaigns that have previously
been delivered in the UK.
RS4 Introduce and enforce a highway code
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Complete a review of the highway codes for the UK and other appropriate countries.
Based on best practice from other countries develop a highway code for the Emirate of
Abu Dhabi in liaison with other Emirates. This will then need to be made generally
available to all drivers, and other road users, and an associated policy of training and
enforcement introduced.
Review accident data prior to the implementation of the Highway Code and review on
an annual basis to determine whether the Highway Code has a beneficial contribution
to the reduction in the accident numbers.
RS5 Programme of safety improvements at accident locations
Liaise with the UAE University to obtain accurate accident records for the Al Ain
region using their existing established accident database.
Following the analysis of accident data identify sites where the accident pattern
requires addressing and recommend appropriate measures for treatment.
During the design and introduction of the engineering measures the scheme should be
subject to an independent road safety audit. Then following the introduction of the
highway measures the scheme should be reviewed after one and three years by
assessing the latest accident data to determine whether the implemented scheme has
helped to reduce accident numbers.
For the rest of the Emirate of Abu Dhabi, excluding the Al Ain region, there is
apparently no existing accident database in place. The Department of Transport are
looking to establish an accident database but this work has not yet been started.
Therefore any assessment of accident data will require a certain element of
professional judgement until completion of the database.
In the absence of detailed accident data, the review of the accident cluster sites for the
rest of the Emirate of Abu Dhabi will be based on an assessment of the paper accident
records, reviewing the annual figures year by year, extracting any relevant
information, comparing figures for other countries and completing site reviews to
determine whether any highway failings may be identified that may be addressed.
RS6 Enforcement of Traffic Violations
A number of existing traffic signals in Abu Dhabi include red light cameras and there
are numerous speed cameras sites throughout the Emirate. To determine the
suitability of these sites it is recommended that a review of accident data is completed
at the existing camera site locations to establish whether there is a reduction in
accident numbers following the introduction of cameras.
If the above assessment identifies that the introduction of cameras has had a positive
benefit on road safety in terms of reducing the number of accidents then additional
sites should be investigated.
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In terms of speed cameras the introduction of average speed camera sites, over a
specific distance, should also be compared with static speed cameras and the relative
costs and benefits should be evaluated.
A review of traffic violations should be completed to determine whether there is a

history of repeat offenders, therefore indicating that the existing penalty for traffic
violations is not a sufficient deterrent. If this is illustrated through the review of the
background data then consideration should be given to the implementation of an
alternative system.
RS7 Speed Activated Signs
A review of accident data is likely to indicate accident cluster sites. Accident cluster
sites can often be improved by the introduction of remedial measures and this can
include the introduction of speed activated signs. The use of speed activated signs
should be considered on a site by site basis.
Prior to the implementation of speed activated cameras the existing accident data at
the site should be reviewed. The accident data should then be reviewed again once the
speed activated signs have been in place for 12 months and 36 months to determine
the whether the speed activated cameras have made a positive contribution to the
existing accident data.
RS8 Average Speed Camera
Accident data should be reviewed to determine whether there is an existing speed

related accident pattern. This may be identified on the police reports or may have to be
determined by site observations and an assessment of the accident types.
The introduction of average speed cameras should be considered on a site by site basis
and should cameras be introduced a site investigation should be conducted and a
safety audit completed of the proposed design and site installation.
RS9 Enhanced annual vehicle safety checks
Liaison with the police should help to determine whether vehicle failure has been a
contributory factor to any of the accidents. It is unlikely that this information will be
recorded on the police accident forms and therefore the information will have to be
obtained from interviews with the police patrols.
Assuming there is supporting information to suggest that vehicle defects are a

contributory factor towards personal injury accidents then awareness programmes
and campaigns should be implemented to address drivers and owners of vehicles.
Campaigns are likely to be targeted towards addressing the identified accident types.
RS10 Commercial driver hours limitation
Accident data should also be reviewed to determine whether there is a supporting data
to identify whether drivers are falling asleep at the wheel. Anecdotal evidence
suggests that this could be a problem with commercial drivers, especially for trucks
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and taxis. If there is evidence to suggest that this type of accident is occurring then
measures to introduce tachograph systems should be investigated.
Should tachographs be introduced then it is recommended that their implementation

is based on best practice in other countries.
Once a tachograph system has been in place for at least one year then the accident
data can be reviewed again and comparisons made to determine the success of the
scheme.
RS11 Introduce regulations for vehicle weights/overloading
Review accident data to determine where there have been incidences of overloaded
trucks or vehicles losing their loads, and attempt to determine the locations of the
occurrences based on an assessment of the accident data. Also search accident data to
determine whether there are any other indications that the accident patterns may be a
result of vehicles being overloaded.
The introduction of comprehensive automated weigh-in-motion equipment on major

routes, in association with full checks of vehicles suspected of being overloaded,
should be introduced, together with tighter regulations on vehicle loading, with
penalties on the vehicle owner, and appropriate enforcement.
Accident data should be reviewed before and after the implementation of

comprehensive automated weigh-in-motion equipment, and enforcement, to
determine whether they make a positive contribution to road safety.
RS12 Narrow lanes in CBD to slow down traffic and increase road safety.
Accident data should be reviewed to determine whether there are specific locations
where pedestrians have been involved in personal injury accidents. Where such sites
are identified it is recommended that the sites are visited and the existing highway
layout reviewed to determine whether any measures which may be implemented to
address the accident record may be implemented.
The above measures represent a combination of engineering, enforcement and educational

measures. The introduction of these measures have helped to contribute towards a 30%
reduction in the personal injury accident rate for the UK even though there has been a 16%
increase in the volume of traffic over the same period.
Due to the absence of any more detailed data to make any alternative assumptions, it may be
anticipated that the reduction in accident reduction rate achieved in the UK may also be achieved
in Abu Dhabi over the period to 2030. This could result in a significant improvement in overall
road safety.
Page 132
Predicted Accident Rate under the Passenger Transport Scenario Case
The transfer of trips within the public transport based scenarios is likely to result in a reduction in
the number of personal injury accidents as the accident rate for public transport per billion
kilometres travelled is substantially lower than the accident rate for a private car (Figure 6.18 and
Table 6.8).
Figure 6.18:
18: Accident Rate per Billion Passenger Kilometres by Different Modes of Transport
Table 6.8: Accident Rate per Billion Vehicle Kilometres Travelled by Mode
Mode
1997-
1997-2006
1997 1998 1999 2000 2001 2002 2003 2004 2005 2006
Average
Air
Killed 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
KSI 0.00 0.00 0.02 0.00 0.00 0.00 0.00 0.01 0.00 0.00 0.00
All severities 0.03 0.07 0.18 0.04 0.00 0.00 0.00 0.01 0.00 0.00 0.03
Rail
Killed 0.5 0.4 0.9 0.3 0.3 0.4 0.2 0.2 0.1 0.1 0.3
Injured 19 16 19 14 13 13 13 13 12 10 14
Water
Killed 0.0 0.7 0.4 0.4 0.4 0.0 0.0 0.0 0.3 0.3 0.2
KSI 33 41 28 52 54 49 60 43 34 39 43
Bus or Coach
Killed 0.3 0.4 0.2 0.3 0.2 0.4 0.2 0.4 0.2 0.3 0.3
KSI 12 13 12 11 11 11 10 9 7 8 10
All severities 196 199 202 195 191 173 175 167 146 130 177
Car
Killed 2.9 2.8 2.7 2.7 2.8 2.7 2.7 2.6 2.6 2.5 2.7
KSI 38 35 33 32 31 29 27 25 23 22 29
All severities 347 342 333 335 323 304 291 282 275 260 308
Van
Killed 1.0 1.0 0.9 0.9 0.9 1.0 1.0 0.8 0.6 0.6 0.9
KSI 14 14 13 12 11 11 10 8 7 6 10
All severities 115 113 104 100 102 96 92 76 72 68 92
Motorcycle
Killed 119 112 113 122 112 111 120 104 98 107 111
KSI 1,507 1,452 1,423 1,493 1,405 1,367 1,328 1,184 1,116 1,155 1,332
All severities 5,724 5,546 5,395 5,712 5,539 5,168 4,931 4,566 4,257 4,156 5,053
Pedal cycle
Killed 45 40 42 31 33 29 26 32 34 31 34
KSI 880 838 779 666 632 555 543 550 536 527 646
All severities 6,036 5,798 5,599 4,953 4,512 3,874 3,838 3,964 3,764 3,494 4,546
Pedestrian
Killed 57 50 50 49 47 42 41 35 36 36 44
KSI 651 580 564 543 521 471 424 394 384 371 487
All severities 2,693 2,484 2,464 2,404 2,332 2,117 1,944 1,836 1,794 1,631 2,158
Page 133
From Figure 6.18 and Table 6.8 it can be seen that the t accident rate for vulnerable road users,
(motorcyclists, pedestrians, and cyclists) is the highest, whilst air travel has the lowest accident
rate per billion vehicle kilometres travelled.
Through the transfer of car trips to public transport trips by bus, rail and water there is likely to
be a fall in the number of accidents per billion vehicle kilometres travelled. The highest accident
rate per billion vehicle kilometres travelled is for the vulnerable transport groups which are
pedestrians, cyclists and motorcyclists. Unfortunately the breakdown of trips for each of these
modes was not available from existing data and there is no prediction available on the proportion
of trips that will be completed by each mode of transport following the introduction of the public
transport scenarios.
Based on this information, it is clear that the Public Transport Case scenario is likely to result in a
substantial reduction in the personal injury accident rate by 2030. Furthermore, due to the
switch from car to public transport travel, it is evident that the public transport scenario offers
significantly greater savings in terms of road safety than the highway scenario.
The demand management scenario will provide even greater safety benefits due to the reduction
in car use and the corresponding increase in public transport use.
6.16 Enhance the Pedestrian Realm

Realm
Rationale
The enhancement of the pedestrian realm is one of the key transport objectives of the STMP.
Pedestrian improvements, which are often synonymous with the enhancement of the public
realm, are a constant theme throughout Plan Abu Dhabi 2030.
Methodology
A qualitative assessment has been conducted with the goal of comparing impact of the various
scenarios on the amenity of the pedestrian realm. The component descriptions and associated
alignment maps were evaluated against the objective of improving the pedestrian realm using
spatial mapping, aerial photographs, desktop study reference material and local knowledge. As
with the Cultural and Economic User Acceptability assessment it should be noted that this
assessment is of the aggregation of many individual components, and is likely to underestimate
the extreme positives and negatives of the complete scenarios.
For example the upgrade of a single road to freeway standard may rank as moderately adverse on
the pedestrian realm, whereas the combination of several moderately adverse projects would
tend to result in an adverse scenario of show stopping proportions, which is not illustrated by
the assessment. The scenarios were ranked by the distribution of scores totalled from each
component (excluding the reference case components) within each scenario (Figure 6.19).
Additionally the unweighted mean of the assessment scores was taken for each of the scenario
combinations to confirm the ranking.
For each component the assessment was made on a 7 point scale as follows:
Page 134
Table 6.9: Point Scale for Pedestrian Realm Assessment
3 Large Beneficial e.g. major pedestrianisation

e.g. significantly reduced traffic, reduce
carriage widths, opportunities for
2 Moderate Beneficial
pedestrianisation, improved local
opportunities, improved shading
1 Slight Beneficial e.g. reduce traffic flow
0 Neutral
e.g. increase vehicular traffic, upgrade road
-1 Slight Adverse
width
e.g. severance, reduced local opportunities,
-2 Moderate Adverse upgrade to freeways resulting in further
severance
e.g. major severance (especially on Abu Dhabi
-3 Large Adverse Island), upgrade to freeway with imposing
junctions, new freeway
Overall Results
Figure 6.19 shows the distribution of the scoring of the different scenarios. With the exception of
the highway-based scenario, all scenarios indicate an overall positive impact on pedestrian
realm. The Highway scenario indicates a pronounced adverse impact on pedestrian realm
(extremely skewed to the left compared to the other scenarios). This is also reflected in the
average scores per scenario (Figure 6.20).
Figure 6.19:
19: Pedestrian Realm Assessment by Scenario
Sce nario: 1 . H ighw ay s Rank ing 4th Sce n ario : 3 . D e mand Man age me n t Rank ing 1st
2 . Pedestrian R ealm 2 . Pede strian R e alm
50 50
45 43
45
F re qu e n cy of com pon e n ts
Fre que n cy of compon e nts
40 40
35 33
35
30 30 26
25
25 25
20
20 20
14 15
15 11 15
10 10 7
5 2 5 3
0 1 0
0 0
-3 -2 -1 0 1 2 3 -3 -2 -1 0 1 2 3
SCORE SC O R E
Page 135
Sce n ario: 2 . P ublic T ransport Rank ing =2rd Sce nario : 4 . Low Carbon Rank ing =2nd
2 . Pe destrian R e alm 2 . P ede strian R ealm
50 50
44 42
Fre qu e n cy of compon e n t s
45
Fre que n cy of compon e nt s
45
40 40
35 35
30 26 30 25 24
25 25
20 20
15
13
15
10 7 10
3 5
5 1 3
0 5 1 0
0 0
-3 -2 -1 0 1 2 3 -3 -2 -1 0 1 2 3
SCORE SC O RE
Figure 6.20:
20: Scenario Mean Scores for Public Realm
Me an S core s p er S cenario
1.00
0.80
0.60
0.40
0.20
SCORE
0.00
-0.20 Pedestrian Realm
-0.40
-0.60
-0.80
-1.00
Highways Public T ransport Demand Management Low Carbon
Specific factors
The assessment clearly reflects the fundamental principle that highways invariably have a
negative impact on the pedestrian environment. Reasons for these adverse impacts include
increased noise and pollution, destruction of built form, reduced safety, and severance and the
resulting loss of local opportunities.
In addition to avoiding these negative aspects, public transport projects lend themselves to
enhancements to the pedestrian amenity: - such as provision of public spaces, provision of
pedestrian links, reduction in road widths, and reduced traffic noise and pollution. Furthermore,
public transport systems rely on providing enhanced pedestrian environments as all patrons
must commence and end their journeys as pedestrians.
Page 136
Many of the real benefits to the pedestrian environment cannot be assessed until the design
stages of the individual projects. Furthermore, some aspects of the proposed public transport
components could have the potential to have a negative impact on the public and pedestrian
realms.
Design elements such as travelators, enclosed links and pedestrian grade separation can have
negative visual impacts, compromise personal security and remove the human presence from
street level a particularly important design lesson learnt around the world during the last
century.
Finally, some aspects need to take into consideration human behaviour. Designing shared spaces
for pedestrians, bicycles and motor vehicles follows good urban design principles especially for
the long term of the city; however such aspects should be very carefully introduced to ensure that
an appropriately compatible change in driver behaviour accompanies such elements.
Recommendations
In order to maximise the positive impact on the pedestrian realm, this assessment supports the
recommendation that:
priority be assigned to components focusing on the demand management scenario;
pedestrian amenity be at the forefront of design considerations and all individual

projects and elements be rigorously assessed in this respect at the design stage; and,
road safety and driver behaviour change programmes accompany the implementation
of any projects that have the potential to increase the conflict between pedestrians and
traffic.
6.17 Integration
Introduction
Integration relates to the extent to which transport developments and individual projects
integrate with land use proposals and policies and with other proposals and policies concerning
transport15.
The extent to which the transport system supports social policies (e.g. equality and diversity
policies) is considered in section 6.18 below.
For this objective fine grained assessment was not possible and the assessment is reported on a
three point scale Beneficial, Neutral or Adverse.
15
Guidance on the new approach to appraisal, July 1998, UK DETR
Page 137
Land Use Policy
The land use policies set out in Plan Abu Dhabi 2030 require a shift in current land use
allocations to a pattern that will tame urban sprawl and traffic congestion16. These policies are
developed in more detail in the body of the Plan document but in relation to transport the policy
as quoted above is admirably clear and concise.
Highway Scenario
The model results for the Highway scenario show that it will not accommodate the projected
traffic demands into the future and projected levels of transport service will be poor to
unacceptable.
Road traffic congestion under the Highway scenario is projected to worsen dramatically with car
journeys that currently take half an hour extending to three hours or more.
The inability of the Highway scenario to provide an acceptable level of service combined with the
likely pressures for unbounded expansion of the urban area with a roads and private car based
transport system means that the Highways scenario was rated as Adverse in its consistency with
and support for the Emirates land use policies as articulated in Plan Abu Dhabi 2030.
Public Transport Scenario
Traffic congestion under the Public transport scenario is far less than under the Highways
scenario but worse than at present.
There is projected to be a three-fold increase in modal shift to public transport (9% rising to 27%)
but this is insufficient to reduce road traffic volumes to levels below the capacity of the road
network (as indicated by continuing traffic congestion).
With increased use of public transport this scenario supports the Emirates land use policies but
the contribution is reduced by the continuing high levels of traffic congestion (compared with the
present) resulted in a Neutral score.
Demand Management Scenario
Traffic congestion under the Demand management scenario is projected to be very similar to the
levels experienced at present and the modal share of public transport is projected to be 35%.
With further increased use of public transport this scenario supports the Emirates land use
policies and it achieves traffic congestion levels similar to those experienced at present. This
scenario was rated Beneficial in terms of its integration with and support to land use policies.
Low Carbon Scenario
The Low carbon scenario is very similar to the Demand management scenario in terms of its
provision of transport infrastructure and services and also rated Beneficial in terms of its
integration with and support for land use policies.
16
Plan Abu Dhabi 2030 Urban Structure Framework Plan Executive Summary page 10
Page 138
Other Transport Policies
Section 8.4 of Plan Abu Dhabi 2030 sets out 11 transport policies17 to support the vision of the
Plan and its land use and other aims and objectives. In summary these policies call for multi
modal transportation networks linked to the larger urban structures (T-1), a variety of inter-
connected transportation choices as alternatives to the automobile (T-3), the avoidance of
highway and freeway expansion (T-5), the provision of a layered interconnected public
transportation network (T-6) and the application of transportation demand management
measures to reduce traffic pressure (T-8) and manage parking demand (T-9 & T-10).
Highway scenario
The Highway scenario is in conflict with the transport policies set out above and its score in
relation to other transport policies was Adverse.
Adverse
Public Transport scenario
The Public Transport scenario will support most of the transport policies set out in the Plan Abu
Dhabi 2030 document (and summarised above) in particular providing a layered interconnected
public transportation network (T-6), multi-modal transportation networks (T-1) and a variety of
inter-connected transportation choices as alternatives to the automobile (T-3). The Public
transport scenario also avoids highway and freeway expansion (T-5). Its score in relation to other
transport policies was, therefore, Beneficial.
Beneficial
Demand Management scenario
The Demand Management scenario will support all of the transport policies set out in the Plan
Abu Dhabi 2030 document and summarised above including policies T-8, T-9 and T-10 calling for
transportation demand management to reduce traffic pressure and manage parking demand. Its
score in relation to other transport policies was Beneficial.
Beneficial
Low Carbon scenario
The Low carbon scenario is very similar to the Demand management scenario in terms of its
support for other transport policies and it also scored Beneficial.
Beneficial
6.18 Cultural Issues (Cultural/Economic User Acceptability)
Rationale
Abu Dhabi contains a diverse mix of peoples a mixture of cultures, beliefs, and practices, often
correlated with economic circumstances. In this context the implementation of a new public
transport system could raise particular challenges.
Plan Abu Dhabi 2030 has the following goals in the respect of appealing to a wide cross-section
of society:
17
Plan Abu Dhabi 2030 Transportation Framework Policies T-1 T-11 pages 144 & 145
Page 139
New development should be designed at a human scale to ensure the city is pleasant
to live inThere should be a range of housing and services targeting all income levels
designtransit so it will be attractive to and therefore used by a great variety of people
including high and middle-income earners, business people and women, as well as
lower income earners and not just as the mode of last resort
Identity and opportunity an authentic and safe but also progressive and open Arab
city
The acceptability of new transport system will be strongly influenced by individuals varying
cultural backgrounds. Thus it is important that due consideration is given to achieving
acceptability of a broad cross-section of society.
Methodology
A qualitative assessment was conducted with the goal of comparing the potential user
acceptability of each potential component of the STMP. The assessment was informed in the most
part by the results of the stakeholder consultation documented in Working Paper 2. The
consultation comprised the following:
614 surveys with the general public comprising a mixture of gender and ethnicity
(UAE nationals and expatriates from Asian, Arabic and western backgrounds);
8 focus groups with the above mixture as well as engaging workers housed in labour
camps;
200 interviews with representative of small businesses;
50 interviews with representatives of large businesses and,
20 interviews with key stakeholders such as Government departments, universities,

hospitals and media organisations.
Based on this information, the qualitative assessment was conducted. The social and cultural
acceptability of each component was assessed for each of 9 societal groups is set out in Table
6.11. The assessment was made on a 5 point scale as follows:
Table 6.10:
10: Point
Point Scale for Assessment of Cultural Issues
2 Very acceptable / beneficial

Acceptable/ somewhat
1
beneficial
0 Neutral
-1 Some concerns
-2 Concerned
Page 140
Table 6.11:
11: Societal Groups
Grouping General Characteristics

haracteristics
Emirati Men high cultural value placed on car ownership and use,
generally affluent (high car ownership), more represented in
lower density outer areas
Emirati Women more open than men to road safety concerns, more affected
by personal security (gender) issues on PT
Arab Expat Men cultural value of cars similar to Emirati nationals, but more
exposed to public transport
Arab Expat Women more exposed to public transport than Emirati women, but
still affected by personal security (gender) issues
Asian Expat Men independent travel to work (taxi share), more permanent
work location than labourers
Asian Expat Women more affected by personal security (gender) issues on PT
than men
Low paid labourer commute transport provided by employer (bus), very low
private car use, variable work location
Western Expat less cultural value placed on car ownership than Emiratis,
relatively affluent (high car ownership or taxi use), more
used to public transport
Tourist not involved in work commute, affluent (high taxi use), used
to convenience of public transport in other countries
It should be noted that this ranking was based on the likely acceptability of the components as a
user of that component and does not equate to acceptability of the development of any
component. Whilst an individual or group may have a tendency, for example, to be less likely to
use public transport it doesnt mean that they disagree with the development of the
infrastructure.
The scenarios were ranked by the distribution of scores totalled from each component (excluding
the reference case components) within each scenario. Additionally the unweighted mean of the
assessment scores was taken for each of the scenario combinations to confirm the ranking.
Overall Results
Figure 6.21 shows the distribution of the scoring of the different scenarios. Whilst all scenarios
indicate an overall positive user acceptance, it can be seen that the Highway scenario is the worst
ranked (skewed to the left compared to the other scenarios) and the Public Transport scenario the
highest ranked.
This is reflected in the average scores per scenario and in the finding that only 4% say they would
never use a new public transport system, compared to 34% who report they would expect to use
it daily and a further 21% once or twice a week.
Page 141
Figure 6.21:
21: User Acceptability by Scenario
Sce nario : 3 . De mand Manage me nt Rank ing =2nd

Sce nario : 1 . H ighw ays Rank ing 4th 1 . Cultural/Economic User Acceptability
1 . Cultural/Economic User Acce ptability
59 60
60 52
Fre que ncy of compone nts

50
50
40
40
29
30
30 23
21
20
20
9
10
10 5
2 0
0
0
0
-2 -1 0 1 2 -2 -1 0 1 2
SC O RE SCOR E
Sce n ario : 2 . P ublic T ransport Ranking Sce nario : 4 . Low Carbon Ranking =2nd
1 . Cultural/E conomic User Acce ptability 1st 1 . Cultural/Economic User Acceptability
60 60
52
51
Fre qu e n cy of com pon e n t s
50 50
40 40
29
30 30
23
20
20 20 15
10 10 4
0 0 0
0 0
-2 -1 0 1 2 -2 -1 0 1 2
S C O RE SC O RE
Specific factors
The results of the assessment were influenced by factors that affect some groups differently to
others. Some of the more significant factors are outlined below:
Segregation
Many women experience discomfort travelling unaccompanied or with their children. This is not
limited to any particular ethnic group but is felt much more strongly in those groups where it is
less culturally acceptable for public inter-gender mingling. Significantly the issue not only relates
to public transport but, perhaps to a larger degree, to taxi use as well. This issue came through
strongly in the consultation and is discussed at length in Working Paper 2.
Notwithstanding the reality and significance of this issue, it is important to note that the
consultation revealed a pan-societal enthusiasm for a public transport system, with respondents
generally of the opinion that solutions can be found.
It is noteworthy that women report a slightly higher likelihood of using an improved public
transport system than did men (Figure 6.23). This qualitative assessment has taken this issue
into account, but has assumed that a solution will be applied that is satisfactory to the vast
majority of the population, and specifically, acceptable to a large degree to Emirati nationals.
Page 142
Figure 6.22:
22: Scenario Mean Scores for Cultural & Economic User Acceptability
Mean Scores per Scenario
1.00
0.50
SCORE
0.00
Cultural Economic User Acceptability
-0.50
-1.00
Highways Public Transport Demand Management Low Carbon
Figure 6.23:
23: Reported Likelihood of Using a Modern PT System
Page 143
Car ownership
Whilst car ownership is growing in Abu Dhabi there are a large number of households without
access to a private vehicle. These households are often also those that are least able to afford
regular taxi use. For this reason the acceptability of a highway based system is very limited for
those on lower incomes.
It should also be noted that whilst many households do have access to a vehicle, if that vehicle is
used by another household member, the remaining members, often women, children and
students have very limited ability to travel. These members of society would particularly benefit
from a public transport based system with a focus on pedestrian amenity. This issue is discussed
in more detail in the section on Equity of Access (Section 6.20).
Local impacts and demand management
Given the current dominance of the private vehicle as a means of transport it is not a simple task
to assess the varying value people place on improvements to their personal situation compared
to improvements experienced on a grander scale.
There is no doubt that those who make their home in Abu Dhabi support the reduction of traffic,
faster transport times, improved public spaces and generally improved quality of life that is
associated with implementing a public transport based system, however it will be important that
people take ownership of the transport system and Abu Dhabi as a whole not just as motorists,
but as pedestrians and public transport users. Examples of components affected by this include:
Pedestrianisation of streets;
Pedestrian friendly improvements at intersections;
Local parking restrictions and local traffic calming these can improve residents local
environments as well as the city as a whole, but also make it more difficult to drive and
park as visitors;
Enforcement measures such as parking fines;
Demand management measures such as reducing fuel subsidies; and,
Banning U-turns.
It will be important to achieve landmark successes (such as achieved by the Corniche) and to
thus generate public appreciation of the benefits of some of the local measures prior to
embarking on more general application. Likewise it will be important to ensure that the public
transport alternatives are in place to reduce the personal association people have with a good
transport system meaning better access by car.
Recommendations
This assessment supports the recommendation that:
Priority be assigned to components focusing on a public transport based scenario;
Page 144
Further consultation be conducted to test measures to ensure the community wide
acceptability of women and children travelling unaccompanied on public transport
(including taxis); and,
Landmark projects are implemented early on to ensure that the community embraces
the transport system not only as car drivers but as pedestrians and public transport
users.
6.19 Acceptability to Other Stakeholders
Rationale
Section 6.18 covers the acceptability to different users, however it is important that the
acceptability of the STMP to wider stakeholders, such as business and institutions, also be
considered.
Methodology
As documented in Working Paper 2, consultation was conducted with representatives of both

large and small enterprises, and the Opinion Leaders comprising representatives of institutions,
media organisations, government departments and State enterprise organisations to gain an
impression, beyond that of the general public, of the attitudes of these key stakeholders. The
consultation was a combination of in-depth personal interviews, semi-structured telephone
interviews and structured quantitative interviews.
Discussion
Opinion Leaders, despite comprising a high proportion of UAE nationals who might be expected
to have more conservative views, generally show high levels of enthusiasm for the public
transport based proposals and express their intention to use and promote a public transport
system.
A highly- efficient, clean and modern integrated transport system which reduces traffic
congestion and makes the city a more pleasant environment in which to work and live is
regarded by Opinion Leaders as something to be proud of, as enhancing Abu Dhabis status in the
region and the world as a modern and prosperous city. However, there is no evidence that the
wider environmental benefits that a sustainable transport investment policy may contribute to
have any resonance amongst the Opinion Leaders.
A common theme amongst all the stakeholder groups is the unacceptability of the current
problems associated with parking and a generally negative view of the future of the road system.
Staff transport is not generally of concern to the larger organisations which also seem to have
found individual solutions to difficulties associated with deliveries. However smaller businesses
highlight problems associated with delivery delays, missing meetings and, to a lesser extent, staff
being delayed.
Page 145
There is support for workers being able to travel quickly and cheaply and, as individuals, a
pragmatic support for a public transport system if it means faster travel times. There is some
concern about disruptions during construction but it is generally accepted that this can be
minimised and will result in better transport system in the long term. The larger businesses and
institutions are very supportive of high speed rail to Dubai. However there is some concern that
buses may increase congestion and that they will only appeal to labourers.
The small business groups are very supportive of all public transport options and are particularly
supportive of improved bicycle infrastructure. The same group is least supportive of increased
parking charges and tolls. Also amongst small businesses, UAE nationals agree more than most
that the current system is reducing the Citys potential to grow perhaps reflecting that their
social networks give them a more complete overview of the issues affecting the City.
Conclusion
As with the general public, the representatives of the other key stakeholders recognise that Abu
Dhabi has to deal with the growing transport problem. Whist the first solutions to mind often
consist of road building and bridge solutions, when the concept of world class public transport is
raised it is almost universally greeted with enthusiasm. Demand management options involving
fines and tolls are not popular and low carbon options are generally not embraced.
6.20 Impact Distribution (Equity of Access)
Rationale
As detailed in the section on Cultural and Economic User Acceptability (Section 6.18) Plan Abu
Dhabi 2030 makes clear reference to the need to provide improvements for all:
there should be a range of housing and services targeting all income levels;
levels; and,

including high and middle income earners, business people and women, as well as lower
income earners and not just as the mode of last resort.
It is recognised that in order for a transport system to provide the wide ranging benefits required
and anticipated, it is vital that the system be accessible to all people of society. This requires an
analysis to give some indication of the equity of access to the transport system.
Methodology
An analysis of the equity of access of the different transport scenarios ideally would compare the
levels of access to variations of such a system across a wide range of societys members, thus
allowing confirmation that all groups have an acceptable level of access. Ideally the population
would be broken down according to a range of socio-economic determinants such as gender,
occupation/income, race, physical ability and geographic location.
In practice, the limited availability of detailed socio-economic data combined with the present
high level of design of the transport scenarios limited the ability to provide significant quantified
analysis.
Page 146
The analysis was based on consideration of the current levels of equity in a predominantly car
based transport system and extrapolating that to a potential future highway based system
(Highway scenario).
Car ownership levels and mode split data is based on data from quantitative surveys of 614
members of public. It should be noted that these surveys were not drawn from a random sample
and excluded labour camp occupiers. Thus the surveys are not statistically robust but can
nevertheless be used to gain an appraisal of the situation.
Secondly the discussion outlined some aspects affecting the equity of a potential future public
transport based system.
Analysis
Equity under car based systems
Superficially, Abu Dhabi residents appear to have high car ownership rates and thus it might
falsely be assumed that the current system provides a reasonable level of mobility for the
majority. The surveys outlined in the section of Cultural and Economic User Acceptability
(Section 6.18) show that over 80% of households own one or more cars. However these
apparently high levels of household car ownership, when looked at carefully, do not translate to
an equitable transport system for several reasons as outlined below:-
Exclusion of labour camp workers significantly, the quantitative surveys did not
include a sample of labour camp workers and thus significantly overestimates the
overall car ownership levels. Additional qualitative focus groups with this section of
society reveal an extreme dependence on the existing limited bus network and
(relatively expensive) taxi system;
Limited car availability for all adults in household looking simply at household levels
of car ownership ignores the fact that very few households possess enough cars to
ensure access for all adults. Between 60% and 70% of households with 2 or more
adults do not have a car available for each adult. This is likely to impact women more
than men, who often have the additional constraint of lack of personal comfort using
the existing bus and taxi system. This point is further highlighted in considering that
around 50% of households have no car or only one car and the average household size
recorded in the census is 5.4 persons suggesting a large number of residents in
shared households have limited access to a car;
Uneven distribution (by ethnicity) of car ownership Whilst less than 5% of Emirati
households and less than 10% of western ex-pat households have no access to a
vehicle, this is in start contrast to Indian/Pakistani households where almost 30% have
no car (Figure 6.24). Looking at the same data from another perspective it is seen that
almost 80% of households with no access to a vehicle are from an Asian origin; and,
Uneven distribution (by income) of car ownership in addition to labour camp

workers (who were not surveyed) more than 40% of low income households have no
car (Figure 6.26). These same groups have a higher proportion of trips made by
walking and thus are further disadvantaged by the poor pedestrian environment
Page 147
resulting under the hwy scenario. Low income is defined as an income of less than
AED 4000 per month.
Figure 6.24:
24: Household Car Ownership by Ethnicity
100%
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
UAE Arab Expat Asian Western Expat
0 car 1 car 2 or more cars
Figure 6.25:
25: Ethnicity by Car Ownership Levels
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
2 Cars or more 1 Car No Car
UAE National Expat Arab Expat Asian Western Expat
Page 148
Figure 6.26:
26: Household Car Ownership by Income
100%
90%
80%
70%
60%
2 or more
cars
50%
1 car
40%
0 car
30%
20%
10%
0%
Low Low Med High Med High
In order for a car based system to offer any real level of equity it would require a dramatic shift in
economic distribution allowing broad based mass car ownership. This would be neither
environmentally acceptable nor would it permit the transport system to continue to function.
It is clear that under the current car based system, and any future transport system likewise
dependent on private vehicle use, there exists several particularly vulnerable groups. The groups
include labour camp occupiers, low paid workers in general, women (who have additional
disadvantage of cultural inhibitions to using the limited existing PT and also using taxis with
male drivers), students and people with limited physical mobility.
This is broadly reflected in Figure 6.23 which shows those on lower incomes report as being more
likely than the general population to use an improved public transport system. Figure 6.23 also
shows that women are as likely as men to use public transport, indicating that womens want for
independent movement may balance out concerns of personal security.
It is important to note that it is imperative that these inequities are addressed not only for
reasons of social sustainability but also to facilitate an economically functioning city as well as
meeting the clearly expressed aspirations of the government and the public to develop Abu Dhabi
into a world class city where the benefits of society are available to all.
Equity under public transport based systems
The provision of a transport system based around world class public transport is not necessarily
sufficient to achieve the levels of mobility equity aspired to by this progressive society. It is vital
that the system is economically, culturally and physically accessible to all socio economic groups.
Page 149
Cultural accessibility of a public transport system has been discussed in detail in Section 6.18. It
is important that economic accessibility be assured by providing a pricing structure that is
affordable for all, whether this involves a low priced flat fare structure or a multi-tiered structure.
Perhaps surprisingly the qualitative social research reveals that not only is a class based pricing
structure supported by the lower paid members of society, but additionally the more affluent
sectors of society indicate support for a flat structure. This is clearly an area that requires much
more detailed research and ongoing assessment.
Physical accessibility can be optimised by:
designing the system and implementing policies to enable uninhibited access to

people with impaired physical mobility; and,
designing the system to provide a geographical distribution such that all socio-
economic groups can feasibly access the network.
As designs progress, several analyses can be prepared to assess the distributional equity of the
proposed system:-
Geographic distribution generally the system is currently proposed to provide 100% of

the metropolitan population access to a public transport facility within a 5 minute walk
(300 metres). It practice this will mean access to a bus service connecting to the other rail
based systems. It is advisable to confirm an equitable distribution of those areas serviced
by frequent direct services not requiring transfers.
Geographical distribution linked to population density - it is considered that this can give
some appreciation of the potential of the system to serve a broad socio-economic cross-
section. Figure 6.27 shows that the presently proposed network configuration serves
areas predicted to house the population at both high density and low density. In future
this analysis should be supplemented by analyses against geographical distributions of
income levels and ethnicity.
Geographical distribution in relation to predicted location of labour camps it is

acknowledged that present data on the potential future locations of labour camps is
extremely limited. Nonetheless it is important that analysis is regularly conducted to
ensure that as the planning of labour camps is developed the public transport system
continues to serve these groups which are so important to the development of the local
economy. Figure 6.28 shows in order to assure access to the occupiers of labour camps,
based on current information, the bus network would be required to provide links to the
rail based infrastructure.
Page 150
Figure 6.27:
27: Indicative Population Density in 2030
Page 151
Figure 6.28:
28: PT System in Relation to Potential Labour Camp Sites
Page 152
Recommendation
In order to optimise the equity of access of the transport system, and consequently to meet the
expectations of the government (expressed through Plan Abu Dhabi 2030) and the public (as
revealed by our social research), the STMP assessment supports the recommendation that
priority be assigned to components focusing on the scenarios which emphasise public transport
elements.
Ongoing analysis should occur to ensure that:
the public transport components of the ultimate system, and subsequent extensions,
are geographically distributed to offer feasible and equitable access to all socio-
economic groups;
the above geographical distribution meets the trip needs of groups particularly
reliant on public transport, including but not limited to students and labour camp
workers;
fare structures are such that the poorest members of society can feasibly utilise and
benefit from the system;
appropriate detailed design of infrastructure and implementation of policy to ensure

uninhibited access to the transport system by people with reduced mobility as
discussed in the section on Cultural and Economic User Acceptability (section 6.18);
and,
appropriate detailed design of infrastructure and implementation of policy to ensure

comfortable and uninhibited access to the transport system by women and children
of all ethnic backgrounds.
6.21 Economic Evaluation Criteria
The economic evaluation is designed to measure the contribution of the STMP scenarios to the
economy goal of:
Promoting economic competitiveness and vitality through efficient, high-quality

transport services for passengers and freight.
This goal has three second level objectives as follows:
Minimise congestion on Abu Dhabis road network
Reduce reliance on cars and encourage alternative modes
Encourage sustainable and efficient freight distribution
Further economic evaluation criteria includes:-
Financial impacts
Page 153
Economic efficiency
Economic activity
6.22 Minimise Congestion on Abu Dhabis Road Network
Changes in congestion in the context of the STMP were measured using average travel time per
car trip to reflect congestion, and the travel time per passenger on public transport using direct
output from the 2030 transport model.
Outputs
The number of hours per vehicle (car) per trip and the hours per passenger on public transport (in
vehicle time) are shown for each scenario in Table 6.12. The indicators are averages of the AM,
PM and evening peaks using direct output from the 2030 transport model. The percentage
improvement of each scenario relative to the Reference Case is also shown in Figure 6.29.
Conclusion
All the scenarios improve road travel times, although the only acceptable journey times are with
the Demand Management and Low Carbon scenarios where average car trip times during the
peaks will be around 40 minutes in 2030. Public transport times decline in the Highway scenario
due to the re-routing of bus trips under future freeway schemes. However, they improve
dramatically with the introduction of rail based systems in the three public transport focussed
scenarios.
Table 6.12:
12: Evaluation of the Impacts on Minimising Congestion in Abu Dhabi
Journey times in 2030 Reference Scenario 1: Scenario 2: Scenario 3: Scenario 4:
for average peak hour Case Highway Public Demand Low Carbon
Transport Management
Hours per Vehicle
3.6 2.8 1.5 0.7 1.5
(Car) per Trip
% Improvement on
- 22% 58% 82% 58%
Reference Case
Hours per Public
Transport Passenger 1.2 1.0 0.6 0.6 0.6
(in vehicle time)
% Improvement on
- 20% 51% 50% 51%
Reference Case
Overall (A
(Average) %
Improvement
mprovement on - 21% 55% 66% 55%
Reference case
Page 154
Figure 6.29:
29: Overall Improvement in Car and Public Transport Trip Times
Minimise Congestion
70%
% Improvement on Ref. C ase
50%
30%
10%
1
-10%
-30%
-50%
-70%
Highway Public Transport Demand Management Low Carbon
6.23 Reduce Reliance on Cars and Encourage Alternative Modes
Changes in the level of reliance on cars and the use of alternative modes was evaluated on the
basis of the changes in mode share of car, taxi, private transport and public transport using direct
output from the 2030 transport model.
Outputs
The mode share of car, taxi, private transport and public transport is shown for each scenario in
the Table 6.13. All indicators are averages of the AM, PM and evening peaks. A decrease in car
and taxi mode share and an increase in private transport and public transport is considered an
improvement. Figure 6.30 shows the change in car mode share for each scenario relative to the
Reference Case. The overall improvement was calculated as the average of the improvements for
the individual modes.
Conclusion
The Highway scenario results in a small increase in the car mode share, counter to the project
objective. However, the Public Transport, Demand Management and Low Carbon scenarios
significantly improve the public transport mode share whilst reducing the number of car trips,
indicating that the provision of a comprehensive public transport system can on its own
encourage a significant reduction in car dependency.
Page 155
Table 6.13:
13: Evaluation
Evaluation of the Impacts on Mode Shares
Reference Scenario 1: Scenario 2: Scenario 3: Scenario 4:
Case Highway Public Demand Low
Transport Management Carbon
Car Mode Share 69% 71% 59% 42% 59%
% Change Relative to
- 3% -14% -39% -14%
Reference Case
Taxi Mode Share 5% 5% 3% 1% 3%
- 6% -25% -73% -25%
Reference Case
Private Transport
16% 17% 13% 19% 13%
Mode Share
- 3% -20% 16% -20%
Reference Case
Public Transport Mode
9% 7% 22% 36% 22%
Share
- -29% 139% 286% 139%
Reference
Reference Case
Figure 6.30:
30: Reduced Car Mode Share
Reduce Reliance on Cars

(Car Mode Share)
40%
Change in Car Mode Share
30%
20%
10%
0%
-10%
-20%
-30%
-40%
6.24 Encourage Sustainable and Efficient Freight Distribution
An important objective of the STMP is to define a transport system for 2030 that encourages
sustainable and efficient freight transport distribution. Achieving the latter may be further
defined in economic terms related to minimising costs, and maximising the quality and
competitiveness of freight operations.
Page 156
Outside the specifics of enhancements to freight transport operations, recognition needs to be
given to the fact that freight and passengers share a significant proportion of common
infrastructure. Consequently, many of the transportation objectives measured in this assessment
will have implications for the freight distribution system.
This includes: minimisation of highway congestion, reduction on the reliance on automotive

vehicles, pressure on the natural environment, improvement to safety, low carbon emission, and
national, regional or local connectivity.
The evaluation of the freight transport sector was primarily based upon comparison of the four
alternative development scenarios. Key proposals incorporated in the alternative schemes are
presented in Table 6.14:
There is a lot of commonality between the Highway, Public Transport, and Demand Management
scenarios, notably related to the provision of a number of strategic distribution centres within
Abu Dhabi. Thus they all seek to establish a more structured approach to freight distribution with
trunk haulage movement being concentrated along key freight corridors to distribution hubs. The
beneficial impacts of this would include:
Increased consolidation supports higher vehicle utilisation, thereby raising the efficiency
of the freight transport system through reducing vehicle movements and lowers unit
costs;
Promotion of multi-modal distribution centres (road/rail or option water) provides scope

for shifting of distribution away from road based haulage;
Multi-modal distribution centres outside the urban centres offer the scope for re-
consolidating inbound and return retail deliveries for single drop, rather than multiple
delivery; and,
Central consolidation centres provide greater scope for the establishment and regulation
of enhancements to safety and environment standards.
Outside this area the primary variable relates to the enhancement of trunk haul movements from
KPIZ and Dubai to the Abu Dhabi Metropolitan area. The Highway scenario promoting increased
provision of road haulage capacity through dedicated freight routes, versus the public transport
and demand management emphasis upon rail transfer. Evaluation of this highlighted the
following:
Road haulage on dedicated un-congested trunk hauls routes is likely to be a more flexible
option, based upon its movements of single unit loads. This would enhance
competitiveness and national-local connectivity; however this would need to be in the
context of a functioning road system which is not predicted by the model in the Highway
scenario; and,
Rail components have advantages when highway congestion constrains the road option,
and there is scope for consolidation of cargo into block train configurations. This provides
scope for economies of scale, and greater long haul connectivity.
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Table 6.14:
14: Summary of Freight Components
Public Demand Low

Objective Highway
Transport Management Carbon
F1 New truck route Mussafah via E11 to

Khalifa Port and Dubai.
F2 Multi-modal waterfront distribution
centre at ICAD and secondary

bimodal waterfront distribution
centre at Mina Zayed.
F3 Multi-modal distribution centre at

Khalifa Port.
F4 New Multi-modal distribution centre

at Airport free trade zone.
F5 New freight rail line as GCC Railway

Study.
F6 Transhipment from distribution
centres using electric or low pollution
vehicles or freight trams.
F7 Rail freight line Al Ain to Abu

Dhabi/KPIZ.
F8 E40 truck route extension to E11
E9 Freight signage strategy
F10 Freight area agreement and

management
F11 Waste management and disposal

strategy
F12 Removal of truck routes to allow

trucks to utilise primary road network
F13 Water freight services from Mussafah

to KPIZ
F14 New multi-modal distribution centre

at Al Ain.
F15 Allow trucks to use E22 Abu Dhabi to

Al Ain highway.
F16 Upgrade E75 truck route to D2
Both options are unlikely to address secondary distribution road related congestion from the
distribution centres to urban centres. This is likely to require greater participation in demand
management options related to general traffic volumes or consideration of water based transport
to the Mina Zayed waterfront distribution centre.
Page 158
Broader initiatives related to freight traffic management within the urban areas, notably delivery
parking considerations, freight signage, vehicle weight, and driving safety issues are also relevant
to the sustainable freight case.
Conclusion
The Highway scenario will not contribute to the objective of encouraging sustainable and
efficient distribution of freight: the unacceptable levels of congestion on the highway network will
preclude the provision of an effective road based freight system. Only the provision of the rail
freight lines and the relief of traffic congestion delivered by the Public Transport, Demand
Management and Low Carbon scenarios will deliver the framework needed to support an efficient
freight system.
6.25 Other Economic Evaluation Criteria
6.25.1 Financial Impacts
Financial impacts are strongly influenced by details of implementation and policy which are yet
to be determined. Thus, currently there is not sufficient data to quantify the financial impacts of
the alternative scenarios of STMP. The financial impacts are quantified during the detailed
evaluation of the Preferred scenario in Chapter 0.
Economic efficiency analysis is used to assess the comparative performance of the scenarios
presented. The evaluation approach initially used was necessarily high level and qualitative given
the absence of scenario details with respect to scheme phasing, multiple modelled years and
journey purpose splits.
A more detailed assessment of economic efficiency of the Preferred scenario using details such as
costs and benefits incurred by the users, operators and the public sector reflect a more realistic
representation of the economic efficiency of the system, as set out in section 4.17.2.
Within the Evaluation Summary Tables presented within section 4.21, a qualitative assessment
based on the 7 point scale used within various evaluation strands was completed.
Outputs
The outputs of the qualitative assessment reflect the high level review exercise given the absence
of scenario details with respect to scheme phasing, multiple modelled years and journey purpose
splits.
The qualitative assessment reflects the similarities within the public transport based scenarios
and a difference between the Highway scenario and other scenarios on the basis of acceptable
efficiencies of the system examining travel time and applicable costs.
Page 159
Conclusion
The results of this qualitative assessment were supplanted by more detailed and comparative
economic analysis of the Preferred scenario within section 4.17.2 which reflects a more detailed
assessment of economic efficiency including cost-benefit analysis.
6.25.3 Economic Activity
Introduction
The wider economic impacts of the different scenarios are wide ranging in terms of their nature
and geographical coverage.
As set out in section 4.17 wider economic benefits arise as businesses and employees take
advantage of increased accessibility from improved transport links accessibility to jobs,
markets, suppliers and other organisations resulting in productivity gains outside of conventional
transport appraisal.
At the same point, there are direct socio-economic impacts, predominately arising from effects on
the labour market and the construction industry during the time of construction.
Baseline
Plan Abu Dhabi 2030 provides target forecasts of population for 2013/2020/2030. In addition,
there are forecasts for tourism numbers over a similar timescale. Detailed demographic and
economic forecasts by the Boston Consulting Group and Economic Research Associates were
reviewed.
The transport system needs to facilitate dramatic increases in trips for a wide range of purposes
including commuting, leisure, shopping, tourism and cultural purposes. The scale of these
increased demands is indicated by the predicted population increases indicated in Table 6.15 and
Table 6.16.
In effect, at peak times the transport system will need to provide capacity to handle an additional
1.7 million workers in Abu Dhabi metropolitan area by 2030 a fivefold increase compared with
2007. Increases of between 200% and 300% in the number of workers will be seen Al Ain and Al
Gharbia.
With overall population forecast to grow from 1.3m to 5.4m, there will also be massive increases
in non-work related trips.
In addition, tourists (comprising both leisure and business) will also generate considerable
increases in trips to/from Abu Dhabi airport, to/from hotels and tourist attractions (both within
Abu Dhabi Metropolitan area as well as to destinations outside such as Al Ain, new island
developments - needing ferries other Emirates etc). The scale of this increased demand can be
seen from the forecast increased number of tourists shown in Table 6.17.
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Table 6.15:
15: Abu Dhabi Population (2007)
2007 (million) Abu Dhabi Al Ain Al Gharbia Total

Population 0.9 0.4 0.1 1.3
Workers 0.4 0.2 0.1 0.7
Students 0.3 > 0.1 > 0.1 0.3
Labour Camp Residents 0.1 - - 0.1
Table 6.16:
16: Abu Dhabi Population (2030)
2030 (million) Abu Dhabi Al Ain Al Gharbia Other Total

Population 3.9 1.0 0.5 - 5.4
Workers 2.1 0.5 0.3 - 2.9
Students 1.1 0.3 > 0.1 > 0.1 1.4
Labour Camp Residents 0.2 - - 0.3 0.5
Table 6.17:
17: Predicted Tourist Numbers to 2030
Year 2007 2013 2020 2030

Nos. of Tourists (million) 1.8 3.3 4.9 7.9
Description and Approach
As demonstrated in section 4.17, improved transport infrastructure will lead to a number of wider
economic benefits (WEBs) that result from efficiency savings generated by transport
interventions. The scale of such benefits tends to be greater with public transport systems in
densely populated urban areas. Certainly, highway improvements along transport corridors tend
to generate lesser - though usually positive - improvements in the efficient working of the labour
market, the promotion of agglomeration impacts, and tackling imperfect competition.
The assessments of WEBs are often of a qualitative nature, but can provide a clear distinction of
the different scale of WEBs between the different transport scenarios. Employment estimations
depend on how projects can help creating new job opportunities (directly by the implementation
and operation of each scheme and indirectly by the economic activity generated). Tourism
forecasts help informs estimates of tourism for any particular project (measured by the additional
number of potential visitors attracted).
Analysis based upon schemes in other countries suggests that schemes with the characteristics of
the Highway scenario will typically deliver agglomeration benefits that may add 20/25% to
conventionally measured user benefits. Agglomeration benefits accompanying public transport
projects typically generate higher levels of benefits particularly for mass rapid rail schemes.
Other benefits arising from labour market impacts and other mechanisms noted above can add a
further 10/15% to conventionally measured benefits. Again such benefits tend to be higher with
public transport schemes with the exception that the highway scheme is a missing link in terms
of road infrastructure.
Employment Impacts from Construction and Operation & Maintenance
Page 161
The construction workforce required to successfully implement the preferred scenario will be
substantial. Based upon preliminary indicative capital costs data, it was estimated that the
Highway scenario would require a workforce of some 75,000/100,000 over the 20 years to 2030.
The workforce required for the Public Transport scenario would be much larger and involve
higher demand for skilled workers. A broad estimation indicates that the Public Transport
scenario workforce would be in the range 300,000/350,000 over the period to 2030.
The operational and maintenance (O & M) workforce for the Public Transport scenario would also
considerably exceed the level required for the Highway scenario given the high levels of drivers,
maintenance staff etc necessitated by the needs of an extensive public transport system. Whilst
no attempt has been made in the evaluation exercise to specifically estimate the likely forecast
employment, it is likely - based on employment in other major capital city transport systems
that an O & M staff level between 50,000/75,000 would be necessary.
Conclusions on Wider Economic Benefits
The inclusion of the impacts on the wider economy has the potential to add 25/30% to the
economic benefits from highway based scenarios compared with as much as 35% to the
economic benefits for the three public transport based scenarios. This could contribute a boost to
the local economy in the range of AED5/7 billion pa (2008 prices) in the highway based scenarios
over the period to 2030.
Wider economic benefits in the public transport scenarios would be considerably higher and
could be in the range AED20/30 billion pa (2008 prices) over the appraisal period. In addition to
this, construction and operation of the scenarios will generate the requirement for considerable
workforces though much larger in the three public transport based scenarios.
The assessment of WEBs was of a qualitative nature but this provided confirmation that a
prerequisite for attaining the employment and tourism targets would be the Public Transport
scenario. The Highways based scenario failed to efficiently transport workers from home resident
to place of work.
Similarly, tourists would be unable to access attractions without experiencing considerable

delays. Indeed, the inevitable outcome would be an unwelcome deterrent that would effectively
prejudice the ability to reach the targets set in Plan Abu Dhabi 2030.
6.26 Evaluation Summary
The completion of qualitative and quantitative evaluation exercises on the environmental, social
and economic pillars set out in the preceding sections is supplemented by additional evaluation
exercises which address weighting of objectives and introduction of policy measures in the STMP.
These two individual evaluation exercises contribute separately to the completion of Evaluation
Summary Tables for each of the scenarios. As set out in section 4.15.2, no formal evaluation
guidance exists in Abu Dhabi.
Page 162
The multi-criteria framework approach used in the STMP provides decision makers with a more
comprehensive understanding of the main beneficial and adverse impacts of each scenario
measured using common criteria (economic, environmental and social).
It aims to ensure that all relevant impacts are captured in some way, even if they cannot be
quantified and valued in the same way as the components of a conventional cost-benefit analysis.
The culmination of the evaluation exercises is the Evaluation Summary Table (EST) which
extracts the core of the transport, economic, environmental and social impacts from the main
report, for each scenario and under the respective evaluation criterion.
The objective of preparing an EST for each scenario is to facilitate the interpretation and
comparison of results across different options. For this, the summary needs to be succinct, with
full details provided in the body of the evaluation report.
It will also help the assessment of any trade-offs between different criteria. Copies of the
respective EST for the scenarios are provided at the end of this Chapter in Tables 6.28 6.31.
6.27 Weighting
Section 4.15.4 discusses an initial view of weighting the relative merits of the key social,
environmental and social objectives. This weighting was agreed with the DoT at the time of
completing Working Paper 6A.
It was accepted during the evaluation that this was a simplistic though transparent weighting
scale. The use of weightings became critical during the evaluation as the choice of the preferred
hybrid scenario partially depended upon the relative weightings of each objective and how they
score against each other in the list of differing hybrid scenarios.
As a result, it was decided to apply a pair-wise comparison technique to produce a more accurate
series of weightings reflecting the views of stakeholders in Abu Dhabi. An initial exercise was
conducted with a selection of 12 specialists from the DoT and the Consultants Team.
It was fully accepted that this group was not necessarily representative of average views in Abu
Dhabi, but the results would act as a guide to the relative weightings of different criteria.
The approach was to ask respondents to initially weigh the relative merits of top tier objectives
economic, environmental and social. Subsequently, respondents were then requested to weigh
second tier objectives against each other within each top tier groupings. This is shown in Table
6.18.
Page 163
Table 6.18:
18: Top and Second Tier Objectives
ECONOMIC Minimise congestion on Abu Dhabis road network

ENVIRONMENTAL Develop a low carbon economy in Abu Dhabi by 2030
Preserve the critical natural environment in Abu Dhabi
Protect/enhance cultural heritage, landmarks, symbols and
monuments
Noise
Local air quality
SOCIAL Improve the international connectivity
Improve regional connectivity
Improve the connectivity of Abu Dhabi within the Metropolitan area
Improve safety
Enhance the pedestrian realm
The results of this exercise showed the following top tier comparison:
Economy Weighting - 30%
Environmental Weighting - 37%
Social Weighting - 33%
The second tier (internal) weightings were as outlined in Table 6.19.
Applying the second tier (internal) weightings to the top tier overall weightings, the overall
individual weightings were calculated as shown in Table 6.20.
The results of this initial exercise indicated a number of clear views ascribing heavier weightings
to congestion minimisation, reducing car dependency, improvements to the pedestrian realm and
the development of a low carbon economy.
At the other extreme, very low weightings were ascribed to noise, improvements to regional and
nation connectivity, protection of cultural heritage etc and promotion of freight distribution.
Middle ranking objectives were preservation of natural environment; improve road safety and
tackling local air quality. A second, larger weightings exercise was carried out at the Workshop
held on 19th November 2008. The details and results of this exercise are set out in section 7.3.
Page 164
Table 6.19:
19: Second Tier Comparisons
ECONOMIC Minimise congestion on Abu Dhabis road network 46

Reduce reliance on cars and encourage alternative modes 41
Encourage sustainable and efficient freight distribution 13
ENVIRONMENTAL
ENVIRONMENTAL Develop a low carbon economy in Abu Dhabi by 2030 35
Preserve the critical natural environment in Abu Dhabi 27
Protect/enhance cultural heritage, landmarks, symbols and 10
monuments
Noise 5
Local air quality 23
SOCIAL Improve the international connectivity 7
Improve regional connectivity 11
Improve the connectivity of Abu Dhabi within the 17
Metropolitan area
Improve safety 26
Enhance the pedestrian realm 40
Table 6.20:
20: Overall Weightings
Weightings
Minimise congestion on Abu Dhabis road network 13.8

Reduce reliance on cars and encourage alternative modes 12.3
Enhance the pedestrian realm 12.0
Develop a low carbon economy in Abu Dhabi by 2030 10.5
Preserve the critical natural environment in Abu Dhabi 8.1
Improve safety 7.8
Local air quality 6.9
Improve the connectivity of Abu Dhabi within the 5.1
Metropolitan area
Encourage sustainable and efficient freight distribution 3.9
Improve regional connectivity 3.3
Protect/enhance cultural heritage, landmarks, symbols 3.0
and monuments
Improve the international connectivity 2.1
Noise 1.5
Page 165
6.28 Policy Evaluation
The evaluation of policies set out for the STMP was undertaken using qualitative methods as well
as applying some demand management measures to the modelling base to assess different levels
of intervention.
The individual policy elements were grouped to allow for broad level assessment against the four
scenarios, as shown in Table 6.21.
The reference case was not assessed in the policy evaluation as the level of policy intervention for
the reference case was not adequately defined enough to make a considered evaluation. The 16
key policy groups support the development of relevant management and operational policies that
have evolved from the four separate scenarios.
The majority of the key policies were extracted from the Demand Management scenario which
relies on the use of these policy tools alongside infrastructure provision to effect a change in
travel patterns and impact on the network.
The compatibility of all 40 policy elements (1A 16D) shown in Table 6.21 was then evaluated
separately for each of the four scenarios using a six point assessment scale, the results of which
are illustrated in Table 6.22 to Table 6.25. The results of this evaluation, set out in Figure 6.31
reflects the role of policy measures in the Demand Management scenario.
Figure 6.31:
31: Qualitative Policy Compatibility
Qualitative Policy Compatibility

70
60
Com bin ed Score
50
40
30
20
10
Page 166
Table 6.21:
21: Policy Groups and Elements
Policy Code Policy Group Policy Policy Components

1A Cycling & cyclists Cycling & cyclists DW1, DW2, DW10,
2A Development control Transit oriented development L1, PA1, PA2, PA3
2B Development control Compulsory travel plans in new developments DR5, DI8, DI9
2C Development control Parking standards for new developments DP6, DP7
3A Environmental mitigation Management of local vessels & marine facilities PW7, PW8, PW9
3B Environmental mitigation Noise reduction RH42

3C Environmental mitigation Vehicle emissions DF4, DF3, DF6
3D Environmental mitigation Low emission zones DR2, DR3
3E Environmental mitigation Low emission public transport vehicle fleet PB5, PB6
3F Environmental mitigation Taxi fuels & emissions PO6, PO7
Protection of the built and natural
3G Environmental mitigation
environment
Freight transport &
4A Freight traffic management F9, F10, F11, F12
logistics
Freight transport &
4B Freight transhipment F2, F3, F4, F6, F13, F14
logistics
Funding for construction, operation &
5A Funding L2
maintenance of the PT system
Marketing, promotion & Public education & promotion of transport
6A DI4
information alternatives
Marketing, promotion & DI7, DI3, PO8, DI10, PO9, DI8,
6B Sustainable travel planning
information DI11, DF14
DP1,DP2,DP3,DP4, DP9, DP11 ,
7A Parking Parking management
DP12
7B Parking Parking enforcement DP13
7C Parking Car parking capacity DP8, DP10, DP14
DW3, DW4, DW5, DW6, DW9,
8A Pedestrian Realm Pedestrianisation & pedestrian improvements
DW11, L3, PA4
Performance management - monitoring &
9A Performance management
reporting
10A Pricing Road user charging DF8, DF9, DF13
10B Pricing Vehicle & Fuel Tax DF1, DF2, DF5
10C Pricing Fares policy DF7, DF10, DF11
11A Safety & security Traffic & vehicle regulations RS6, RS9, RS10, RS11
11B Safety & security Driver training & education RS2,RS3,RS4
11C Safety & security Pedestrian safety DW7, DW8
11D Safety & security Accident investigation RS5
11E Safety & security Speed management RS1,RS7,RS8, RS12, RM6,
11F Safety & security Transport security
12A Taxi operations Availability of taxis PO1
12B Taxi operations Improve efficiency of taxi operations PO2, PO3, PO4, PO5
13A Traffic management ITS Strategy RM4, RM5, DP5, DR1
13B Traffic management Incident & event management DI5, DI6
13C Traffic management Travel information DR6
Transport for mobility
14A Transport for mobility impaired PB7, PB8
impaired
Transport for tourists /
15A Transport for tourists / visitors PE1, PE2
visitors
16A Transport integration Park & ride DR4
16B Transport integration Interchanges PI4, PA5
16C Transport integration Ticketing PI2
16D Transport integration Travel information PI1, PI3, PI5, DR7, DR8
Page 167
Table 6.22:
22: Policies Compatibility Highway Scenario
Code Policy/Strategy Policy -3 -2 -1 1 2 3

1A Cycle network & infrastructure -1
2A Transit oriented development -2
Compulsory travel plans for new
2B developments 1
2C Parking standards for new developments 1
Management of local vessels & marine
3A facilities 0
3B Noise reduction 2
3C Vehicle emissions 2
3D Low emission zones 2
Low emission public transport vehicle
3E fleet 0
3F Taxi fuels & emissions 2
4A Freight traffic management 1
4B Freight transhipment -1
5A maintenance of the PT system -1
Public education & promotion of
6A transport alternatives -1
6B Sustainable travel planning -1
7A Parking management 2
7B Parking enforcement 2
7C Car parking capacity 3
Pedestrianisation & pedestrian
8A improvements -1
Performance management - monitoring
9A & reporting 3
10A Road user charging 1
10B Vehicle & fuel tax 0
10C Fares policy -1
11A Traffic and vehicle regulations 2
11B Driver training and education 3
11C Pedestrian safety 2
11D Accident investigation 2
11E Speed management 2
11F Improve security on PT 0
12A Availability of taxis 3
12B Improve efficiency of taxi operations 2
13A ITS strategy 3
13B Incident & event management 2
13C Travel information 2
14A Transport for mobility impaired 0
15A Transport for tourists/visitors 0
16A Park & ride 1
16B Interchanges -1
16C Ticketing 0
16D Travel information 0
Page 168
Table 6.23:
23: Policies Compatibility Public Transport Scenario

1A Cycle network & infrastructure 3
2A Transit oriented development 3
2B developments 2
3A facilities 1
3E fleet 2
4B Freight transhipment 1
5A maintenance of the PT system 3
6A transport alternatives 3
6B Sustainable travel planning 3
7C Car parking capacity -3
8A improvements 2
9A & reporting 3
10C Fares policy 3
12A Availability of taxis -3
13A ITS strategy 1
16A Park & ride 2
16B Interchanges 3
16C Ticketing 3
Page 169
Table 6.24:
24: Policies Compatibility Demand Management Scenario

2B developments 3
3A facilities 1
3E fleet 0
8A improvements 2
9A & reporting 3
10C Fares policy 3
13A ITS strategy 2
16A Park & ride 3
16B Interchanges 3
16C Ticketing 3
Page 170
Table 6.25:
25: Policies Compatibility
Compatibility Low Carbon Scenario

2B developments 1
3A facilities 2
3E fleet 3
8A improvements 3
9A & reporting 3
10C Fares policy 1
13A ITS strategy 2
16A Park & ride 1
16B Interchanges 2
16C Ticketing 2
Page 171
6.28.1 Policy Options
Whilst Table 6.22 to Table 6.25 provide an assessment of the overall compatibility of scenarios
against policy measures, the implementation of specific policy measures can have a variable
effect depending on the level of intervention. Most policies can be described in terms of the level
of intervention low, medium or high.
Using examples from the policies, this can include:
Level or extent of infrastructure assumed;
The degree of road space reallocation;
he level of parking restraint expressed as spaces provided by new offices per m sq GFA
e.g. low = 1 space per 10 sq m GFA, medium = 1 per 20, and high 1 per 40;
the extent to which policies are voluntary or mandatory; and,
with fee based charges, low might be a subsidy to encourage good behaviour, a high
level a punitive charge to penalise bad.
6.28.2 Policy Interventions Options

Options
In order to provide a quantitative basis for the assessment of some policy measures, different
levels of interventions and a cost implication to these levels were developed. These levels of
intervention and their characteristics when applied to the Demand Management scenario during
sensitivity testing were:
Low level of intervention similar to todays values, or stated policy or where no

current policy or charge made, a relatively low value;
Medium level of intervention costs that represent an increase; and,
High level of intervention aggressive level of policy intervention to effect behaviour

change.
These interventions are set out in Table 6.26.
Page 172
Table 6.26:
26: Policy Interventions
Interventions
Level of Intervention
Intervention Variable
Low Medium High
Fuel Cost Cost per km in AED 0.25 1 2
Taxi Fares Fare per km in AED 1.2 3 6
PT Fares Cost per trip in AED 4 2 0
Cordon Toll per trip to cross inner cordon in

10 40 100
Pricing AED
Cordon Toll per trip to cross outer cordon in

10 40 100
Pricing AED
Other
Measures 5% car trip 10% car trip 15% car trip
(travel plans, reduction (of reduction (of reduction (of
e-commerce, which 50% which 50% which 50%
education, mode shift, mode shift, mode shift,
marketing, 50% trip 50% trip 50% trip
parking reduction) reduction) reduction)
standards)
Cost per trip in AED

applied to all highway Per 2
trips terminating in a hour 4 20 40
parking management stay
Parking Cost area
(proxy also for
availability) Cost per trip in AED
applied to all highway Per all
trips terminating in a day 15 30 100
parking management stay
area
6.29 Evaluation Summary Tables
The culmination of the evaluation exercises is the Evaluation Summary Table (EST) which
extracts the core of the transport, economic, environmental and social impacts from the main
report, for each scenario and under the respective evaluation criterion.
The summarised information within the ESTs for the scenarios allows for a direct comparison
using three separate measures,
the seven point scale used for assessment;
Page 173
impact or importance of the sub-objectives; and,
weighting of the respective sub-objectives.
The results of the ESTs set out in Table 6.28 to Table 6.31 are summarised in Table 6.27. Of the
four scenarios, the Highway scenario performs poorly with negative scores against all
summarised totals. The impact of additional demand management measures is clear in
comparing the Demand Management scenario against the Public Transport scenario.
Table 6.27:
27: EST Summary
7 Point Scale Impact Impact

(Importance) (Weighting)
Highway -24 -63 -178.5
Public Transport 32 62 121.8
Demand
Demand Management 43 88 200.7
Low Carbon 34 66 139.8
The use of the evaluation results presented within the ESTs indicates that the implementation of
infrastructure proposals and policy measures contained within the Demand Management
scenario will provide a basis from which to develop the measures to include within the Emerging
Preferred scenario.
The composition of the Emerging Preferred scenario will however include elements from the
three other scenarios and itself be a basis from which further testing, evaluation and refining will
be conducted prior to the completion of Working Paper 9 and the final STMP. The components
included as part of the Emerging Preferred scenario presented at the Workshop of 18th November
2008 are set out in the section 6.33.
Page 174
Table 6.28:
28: Evaluation Summary Table for Highway Scenario
Assessment Summary (all

Qualitative 7 point Importance Pairwise Impact Impact
Objective Sub-Objective improvements or deteriorations are Assessment scale
Sub-
(WP6) Weighting (Importance) (Pairwise)
relative to reference case)
7 % improvement in overall car and
Minimise public transport trip times compared
Economic congestion on to reference case, but overly
-3 3 13.8 -9 -41.4
Key Objectives Abu Dhabis congested at unacceptably high levels
road network with average trip times of 2 to 3
hours.
Reduce reliance
on cars and The number of car trips increases by
encourage 3%, taxi increases by 6% and public -2 3 12.3 -6 -24.6
alternative transport trips reduce by 29%.
modes
The unacceptable levels of
Encourage
metropolitan congestion will preclude
sustainable and Large
the provision of an efficient freight -3 3 3.9 -9 -11.7
efficient freight Adverse
system. Improvements will occur
distribution
outside the metropolitan area.
Economic Financial
Insufficient data at this stage. N/A N/A 1 unweighted N/A
Other Criteria impacts
The highway investments will
Economic
generate net efficiency gains with a 1 1 unweighted 1
efficiency
BCR of 5.5.
With very high levels of traffic
congestion in many areas this
scenario will not support wider
economic activity, especially in the
Economic metropolitan area. Highway
-2 2 unweighted -4
activity improvements outside the
metropolitan area will provide some
benefits to the wider economy in
terms of access to the region and
internationally.
Does not support a move towards a
low carbon economy by 2030. High
Develop a low
Environmental number of road projects, supporting
carbon economy Moderate
Key the continued use of the private car. -2 3 10.5 -6 -21.0
in Abu Dhabi by Adverse
Objectives Supports high vehicle usage therefore
2030
high fuel consumption and high
production of CO2.
Preserve the
Some road infrastructure in close
critical natural Large
proximity to critical natural -3 3 8.1 -9 -24.3
environment in Adverse
environment.
Abu Dhabi
Protect/enhance
cultural
Mixed impacts on protection and
heritage, Slight
enhancement of cultural heritage, -1 3 1.5 -3 -1.5
landmarks, Adverse
symbols and
monuments
Environmental Likely increase in noise pollution due Slight
Noise -1 1 3.0 -1 -3.0
Other Criteria to high number of private car use. Adverse
Likely reduction in local air quality
Slight
Local air quality due to high number of private car -1 1 6.9 -1 -6.9
Adverse
use.
4% deterioration in overall public
transport times to the international
Improve the
Social Key airport and to Dubai. Average travel
international -1 3 2.1 -3 -2.1
Objectives time by public transport from CBD to
connectivity
airport is 87 minutes and to Dubai is
141 minutes.
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Objective Sub-
Sub-Objective improvements or deteriorations are
Assessment scale (WP6) Weighting (Importance) (Pairwise)
No significant change (< 1%) in
overall public transport times to Al
Improve
Ain and Al Gharbia. Average travel
regional 0 3 3.3 0 0.0
time by public transport from CBD to
connectivity
Al Ain is 142 minutes and Al Gharbia
is 191 minutes.
Improve the 7% deterioration in overall public
connectivity of transport times from CBD to
Abu Dhabi metropolitan destinations. Average
-2 3 5.1 -6 -10.2
within the travel time by public transport from
Metropolitan CBD to Saadiyat Island is 36 minutes
area and to Grand Mosque is 88 minutes.
The increase in road infrastructure
kilometres and the number of
vehicles is likely to result in an
increased number of vehicle trips and
consequently an increase in the PIA
rate and the accident rate per
100mvkt. The introduction of new
road infrastructure will however, Slight
Improve safety -1 3 7.8 -3 -7.8
include improvements to the existing Adverse
highway and there are proposals to
improve engineering, education and
enforcement measures from a road
safety perspective. The introduction
of these improvements will help to
negate some of the impacts from the
increase in traffic flow.
The highway components have a
negative impact on pedestrian
Enhance the environments through increased
Moderate
pedestrian noise and pollution, destruction of -2 3 12.0 -6 -24.0
Adverse
realm built form, reduced safety, and
severance and the resulting loss of
local opportunities.
Social Other Transport There are few pro-active measures to
Neutral 0 1 unweighted 0
Criteria integration improve integration in this scenario.
No significant change (< 1%) in hours

Physical fitness 0 1 unweighted 0
of walking.
Cultural issues More acceptable to men, particularly
(User Emiratis. Low acceptability to those Slight
1 2 unweighted 2
cultural/econom on low income and/or households Beneficial
ic acceptability) with low car ownership levels.
Increase in parking is of perceived
Acceptability to benefit. Offers little in way of benefits
Neutral 0 unweighted 0
stakeholders to business as improvement to traffic
movement is not anticipated.
Will reduce access to acceptable
levels of transport service generally,
Impact but with greater impact on particular Moderate
-2 unweighted 0
distribution groups such as women, those of Adverse
lower income, students, and those
with disabilities.
Total -24 -63 -178.5
Page 176
Table 6.29:
29: Evaluation Summary Table for Public Transport Scenario
Scenario

Objective Sub-Objective improvements or deteriorations are
Sub-
Minimise 55 % improvement in overall car and
Economic congestion on public transport trip times, although
1 3 13.8 3 13.8
Key Objectives Abu Dhabis average trip time by car still very high
road network at 90 minutes.
Reduce reliance
on cars and 39% improvement in mode share
encourage with public transport accounting for 2 3 12.3 6 24.6
alternative 22% of all trips.
modes
Measures to provide multi-modal
Encourage distribution centres will benefit from
sustainable and reduced road congestion and Moderate
2 3 3.9 6 7.8
efficient freight increased rail freight opportunities. beneficial
distribution However metropolitan area still
congested.
Economic Financial
Insufficient data at this stage. N/A N/A 1 unweighted N/A
Net efficiency gains will be generated
Economic
by the investment in PT with a BCR of 2 1 unweighted 2
efficiency
7.7.
Reduced road congestion will help
stimulate wider economic activity.
Economic Transport orientated development
2 2 unweighted 4
activity (TOD) around metro and rail stations
will encourage agglomeration
benefits.
Develop a low
Environmental carbon economy by 2030.
carbon economy Moderate
Key Fuel/energy savings and reduction in 2 3 10.5 6 21
in Abu Dhabi by Beneficial
Objectives CO2 production through significant
2030
reduction in vehicle usage.
Reduced impact on critical
Preserve the environment in comparison to
critical natural reference case. Some public Slight
-1 3 8.1 -3 -8.1
environment in transportation system infrastructure Adverse
Abu Dhabi in close proximity to critical natural
environment.
Protect/enhance
cultural
heritage,
enhancement of cultural heritage, Neutral 0 3 1.5 0 0
landmarks,
symbols and
monuments
Environmental
Reduction of noise pollution in Slight
Other Noise 1 1 3.0 1 3
comparison to the reference case. Beneficial
Criteria
Reduced impact on local air quality in Slight
Local air quality 1 1 6.9 1 6.9
Significant improvement (39%) in
overall public transport times to the
Improve the
Social Key international airport and to Dubai.
international 2 3 2.1 6 4.2
Objectives Average travel time by public
connectivity
transport from CBD to airport is 36
minutes and to Dubai is 84 minutes.
Significant improvement (42%)
improvement in overall public
Improve
transport times to Al Ain and Al
regional 2 3 3.3 6 6.6
Gharbia. Average travel time by
connectivity
public transport from CBD to Al Ain is
97 minutes and Al Gharbia is 113
Page 177
Objective Sub-
minutes.

Improve the
connectivity of
transport times from CBD to
Abu Dhabi
metropolitan destinations. Average 2 3 5.1 6 10.2
within the
travel time by public transport from
Metropolitan
CBD to Saadiyat Island is 11 minutes
area
and to Grand Mosque is 33 minutes.
Replacement of car based trips with
trips by public transport should result
in a fall in the number of PIAs as the
accident rate per passenger billion
vehicle kilometres by public transport
is lower than the accident rate by car.
The introduction of the public Slight
Improve safety 1 3 7.8 3 7.8
transport measures is supported by Beneficial
improvements to the pedestrian
infrastructure; these may help to
reduce the number of pedestrian PIAs
therefore also contributing to a
reduced PIA rate for the public
transport scenario.
The public transport components
lend themselves to enhancements to
the pedestrian amenity:- such as
provision of public spaces, provision
of pedestrian links, reduction in road
Enhance the
widths, and reduced traffic noise and Moderate
pedestrian 2 3 12.0 6 24
pollution. Furthermore, public Beneficial
realm
transport systems rely on providing
enhanced pedestrian environments
as, to one extent or another, all
patrons commence and end their
journeys as pedestrians.
The rail/metro/LRT/bus/ferry system
Social Other Transport has been designed to maximise Large
3 1 unweighted 3
Criteria integration integration and the opportunity to Beneficial
transfer between modes.
17% improvement in hours of
walking. The improved pedestrian
Physical fitness realm will encourage walking. More 2 1 unweighted 2
walking trips will be generated to and
from public transport stops/stations.
High general acceptability. Very
Cultural issues beneficial to lower income groups.
(User Beneficial to women provided Moderate
2 2 unweighted 4
cultural/econom culturally acceptable solutions to Beneficial
ic acceptability) accommodate women and children
on public transport.
High general acceptability,
particularly high speed rail. Buses
Acceptability to Moderate
have a somewhat lower acceptability. 2 unweighted 0
stakeholders Beneficial
Cycle facilities have particular
support from small business.
Has the potential to provide a great
improvement to the equity of access
to acceptable levels of transport
Impact Moderate
service. Exact impact will depend on 2 unweighted 0
distribution Beneficial
the distribution of services
implemented, detailed design of
infrastructure and fare policies.
Total 32 62 121.8
Page 178
Table 6.30:
30: Evaluation Summary Table for Demand Management Scenario

Objective Sub-Objective improvements or deteriorations are Assessment scale
Sub-
(WP6) Weighting (Importance) (Pairwise)
Minimise Very significant improvement (66 %)
Economic Key congestion on in overall car and public transport trip
3 3 13.8 9 41.4
Objectives Abu Dhabis times, with acceptable average car
road network trip times (40 minutes).
Reduce reliance
Very significant improvement in the
on cars and
amount of trips by public transport
encourage 3 3 12.3 9 36.9
with a public transport mode share of
alternative
36%.
modes
Measures to provide multi-modal
Encourage distribution centres will benefit from
sustainable and reduced road congestion and Large
3 3 3.9 9 11.7
efficient freight increased rail freight opportunities. Beneficial
distribution However metropolitan area still
congested.
Economic Financial
Insufficient data at this stage. N/A N/A 1 N/A N/A
by the investment in public transport,
Economic
although demand management 2 1 unweighted 2
efficiency
measures will reduce benefits to road
users. BCR of 6.6.
Transport orientated development
(TOD) around metro and rail stations
will encourage agglomeration
Economic benefits. Further reductions in
3 2 unweighted 6
activity congestion resulting from demand
management measures will increase
benefit although this may be
somewhat offset by the impact of
additional fees and charges on
business.
Develop a low carbon economy by 2030. Most
Environmental
Environ mental
carbon economy significant fuel/energy savings and Moderate
Key 2 3 10.5 6 21
in Abu Dhabi by reduction in CO2 production through Beneficial
Objectives
2030 significant reduction in vehicle usage
and reduced the congestion.
Reduction in environmentally
Preserve the
detrimental effects to critical natural
critical natural
environment from significant Neutral 0 3 8.1 0 0
environment in
reduction in congestion and private
Abu Dhabi
car use.
Protect/enhance
cultural
heritage,
landmarks,
symbols and
monuments
Environmental Reduction of noise pollution in Moderate
Noise 2 1 3.0 2 6
Other Criteria comparison to the reference case. Beneficial
Reduced impact on local air quality in Moderate

Improve the
Social Key overall public transport times to the
Objectives international airport and to Dubai.
connectivity
Average travel time by public
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Objective Sub-

Improve transport times to Al Ain and Al
regional Gharbia. Average travel time by 2 3 3.3 6 6.6
connectivity public transport from CBD to Al Ain is
minutes.
Improve the
connectivity of
Abu Dhabi
within the
Metropolitan
area
The decrease in the number of trips
by car through the introduction of
demand management measures is
likely to result in more trips
completed on foot and by public
transport. Improvements to the
Slight
Improve safety highway infrastructure to improve the 1 3 7.8 3 7.8
Beneficial
road safety of these modes, together
with improvements to highway
design through engineering,
enforcement and education
measures, will all help to reduce the
PIA rate.
As for scenario 2, but with increased
Enhance the benefits from reduced traffic resulting
Large
pedestrian from demand management measures 3 3 12.0 9 36
Beneficial
realm as well as more space for pedestrians
and shared road space.
As for scenario 2, but with some
Social Other Transport Large
additional benefits resulting from 3 1 unweighted 3
Criteria integration Beneficial
better pedestrian realm.
Cultural issues As for scenario 2, but low
(User acceptability for measures such as Moderate
2 2 unweighted 4
cultural/econom tolls, fines, taxation, Beneficial
ic acceptability) congestion/cordon charges.
As for scenario 2, but low
Acceptability to acceptability for measures such as Moderate
2 unweighted 0
stakeholders tolls, fines, taxation, Beneficial
congestion/cordon charges.
Impact Moderate
As for scenario 2. 2 unweighted 0
Total 43 88 200.7
Page 180
Table 6.31:
31: Evaluation Summary Table for Low Carbon Scenario

Objective Sub-Objective improvements or deteriorations are
Sub-
Minimise 55 % improvement in overall car and
Economic congestion on public transport trip times, although
1 3 13.8 3 13.8
Key Objectives Abu Dhabis average trip time by car still very high
road network at 90 minutes.
Reduce reliance
on cars and 39% improvement in mode share
encourage with public transport accounting for 2 3 12.3 6 24.6
alternative 22% of all trips.
modes
Encourage Benefits from reduced traffic and
sustainable and congestion overall but doesnt have Moderate
2 3 3.9 6 7.8
efficient freight the efficiency gains offered by multi- Beneficial
distribution modal distribution centres
Economic Financial
Insufficient data at this stage N/A N/A 1 N/A N/A
Economic
by the investment in PT with a BCR of 2 1 unweighted 2
efficiency
7.7.
Transport orientated development
(TOD) around metro and rail stations
Economic will encourage agglomeration
2 2 unweighted 4
activity benefits. Investment in alternative
energy industry may produce benefits
although this may be somewhat offset
by the impacts of additional fees and
charges on business and consumers.
Develop a low
Environmental Highest level of support to move
carbon economy Large
Key towards a low carbon economy by 2 3 10.5 6 21
in Abu Dhabi by Beneficial
Objectives 2030.
2030
Reduction in environmentally
Preserve the
detrimental effects to critical natural
critical natural
environment through initiatives such Neutral 0 3 8.1 0 0
environment in
as low emission zones and alternative
Abu Dhabi
fuels.
Protect/enhance
cultural
heritage,
landmarks,
symbols and
monuments
Environmental
Reduction of noise pollution in Moderate
Other Noise 2 1 3.0 2 6
Criteria
Improvement of local air quality in
comparison to the reference case, Moderate
especially in low emission zones and Beneficial
car free developments.
overall public transport times to the
Improve the
Social Key international airport and to Dubai.
Objectives Average travel time by public
connectivity
Improve
regional 2 3 3.3 6 6.6
transport times to to Al Ain and Al
connectivity
Gharbia. Average travel time by
Page 181
Objective Sub-
public transport from CBD to Al Ain is
minutes.
Improve the
connectivity of
Abu Dhabi
within the
Metropolitan
area
The decrease in the number of trips
by car through the introduction of
low carbon measures promotes public
transport and walking opposed to car
based trips. To support these modes
improvements to the pedestrian and Slight
Improve safety 1 3 7.8 3 7.8
public transport infrastructure, Beneficial
improvements to highway design
through engineering, enforcement
and education measures, will be
undertaken. All these measures will
help to reduce the PIA rate.
Enhance the
As for scenario 2, but with further Moderate
pedestrian 2 3 12.0 6 24
benefits from reduced emissions. Beneficial
realm
As for scenario 2, but with some
Social Other Transport Moderate
additional benefits resulting from 2 1 unweighted 2
Criteria integration Beneficial
better pedestrian realm.
Cultural issues
(User Moderate
acceptability for measures such as 2 2 unweighted 4
cultural/econom Beneficial
reduced subsidies, increased taxation.
ic acceptability)
Acceptability to Moderate
acceptability for measures such as 2 unweighted 0
stakeholders Beneficial
reduced subsidies, increased taxation.
Impact Moderate
As for scenario 2. 2 unweighted 0
Total 34 66 139.8
Page 182
6.30 The Emerging Preferred Scenario
The development of the Emerging Preferred scenario was the culmination of the evaluation
exercise, as set out in this Chapter. The broad process of the narrowing of scenarios is set out in
Figure 6.32.
Figure 6.32:
32: Situation at the end of Working Paper 8
The definition of the Emerging Preferred scenario for the Workshop held on 18th November 2008
was undertaken to provide a benchmark for further refinement, evaluation and testing.
6.31 Components and Policies
The components and policies which combined to make up the Emerging Preferred scenario
included infrastructure and policy elements from all scenarios developed throughout the STMP
process. The combination of these measures will provide a base from which to test further
elements and specifically demand measurement policy interventions as set out in Table 6.26. The
proposed elements included within the Emerging Preferred scenario are detailed in Table 6.32
and set out in Volume 2 of this report.
Table 6.32:
32: Emerging Preferred Scenario Components
R ROAD NETWORK
RH 1 Sheikh Zayed Bridge
RH 2 Saadiyat - Shahama Freeway
RH 3 Shahama Freeway Extension
RH 4 Mafraq - Ghweifat
RH 5 Gayathi - Madinat Zayed Road
RH 6 Salam Street Tunnel (includes grade separated junctions on Salam Street)
RH 7 Second Abu Dhabi - Dubai Freeway
RH 8 Saadiyat Bridge to Mina Road Tunnel
RH 9 Connecting Reem Island to Saadiyat - Abu Dhabi link
Page 183
RH 10 Connecting the city to Al Suwa Island - bridges 1,2,3,& 4
RH 11 Connecting the city to Al Suwa Island - bridges 5,6, 7
RH 12 Connecting Al Reem Island to Al Suwa - bridges 11 to 13
RH 13 Connecting Al Reem Island to Al Suwa - bridges 8 to 10
RH 14 Saadiyat to Reem Island Bridge
RH 15 Mid Island Parkway
RH 16 Al Ain to KPIZ Highway
RH 17 Mussafah to AD Island new link
RH 20 Marina Mall / Corniche grade-separated junction
RH 23 Extension of Al Saada Street (19th Street) Freeway to Al Reem
RH 28 Upgraded E20 Freeway (Maqta Bridge to E11)
RH 29 Upgraded E22 Freeway (Mussafah Bridge to E11)
RH 31 Airport Western Link
RH 35 South Hodariyat - link from Mussafah
RH 36 South Hodariyat - link to Abu Dhabi Island
RH 37 Upgrade E15 to D2 with grade separated junctions and crossings
RH 40 Al Ain Northern Bypass
RH 41 Define and impose road hierarchy with associated management policies
RH 42 Low noise surfacing and noise barriers
RH 47 Muroor Street extension to Capital City
RH 60 Bridge linking Marina Mall Breakwater to Lulu Island
RH 61 Bridge linking Mina Zayed to Lulu Island
RH 62 Four tunnels linking Abu Dhabi Island to Lulu Island
RH 63 Bainuna Street widening
RH 66 Electra Street Tunnels at Junctions 6 and 4
RM 3 Shared road / walk / cycle space
RM 4 Intelligent real-time driver information systems
RM 5 Urban Traffic Management and Control (UTMC)
RM 6 Traffic calming in residential areas within superblocks
RM 7 Intelligent speed adaptation (ISA) to increase highway capacity through closer vehicle spacing
RS Safety
RS 1 30 kph zones in residential areas / near schools
RS 2 Driver training
RS 3 Education / information
RS 4 Introduce and enforce highway code
RS 5 Programme of safety improvements at accident black spot locations
RS 6 Enforcement of traffic violations
RS 7 Real time signs informing drivers of speed in key locations
RS 8 Average speed cameras (point to point)
RS 9 Enhanced annual vehicle safety checks
Page 184
RS 10 Commercial driver hours limitation scheme (freight and taxis)
RS 11 Introduce and enforce regulations for vehicle weights / overloading
RS 12 Narrow traffic lanes in CBD to slow down traffic and to increase road safety
P PUBLIC TRANSPORT
PR Regional Rail
PR 1 Regional Rail CBD Station to Dubai via Capital City and Airport
PR 2 Regional Rail CBD to Ghantoot, Shahama Town Centre via Capital City and Airport
PR 3 Abu Dhabi to KSA/Qatar, via Mirfa and Ruwais
PR 4 New rail link to Madinat Zayed
PR 5 Abu Dhabi to Al Ain
PM Metro
PM 1 CBD - Airport - Capital City loop
PM 2 Saadiyat Island to Marina Mall
PM 3 Capital City - Mohammed Bin Zayed loop
PM 4 Saadiyat Island - Reem Island - 11th Street - Marina Mall
PM 5 Al Falah to Capital City spur
PM 6 Shamkhah to Capital City spur
PT Tram
PT 1 Al Raha Beach Light Rail (Airport to Emerald Gateway)
PT 2 Yas Island connection to Raha Beach
PT 3 Yas Island northern loop
PT 4 Suwa Island loop
PT 5 Reem Island loop
PT 6 Saadiyat Island Loop
PT 7 Reem Island - Khalifa Street - 11th Street loop
PT 8 Lulu Island - Mina Zayed - Suwa - Marina Mall loop
PT 9 Outer Reem Island - Khalifa Street - 6th Street loop
PT 10 Emerald Gateway - ADNEC - 4th Street - CBD Station
PT 11 ADNEC - Khaliyah Mall - Central Market - Lulu Island
PT 12 Yas Island interchange - Hydra - Al Falah - Motorworld - Airport T1 - Yas Island
PT 13 Airport - Capital City
PT 14 Capital City high density spines
PT 15 Al Falah - Motorworld - Capital City loop
PT 16 Raha Beach centre to Capital City via Khalifa A
PT 17 South Hodariyat - Mussafah - Capital City
PT 18 Mohammad Bin Zayed City - Emerald Gateway
PT 19 Federal Area Capital City loop
PT 20 Capital City outer circle serving Universities, Sports Hub
PT 22 Bus Station - Abu Dhabi Mall - Mina Zayed
PT 24 Capital City - Mohammad Bin Zayed City
PT 25 Southern extension of PT 18 to Mafraq Labour Camp
PT 27 Mohammad Bin Zayed City - Mussafah - Grand Mosque
PT 28 Northern Yas - Shahama Town
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PT 29 Al Ain tram
PT 30 Cultural District -Zayed First Street - Inter Continental Abu Dhabi Hotel
PT 31 Al Falah Street - Airport Road - 19th Street - 28th Street Loop
PP 1 PRT Masdar City
PP 2 PRT Lulu Island
PB Bus
PB 3 Fine grained network of local buses with bus priority linking to metro / tram services
Enhanced inter-regional long-distance coach network linking main towns in Eastern and Western
PB 4
regions
PB 5 Alternative fuels for buses
PB 6 Low emission vehicles
PB 7 Demand responsive transport
PB 8 Ensuring all public transport infrastructure is easy to use by mobility impaired
PB 9 Introduce Bus Network
PB 10 Introduce Bus lanes
PB 11 Restriction on parking at bus stops
PO 1 Appropriate number of taxis
PO 2 Formalise shared taxis
PO 3 More taxi ranks at key locations
PO 4 Taxi booking with a single phone number
PO 5 GPRS taxis booking
PO 6 Alternative fuel taxis
PO 7 Low emission taxi vehicles
PO 8 School buses where appropriate
PO 9 Employee buses where appropriate
PI 1 Travel information direct to mobile phones
PI 2 Integrated smart card ticketing system covering rail, metro, tram, bus, ferry, taxi, parking
PI 3 Timetable integration & optimisation
PI 4 Develop key multi-modal interchanges
PI 5 Real-time information at bus stops / interchanges
PA 1 Introduction of improved pedestrian routes within development sites
PA 2 Air-conditioned walkways linking development to interchanges
PA 3 Travelators linking development to interchanges
PA 4 Quality signage and wayfinding
PA 5 Air-conditioned tram / ferry / bus shelters
PA 6 Passive cooling for bus shelters
PW Water transport
PW 2 Scheduled ferry service Yas Island Marina to CBD Station via Raha Beach
PW 3 Circular ferry service - Suwa Island, Saadiyat Island, Reem Island
PW 5 Network of jetties for water taxi services
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PW 6 Ferry service to Dubai
PW 7 More control of the marine environment - fees based on boat emissions etc.
PW 8 Implement marine navigation system, buoys
PW 9 Low emission ferries
PE Tourism
PE 2 Dhows to islands
F FREIGHT
Multimodal waterfront distribution centre at ICAD and secondary bimodal waterfront
F 2
distribution centre at Mina Zayed
F 3 Multimodal distribution centre at Khalifa Port
F 4 New Multimodal distribution centre at Airport free trade zone
F 5 New freight rail lines as per GCC Study (ie Union Railways)
F 6 Transhipment from distribution centres using electric or low pollution vehicles or freight trams
F 7 Rail freight line Al Ain to Abu Dhabi / KPIZ (included by Union Railways)
F 9 Freight signage strategy
F 10 Freight area agreement and management
F 11 Waste management and disposal strategy
D DEMAND MANAGEMENT
DR Road-
Road-based strategies
DR 1 High occupancy vehicle lanes on freeways
DR 2 Low emission zone AD Island, Suwa, Al Reem and Saadiyat Island
DR 3 Low emission zone Capital City
DR 4 Park & ride sites with valet service
DR 5 Car sharing scheme / car clubs
DR 6 Internet or mobile phone based real-time traffic information system
DR 7 Internet or mobile phone based real-time multi-modal travel information system
DR 8 Real-time VMS to influence mode of travel
Provide network of safe cycle routes with cycle parking at key destinations and at transport
DW 1
interchanges
DW 2 Cycle hire schemes
DW 3 Car free areas / pedestrianisation - Hamdan Street
DW 4 Car free areas / pedestrianisation- Saadiyat Island
DW 5 Promenade frontage Suwa Island
DW 6 Pedestrianisation of middle ring in Capital City and cross streets
DW 7 Traffic light controlled pedestrian crossings on key desire lines in CBD
DW 8 Provide priority for pedestrians at traffic light controlled junctions in CBD where appropriate
DW 9 Air conditioned (solar) pedestrian bridges / subways and walkways
DW 11 Improved pedestrian routes within existing developments
DI 3 Encourage increased use of Internet shopping and home delivery
Communication and marketing strategy for public transport network, develop PT awareness
DI 4
campaign
DI 5 Event management strategy - concerts / sports events / religious events
DI 6 Active traffic & incident management
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DI 7 Personalised travel planning
DI 8 Workplace travel planning
DI 9 Residential travel planning
DI 10 School travel planning
DI 11 Flexible working hours
DF 1 Remove fuel subsidies
DF 2 Introduce fuel tax on petrol and diesel
DF 3 Introduce vehicle tax depending on emission levels
DF 4 Introduce subsidies for alternative fuels
DF 5 Increase taxation on vehicle registration and import fees
DF 6 Parking charge according to fuel efficiency of vehicles
DF 7 Subsidies for alternative modes
DF 8 Cordon pricing (E11 Cordon and AD Island Cordon)
DF 9 Congestion charging
DF 10 Free public transport fares & park & ride parking (test)
DF 11 Fares to cover operating and maintenance costs of PT (test)
DF 12 Extending restrictions on car ownership / licenses
DF 13 Private Toll lanes on Freeways
DF 14 Employers to provide travel card for employees
DP 1 Parking management and charges in parking management zone
DP 2 Extend parking management as required
DP 3 Increasing on-street parking charges - balance between long & short stay
DP 4 Off-street parking management - balance between long & short stay
DP 5 Parking VMS to minimise traffic circulation
DP 6 Parking for visitors provided in new developments
DP 7 Introduce parking standards for new developments
DP 8 Provide car parking as needed to improve public realm
DP 9 Parking barns (edge of centre parking for car free areas)
DP 11 Mobile phone parking payment systems
DP 13 Enforcement of parking violations
L PLANNING
L 1 Car free developments with electric car clubs
L 2 Annual Property Tax to fund operating and maintenance costs of public transport
L 3 Public realm / urban design
6.32 Scenario Components Removed from Evaluation
The development of the Emerging Preferred scenario provided the opportunity to use existing
evaluation tools to extract those components which were not to be taken through for more
detailed evaluation.
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The removal of these components from the overall list presented in Table 6.32 is supported by the
evaluation exercises detailed in previous sections as well as the more detailed environmental and
social evaluation analysis. Those components removed from the overall evaluation process are set out
in Table 6.33.
Table 6.33:
33: Components Removed from Evaluation Process
R ROAD NETWORK
RH 44 Proposed Hamdan Street to Saadiyat Link
RH 45 Second link from Reem Island to Saadiyat - Abu Dhabi Island link
RH 46 E10 Bypass via Yas and Samaliyyah Island
RH 48 Optional link from AD Island to ICAD via 9th St in Mussafah
RH 50 Upgrade 16th Street in Khalifa City A to Freeway
RH 52 Mussafah 11th Street Northern extension to E10 bypass
RH 54 E30 Northern diversion to E10 by pass
RH 55 Connecting E20 and E22
RH 56 New airport road Extension to Maqta Bridge
RH 57 Airport road diversion to E22
RH 58 30th Street diversion to Mussafah - Abu Dhabi link
RH 59 Miscellaneous links to complete grid pattern
Make through routes out of dead-end streets to enhance connectivity within CBD according to
RM 1
road hierarchy where redevelopment takes place
P PUBLIC TRANSPORT
PT Tram
PT 21 Saadiyat Island hotels spur
PP 3 No Wait Transit in Capital City (alternative to PT19)
PB Bus
PB 2 Extensive conventional bus services following routes identified for Light Rail Transit
PE Tourism
PE 1 Cable car to Lulu Island
F FREIGHT
F 1 New truck route Mussafah via E11 to Khalifa Port and Dubai replacing existing truck route
D DEMAND MANAGEMENT
DW 10 Develop network of Segway routes linked to cycle route network
DW 11 Improved pedestrian routes within existing developments
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DI 1 Weekly no driving day
DI 2 Encourage provision of Home work hubs
DI 12 Flexible Mall opening hours
6.33 Stakeholder Consultation Working Paper 8
As part of the ongoing STMP programme of consultation with stakeholders, a day-long workshop
event was held on the 18th November 2008 at the Sheraton Abu Dhabi Hotel and Resort.
The purpose of the workshop was to:

Update all stakeholders on the progress of the STMP since the last interactive
workshop held on 19th June 2008 (as detailed in section 5.3);
Explain to stakeholders the evaluation framework which has been developed by the
STMP Consultant team to assess the four different scenarios, and,
Seek feedback from stakeholders on the evaluation and their views on the make up of
the emerging preferred scenario.
In addition to the interactive stakeholder workshop, a panel of international experts were invited
to attend the event and provide feedback to the Department of Transport and Consultant team on
the STMP process on 19th November 2008.
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The consultation event on 18th November 2008 is described in this section followed by a
summary of the main points that were discussed during the interactive sessions and on the
Emerging Preferred scenario.
Opening remarks from the Department of Around 200 delegates were present on the
Transport Chairman day representing STMP stakeholders
International experts provided invaluable Interactive sessions provided delegates with

insights of their experience at the Workshop an opportunity to comment on the STMP
6.34 Interactive Workshop
The interactive workshop held with delegates, international experts and the Consultants team
attracted nearly 200 people to the Sheraton Abu Dhabi Hotel and Resort. This workshop was the
third major interactive workshop to be held with stakeholders during the STMP process.
Attendees at the workshop included:
Department of Transport;
Urban Planning Council;
Al Ain Municipality;
Western Region Municipality;
National Transport Authority;
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Abu Dhabi Police;
Environment Abu Dhabi;
Embassies of Switzerland and USA;
Abu Dhabi Government Departments and their agents;
Developers and their consultants;
International experts in transport and urban development; and,
The STMP Consultants Team of Mott MacDonald and Steer Davies Gleave..
The interactive workshop commenced with a series of presentations on the progress of the STMP,
the modelling work undertaken to support the evaluation process and the methods employed in
order to complete the evaluation tasks. During the presentations, question and answer sessions
were held whereby delegates could query the process and technical work.
The first of two interactive sessions were held before lunch whereby delegates were invited to
circulate around the workshop room and comment on individual aspects of the emerging
preferred scenario. In order to illicit comment from the delegates, a total of seven boards were
presented with two Consultant team members and one representative of the Department of
Transport available at each table to answer queries and note contributions. The seven tables
were:
Integrated Public Transport;
Policies;
Development (Land Use);
Freight;
Railways and Metro;
Highways; and,
Emerging Preferred Scenario.
During the post-lunch period, an interactive session was held by the Department of Transport on
weightings to be utilised during the evaluation process. This exercise mirrored that described in
Section 6.27 which had been held with the Consultants team. A second interactive session on the
issues shown on the seven tables was then held.
The day was completed with a wrap up session where delegates were presented with a summary
of the issues raised at each of the tables. These summary points are outlined in the following
section.
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6.35 Summary of Issues Raised at Workshop
Policies
This board provided information on the 40 individual policy areas which could be implemented
as a key component of the STMP. The policy measures were grouped into 16 separate policy
groups which reflected those areas of transport policy which complement the proposed
infrastructure schemes alongside the policies required to manage, monitor and enforce aspects of
the transport network.
The policies were a focus for the demand management measures developed during the STMP
process. The key points raised at the Policies table were:
Additional policies proposed including quality & cleanliness of PT and education training
/ education of taxi drivers to improve quality standards;
Some policies identified as being important to achieve the objectives;
Importance of timing & phasing; and,
A number of general comments.
Development
The Development table provided delegates with an opportunity to relate the transport
infrastructure proposals to the known developments in Abu Dhabi.
There were two boards provided at the table, one showing the extent of the transport proposals
with the second an illustrative outline of the key developments in Abu Dhabi using the STMP
model zones. The key points raised at this table during the interactive sessions were:
How will transport alignments react to land use changing?;
Queries over alignment details for transport schemes in development zones; and,
What about gaps? Development zone gaps.
Freight
The Freight table outlined broad level proposals for the provision of dedicated freight
infrastructure alongside the proposals to link key distribution, industrial and development areas
with transport infrastructure.
The board presented on the Freight table outlined the proposals for the entire Emirate, taking
into consideration key links to Al Ain and the Western Region alongside distribution facilities in
the Abu Dhabi Metropolitan Area. The key issues raised during the interactive sessions on the
Freight table were:
Split passenger and freight alignments versus combined big talking point;
Air quality controls important with freight;
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Issue of keeping trucks on existing truck routes or let them onto the highway network;
Detailed planning around KPIZ and alignment of rail and freight routes to Al Ain; and,
More liaison needed with key freight stakeholders as big land use and transport impacts.
Rail and Metro/Railway

The feedback from the Rail and Metro/Railway tables combined the two tables which included
plans for the Railways and plans outlining proposals for an Integrated Transport Network. The
two tables were adjacent to each other and the bulk of the comments received were relevant to
both tables. Plans were shown of the public transport proposals in the Abu Dhabi Metropolitan
Area alongside Emirate-wide proposals for the rail and public transport network. The key points
raised at these two tables during the interactive sessions were:
Corridor safeguarding is a critical issue as land use development goes ahead at pace;
Issues with land use for stations, especially in central area;
Extension of Metro onto Lulu Island if development is significant;
Spacing of stations in the metro area reduced benefits by stations too close together
down town;
Integration with Dubai which alignment?;
How to influence/stops to the network (i.e. we want a stop in our development how do
we get one there?);
Discussion on commuter routes; and,
Where are the depots?
Highways
The Highways table included boards which set out the plans for the Abu Dhabi Metropolitan Area
and those proposed highway improvements for the entire Emirate. The comments summarised
from the two interactive sessions are:
Accuracy of highway alignments need to make sure the correct alignments are used in
STMP;
More details should be provided on specific schemes in the plan when finalised;
HOV lanes between Abu Dhabi and Dubai should be considered;
Is it possible to do all these before 2030?;
Environmental and Construction impacts of proposed tunnels to Lulu? Too much

capacity?;
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E11 impact of congestion through the ICAD area. Is there an alternative?; and,
Highway between the Amiri Flight Road and the City of Masdar encroaches on the City of
Masdar property. This alignment needs to be examined in more detail.
Preferred Scenario
Overall
Transport package looks good but, perhaps there is:
Not enough new capacity and in particular not enough extra PT capacity in critical
corridors to handle five times growth.
Roads
Welcomed the widening of existing major routes to 5 lanes and new connections like
the Saadiyat Shahama Expressway (cuts off the corner when going to Dubai);
Suggestions about needing a new expressway route along the south side of the island
(looks like a missing link); and,
Lots of interest in the 2 bridges and 3 tunnels to Lulu. Several people taking close up
photos with their mobiles. Is there a need for all these very expensive road crossings
for 25,000 people in low density residential?
Public Transport
Concerns that there may be not enough capacity particularly along the main corridor
CBD/Island/ Capital City/Airport;
One very high capacity metro line plus parallel fairly low capacity tram lines is possibly
not enough. The tram would be too slow for 15km journey;
The metro as currently planned has specifications for a very high capacity system and
rely on very effective bus/tram feeder services to make full use of its capacity;
Potential to have additional public transport capacity such as two medium capacity
metro lines (20,000 - 25,000/hr) along the island;
Opportunity for additional Metro on the Island could be developed in place of the
Saadiyat Shahama expressway corridor that does not have an obvious early need;
Two parallel metro lines would mean many more people would be able to walk to
stations. Somebody from Singapore Transit Authority said their research showed
passengers are happy to change trains but dont like changing mode from feeders;
Lots of concern about how trams would work in the CBD particularly that they would
use up valuable road capacity and be quite slow because of all the stops/junctions. It
was not clear from the plan how the tram network would actually work. Just a lot of
roads coloured green was one comment;
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It was felt that trams were okay in new areas where development can be designed
around trams linking to metro stations and this can be seen in Capital City. But in
other developments there are huge black holes e.g. Mohammed Bin Zayed City has an
area 4 5km across with no trams or metro. This seems inconsistent and will not
achieve 40% + PT use, that is central to new development areas;
Buses are not shown on the plan but there was a general feeling that buses could and
should play a much more important key role;
First set of new routes have proved very successful;
Services can be implemented very quickly;
They are very flexible and if you get the route wrong it is easy to change which is not
the case with tram;
Can be used as pathfinder services for future rail services and get people used to
using PT; and,
An elevated guided transit loop around the existing CBD and Saadiyat Island linked to
the central station and key metro stations was also suggested. Elevated to avoid being
held up by road congestion with the guideway integrated into new development on
Saadiyat Island. It would be much more fun for tourists than an underground metro
but interchange between an underground and metro and elevated transit would not be
easy.
Regional Rail
Not clear whether regional rail line was just for high speed services to Dubai and
services to Al Ain or whether there would also be room for some commuter services.
Modelling showed that if a fast service was available between Capital City and CBD it
would be very well used; and,
Necessary to look at how the regional rail services would operate particularly between
Capital City and CBD and work out how many trains per hour could be accommodated
and how this could be shared between high speed, Al Ain services and more local
services.
Demand Management / Low Carbon
Parking control is already happening in the CBD;
Other policies will follow naturally and be demanded by the people as congestion
builds up;
Surprise that evaluation suggested Low Carbon was not a lot better than Demand
Management and that Demand Management was not that different from Public
Transport; and,
Walking or cycling was not raised as issues.
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Phasing
General view that the top priority is CBD and CBD/Island/Capital City/Airport Corridor;
Need to address existing problems and get people used to using PT; and,
Use the plans for Abu Dhabi to determine what does and doesnt work in order to fine-
tune plans for all other areas.
6.36 Summary
Overall package looks good but may be the need for more new capacity to cater for 5
times growth;
Public Transport capacity along the island should be examined in more details as part
of the preferred scenario;
Accommodation of projected population and employment should be a determining

factor in provision of transport infrastructure;
Distribution of public transport in Abu Dhabi central area should combine all modes
to arrive at the best solution. Buses possibly with elevated guided transit loop should
be considered. Possibility of more stations in the CBD (and more walk in
opportunities) served by the metro should be examined;.
Concerns about deliverability of infrastructure until 2030; capacity and expertise in

the construction industry may become an issue; disruption caused by construction of
new roads/metros should be considered in detail; and,
There could be an opportunity with the worldwide recession to get really competitive
prices and make an early start particularly on the Metro.
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7 Consultation Responses on Scenario Evaluation
7.1 Purpose of Public Consultation
The first phase of public consultation (reported in Working Paper 2) identified the key issues from
the point of view of a range of stakeholder groups including the general public, key stakeholders
and opinion leaders. Phase 2 of the STMP included a number of significant consultation events,
focusing on stakeholder contributions to the evaluation exercise.
Working Paper 8a presented details of a number of separate consultation and analysis exercises
that were undertaken during November 2008.
The first exercise to be reported on was the response of key world experts who attended a
workshop held to review evaluation results on 18th November 2008 (as detailed in section 6.34).
As reported in Working Paper 8, the Department of Transport invited a total of 11 experts from
around the world to contribute to the workshop as well as provide general responses to the
process of the STMP and development of sustainable transport options to address the objectives
of Plan Abu Dhabi 2030. The panel of experts spent 4 days in Abu Dhabi familiarising themselves
with the city and attending briefings and workshops.
The second exercise reported on provides details of a weighting exercise which was completed by
delegates during the evaluation workshop held on 18th November 2008 (as detailed in section
6.34). The third exercise, which was running concurrently with the workshop on evaluation as
well as the visit by the world experts, was the second of the major public consultation exercises.
7.2 Experts Feedback
The development of the STMP is a process which has throughout involved public consultation
and peer review as a means of ensuring the approach used in the development and evaluation of
scenarios reflects best practice from around the world. Consultation inputs to the completion of
major strategies such as the STMP are invaluable and have provided the project team with key
insights into the needs of the local community. In keeping with the ethos behind Abu Dhabi as a
World Class City, the Department of Transport invited experts from around the world to
contribute to the STMP process. The experts invited were:
Douglas B Moore;
Wang Kai Yeng;
Phaik Hwa Saw;
Derek Scrafton;
Hartmut Keller;
Nick Newton;
Cheryl L King;
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Michael Barlow;
Salem Al Shafiei;
Choi Chik Cheong; and,
Michael J Blaylock;
The panel of experts spent three days in Abu Dhabi in which they actively contributed to the
STMP through briefings and attending separate workshops on the evaluation of scenarios and
best practice transport planning. Subsequent to their contributions during the workshops held in
Abu Dhabi, the experts were asked by the Department of Transport to provide their observations
and thoughts on the existing and planned networks for Abu Dhabi. The responses provided were
detailed in Working Paper 8a.
7.3 Weightings Exercise Workshop 18th November

November 2008
The approach to the weighting and scoring of the objectives of the STMP was detailed in section
6.27, which also included the results of a weighting and scoring exercise undertaken by a group
of 12 professionals drawn from the Department of Transport (7) and the STMP consultants team
(5)18.
At the stakeholder workshop at which Working Paper 8 was presented and discussed, a similar
exercise was undertaken with a much more representative sample of local stakeholders, 83 in all.
The results of this exercise are presented in Table 7.1.
Table 7.1: Overall Ranking and Weightings by Stakeholders November 2008
Improve safety 17.0

Local air quality 12.3
Reduce reliance on cars and encourage alternative modes 11.3
Preserve the critical natural environment in Abu Dhabi 10.4
Enhance the pedestrian realm 9.8
Improve the connectivity of Abu Dhabi within the 9.3
Metropolitan area
Develop a low carbon economy in Abu Dhabi by 2030 6.6
Protect/enhance cultural heritage, landmarks, symbols 5.8
and monuments
Minimise congestion on Abu Dhabis road network 5.5
Improve regional connectivity 4.2
Minimise Noise 3.4
Encourage sustainable and efficient freight distribution 2.3
Improve the international connectivity 2.1
18
Reported in Table 7.3 of WP8
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The approach adopted was as previously undertaken, the pairwise comparison of, firstly, the tier
1 objectives to obtain the sample groups weighting of these ((i) economy, (ii) environment and
(iii) social & cultural) and, secondly, the pairwise comparison of each of the tier 2 objectives
within each group of tier 1 objectives. The overall result is the value of the Tier 2 objective
weighted by the value of its Tier 1 objective.
In order to reflect the differences between the two exercises, the higher level comparisons were
noted and are reflected in Table 7.2. Although the weightings of the higher level goals have been
swapped around, the importance of achieving social and environmental objectives of the plan
comes through clearly from both exercises.
Table 7.2: Weighting Results
Technical Stakeholder
Session Workshop
Goal 1 - Economy 30 19
Goal 2 - Social and Cultural 33 42
Goal 3 - Environmental 37 38
Goal I -- Goal I --
Economy Economy
Minimise congestion on Abu Dhabis road network 46 29
Reduce reliance on cars and encourage alternative
modes 41 59
Encourage sustainable and efficient freight
distribution 13 12
Goal II --Social
--Social Goal II --Social
--Social
and Culture and Culture
Improve the international connectivity 7 5
Improve regional connectivity 11 10
Improve the connectivity of Abu Dhabi within the
Metropolitan area 17 22
Improve safety 26 40
Enhance the pedestrian realm 40 23
Goal III -- Goal III --
Environment Environment
Develop a low carbon economy in Abu Dhabi by
2030 35 17
Preserve the critical natural environment in Abu
Dhabi 27 27
Protect/enhance cultural heritage, landmarks,
symbols and monuments 10 15
Minimize Noise 5 9
Improve air quality 23 32
The Preferred scenario,
scenario which has emerged from the transport modelling and evaluation of the
four initial scenarios, is heavily oriented toward public transport with elements of demand
management to reduce car use and encourage the use of public transport.
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This scenario fits well with the top ranked stakeholder objectives listed above, with public
transport being far safer than private car use and generally better for air quality19, and the
scenario is designed specifically to reduce reliance on cars and encourage alternative modes of
transport.
The Preferred scenario will also be superior for the natural environment and it includes measures
to enhance the pedestrian realm. A high quality public transport system will improve
connectivity within the metropolitan area and it will contribute towards developing a low carbon
economy by 2030.
In conclusion, therefore, the weightings of stakeholder requirements of the transport strategy to

be adopted in Abu Dhabi support the adoption of a Preferred Scenario with a mix of public
transport and car user demand management.
7.4 STMP Publicity Website and Advertisements
Consultation throughout the process of developing the STMP has been extensive and critical. The
input of experts, key stakeholders, government officers and members of the public has
contributed to a number of new initiatives, policies and infrastructure projects being included
and evaluated as part of Phase 2 of the STMP. In order to illicit more public response on the
STMP proposals, the DoT undertook a campaign based around widespread advertising using two
separate mediums.
The DoT has a significant database of mobile phone details of existing customers which is
frequently used to convey safety or information messages to clients. This database was used to
widely distribute a text message to people providing them with information on the STMP process
and the website. Further to sending out text messages, the DoT placed full page adverts in a
number of local newspapers that targeted attention and interest of all age groups.
The purpose of these adverts was twofold; firstly to convey visual perception of sustainable modes
of transport and secondly to invite general public to post their comments, views and thoughts
onto the STMP website. The campaign has been effective and since the introduction comments
are being posted onto the website. Response to the campaign was effective, with the valued
comments included within the assessment process reported on in Working Paper 9.
7.5 Public Responses
The response to the two separate consultation campaigns was extremely encouraging and largely
positive. From the end of October until the publication of Working Paper 8a, over 400 responses
were received in relation to the STMP. These responses generally covered the following areas:
Introduction of the bus service seen as highly beneficial;
Suggestions to improvements for the bus network including more routes, new stops,
better facilities (e.g. air conditioned stops), better buses;
Effects of poor driving in traffic;

19
The metro and tram systems will be electrically powered
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Safety concerns of pedestrians and bus users;
Suggested improvements to the transport network;
Suggested introduction of Metro to make Abu Dhabi world class like a number of other
cities;
Requests to make information easier to access on the website;
Enforcement of traffic violations; and,
General suggestions on providing an improved transport network.
These responses were evaluated as part of the overall STMP process with details being fed into
the development of the Preferred Scenario as detailed in Working Paper 9.
Table 7.3 shows the monthly history of the STMP website since its launch in May 2008.
Table 7.3: Website Statistics
Unique Number of
Month Pages Hits Bandwidth Emails
Visitors Visits
May-08 8 10 91 408 0.002 0
Jun-08 155 696 7,698 33,613 2.79 23
Jul-08 663 1,794 10,306 43,878 6.06 30
Aug-08 537 1,824 7,858 43,445 4.67 22
Sep-08 519 2,057 9,596 46,211 3.29 84
Oct-08 513 2,353 13,071 70,865 9.38 138
Nov-08 1,021 2,993 56,984 121,747 16.2 559
Dec-08 647 1,679 14,849 46,014 7.49 111
Jan-09 796 1,945 20,973 71,513 11.45 151
Total 4,859 15,
15,351 141,
141,426 477,
477,694 61.33 1,118
"Unique Visitors" shows the number of unique IP addresses that have visited the site. This does
not necessarily show the number of individual users. As many companies and organisations
utilise shared networks, many employees visiting from the same organisation will be registered as
a single visitor
"Number of visits" shows the average number of visits per IP address within that month. This is a
good indicator of whether users are returning to view more information in subsequent days.
"Pages" shows the average number of pages that users have visited when they viewed the site.
"Hits" are the individual files downloaded by users when they visit the site. This number includes
all images and text on the site. A single page may contain 20-30 files.
"Bandwidth" is the total number of Gigabytes downloaded in the selected month.
Emails are all emails received either via the feedback form on the STMP website or sent directly
to the email address provided on the website (contact@transportabudhabi.ae).
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Figure 7.1: Website Statistics
60%
50%
40%
30%
20%
10%
0%
May-08 Jun-08 Jul-08 Aug-08 Sep-08 Oct-08 Nov-08 Dec-08 Jan-09
Unique visitors Number of visits Pages Hits Bandwidth Emails
More than 1,000 emails have been received to date. As seen in Figure 7.1, a clear peak in the
number of feedback emails received as well as visits of the website can be found in November
when the Department of Transport had sent out text messages with information on the STMP
with approximately half of all emails received to date in November.
All other months, apart from the ones after the launch of the website, show similar statistics for
the website usage. While the text messages appear to have contributed significantly to the
amount of feedback received no significant peaks can be found in correlation to the newspaper
advertisements when looking at the statistical data on a month by month basis.
7.6 Newspaper Advertisements
The context of the adverts in the local newspapers has been of an appealing nature, expressing
the point that contributions of individual readers are an important part of the future of Abu
Dhabi. One of these adverts is set out in Figure 7.2.
7.7 Public Consultation Exercise Phase 2
the point of view of a range of stakeholder groups including the general public and key
stakeholders and opinion leaders.
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Figure 7.2: Example STMP Newspaper Advertisement
Residents of Abu Dhabi identified parking, congestion and access to amenities and services as key
problems affecting life, work and health. The ideas of integrated park and ride, high quality buses
and metro networks amongst other potential developments were introduced, and
notwithstanding relatively small differences, positive reactions were observed across all income
and ethnic / nationality groups.
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The first survey indicated that the personal as well as national benefits to be afforded by a
modern, integrated public transport system are recognised in all sectors of Abu Dhabi society.
Opinion leaders expressed confidence that such a system would be used by residents and citizens
from across the social spectrum, as long as it satisfied high standards of utility and cleanliness
and due regard was given to the more conservative or traditional elements of society, with
respect to ensuring safety, propriety and orderliness - perhaps through some degree of
segregation for women and children or similar measures.
These are the issues, therefore, which were the subject of further investigation in this second
phase of consultation, in the context of developed plans for transport solutions.
7.8 Methodology Outline
A total of 10 focus group discussions were conducted between 21st and 24th November 2008 as
listed here:
UAE Arab Men;
UAE Arab Women;
Expat Arab Men;
Expat Arab Women;
Expat Asian Men;
Expat Asian Women;
Expat Western (mixed);
UAE Students Men (18-25 years);
UAE Students Women (18-25 years); and,
Low paid workers (men including labour camp residents).
7.9 Focus Groups Summary
7.9.1 The Importance of Public Transport

Transport
It has been established that in order for journey times in and around the city of Abu Dhabi to
remain acceptable (or improve) and to avoid frequent and lengthy gridlocks developing in the
future, it will be important that as many people as possible across all sectors of society travel by
public transport.
A scenario whereby lower-middle class white collar, blue-collar and labouring classes switch to
public transport leaving the roads and parking spaces free for the use of wealthier car drivers is
not a realistic one, given the expectation of a significantly expanded population.
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7.9.2 The Challenge in Abu Dhabi
Traditional local customs and social practices tend to discourage day-to-day contact outside the
family and the social group. This is an important consideration for the planning and design of an
integrated transport system in the Emirate.
The population of Abu Dhabi comprises several very distinct socio-economic and ethnic groups,
so reconciling traditional values with an essentially European undifferentiated and inclusive
approach to the provision of public transport would present a considerable challenge.
Further, it will not be easy to establish public transport as a viable and significant choice of
transport in a society where none has existed before, and in which there is a strong emphasis on
the car as a symbol of national progress and personal prosperity. The climate is also an important
factor; avoiding the exposure to high temperatures and humidity is a strong concern for local and
expat Arab citizens in particular, as is seeking the respite of an air conditioned environment.
Some form of demand management will be needed to encourage comprehensive changes in

modes of travel and it is possible that policies to this effect may be resisted. (The first consultation
phase found evidence of strongly negative opinions of the implementation and the operation of
the Salik charge levied in Dubai).
For these reasons this second phase of the public consultation focused on the systems, facilities
and policies that would be most likely to encourage maximum use of public transport as an
alternative to the car. Social issues were explored in particular those of the segregation of
women and social mixing in general in order to identify the arrangements with the broadest
appeal or acceptability.
7.9.3 Ready for Public Transport?
There is a body of opinion which holds that the concept of public transport will be anathema to
the indigenous population and to many expat Arab residents. It is often said that the cultural
values of this group will preclude travelling by public transport, on the basis that it would be
considered demeaning for men and improper for women.
However, Phase 2 consultation research indicated the contrary. The focus groups have shown
that the local and expat Arab population is much more ready than might be expected to accept
public transport as an attractive alternative to the car, under the right conditions.
7.9.4 Benefits Recognised
There was general agreement across all socio-economic groups on the personal benefits from
using an integrated public transport system. Reactions to the general proposals were almost
universally positive and quite consistent across all social groups. The plans were expected to
make it possible to reach destinations more quickly, more cheaply and with less stress.
Participants saw an opportunity to visit attractions, see friends and relatives, live or work in a
wider range of locations. Economic benefits from greater efficiency, attraction of investment and
increased tourism were also recognised. Environmental benefits from cleaner air and reduced
carbon emissions were also expected.
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7.9.5 Efficiency, Comfort, Security, Cleanliness
Acceptance is not unqualified among the indigenous population and a proportion of wealthier
expats a very high standard of convenience, speed, comfort and assurance of security will be
demanded by these groups in particular.
The need for some form of male / female segregation on all forms of public transport was stressed
by most participants. How segregation should be implemented was debated at length in the
groups, with opinions ranging from parallel male and female metro lines (favoured by just two of
our adult Arab male participants) to a flexible system whereby the front rows in a carriage or bus
are reserved for women as on the current city buses.
Most times the debate was carried to a agreed conclusion, the consensus favoured the latter
solution as more practical, with perhaps a smoked glass partial screen on metro carriages to
separate the sexes. There were relatively few calls for a system of price-based class segregation for
metro trains and trams.
An interesting observation in some of the groups was that the requirements for segregation and
security may be less exacting on trams, compared with what they would be on metro trains. This
is because of the short-hop nature of a tram journey, compared with that on the metro.
The issue of segregation is very much linked to those of security and cleanliness these seem to
be more important considerations than proscriptions imposed by a traditional moral code or
custom. Arab women of all ages are, not surprisingly, the most concerned about travelling in a
comfortable environment perceived as free of threat and ideally, any potential physical contact
with male passengers (especially non-Arab men and labourers).
7.9.6 Cultural Trends
Interestingly, Arab female students and the equivalents of their fathers, local Arab men, did point
out that cultural attitudes have changed, are continuing to change and that by 2030 it will be
much more acceptable for women to travel in mixed carriages. Some of the young Arab women
indicated that they understand that the actual threat to their persons and honour is actually very
slight but they still require a very high level of demonstrable security. Visible safeguards such as
CCTV systems and uniformed security staff were generally agreed to be acceptable.
The case of young Arab women is an interesting one; our focus group revealed a tension between
a desire to take advantage of the freedom and conveniences of an integrated public transport
network and worries about security and propriety, particularly as far as buses and trams are
concerned.
7.9.7 Try It and See

See
Buses even high quality modern buses feeding tram and metro lines would most likely be
shunned, at least at first, by a high proportion of Emirati Arab men, local and expat Arab women
and female students.
Of the Arab-origin groups in Abu Dhabi society, male Emirati students (and by extension
presumably young local Arab men generally) are most likely to be early adopters or at least the
first to try public transport, including buses of the high quality integrated network variety.
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Parents including those represented by our group comprising local Arab women expressed
the opinion that the trams in particular would be a suitable mode of travel for school children.
The strong and consistent feedback is: if it is quicker than car, convenient for origin and
destination points, secure, clean and lower cost than a car, then it will be used by all groups in
society. All groups expressed a desire to try the rail, the metro and the tram when it becomes
available, and most groups (representing a majority of the population) would also try the
integrated bus system.
7.10 Connections and

and Access
Most residents are keen to try public transport if it saves time and money and it is comfortable
and secure. However, ease of access and the perceived closeness of access locations to the origin
and destination points are likely to determine levels of usage.
In the groups it proved difficult to convey the close or near-seamless connections that would be a
feature of an integrated network. The concept of having high-quality buses plying residential
areas and feeding or connecting metro and tram lines was not easily understood. The idea that
one could alight from a metro and step straight on to a tram to reach ones final destination did
not register with many participants. Therefore, the expectation of a journey by public transport
that could compare favourably with travelling by car is one that involves a single mode of
transport, rather than one involving a change at an interconnection.
Thus, the seamlessness and ease of interconnections and the full meaning of integration must be
a key focus for attention, both in the design of the network and in its promotion.
Park and Ride proved popular as a concept. While opinions varied as to how far one would be
prepared to drive to reach one, the provision of the maximum number possible of Park and Ride
locations (with covered spaces, walkways and air-conditioned stops) could be a key factor in
keeping car traffic away from the city centre.
Not surprisingly, the climate severely limits the distance most residents would be prepared to
walk to reach a suitable access point, to a maximum in most cases of 300 to 500 metres. The
access point was identified by most as a metro stop, reflecting a lack of appreciation of the
potential efficiency of a two or three stage journey using more than one mode. This highlights the
need for a network of connecting buses in non-central residential areas that provides a very
frequent service with a high-comfort environment (both in carriages and at stops).
7.11 Demand Management
All of the demand management measures presented as examples received strongly negative
reactions.
Increases in car purchase taxes, import duties and fuel prices were opposed. Participants in the
groups expressed the view that these measures would be iniquitous, affecting those families least
able to afford the increases and unlikely to affect the behaviour of groups in society which are
most resistant to some forms of public transport and at the same time, who are able to afford the
additional costs.
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However, it was grudgingly admitted by some that such measures could help to persuade people
to switch to public transport. It was noticeable among the groups comprising (mostly relatively
wealthy) local Arab citizens and particularly by women and young people, that the unit costs of
journeys would be carefully calculated and compared. Thus, relative costs may be expected to be
a factor in choices of mode of transport, at all levels of society.
Expat groups in particular expressed strong distaste for tax raises, price increases and road
pricing. There were comments to the effect that these could have serious implications for choices
to live and work in Abu Dhabi, especially in an increasingly uncertain economic outlook. For
these groups, the absence of taxes and low costs of living including car ownership is a significant
factor in the decision to live and work in the Emirate.
Only parking controls and charges received any support at all. It was recognised that parking is a
serious problem and acknowledged by a few that measures to manage the situation could be
appropriate (alongside policies and regulations to ensure that buildings are designed and built
with sufficient parking spaces incorporated).
7.12 2030 A Distant Future
An unprompted observation arising in several of the groups was that 2030 as a date for the
realisation for the vision for Abu Dhabi, is seen as a generation away. This was in spite of
explanations given that the proposed developments will start in the near future and be
introduced in stages over the next several years.
The use of the 2030 strap line and imagery in connection with the planned transport
infrastructure developments seems, for the general public, to carry an implication that the
introduction of a new public transport network will be similarly remote. This means that the
programme may seem irrelevant to a high proportion of the population.
For citizens and residents to engage fully with the programme and support its implementation, it
may be necessary to create an alternative or parallel identity focusing on the short to medium
term, communicating the early benefits and opportunities to be realised.
7.13 Scenarios Initial Reactions
Participants in the focus groups were presented with maps describing the currently proposed
network of new and upgraded highways, rail, metro and tram lines. Display boards explained the
key features of trains, metros, trams and high-quality feeder buses.
Reactions were very positive - the proposals were enthusiastically received by most of the
participants. The potential to reduce congestion and improve safety on the roads, and to enable
faster, more reliable journey times over a wider area of the Emirate was immediately recognised.
The principal that public transport will have a vital role to play alongside developments in
highways is fully supported. There was very little suggestion from the groups (and only one
direct comment later on in the discussion when focusing on metro and tram) that public
transport should be used mainly by workers and labourers in order that the roads would be left
more free for the middle classes.
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The immediate reaction by most participants was to identify with the plans as a whole, each one
imagining how they would be able to use the network in their own lives, to save time and to avoid
the stress of driving if they could.
More detailed reactions in relation to more specific topics have been set out in Working Paper 8a.
7.14 Recommendations - Design
In order to maximise usage of public transport - through an expectation of guaranteed security,

and by providing comfort and convenience the following measures and features would be
acceptable, appealing to a wide range of social groups:
Ensure that early adopters have a positive experience - i.e. that the first available routes
and components of the network to be launched are opened in a complete and fully-
equipped state, with air-conditioning installed, comfortable shelters and information
systems etc. fully operational;
Segregation provided on metro trains either front car or front part of each carriage
reserved for women and families, partitioned in the latter case with a partial screen;
Trams and buses segregation provided as on current city buses, with a flexible system of
front rows reserved for women;
Consider first class carriage on some metro routes (although not highlighted as a priority
by the focus groups);
Intercity high-speed rail provide first class and women and families carriage;
Consider double-decker buses with lower deck reserved for women and children;
Provide a partially-screened section or waiting area for women and families at stops and
stations;
Security arrangements to be highly visible, with CCTV and, if possible, with uniformed
wardens present on metro trains (possibly also patrolling trams and buses especially on
key routes and at busy times);
Frequent cleaning and maintenance planned to preserve high standards of appearance;
Park and Ride provided at as many strategic locations as possible, with covered
walkways and air conditioned stops;
Ensure ticket pricing is competitive, compared with equivalent car journeys heavily
discounted family tickets and season tickets. Consider free travel for school children; and,
Extend managed parking (but improve facilities and enforcement), with suitable time-
based charges.
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7.15 Recommendations - Communications
In order to prepare the population for the introduction of an integrated public transport system,
and encourage a high level of usage in preference to private cars:
Focus on young Emiratis as potential early adopters among indigenous groups

encourage students, being potential standard bearers and opinion leaders of the future, to
try buses, trams and metro trains;
Issue free passes, hold competitions e.g. to tell a story of positive new experiences and
new horizons / new destinations made possible etc;
News stories showing young people using the system, vox pop interviews etc;
Branding strongly associate the integrated system with values of: modern Arab identity;
world class standards; proud showcase of a dynamic society; cleanliness and safety;
Promotion focus on features of: security; speed; seamless interconnections; low stress,
economic and environmental benefits (as identified in the group sessions); leading-edge
technology; the opening up of new destinations and choice of activity, location of
residence etc; and,
Shift attention away from 2030 set and communicate clear short term targets for phases of
implementation.
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8 Preferred Scenario
8.1 Introduction
The development and evaluation of scenarios and components which have lead to the Preferred
Scenario set out in this Working Paper has been subject to a process which has combined best
practice guidance, existing local considerations and worldwide experience. The evaluation
process, or SEF, was developed specifically for Abu Dhabi.
The evaluation framework provided a detailed qualitative assessment which was reported in
Working Paper 8. This assessment indicated that the STMP could not comprise physical
infrastructure alone as both the Highways scenario and Public Transport scenario did not achieve
the sustainability goals set out in Plan Abu Dhabi 2030. Similarly, the two other scenarios,
Demand Management and Low Carbon, were shown to compromise the objectives of Plan Abu
Dhabi 2030.
As a result of the evaluation exercise, it was determined that the STMP would require some form
of demand management to be put in place which would complement major physical
improvements. The Emerging Preferred scenario as set out in Working Paper 8 provides a basis
from which further refinement and testing could take place as a means of arriving at the Preferred
Scenario.
Scenario This Chapter details the process used to evaluate the components subsequent to
Working Paper 8, as outlined in Figure 8.1.
Figure 8.1: Evaluation

Evaluation Process to Preferred Scenario
The evaluation and assessment inputs to the review of the Emerging Preferred scenario are set
out in the following sections. The iterative process included the following:
Feedback from Workshop held on 18th November 2008;
Feedback from experts and analysis of comments;
Public consultation focus groups;
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Revised land use projections;
Refinement of model network and completion of numerous model runs to test scenario;
Revised environmental and social evaluation of scenario components;
Technical sessions with stakeholders and Department of Transport; and,
Assessment of demand management components and subsequent testing.
8.2 Workshop Feedback Working Paper 8
As part of the ongoing STMP programme of consultation with stakeholders, a day-long workshop
event was held on the 18th November 2008 at the Sheraton Abu Dhabi Hotel and Resort.
The purpose of the workshop was to:
Update all stakeholders on the progress of the STMP since the last interactive
workshop held on 19th June 2008;
Explain to stakeholders the evaluation framework which has been developed by the
STMP Consultant team to assess the four different scenarios, and,
Seek feedback from stakeholders on the evaluation and their views on the make up of
the Emerging preferred scenario.
In addition to the interactive stakeholder workshop, a panel of international experts were invited
to attend the event and provide feedback to the Department of Transport and Consultant team on
the STMP process on 19th November 2008, as detailed in section 7.2.
The feedback received from this consultation event was critical in formulating the Preferred
Scenario as the information received from stakeholders on the components would impart
detailed local understanding of specific issues as well as more general international experience
from the experts panel. Headline comments received on the Emerging Preferred scenario which
went into the evaluation process were as follows:
Emerging Preferred Scenario
Overall
Transport package looks good, but perhaps there is:
Not enough new capacity and in particular not enough extra public transport capacity
in critical corridors to handle five-fold growth.
Roads
Welcome the widening of existing major routes to 5 lanes and new connections like
the Saadiyat Shahama Expressway (cuts off the corner when going to Dubai);
Suggestions about needing a new expressway route along the south side of the island
(looks like a missing link); and,
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Lots of interest in the 2 bridges and 3 tunnels to Lulu. Several people taking close up
photos with their mobiles. Is there a need for all these very expensive road crossings
for 25,000 people in low density residential?
Public Transport
Concerns that there may be not enough capacity particularly along the main corridor
CBD/Island/ Capital City/Airport;
One very high capacity metro line plus parallel fairly low capacity tram lines is possibly
not enough. The tram would be too slow for 15km journey;
The metro as currently planned has specifications for a very high capacity system and
relies on very effective bus/tram feeder services to make full use of its capacity;
Potential to have additional public transport capacity such as two medium capacity
metro lines (20,000 - 25,000/hr) along the island;
Opportunity for additional Metro on the Island could be developed in place of the
Saadiyat Shahama expressway corridor that does not have an obvious early need;
Two parallel metro lines would mean many more people would be able to walk to
stations. Representative of Singapore Transit Authority said their research showed
passengers are happy to change trains but dont like changing mode from feeders;
Lots of concern about how trams would work in the CBD particularly that they would
use up valuable road capacity and be quite slow because of all the stops/junctions. It
was not clear from the plan how the tram network would actually work. Just a lot of
roads coloured green was one comment;
It was felt that trams were okay in new areas where development can be designed
around trams linking to metro stations and this can be seen in Capital City. But in
other developments there are huge black holes e.g. Mohammed Bin Zayed City has an
area 4 5km across with no trams or metro. This seems inconsistent and will not
achieve 40% + public transport use, that is central to new development areas;
Buses are not shown on the plan but there was a general feeling that buses could and
should play a much more important key role;
First set of new routes have proved very successful.
Services can be implemented very quickly.
They are very flexible and if you get the route wrong it is easy to change which is not
the case with tram.
Can be used as pathfinder services for future rail services and get people used to
using public transport.
An elevated guided transit loop around the existing CBD and Saadiyat island linked to
the central station and key metro stations was also suggested. Elevated to avoid being
held up by road congestion with the guideway integrated into new development on
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Saadiyat Island. It would be much more fun for tourists than an underground metro
but interchange between an underground and metro and elevated transit would not be
easy.
Regional Rail
Not clear whether regional rail line was just for high speed services to Dubai and
services to Al Ain or whether there would also be room for some commuter services.
Modelling showed that if a fast service was available between Capital City and CBD it
would be very well used; and,
Necessary to look at how the regional rail services would operate particularly between
Capital City and CBD and work out how many trains per hour could be accommodated
and how this could be shared between high speed, Al Ain services and more local
services.
Demand Management / Low Carbon
Parking control is already happening in the CBD;
Other policies will follow naturally and be demanded by the people as congestion
builds up;
Surprise that evaluation suggested Low Carbon was not a lot better than Demand
Management and that Demand Management was not that different from Public
Transport; and,
Walking or cycling was not raised as issues.

Phasing
General view that the top priority is CBD and CBD/Island/Capital City/Airport Corridor;
Need to address existing problems and get people used to using public transport; and,
Use the plans for Abu Dhabi to determine what does and doesnt work in order to fine-
tune plans for all other areas.
Summary
Overall package looks good but may be the need for more new capacity to cater for
five-fold growth;
Public Transport capacity along the island should be examined in more details as part
of the Preferred scenario;
scenario
Accommodation of projected population and employment should be a determining

factor in provision of transport infrastructure;
Distribution of public transport in Abu Dhabi central area should combine all modes to
arrive at the best solution. Buses possibly with elevated guided transit loop should be
considered. Possibility of more stations in the CBD (and more walk-in opportunities)
served by the metro should be examined;
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Concerns about deliverability of infrastructure until 2030; capacity and expertise in
the construction industry may become an issue; disruption caused by construction of
new roads/metros should be considered in detail; and,
There could be an opportunity with the worldwide recession to get really competitive prices and
make an early start, particularly on the Metro.
8.3 Experts Feedback
Subsequent to the workshop event held on the 18th November 2008, the panel of international
experts provided feedback on the development of the STMP and the Emerging Preferred scenario
during a day long workshop held on 19th November 2008. Individual feedback and comments
from the experts are set out in Working Paper 8a.
The feedback provided by the experts was fed directly into the evaluation of the Preferred
Scenario.
Scenario The comments were analysed by the project team and where comments raised issues or
suggestions that had not been analysed in detail by the project team, these were reviewed in
greater detail. Some of these suggestions were included within sensitivity testing for the Preferred
Scenario whilst others were examined in a policy context.
There were a significant number of suggestions and recommendations made by the experts that
related to the institutional phase and delivery of projects. This information was in turn passed
onto the project team dealing with Phase 3 of the STMP which is directly examining institutional
aspects.
8.4 Consultation Focus Groups
As set out in section 7.7, consultation on the Emerging Preferred scenario was undertaken during
late November 2008. This was the second major public consultation exercise to take place after
initial consultation had been completed in March 2008 during the initial phase of the STMP.
the point of view of a range of stakeholder groups including the general public and key
stakeholders and opinion leaders. The second exercise was to be conducted once the evaluation
exercise had progressed to a stage whereby more refined details were available to consult on. The
production of the scenarios, including the Emerging Preferred scenario, and the core components
of this scenario would be presented to the stakeholder groups and comments reported on.
The feedback from this consultation exercise was reported on in Working Paper 8a and section
7.7 which generally confirmed the high level of positive response from all sectors of the
community towards plans for an improved transport network. Feedback from these responses
was fed back into the project team during the refinement of the Emerging Preferred scenario, with
particular attention paid to impact of removing or including schemes that otherwise would not
have been consulted on.
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8.5 Land Use Projections
Development of effective forecasting and evaluation results was based on detailed land use
projections for 2030 developed in close liaison with the UPC (Urban Planning Council). These
projections were constantly updated throughout the STMP process and numerous technical
sessions were held between the project team and the UPC in order to ensure that the most up to
date and accurate land use projections have been applied.
As set out in The development and evaluation of scenarios and components which have lead to
the Preferred Scenario set out in this Working Paper has been subject to a process which has
combined best practice guidance, existing local considerations and worldwide experience. The
evaluation process, or SEF, was developed specifically for Abu Dhabi.
The evaluation framework provided a detailed qualitative assessment which was reported in
Working Paper 8. This assessment indicated that the STMP could not comprise physical
infrastructure alone as both the Highways scenario and Public Transport scenario did not achieve
the sustainability goals set out in Plan Abu Dhabi 2030. Similarly, the two other scenarios,
Demand Management and Low Carbon, were shown to compromise the objectives of Plan Abu
Dhabi 2030.
As a result of the evaluation exercise, it was determined that the STMP would require some form
of demand management to be put in place which would complement major physical
improvements. The Emerging Preferred scenario as set out in Working Paper 8 provides a basis
from which further refinement and testing could take place as a means of arriving at the Preferred
Scenario.
Scenario This Chapter details the process used to evaluate the components subsequent to
Working Paper 8, as outlined in Figure 8.1.
Figure 8.1, updating the land use projections for the assessment of the Emerging Preferred
Scenario was a critical step. Data was provided to the project team in December 2008 from the
UPC in the form of a comprehensive database. This database information was fed into the
detailed review of the transport network for the forecast years and the multi-modal modelling
work, as set out in section 8.6.
8.6 Refinement of Modelling Network
In order to ensure the modelling tools being used during the evaluation process were suitable, a
number of alterations were made to the STMP matrices and networks in consultation with the
DoT. A number of presentations were made on the interim results of the network alterations and
guidance provided by the DoT, UPC and other stakeholders on where aspects of the model needed
to be addressed. This feedback was provided at technical sessions hosted by the DoT.
The details of the model runs using the Emerging Preferred scenario along with 3 differing levels
of demand management measures were presented to DoT in early December and again in early
2009.
The presentation of the model runs and various statistics to the technical group also prompted a
series of iterations from which different measures could be assessed and infrastructure provision
tested.
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Upon completion of these base runs and strengthening of the model network, the more detailed
iterations which assess the impacts of alterations such as inclusion of a new scheme or stronger
demand management measures could be tested. The project team undertook a significant
number of tests during the course of December 2008 and February 2009 which examined
proposed changes which had emanated from:
Working Paper 8;
Stakeholder Workshop on 18th November 2008;
Experts feedback, both at the Workshop on 19th November and through written
submission;
Feedback from Public Consultation exercise;
Individual sessions with stakeholders;
Technical sessions with DoT and UPC;
Updated land use projections for forecast years; and,
Feedback from other project streams such as Capital City.
As a result of these improvements to the model and network, and from assessment of the detailed
model outputs, considerable scope for refinement of the infrastructure schemes required was
possible. Furthermore assessment of the travel demands for intermediate years, i.e. 2015, 2020
and 2025, also enabled decisions on the priority and phasing of these schemes. As a result, both
the Reference Case and the Preferred Scenario travel demand forecasts have been revised as
compared to those presented in Working Paper 8.
8.7 Revised Environmental and Social Evaluation
The detailed environmental and social evaluation of all components included within each
scenario was undertaken during the development of Working Paper 8. This evaluation, which was
based on the sustainable objectives and resulted in outputs for the SEF has been utilised in the
evaluation of the Preferred Scenario.
Scenario
With the evaluation of the Preferred Scenario,

Scenario some additional components have been included
and some have been removed after evaluation and testing..
8.8 Technical Sessions with Department of Transport
As detailed above, a number of sessions were held with key technical stakeholders which were
hosted by the DoT. These sessions not only reviewed the modelling outputs from the various
runs, they also included discussion on the inclusion or exclusion of various elements to the
STMP, on levels and types of demand management measures and implementation of policies. The
project team were also bought up to date with other workstreams which could potentially impact
on the STMP and major policy and project decisions.
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Details taken from these technical sessions were included within the sensitivity tests and a review
of the evaluation of individual components was completed for environmental and social and
cultural aspects. The details of additional components and their evaluation are included in the
following Chapters.
8.9 Assessment of
of Demand Management Proposals
The inclusion of demand management measures within the Preferred Scenario was subject to
extensive evaluation throughout the STMP process. Issues relating to the introduction of
measures specifically designed to manage demand were constantly discussed and reviewed
during the consultation process with stakeholders, at workshops and were evaluated and tested
using the most up to date modelling information. The overall process of developing the demand
management measures is depicted in Figure 8.2.
In the assessment of the Emerging Preferred scenario, it was the intention to use the
infrastructure schemes put forward as part of this scenario and test differing levels of demand
management against the overall package as well as individual components.
This extensive testing provides the basis from which decisions were made about specific schemes,
for example whether or not infrastructure is necessary should demand management sufficiently
reduce congestion or the design parameters of a particular transport link.
The demand management measures tested comprised a series of possible interventions:
A reduction in fuel subsidy, or imposition of a fuel tax, which would be levied at an

Emirate-wide level;
A supplement, or tax, on taxi fares to retain the relative balance between taxi fares and
use of a private car and to avoid the possibility of a massive switch in demand to taxis;
Public transport fares set at a reasonable level to attract passengers;
A cordon charge applied for all trips crossing to/from Abu Dhabi Island; and
Parking charges applied to all on-street parking to reduce the demand for long stay
parking and to allow sufficient spaces remain for the needs of short stay visitors.
Demand management policies and measures were included in the broad scenarios and have also
been included within previous Working Papers. Within Working Paper 8, three separate levels of
demand management were outlined. These measures are set out in Table 8.1 and are as follows:
Low level of intervention similar to todays values, or stated policy or where no

current policy or charge made, a relatively low value;
Moderate level of intervention costs that represent a moderate increase; and,
High level of intervention aggressive level of policy intervention to significantly effect

behaviour change.
Page 220
Table 8.1: Emerging Preferred Demand Management Measures
Intervention Variable Level of Intervention

Low Moderate
Moderate High
Fuel Cost Cost per km in AED 0.5 0.5 1
Taxi Fares Fare per km in AED 1.2 2 2.5
Regional Rail Cost per trip in AED 13 13 13
Metro/LRT/Bus Fares Cost per trip in AED 3 3 3
Cordon Pricing Toll per trip to cross cordon in AED 20 40 100
Parking Charge (Long Cost per trip in AED applied to Per 2.5/hour 5/hour 7.5/hour
Stay) all highway trips terminating hour
in a parking management area stay
Note: Parking charge is additional to charges included within planned Parking Management Strategy.
Examination of the details of the demand management measures, taking into consideration the
evaluation and modelling work since the completion of Working Paper 8, allowed for a
refinement of the demand management tests through an iterative process.
In order to ensure the model outputs reflected the impact of these measures on the network,
some of the interventions set out in Working Paper 8 were tested and refined.
The revised measures broadly reflect those developed for assessing the four scenarios in Working
Paper 8 however the introduction of charges on the public transport network and inclusion of
one proposed cordon charge in place of an inner and outer cordon were the most significant
additions.
As part of the consideration of the phased implementation of infrastructure schemes and policy
measures it has was necessary to assess the nature and scope of demand management measures
that could be appropriate for intermediate years. The introduction of demand management
measures in the intermediate years is seen as complementary to the introduction of new
infrastructure in Abu Dhabi, most commonly referred to as a carrot and stick approach. The
introduction of new infrastructure, based around key public transport schemes, will be
supplemented by encouraging transference of trips from private vehicles through fiscal means.
Page 221
Figure 8.2: Process to Determine Demand Management Measures
Initial Demand Management

Policies and Proposals
Working Paper 6 and 6a Proposals
Consultation on Model Testing and Technical

Proposals Environmental/ Social Sessions with
(Workshop 19th Assessment DoT
June 2008)
Working Paper 8 Proposals
Consultation on Fine Grained Model Technical

Proposals Testing and Sessions with
(Workshop 19 th Environmental/ Social DoT
November 2008) Assessment
Working Paper 9 Proposals
Intermediate Forecast Year

Testing and Proposals/
Phasing of Measures
STMP Demand
Management Proposals
The impact on the transport network in the intermediate years will be significant as growth
targets set out in Plan Abu Dhabi 2030 are reached and the construction impacts of new
transport measures are felt. Thus, the staged introduction of demand management measures was
tested to define the impact these measures would have.Table 8.2 presents the assumptions that
form the basis of the agreed intermediate years travel demand forecasts.
Page 222
Table 8.2: Demand Management Measures for Intermediate
Intermediate Years
Intervention 2015 2020 2025 2030 Low DM

Parking Charges none AED2 / hour AED3.5 / hour AED5 / hour
AED 1.25 per
Taxi Fares AED 1 per km AED 1.25 per km AED 1.25 per km
km
Fuel Cost AED 0.25 per km AED 0.5 per km AED 0.5 per km AED 0.5 per km
Regional Rail AED 3 per trip + AED 3 per trip + AED 3 per trip + AED 3 per trip +
(Metropolitan area) AED 0.1 per km AED 0.1 per km AED 0.1 per km AED 0.1 per km
Long-Distance Rail
(Abu Dhabi - Dubai,
AED 3 per trip + AED 3 per trip + AED 3 per trip + AED 3 per trip +
Abu Dhabi - Al Ain,
AED 0.7 per km AED 0.7 per km AED 0.7 per km AED 0.7 per km
Abu Dhabi - Saudi
Border)
Metro/LRT/Bus Fares AED 3 per trip AED 3 per trip AED 3 per trip AED 3 per trip
none none none none
Cordon Charge
none none none none
The intervention levels for the intermediate years reflect a low level of demand management as
agreed with the DoT. This level of intervention allowed for testing and technical discussions on
the impacts of the interventions prior to developing a series of demand management proposals
for the Preferred Scenario.
Scenario The following figures set out in Volume 2 of this report display the
modeled results for the AM peak period for these interventions:
2015 Preferred Scenario with Low Demand Management - volume/capacity ratio by link
(Figure 8.1)
2015 Preferred Scenario with Low Demand Management public transport passenger
flows (Figure 8.2)
2020 Preferred Scenario with Low Demand Management volume/capacity ratio by link
(Figure 8.3)
flows (Figure 8.4);
2025 Preferred Scenario with Low Demand Management volume/capacity ratio by link
(Figure 8.5);and,
flows (Figure 8.6).
Page 223
As a result of this testing, and more detailed consideration of the implications of the forecast
traffic situation in 2015 if the recommended metro were not available, it is now considered that
the introduction of demand management measures should begin prior to 2015. However, as
explained earlier in the STMP, it is considered undesirable to introduce these measures unless a
reasonable alternative to use of the private car is available. A possible approach would be
introduction of a high quality bus rapid transit system from park and ride sites at the Grand
Mosque, or preferably off of the island, running along Airport Road and serving multiple stops
within the CBD. With the implementation of bus priority this could provide a sufficient service to
encourage car drivers out of their cars, and allow the introduction of demand management
measures prior to 2015. Further analyses will be required to determine the full details of this
proposed short-term scheme and to allow design and implementation to take place.
Subsequent to this testing, the varying levels of demand management interventions for 2030,
using low, moderate and high levels of intervention were tested. These are set out in Table 8.3.
Table 8.3: Demand Management Measures 2030 Preferred Scenario

Moderate
Infrastructure Low Demand High Demand
Intervention Demand
Only Management Management
Management
Parking Charges none AED5 / hour AED7.5 / hour AED10 / hour
AED 1.25 per AED 1.5 per
Taxi Fares AED 1 per km AED 2 per km
km km
AED 0.25 per AED 0.5 per AED 0.75 per
Fuel Cost AED 1 per km
km km km
AED 3 per trip AED 3 per trip AED 3 per trip
Regional Rail AED 3 per trip +
+ AED 0.1 per + AED 0.1 per + AED 0.1 per
(Metropolitan area) AED 0.1 per km
km km km
Long-Distance Rail
(Abu Dhabi - Dubai, AED 3 per trip AED 3 per trip AED 3 per trip
AED 3 per trip +
Abu Dhabi - Al Ain, + AED 0.7 per + AED 0.7 per + AED 0.7 per
AED 0.7 per km
Abu Dhabi - Saudi km km km
Border)
Metro/LRT/Bus Fares AED 3 per trip AED 3 per trip AED 3 per trip AED 3 per trip
AED 10 on AED 20 on
none none Abu Dhabi Abu Dhabi
Island Island
Cordon Charge AED 5 on AED 10 on
Shahama and Shahama and
none none
Mid-Island Mid-Island
Freeways Freeways
The results of the model runs for these interventions and for the corresponding Reference Case
are set out in the following figures in Volume 2 of this report:
2030 Reference Case - volume/capacity ratio by link (Figure 8.7);
2030 Preferred scenario Infrastructure Only - volume/capacity ratio by link (Figure

8.8);
2030 Preferred scenario Infrastructure Only - public transport passenger flows(Figure

8.9);
Page 224
2030 Preferred scenario - Low Demand Management - volume/capacity ratio by link
(Figure 8.10)
2030 Preferred scenario - Low Demand Management - public transport passenger flows
(Figure 8.11)
2030 Preferred scenario - Moderate Demand Management - volume/capacity ratio by

link (Figure 8.12)
2030 Preferred scenario - Moderate Demand Management - public transport passenger

flows (Figure 8.13)
2030 Preferred scenario - High Demand Management - volume/capacity ratio by link

(Figure 8.14)
2030 Preferred scenario - High Demand Management - public transport passenger flows
(Figure 8.15)
8.10 Components Removed from Preferred Scenario
As detailed in section 8.3 of Working Paper 8, the process of narrowing the definition of the
Preferred Scenario resulted in some components being removed. Many of the links were removed
because the traffic forecasts demonstrated that they were not required as other links would better
cater for the traffic demand. Similarly some of the policies were found to be unnecessary or even
in conflict with the STMP objectives, or in several cases different components were in reality
alternatives. The individual components removed are detailed in Table 8.4.
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Table 8.4: Components Removed from Evaluation Process for Preferred Scenario
Removed Removed I.D. Component
Emerging Preferred
Preferred Scenario
Scenario
RH 23 Extension of Al Saada (19th) Street to Reem island
RH 44 Proposed Hamdan Street to Saadiyat Link
RH 45 Second link from Reem Island to Al Reem Bridge
RH 46 E10 Bypass via Yas and Samaliyyah Island
RH 50 Upgrade 16th Street in Khalifa City A to Freeway
RH 54 E30 Northern diversion to E10 bypass
RH 55 Connecting E20 and E22
RH 56 New airport road Extension to Maqta Bridge
RH 57 Airport road diversion to E22
RH 58 30th Street diversion to Mussafah-Abu Dhabi link
RH 59 Miscellaneous links to complete grid pattern
RM1 Make through routes out of dead-end streets to enhance connectivity
within CBD according to road hierarchy where redevelopment takes
place
PT 21 Saadiyat Island hotels spur
PP 3 No Wait Transit in Capital City (alternative to PT19)
PB 1 Bus Rapid Transit on key strategic routes
PB 2 Extensive conventional bus services following routes identified for
Light Rail Transit
PE 1 Cable Car to Lulu Island
PW4 Water taxi Corniche to Lulu Island
F8 E40 Truck Route extension to E11
F1 New truck route Mussafah via E11 to Khalifa Port and Dubai
replacing existing truck route
F 16 Upgrade E75 truck route to Dual carriageway
DW 9 Air conditioned (solar) pedestrian bridges / subways and walkways
DW 10 Develop network of Segway routes linked to cycle route network
DI 1 Weekly no driving day
DI 2 Encourage provision of home work hubs
DI 12 Flexible mall opening hours
DF 5 Increase taxation on vehicle registration, annual test and import fees
DF 8 Cordon pricing (E11 Cordon junctions of E10 / E11 and Abu Dhabi
Island Cordon)
DF 10 Free public transport and Park and Ride
DF 11 Fares to cover operating and maintenance costs of public transport
DF 12 Extending restrictions on car ownership / licences
DF 13 Private Toll lanes on Freeways
DP 10 Automated parking buildings
DP 12 Sharing business car parks for other uses at weekends
DP 14 Physically restrict the availability of on-street parking
L2 Annual Property tax to fund operating and maintenance costs of
public transport
Page 291
8.11 Preferred Scenario Components
The Preferred scenario comprises a total of 200 infrastructure and policy based measures which,
when combined, form the basis for the sustainable delivery of a transport network that will help
achieve the STMP objectives and the goals set out in Plan Abu Dhabi 2030.
The evolution of the Preferred scenario,

scenario as described in this Phase 2 Report, was underpinned
throughout by an evaluation process that is based on the three elements of sustainable
development focusing on economic, environmental and social objectives.
The refinement of the Preferred scenario to the 200 proposed components provides the key input
for final testing and evaluation. The further evaluation is based on the details of the Preferred
scenario,
scenario the details of which are in:
Components detailed in Table 8.5;
Policy and strategy proposals outlined in section 8.12 to section Error! Reference source
not found.;
found.
Detailed descriptions of the specific components listed in Table 8.5 are included in
Appendix A; and,
Details within Figure 8.16 and Figure 8.17 set out in Volume 2 of this report.
Qualification of various components is included in Table 8.6.
Page 227
Table 8.5: Components in Preferred Scenario
Year of Opening
Reference Case
C = Committed
Preferred
ID
R
ROAD NETWORK
RH 3 Shahama Freeway Extension C 2010
RH 6 Salam Street Tunnel (includes grade separated junctions on Salam Street) C 2011
RH 7 Second Abu Dhabi - Dubai Freeway as far as E30 2015
RH 9 Connecting Reem Island to Saadiyat - Abu Dhabi link 2020
RH 10 Connecting the city to Al Suwa Island - bridges 1,2,3,& 4 C 2010
RH 14 Saadiyat to Reem Island Bridge 2025
RH 18 Al Ain to Dubai highway upgrading (E66) C 2015
RH 25 Lulu Island Highway (with bridges links from Marina Mall to Mina Zayed) C 2015
RH 28 Upgraded E20 Freeway (Mussafah Bridge to E11) 2020
RH 29 Upgraded E22 Freeway (Maqta Bridge to E11) 2025
Upgrade E15 to D2 from E11 to just south of Gayathi with grade
RH 37 2020
separated junctions and crossings
RH 38 Upgrade E65 to D2 with grade separated junctions and crossings 2015
RH 39 Upgrade E90 to D2 with grade separated junctions and crossings 2015
RH 40 Al Ain Northern Bypass C 2020
RH 41 Define and impose road hierarchy with associated management policies 2012
RH 42 Low noise surfacing and noise barriers 2025
Page 228
Year of Opening
Reference Case
C = Committed
Preferred
ID
RH 45 Second link from Reem Island to Saadiyat - Abu Dhabi Island link 2015
RH 47 Muroor Road Extension to New Island Bridge and E20 2020
RH 52 Four tunnels linking Abu Dhabi Island to Lulu Island C 2030
RH 54 Tunnel from Reem to 31st Street 2015
RH 63 Bainuna Street widening C 2030
RH 66 Electra Street Tunnels at Junctions 6 and 4 C 2030
RM 3 Shared road / walk / cycle space 2020
RM 4 Intelligent real-time driver information systems 2015
RM 5 Urban Traffic Management and Control (UTMC) 2015
RM 6 Traffic calming in residential areas within superblocks 2020
Intelligent speed adaptation (ISA) to increase highway capacity through

RM 7 2025
closer vehicle spacing
RS 1 30 kph zones in residential areas / near schools 2015

RS 2 Driver training 2012
RS 3 Education / information 2010
RS 4 Introduce and enforce highway code 2012
RS 5 Programme of safety improvements at accident black spot locations 2010
RS 6 Enforcement of traffic violations 2010
RS 7 Real time signs informing drivers of speed in key locations 2010
RS 8 Average speed cameras (point to point) 2015
RS 9 Enhanced annual vehicle safety checks 2012
RS 10 Commercial driver hours limitation scheme (freight and taxis) 2015
RS 11 Introduce and enforce regulations for vehicle weights / overloading 2015
Narrow traffic lanes in CBD to slow down traffic and to increase road
RS 12 2015
safety
RS 13 Road Safety Audits 2010
RS 14 Strategic Road Safety Plan 2010
P PUBLIC TRANSPORT
PR Regional Rail
PR 1 Regional Rail CBD Station to Dubai via Capital City and Airport 2025
Regional Rail CBD to Ghantoot, Shahama Town Centre via Capital City
PR 2 2025
and Airport
PR 3 Abu Dhabi to KSA/Qatar, via Mirfa and Ruwais 2030

PR 5 Abu Dhabi to Al Ain 2025
PM Metro
Page 229
Year of Opening
Reference Case
C = Committed
Preferred
ID
PM 7 Dedicated Airport Express Rail Service 2025
PT Tram
PT 1 Al Raha Beach Light Rail (Airport to Emerald Gateway) 2013
PT 2 Yas Island connection to Raha Beach 2013
PT 3 Yas Island northern loop 2020
PT 4 Suwa Island loop 2012
PT 5 Reem Island loop 2012
PT 6 Saadiyat Island Loop 2014
PT 7 Reem Island - Khalifa Street - 11th Street loop 2012
PT 8 Lulu Island - Mina Zayed - Suwa - Marina Mall loop 2020
PT 11 ADNEC - Khalidiyah Mall - Central Market - Lulu Island 2020
Yas Island interchange - Hydra - Al Falah - Motorworld - Airport T1 - Yas
PT 12 2020
Island
PT 20 Capital City outer circle serving Universities, Sports Hub 2025
PT 24 Capital City - Mohammad Bin Zayed City 2025
PT 25 Southern extension of PT 18 to Mafraq Labour Camp 2025
PT 26 Emerald Gateway - Mussafah - ICAD 2030
PT 27 Mohammad Bin Zayed City - Mussafah - Grand Mosque 2030
PT 28 Northern Yas - Shahama Town 2030
PT 29 Al Ain tram 2030
PT 30 Cultural District -Zayed First Street - Inter Continental Abu Dhabi Hotel 2015
PT 31 Al Falah Street - Airport Road - 19th Street - 28th Street Loop 2020
PB Bus
Page 230
Year of Opening
Reference Case
C = Committed
Preferred
ID
Fine grained network of local buses with bus priority linking to metro /
PB 3 2015
tram services
Enhanced inter-regional long-distance coach network linking main towns

PB 4 2015
in Eastern and Western regions
PB 5 Alternative fuels for buses 2015

PB 6 Low emission vehicles 2015
PB 7 Demand responsive transport 2015
Ensuring all public transport infrastructure is easy to use by mobility
PB 8 2015
impaired
PB 9 Introduce Bus Network C 2010
PB 10 Introduce Bus lanes 2010
PB 11 Restriction on parking at bus stops 2010
PO 1 Appropriate number of taxis 2010
PO 3 More taxi ranks at key locations 2010
PO 4 Taxi booking with a single phone number 2015
PO 5 GPRS taxis booking 2015
PO 6 Alternative fuel taxis 2015
PO 7 Low emission taxi vehicles 2015
PO 8 School buses where appropriate 2010
PO 9 Employee buses where appropriate 2010
PI 1 Travel information direct to mobile phones 2015
Integrated smart card ticketing system covering rail, metro, tram, bus,
PI 2 2015
ferry, taxi, parking
PI 3 Timetable integration & optimisation 2015

PI 4 Develop key multi-modal interchanges 2015
PI 5 Real-time information at bus stops / interchanges 2015
PA 1 Introduction of improved pedestrian routes within development sites 2010
PA 2 Air-conditioned walkways linking development to interchanges 2015
PA 3 Travelators linking development to interchanges 2015
PA 4 Quality signage and wayfinding 2015
PA 5 Air-conditioned tram / ferry / bus shelters 2015
PA 6 Passive cooling for bus shelters 2015
PW Water transport
Scheduled ferry service Emerald Gateway to Al Bateen via Zayed Sports
PW 1 2015
City
PW 2 Scheduled ferry service Yas Island Marina to CBD Station via Raha Beach 2015
PW 3 Circular ferry service - Suwa Island, Saadiyat Island, Reem Island 2015
Page 231
Year of Opening
Reference Case
C = Committed
Preferred
ID
PW 5 Network of jetties for water taxi services 2015
PW 6 Ferry service to Dubai 2015
More control of the marine environment - fees based on boat emissions
PW 7 2020
etc.
PW 8 Implement marine navigation system, buoys 2015
PW 9 Low emission ferries 2015
PE Tourism
PE 2 Dhows to islands 2020
F FREIGHT
Multimodal waterfront distribution centre at ICAD and secondary bimodal

F 2 2015
waterfront distribution centre at Mina Zayed

F 4 New Multimodal distribution centre at Airport free trade zone 2015
F 5 New freight rail lines as per GCC Study (i.e. Union Railways) 2020
Transhipment from distribution centres using electric or low pollution

F 6 2020
vehicles or freight trams
F 7 Rail freight line Al Ain to Abu Dhabi / KPIZ (included by Union Railways) 2030
F 9 Freight signage strategy 2015
F 10 Freight area agreement and management 2015
F 11 Waste management and disposal strategy 2015
F 12 Removal of Truck Routes to allow Trucks to utilise Primary Road network 2010
F 15 Allow trucks to use E22 Abu Dhabi to Al Ain highway 2010
D DEMAND MANAGEMENT
DR Road--based strategies
Road
DR 1 High occupancy vehicle lanes on freeways 2020
DR 2 Low emission zone AD Island, Suwa, Al Reem and Saadiyat Island 2015
DR 4 Park & ride sites with valet service 2020
DR 5 Car sharing scheme / car clubs 2015
DR 6 Internet or mobile phone based real-time traffic information system 2015
Internet or mobile phone based real-time multi-modal travel information
DR 7 2020
system
DR 8 Real-time VMS to influence mode of travel 2020
Provide network of safe cycle routes with cycle parking at key destinations
DW 1 2015
and at transport interchanges
DW 2 Cycle hire schemes 2015

Page 232
Year of Opening
Reference Case
C = Committed
Preferred
ID
DW 6 Pedestrianisation of middle ring in Capital City and cross streets 2020
DW 7 Traffic light controlled pedestrian crossings on key desire lines in CBD 2020
Provide priority for pedestrians at traffic light controlled junctions in CBD

DW 8 2025
where appropriate
DW 11 Improved pedestrian routes within existing developments 2015

DI 3 Encourage increased use of Internet shopping and home delivery 2015
Communication and marketing strategy for public transport network,

DI 4 2015
develop PT awareness campaign
DI 5 Event management strategy - concerts / sports events / religious events 2015

DI 6 Active traffic & incident management 2030
DI 7 Personalised travel planning 2025
DI 8 Workplace travel planning 2020
DI 9 Residential travel planning 2020
DI 10 School travel planning 2020
DI 11 Flexible working hours 2030
DF Pricing
Pricin g strategies
DF 1 Remove fuel subsidies 2020
DF 2 Introduce fuel tax on petrol and diesel 2030
DF 3 Introduce vehicle tax depending on emission levels 2030
DF 4 Introduce subsidies for alternative fuels 2030
DF 6 Parking charge according to fuel efficiency of vehicles 2025
DF 7 Subsidies for alternative modes 2015
DF 9 Congestion charging 2030
DF 14 Employers to provide travel card for employees 2030
DP 1 Parking management and charges in parking management zone C 2010
DP 2A Extend parking management as required 2015
DP 2B Extend parking management to Capital City 2015
DP 3 Increasing on-street parking charges - balance between long & short stay 2015
DP 4 Off-street parking management - balance between long & short stay 2015
DP 5 Parking VMS to minimise traffic circulation 2020
DP 6 Parking for visitors provided in new developments 2015
DP 7 Introduce parking standards for new developments 2015
DP 8 Provide car parking as needed to improve public realm 2015
DP 9 Parking barns (edge of centre parking for car free areas) 2020
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Year of Opening
Reference Case
C = Committed
Preferred
ID
DP 11 Mobile phone parking payment systems 2025
DP 13 Enforcement of parking violations 2020
L PLANNING
L 1 Car free developments with electric car clubs 2030
L 3 Public realm / urban design 2020
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Table 8.6: Comments on Components Included in Preferred Scenario
Lulu Highway (Marina Mall to Committed. This scheme would provide a dual carriageway road along the length
RH25
Mina Zayed) of Lulu Island with connecting bridges at each end.
This scheme proposes the upgrading of the E10 to dual 5-lane carriageways from
RH27 Upgraded E10 Freeway the Sheikh Zayed Bridge and the connection with the E22 Freeway as far as the
junction with the E11.
This scheme provides a direct link from Abu Island to South Hodariyat Island to
South Hodariyat link to Abu
RH36 serve the proposed residential development on the Island. The scheme would be
Dhabi Island
constructed with dual 4-lane carriageways.
Second link from Reem Island This scheme provides better connectivity between Reem Island and Abu Dhabi
RH45
to Al Reem Bridge Island. The proposed link would be constructed with dual 4-lane carriageways.
These four proposed tunnels connect to the Lulu Highway (RH25) to provide a
Four tunnels linking Abu
RH52 bypass for the Corniche. Although apparently committed, these links are not
Dhabi Island to Lulu Island
considered necessary to meet the STMP travel demands.
This scheme is associated with RH52 and RH9. The STMP travel demands suggest
RH63 Bainuna Street widening this widening may not be required although the grade separated junction with
11th Street is confirmed to be necessary.
Electra Street Tunnels at These schemes are associated with RH52 and are unlikely to be needed if RH52 is
RH66
Junctions 6 and 4 not implemented.
This scheme provides a new link from Reem Island to Salaam Street, close to 31st
Tunnel from Reem Island to Street, and is the preferred alternative to provide improved access to and from
RH54
31st Street Reem Island, although there are considerable environmental issues to overcome
requiring further detailed studies.
Rail line linking Abu Dhabi CBD, where a signature station and interchange with
Regional Rail CBD Station to
metro/tram will be provided, via Capital City, where another signature station and
PR1 Dubai via Capital City and
interchange with metro/tram will be provided, and via Abu Dhabi International
Airport
Airport, and hence to Dubai and the northern Emirates.
Regional Rail CBD to
Provision for stopping services on the inter-regional rail line to Dubai with
Ghantoot, Shahama Town
PR2 potential intermediate stations at Shahama, KPIZ and Ghantoot. There is likely to
Centre via Capital City and
be the need for passing loops at some of these stations.
Airport
Rail line linking Abu Dhabi CBD via Capital City to the Saudi border at Ghwaifat
Abu Dhabi to KSA/Qatar, via
PR3 and potentially also to Qatar. Includes provision for stopping services with
Mirfa and Ruwais
possible stations at Mirfa and Ruwais.
Rail line linking Abu Dhabi CBD to Al Ain to provide a commuter passenger
service. There is the potential for intermediate stations. Further work is required
PR5 Abu Dhabi to Al Ain
to define a suitable alignment that minimises duplication of the passenger lines
with the planned Union Railway freight rail line to Al Ain and beyond into Oman.
Construction of a metro line to link major attractors on Saadiyat Island to Marina
Mall with an interchange at CBD station to other lines. The link would start from
Saadiyat Station following PM1 route to Central Market station and then heading
southwest along the alignment of 7th Street on Abu Dhabi Island before
terminating at Marina Mall.
PM2 Saadiyat Island to Marina Mall
The link would be approximately 15 km in length and have approximately 8
stations with interchange to tram and bus networks. Alternatively there is the
possibility of the link to Marina Mall being operated as a spur from Airport Road;
which appears to have benefits in terms of future patronage. Further assessment
of these alternatives should be conducted as part of the forthcoming Metro Study.
Provision of flexible bus services to respond to user demand in areas of Abu Dhabi
where appropriate, rather than relying on fixed route services in areas of low
PB7 Demand responsive transport
demand. This would complement PB3 in those areas where conventional bus
services cannot be justified at a reasonable frequency.
Development of a passenger ferry system with terminals in Emerald City, Zayed
Sports City/ADNEC and the existing Marina at Six Towers. From south to north,
Scheduled ferry service
ferries would run from Emerald Gateway linking onto the Mussafah side of the
PW1 Emerald Gateway to Al Bateen
harbour before going north to Zayed Sports City/ADNEC where a terminal would
via Zayed Sports City/ADNEC
be provided with the capacity to handle crowds for major events. The ferry would
then run north to Six Towers.
Provision of water taxis to take passengers from Abu Dhabi Island to islands of the
Network of jetties and piers for
PW5 east coast such as Al Reem and Suwa Island. A series of piers would have to be
water taxi services
constructed. Service would be primarily aimed at visitors.
Rather than an Emirate-wide fuel tax to act as a demand management measure,
with possibly a cordon charge, it is recommended that the preferred scenario
DF1,2,9 Fuel tax and congestion charge includes a per kilometre congestion charge for all trips on Abu Dhabi Island
during the normal working day.
Page 235
8.12 Approach to Strategy
Strategy and Policy Development
Strategies have been developed to achieve the transport objectives set out in section 4.5. In some
instances a strategy tackles more than one objective as is the case for the congestion and
accessibility strategies.
The objectives for each goal, along with the associated strategies are set out in Table 8.7.
Table 8.7: Goals, Objectives and Associated Strategies
Goal 1 - Economy: Promoting Economic Competitiveness and Vitality through Efficient, High
Quality Transport Services for Passengers and Freight
Objective Strategy
Minimise congestion
Congestion management strategy
Reduce reliance on the automobile
Sustainable & efficient freight distribution Freight management strategy
Goal 2: Society and Culture - Protecting and Enriching Peoples Lives by Maximising Safety and
Access to Opportunities for All.
Objective Strategy
Improve international connectivity
Improve regional connectivity Accessibility strategy
Improve connectivity within metropolitan area
Improve safety Safety and security strategy
Enhance the pedestrian realm Strategy to improve the pedestrian realm
Goal 3: Environment - Delivering World Leading Performance in Environmental Sustainability ,
through Responsible Use of Resources, Minimising Pollution, and Preserving of Abu Dhabis
Dhabis
Unique Environment
Objective Strategy
Develop a low carbon economy Low carbon strategy
Environmental protection strategy - natural
Preserve critical natural environment environment
Protect and enhance cultural heritage, Environmental protection strategy - built
landmarks, symbols and monuments environment
Each strategy consists of a number of strategy elements that are described in the following
sections and summarised at the beginning of each strategy.
The key policies that will be required to support the strategy are also identified at the end of this
Chapter. More detailed policy considerations will be developed further in the institutional phase
of the study. This will categorise the various types of policies into:
Institutional policies
Planning and investment policies
Operational, regulatory and licensing policies
Pricing, cost recovery, taxation and subsidy policies
Page 236
The strategies and policies also feed through into the implementation plans and the performance
management and monitoring framework. An outline action plan for the non-infrastructure
elements of the strategy is set out in Table 8.28.
Goal 1: Economy
Economy Promoting Economic Competitiveness and Vitality through
Efficient, High Quality Transport Services for Passengers and Freight.
8.13 Problems, Issues & Challenges

Challenges
Plan Abu Dhabi 2030 envisages a future population of over 3 million people, with as many as 7.9
million tourists. Land-use developments in the period to 2030 will be extensive and significant.
Residential GFA (Gross Floor Area) will surge by more than 500% from 41 million to 256 million
square meters and Office GFA will be nearly tripled from 10.7 million to 27.4 million square
meters. As a result, there is forecast to be a five fold increase in trip making. Refer to figure for
reference case
The transport modelling work undertaken for the STMP has indicated that without significant
investment in transport infrastructure and policies to manage the demand for travel, congestion
in 2030 will be severe and grid-lock commonplace. Average door to door travel times in the
morning peak without the STMP, for example, are forecast to extend by a factor of five.
This increase in development will also result in a significant increase in freight movements. The
efficiency of freight movements will be affected by the congestion and the growth in freight will
contribute to the congestion. The congestion will adversely impact on economic competitiveness,
inward investment and the attractiveness of Abu Dhabi for businesses and tourists.
Tackling congestion by reducing reliance on the private car will be key to promoting economic
competitiveness and vitality. The congestion strategy therefore includes a range of measures that
focus on providing alternatives to the private car, managing the demand for travel and mitigating
the ensuing impacts, as well as targeted highway improvements.
The congestion management strategy consists of four main themes or sub-strategies. These are
set out in Table 8.8 along with a set of components that will need to be implemented to achieve
the strategy outcomes.
The freight management strategy is also summarised in Table 8.8. Each strategy is described in
more detail below.
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Table 8.8: Strategies to Achieve
Achieve Goal 1
Strategy Sub-
Sub-Strategy Components
Congestion management
strategy Providing high quality Rail
alternatives to the car Metro
Light rail
Bus
Ferry
Interchange
Ticketing
Information
Walking and cycling
Making best use of the Highways
highway network Road hierarchy
ITS & information
Network management
Transit-oriented Land-use planning
development Parking in new developments
Travel planning for new
developments
Parking
Demand management Travel planning
Public information / behaviour
change
Fares
Park and ride
Cordon pricing
Freight transhipment
Freight management Freight transport
strategy modal shift
Freight traffic
management
8.14 Congestion Management Strategy
8.14.1 Providing High Quality Alternatives to the Car
The STMP includes the development of a world class public transport system with a hierarchy of
modes. The public transport system provides both fast links for longer journeys and a fine grained
network of stops so that most developments are well served within a convenient walking time of
no more than 5 minutes, or 300 metres. Long distance travel is accommodated by the rail system
linking Abu Dhabi to Dubai, Al Ain and the Western Region.
Within the metropolitan area, a metro system provides rapid transit linking the Airport, the CBD
and Capital City with high frequency segregated fixed track infrastructure. More local trips are
accommodated by an extensive high frequency light rail network with feeder bus services.
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Rolling stock and vehicles will be air conditioned and fitted to a high level of comfort to maximise
attractiveness to car drivers. Ferry services would provide critical connections between the
Islands for business and tourist trips.
The system provides for many of the key routes without the need to interchange.
nterchange However
interchanges will be required for more complex travel patterns. Key interchanges would provide
for ease of transfer between modes and access to the surrounding public realm. Air-conditioned
shelters for passengers would be provided at all bus, tram and ferry stops to ensure comfort and
make using public transport as attractive as possible.
An integrated smart card ticket will be introduced which allows electronic ticketing throughout
the public transport network in Abu Dhabi. This system would be fully integrated for all public
transport modes and would be used in conjunction with a zonal system for fares. The card could
also be used for parking at Park & Ride sites and even for small purchases instead of the need for
coins. If pricing measures are introduced to discourage private car use (see below) the smartcard
could also be used to pay tolls or cordon pricing charges.
Providing timely and accurate real-time public transport travel information at the point of use
and remotely will help to increase the attractiveness of public transport to car users. This can be
achieved by:
information direct to mobile phones;
real time information for passengers waiting at bus stops through use of satellite (or
radio-based) tracking of buses; and,
on-line information on the travel situation at any point in time with estimates for journey
times for different modes and also details of incidents on the public transport network or
roads that could impact on journeys so that travellers could be informed of prevailing
travel conditions before leaving home or work.
Provision will also be made for walking and cycling as a mode of access to the public transport
system as well as a mode of travel in its own right for more local journeys. Improved walking
routes would be provided for pedestrians in locations where there are high volumes of pedestrian
movements or along links between transport interchanges and key facilities (potentially cooled
by air-conditioning units powered by renewable energy) and general improvements in design and
planning of the public realm in the existing CBD to make it more attractive to pedestrians.
For much of the year temperatures are compatible with cycling as a mode of transport. However
existing roads have not been designed with cyclists in mind and there are few dedicated facilities
for cyclists. The STMP encourages the development of a network of safe cycle routes from new
and existing developments, short term hire of cycles which could be encouraged in workplaces,
through clubs or at major interchanges (similar to the Paris scheme), cycle parking & storage
facilities, the definition of clear cycle routes and the promotion of cycling as an alternative to the
car.
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8.14.2 Provide New Highways and Manage Traffic
Although wherever possible demand is to be accommodated by the provision of high quality

public transport, the evaluation exercise reported in this Phase 2 Report demonstrated that the
STMP objectives cannot be achieved without the need for additional highway infrastructure.
infrastructure
A number of major highway improvement projects are planned or under construction and the
STMP includes provision for additional highways to accommodate demand including the Mid-
Island Parkway scheme which plays an important role in providing additional connectivity to the
CBD, Al Suwa and Al Reem islands and relieving pressure on other routes onto Abu Dhabi Island.
Management of the 2030 highway network will require the development of a Road Hierarchy
which specifies the role of individual roads in terms of their strategic function, for example
whether they are intended to carry longer distance traffic.
Higher classes of road would be designed to accommodate higher speeds safely, have higher
capacity, fewer accesses and restrictions on parking along the route to keep traffic free flowing.
Lower classes of road would have lower speeds commensurate with increased amounts of
kerbside activity, lower capacity and numerous accesses.
Policies will apply to the road hierarchy to restrict any impacts that may result through
development activity. An indicative road hierarchy for Abu Dhabi is set out below.
Freeway high speed, controlled access, grade separated junctions with no frontage.
Primary Road high speed, some controlled access and some grade separated junctions,
frontages on controlled access points.
Distributor Road speed varies, at grade with no controlled access. Frontages along
length but restricted along higher speed stretches.
Local Distributor 2 lanes width maximum, low speed, no controlled access, frontages
along length.
Local Access low traffic speed, local streets to access residences, local facilities, includes
culs-de-sac.
Improving the operational management of the highway network is an important element of the
strategy to tackle congestion and improve journey time reliability. This would be implemented by
means of Intelligent Transport Systems (ITS) that improve the quality, safety and efficiency of the
transport networks for all classes of user at all times.
Information to drivers would be available to in-car satellite navigation systems, presented on

road-side Variable Message Signs (VMS), and personal communication devices. Drivers could be
advised to use park and ride and public transport if there was severe congestion on Abu Dhabi
Island. Real-time information is provided from GPS satellite tracking systems enabling up-to-date
information to be given to drivers to make their journeys more efficient.
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Urban Traffic Management & Control (UTMC) will be enhanced to allow the co-ordination of
traffic signals, normally through a centrally located computer, to increase traffic flows. UTMC will
lead to an initial increase in network capacity to 10 to 15%. However these benefits erode over
time as the initial specifications can quickly become out of date.
UTC Systems can update signal configurations on an on-going basis thus eliminating the capacity
erosion but need active management through control centres. It will include the development of
a real time parking information system, to provide drivers with information to avoid them having
to search for a parking space thereby increasing local traffic circulation.
Measures such as these are currently in use in a number of countries. In Europe a real-time
information system is used on the peripherique (the Paris orbital) and other French motorways
where real-time journey times to junctions are displayed and in the UK variable speed limits are
in operation on the M25 motorway.
Such systems are an important part of network management.

management This also includes proactive
management of construction that affects the highway such as new road or public transport
construction, and utility works and incident and event management to address the impacts of
major events in Abu Dhabi on the transport network.
Plans would be put in place for all major stadia, cultural and religious facilities that have large
volumes of visitors in short periods of time. A team will also be maintained that is responsible for
the handling of major incidents on the transport network and contingency plans will be
developed to deal with worst case crashes on the network (for both public transport and
highways). Real-time traffic models could be constructed to enable incident management plans
to be quickly developed.
8.14.3 Transit Oriented Development
Land
Land-
nd-use planning controls will ensure that new developments are designed to minimise the
impact of traffic generation by ensuring that they are planned in such a way as to ensure the
maximum possible uptake of alternative modes of transport, particularly public transport. Transit
oriented development encourages compact, higher density, mixed use, pedestrian friendly, high
quality development at and around transit stations.
This will involve developing detailed design guidance covering for example the level of
accessibility to alternative modes that should be designed and funded by the developer and a
policy framework for planning applications that explicitly assesses the developments impacts,
consistency with the design guidance and consistency with the policy framework to ensure that
developments contribute to the aims and objectives of the STMP.
This will also include the development of a framework for ensuring that the transport impacts
caused by the new developments are mitigated through funding contributions. It includes
designing the location of land-use activities e.g. local services to maximise walk and cycle trips to
these locations. Transit oriented development is a concept that is gathering pace in the United
States.
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Parking standards will be developed for all new developments. The level of parking permitted will
depend on the type of development, its location and its accessibility to public transport. The latter
can be assessed by measuring the accessibility of a particular development site and, where
necessary, ensuring that public transport improvements are part of the development proposal.
Parking standards would also specify the capacity provided for visitor parking to make most
effective use of the on-street parking capacity
Developers will be required to provide travel plans for new developments. For residential
developments this will be a residential travel plan and for employment generating land-uses it
will be a workplace travel plan.
The plans can range from being voluntary to compulsory. Such plans are used in many countries
across the world to ensure that developments plan to reduce the traffic impacts of their incoming
residents and workers. They are most effective when compulsory and subject to a robust
monitoring regime that ensures that the benefits are sustained over a period of time.
Residential travel plans can ensure that all new houses have effective IT connections with public
transport information terminals installed to provide information on alternative modes of travel.
8.14.4 Demand Management
Demand management is a tool kit of techniques to influence the demand for travel, primarily to
encourage people to travel by non-car modes or to make fewer trips. They can include pricing and
behavioural change measures and measures including taxes on fuels that are referred to as part
of the low carbon strategy.
Parking management is an important part of the tool kit. The existing parking management areas
that have been introduced in the CBD will be extended to help address the congestion caused by
long term parking in the CBD which arrives in the congested AM peak.
Conversely short-term parking will be controlled by restricting length of stay in key locations to
encourage turn-over in spaces to benefit the local economy. On-street parking will also be
controlled and formalised to enhance local safety and protect the impacts on the built
environment. This will require a legal process of traffic orders to enable effective enforcement to
take place.
Travel planning is an important aspect of demand management. Personalised travel plans would
be developed for residential areas and travel plans for workplaces and schools to inform
individuals of travel choices and to deliver mode shift. These measures would encourage the
initiation of shared buses and encourage the use of flexible working hours and working/shopping
from home to minimise transport needs.
There is not currently a culture of using modes other than the car because of lack of provision of
alternatives until the recent introduction of buses. Public information campaigns will therefore
be important in influencing attitudes and changing behaviour.
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Widespread media campaigns will be required selling key messages to encourage use of
alternative modes and these will need to be on-going over a number of years as alternatives to
the car are constructed and introduced. It will include a general campaign and more specific
targeted campaigns aimed at increasing for example public transport ridership in a corridor
where new services have been introduced. Fares policies will support the congestion strategy by
enhancing the attractiveness of travel by public transport relative to the private car.
Park and Ride sites would be located at various locations along the public transport network.
Provisional sites include:
Yas Island near the proposed racetrack;
Between Capital City and Masdar;
Mohammed Bin Zayed City near the junction of the E11 and E22 and,
Sites to capture traffic heading to Abu Dhabi Island.
The park and ride sites would be located just outside any cordon pricing cordons that may be
introduced under the demand management scenario to provide a cheap alternative to driving
into the metropolitan area of Abu Dhabi.
Cordon / road pricing manages road vehicle demand through pricing. Drivers may be charged to
cross a cordon with the fee varying usually by time of day as a proxy for the level of congestion.
This is usually enforced by Automatic Number Plate Recognition (ANPR) systems which will
need to be adapted to local conditions to enable them to deal effectively with glare and the
variety of number plates in operation. Alternatively, a fairer method of charging for road use
could be based on the distance travelled within a zone, or the time spent travelling. The method
adopted will need further investigation before a final choice can be made.
Park and ride would be provided immediately outside the cordon locations linked to public
transport services.
Road user charging would be introduced, if necessary, to manage demand later in the Plan period
and would only be introduced after an effective public transport system comes into operation to
provide a viable alternative to the car.
The modelling undertaken for the STMP indicates that variable charges are likely to be necessary
with lower charges on the Shahama Expressway and Mid Island Parkway than on the more
congested main roads onto the Island. However, alternative approaches may be more suitable in
practice.
The precise nature of the technology used and system introduced would be subject to a detailed
feasibility study. Systems that charge drivers on a variable per mile basis within the cordon or
more widely, monitored through satellite technology are likely to be realistic and viable options
for a more targeted and specific policy approach to road pricing.
This could be in addition to, or in place of, any fuel tax and charges could depend on the real-
time level of congestion and / or the level of pollutants emitted by the vehicle.
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8.15 Freight Management Strategy
A detailed freight strategy is necessary to support the STMP. This comprises elements that are
directly related to the freight sector, plus many initiatives that are common to both passenger
and freight transport. The direct elements included within the strategy will:
Promote greater freight transhipment to improve service integration and efficiency;
Evaluate the case for freight transport modal shift; and,
Support improvement in the existing freight traffic management strategy.
Indirect elements of the freight strategy relate to the broader minimisation of the impact of
freight movements on the environment and society. This includes aspects related to noise, air
quality, safety and the impact upon the natural environment. These general elements are
presented in sections covering Social and Cultural (Goal 2) and Environmental (Goal 3).
8.15.1 Freight Transhipment
The STMP Strategy promotes the development of key Regional Distribution Centres (RDC) in
Khalifa Port and Industrial Zone, Mussafah/ICAD, Abu Dhabi International Airport, Al Ain, and
within Mina Zayed.
The purpose of these RDCs is to provide effective transhipment locations for consolidation,
processing and onward transfer of freight between primary and secondary distribution flows,
thereby improving the overall efficiency and effectiveness of Abu Dhabis freight transport
system.
The multimodal aspects of selective RDCs will also promote the case for the interchange of freight
between alternative road, rail or coastal shipping services, promoting broader freight transport
connectivity across the Emirate. This may be expected to encourage a gradual shift from road
based haulage to alternative rail and shipping services on key routes.
A key objective of the RDCs will be to retain the existing system where most deliveries are made
by small trucks and vans which are permitted to use the full road network at any time. This is
acceptable where delivery trips are relatively short, mostly from Mina Zayed, and relatively few
long-haul trips are required. It is important to retain this situation even after the port is relocated
to KPIZ. To this end retention of at least a barge unloading facility at Mina Zayed for deliveries of
consumer products for the CBD is recommended.
In contrast there are also large volumes of construction materials transhipped through Mina
Zayed and moved largely by HGVs. The routes available for HGVs, and the times they are
permitted to operate on Abu Dhabi Island, are limited. It will be beneficial once these movements
are relocated to KPIZ. However inevitably there will remain the need to deliver construction
materials to development, and re-development, sites from KPIZ. Current restrictions and the
policy towards permits should be retained for this activity; it is not appropriate to use RDCs
within the metropolitan area for these materials.
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Consolidation of freight at the RDC will benefit from the promotion of freight market information
services, providing transport operators with the opportunity to minimise empty backhaul
movements or sub-optimum loading. This will also improve the co-ordination between road, rail,
and shipping services.
Concentration of freight road haulage interchange at the RDC also provides the scope of
enhanced vehicle regulation of the sector, thereby addressing related safety issues. It also
provides the opportunity for driver training and education.
8.15.2 Freight Transport Modal Shift
Abu Dhabis existing freight transport is almost exclusively based around road haulage
operations. This may be viewed as inconsistent with the long term sustainability objectives
established within the Plan Abu Dhabi 2030.
Consideration therefore needs to be given to the means through which alternative transport
modes can be promoted.
For the majority of freight movement the final delivery will likely remain linked to road haulage.
However consideration needs to be given to the promotion of alternative rail and shipping based
transport options for those types of cargo where dedicated shipments are viable.
This will require implementation of Union Rails planned freight line linkages from Khalifa Port
Industrial Zone (KPIZ) to Mussafah/ICAD, and to Al Ain, Dubai and KSA. Further consideration
needs to be given to the means to promote coastal shipments from Khalifa Port through the Mina
Zayed RDC and Mussafah Port.
Another requirement for managing road freight traffic is to overcome the serious problems of
truck overloading and poor maintenance which imposes heavy damage on the highway structure
and substantially increases to costs of road maintenance. This is also a contributory factor in
traffic accidents. To address these issues it is proposed that changes to truck licensing and
annual testing be introduced, together with a stronger approach to weigh enforcement with
overloaded vehicles being stopped and not allowed to proceed until they have been partially
unloaded to within the legal limits. As a complementary measure it is recommended that
changes in fees for licensing and use of trucks are increased, according to their load and
emissions characteristics, and that when and where road user charges are introduced these
should vary such that larger and more damaging trucks pay higher charges accordingly.
In line with other policies, we have assessed the case for changes to the system of truck roads
within the Emirate. Of most concern is the E75 which entails a long diversion though the desert
for trucks, a situation that could be exacerbated when the port moves to KPIZ which will result in
a substantial increase in truck traffic between KPIZ and the metropolitan area. In order to
support the economic growth of industry and commerce within the Emirate, the usual approach
would be to permit trucks to use the most direct primary routes and design these accordingly.
Indeed it is frequently the case internationally that trucks and freight movement are a major
justification for new highways. Any restrictions, or diversions, have the effect of adding costs to
industry and hence reducing their economic competitiveness.
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However in the local situation there has been a move towards separation of trucks from car
traffic; which has possibly been based in part on safety concerns; clearly an accident between a
car and a truck has the potential to be severe, especially if the car is moving much faster than the
truck. Rather than continuing this separation, we are recommending policies to substantially
improve road safety by a series of measures, as described in the next section.
With the implementation, and enforcement, of improved road safety measures, applied in the first
instance to the major highways, we would anticipate that mixing trucks and cars would be
preferable, bearing in mind the economic benefits that would be obtained. We therefore
recommend that trucks be permitted to use the major highways and that the existing truck routes
could be effectively abandoned, or simply retained for access by local landowners.
The continuation of current policies to restrict trucks to the two nearside lanes on major
highways is supported; this will allow for trucks to overtake with least impact on other traffic.
Allowing trucks to overtake is important as many vehicles currently appear under-powered, or
over-loaded, and run at very low speeds. This issue is discussed further in section 8.15.3.
Where necessary, existing or new highways will be designed accordingly; this should be more
cost effective than building a network of separate truck routes, which will need to be designed to
at least dual 2-lane standards for safety and to permit trucks to overtake.
8.15.3 Freight Traffic

Traffic Management
Improving the management of freight movements and their impacts on the highway network is
an important aspect of the STMP freight strategy as the movement of freight is an important
element of industrial development and goods are needed to serve the needs of consumers
throughout the Emirate. There are many prospective elements to this strategy, including freight
traffic demand management, network management, and enhancement of the operational
effectiveness of freight services.
Within the metropolitan area, as in many cities worldwide, there are already restrictions on
trucks on certain routes and at certain times of day. The relocation of the port from Mina Zayed
to KPIZ gives the opportunity to review these restrictions and to revise them to better meet the
needs of the 21st century. As most industrial activity will be concentrated in Musaffah, ICAD and
KPIZ it will be relatively straightforward to provide appropriate highway capacity for movements
between and within these areas to cater for all truck movements.
Similarly the long-distance routes to Dubai, Al Ain (and beyond to Oman) and to the KSA should
be designed to international standards that allow for significant truck traffic, although some of
this freight movement may transfer to the competing freight rail line once this becomes
operational.
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Nevertheless there remains the need for trucks to enter the metropolitan area to distribute goods
to retailers, consumers and for construction. As mentioned above, it is proposed that a system of
RDAs be provided so that deliveries to retailers and consumers can continue to be made by vans
and small vehicles, which should be permitted to operate anywhere at any time of day.
Construction traffic is however more problematic as the need for large trucks cannot be avoided.
The current policy of restrictions by route and time of day should therefore be continued;
however a policy to encourage use of alternative methods of delivery, e.g. by water, should also
be encouraged where appropriate.
To complement these restrictions, it is also proposed that a system of truck signage and real-time
traffic information be introduced to provide an improved service to truck operators and drivers
and to make most efficient use of the available road network at all times. This will also enable
limited use of certain routes within Abu Dhabi island by trucks during the day to improve the
efficiency of construction and redevelopment activity.
Enhancement of the effective capacity of freight haulage services is a further aspect. This will be
addressed through a combination of regulations to raise the technical quality of vehicles
deployed to enforce restrictions in vehicle handling and through improvements in operator and
driver training and education.
Goal 2: Society & Culture Protecting and Enriching Peoples Lives by Maximising
Safety and Access to Opportunities for All.
8.16 Problems, Issues and Challenges
Improving accessibility, particularly by non car modes is an essential element of the STMP. This
needs to include international connectivity to support business and tourism, regional
connectivity to join together all parts of the Emirate and metropolitan connectivity as well as
ensuring that transport is accessible to all sectors of the community.
Currently public transport accessibility within the Emirate of Abu Dhabi is severely limited with
an overwhelming reliance on the private car and taxis. A bus network was introduced in June
2008 offering initially free travel; the network is being incrementally expanded and fares were
introduced in February 2009.
The network is planned to expand to operate 1,360 buses by the end of 2010. There is no specific
bus priority and information and interchange facilities are currently limited. Buses will continue
to play a role with the STMP in place but will move towards a role complementary to other
elements of the public transport hierarchy which will include rail, metro, light rail, bus and taxi.
There are approximately 7,147 taxi licenses made available to the franchises with the vast
majority in Abu Dhabi (5,005). The focus has been on phasing out the older white and gold taxis
by 2012 and replacing them with more modern vehicles. They will continue to have a role with
the STMP in place to provide access in locations where, or at times when, no other public
transport alternative exist.
Indeed, there is an immediate need for additional taxis and even by 2030 their complimentary
role will continue and the number of taxis needed is expected to be higher than the number
available today.
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Taxis are not generally accessible to the disabled, however it is understood that the new buses
that will start to serve the Capital from March 2009 will be accessible. Ensuring an inclusive
transport system is developed which provides access for all sectors of society and takes into
account the cultural issues is a key challenge for the STMP.
Road safety is a significant problem in the Emirate. The UAE has one of the highest levels of road
crash fatalities per head of population (Figure 8.3). The level of crashes in the UAE is twice that
recorded in the United States, and five times higher than the UK.
Inappropriate speeds and poor driver education are some of the main factors for the high crash
rates. A series of policy measures is already being introduced to address these issues and
understandably reduce the current high rate of crashes, and the serious social impacts on the
victims and their families.
Compared to world class cities Abu Dhabi has a poor pedestrian realm. While there are some
attractive pedestrian environments, for example along the Corniche, there are few areas within
the metropolitan area that are not dominated by the car. The STMP aims to improve the
pedestrian realm to make the environment more attractive for all pedestrians, including tourists
and the disabled.
Figure 8.3: Fatalities per 100,000 People in Selected Countries
Fatalities per (100,000 people) population Selected Counries - 2006
45
38.7
40
35
No. of Fatalities
30
25.3
24 23.5
25 22.5 21.9 21.7 21.6 21
20
14.5 14
15 12.8
11 9.8 8.7 7.9
10 6.2 6.1 5.5 5.4 4.6
5
0
Dubai
Iran
Russian Federation
Spain
Japan
Sweden
Abu Dhabi (2005 Data)
South Africa
UAE
Malaysia
Australia
Dubai Nationals
Netherlands
IUSA
Poland
Hungary
Italy
Germany
France
Latvia
UK
The strategies designed to achieve this goal focus on the provision of high quality and inclusive
public transport alternatives to the car to provide public transport accessibility for all sectors of
society to international, regional and metropolitan destinations within the Emirate as well as
enhancing the pedestrian realm.
The accessibility strategy consists of three themes or sub-strategies aimed at enhancing

connectivity and improving accessibility for the disabled, as set out in Table 8.9.
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The safety and security strategy is composed of measures to address road safety and the security
of residents and visitors using public transport. The strategy to tackle the pedestrian realm
consists of the pedestrianisation of key areas where there are significant numbers of shoppers
and tourists as well as improvements to key pedestrian routes.
Table 8.9: Strategy Overview

Strategy Sub-
Sub-strategy Components
Accessibility strategy Improve international Rail, metro, taxis &

connectivity interchange
Improve regional connectivity Rail, long distance coach
Improve metropolitan Metro, light rail, bus taxis &

connectivity interchange
Access for disabled
Access for all Access for women & children
Fares
Traffic & vehicle regulations
Safety & security Road safety Driver training & education
strategy Pedestrian safety
Accident investigation
Speed management
Road safety audit & safety
plan
Security Security on public transport
Strategy to improve
pedestrian realm Pedestrianisation
Pedestrian routes
8.17 Accessibility
Accessibility Strategy
8.17.1 Improve International

International Connectivity
International public transport connectivity enhancements are a core part of the STMP proposals.
Key features include:
A new rail network connecting the CBD to Capital City, Abu Dhabi Airport, Dubai, Al Ain, the
Western Region and Saudi Arabia; and,
A new metro system connecting key destinations within Abu Dhabi including tourist areas
such as Saadiyat Island.
This policy develops major interchanges within the public transport network to focus on the
transfer of significant volumes of passengers between modes. Development and location of key
interchanges should plan for ease of transfer between modes and access to the surrounding
public realm.
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Climate controlled shelters for passengers could be provided at all bus, tram and ferry stops to
ensure comfort and make using public transport as attractive as possible. However, where
appropriate, well shaded and passively cooled waiting areas will be provided as these are a more
sustainable alternative. This would complement the metro system where all stations would also
be of high quality and include air conditioning.
Regional connectivity enhancements will consist of improvements to Public Transport as well as

road infrastructure. Key features include:
A new rail network connecting Abu Dhabi with Dubai, Al Ain and Al Gharbia including the
intermediate stations to ensure key towns and development are connected (also improving
international connectivity as described above);
Upgraded regional bus routes interconnecting with the PT modes envisaged for the
metropolitan area described in the next section; and,
Upgrading of regional roads and establishment of a clear road hierarchy, i.e. upgrading E11
from Mafraq to Ghweifat and building a second Abu Dhabi Dubai Freeway.
8.17.3 Improve Metropolitan Connectivity
Within the metropolitan area, the rail and metro services will be complemented by a
comprehensive tram system connecting metro termini to destinations. Where demand is
insufficient to justify a tram route, bus feeder services will be provided to ensure that door to door
journey times are competitive with the car. Tram and bus feeder services will provide a fine-
grained network with stops at roughly 500 metre intervals so that everyone is within a 5 minute
walk (300 metres) to a public transport stop.
Where development density is too low to support traditional bus service or a reasonable
frequency, it is proposed that demand responsive services should be considered as an alternative.
Ferry services will also be provided connecting both sides of Abu Dhabi Island along with key
locations to the central area.
The hierarchy of public transport modes ensures an inclusive range of public transport services
are available for all sectors of society (Figure 8.4).
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Figure 8.4: Hierarchy of Public Transport Modes
High
Rail
Metro
Speed /
Regional /
capacity international
Light rail
Bus
Taxi
Ferry Local
Low
Low High
Stops per km
Improvements to the operation of taxi services will also be part of the strategy to improve
metropolitan accessibility.
Formalisation of shared taxis and increases in the availability of taxi ranks in key locations will be
implemented to improve taxi operations and address the safety issues of taxis stopping on busy
carriageways.
There would also be the provision of a single booking telephone line to make it easier for the
public to book a taxi and an automated system which allocates taxi bookings to the nearest
available taxi whenever a booking is received by the central call centre without distinguishing
between franchises. This system will substantially improve the efficiency of taxi operations and
reduce the number of empty taxis cruising the streets looking for passengers.
The accessibility strategy provides for tourists in a number of ways. This includes providing high
quality gateway services to Abu Dhabis planned tourist areas from the International Airport,
providing high quality transit around the city linking key tourist destinations, and providing
transit that is aimed at encouraging Abu Dhabis tourist offer.
The provision of Dhow styled boats to operate as water taxi services would also be aimed at the
tourist market and use piers provided for ferries and water taxis such as Raha Beach, ADNEC and
Intercontinental hotel.
8.17.4 Access for All
This strategy ensures access for all in society by ensuring that transport is accessible to disabled
people, although these facilities would also helps travellers with children, pushchairs or luggage
and are therefore of much wider benefit to society as a whole. This would include the
requirement for all new transport infrastructure to be accessible to the disabled and for this to be
a requirement of providing planning and scheme permissions.
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Public transport will consist of low floor and accessible vehicles, and lifts will be provided at
interchanges and stations. The pedestrian environment will be made more accessible by the
provision of tactile paving at crossing points and pedestrian crossings that can be accessed by
wheel chair users. The target for implementation is 100 % of infrastructure which is fully
accessible to the disabled.
Public transport will need to be designed to accommodate the cultural needs of women and
children. This will include segregation of seating areas on public transport.
children
Fares will be set at a level to ensure that users on lower incomes are not prevented from
accessing the public transport system.
8.18 Safety & Security Strategy
8.18.1 Road Safety
The road safety strategy consists of a number of sub-strategies as illustrated in Figure 8.5.
Figure 8.5: Road Safety Strategy
ROAD SAFETY STRATEGY
Traffic & vehicle Driver training Road safety audit Accident Speed
Pedestrian safety
regulations & education & safety plan investigation management
Reduced injury accidents
Traffic & vehicle regulations include the enforcement of traffic violations. This requires vehicle
safety checks to improve the condition of all vehicles by enforcing an annual test on key vehicle
maintenance issues and emission tests to assist in addressing carbon emissions.
There will also be the introduction of driver hour regulations, through a digital tachograph or
electronic log books which record data digitally on a smart card. This form of safety measure can
also be used to address speeding in commercial vehicles. There will also be maximum loads that
commercial vehicles are allowed to carry depending on the type of vehicle checked and enforced
through a network of weighbridges at key locations on the truck network.
Driver training & education will include the development of a comprehensive Highway Code
which would form the basis for management and enforcement of traffic violations and driver
training. This would allow improved driver training to focus on improved safety, for example lane
discipline and defensive driver training techniques and a staged drivers qualification (such as a
2 year probationary period) which introduces restrictions on newly qualified drivers.
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Education campaigns on driving in Abu Dhabi would be introduced that focus on areas of safety
and road-based danger which are particularly relevant to reducing the death rate from highway
crashes. There could be campaigns to target specific groups (such as truck drivers, younger
drivers, pedestrians, repeat speeding offenders etc). Safety education in schools could also be
helpful to promote safety awareness of youngsters.
Improvements to pedestrian safety will be achieved by addressing road safety black spots for
pedestrians through the installation of pedestrian controlled traffic signals. These are likely to be
mid-block in the superblocks and other key locations to help promote safe pedestrian crossings.
Other key locations could include in front of schools, at hospitals and at key transport
interchanges where the imposition of reduced speed limits, e.g. 20 mp/h, would be considered.
There would also be the inclusion of a pedestrian only phase at traffic signals, where
appropriate, to improve pedestrian access and increase safety at most intersections.
The accident investigation sub-strategy would address highway crash black-spot locations
through a programme of road safety engineering. This would include a compilation of a geo-
referenced accident sites register or database to ensure a picture is being developed over time.
From existing available crash statistics, locations where multiple or serious crashes have
occurred would be addressed, as already happens for Al Ain.
Speed management is an essential part of the road safety strategy as speeding is a significant
problem on Abu Dhabis roads. This sub-strategy would support:
Introduction of across the board measures to reduce traffic speeds in higher density
residential areas and near schools during hours when students are moving into and
out of the school grounds;
A speed limit policy to reduce speeds;
Strategic location of radar activated signs which inform drivers of their current speed;
Measurement of average speed over a set distance to determine if a driver has been
speeding. This measure is reliant on the use of technology such as automatic number
plate recognition;
Independent speed adaptation (ISA) of vehicles could also be introduced in the longer
term.
Road Safety
Safety Audits will require the development of road safety audit guidelines for Abu Dhabi
and the completion of road safety audits (RSA) by a suitably qualified road safety audit team at
all stages of design from preliminary design to completed scheme.
RSAs should also be completed on the existing highway network to mitigate against road safety
hazards. This policy is designed to improve road safety from engineering and human factors
perspectives. It qualitatively estimates and reports on potential road safety issues and identifies
opportunities for improvements in safety for all road users. RSA is a valuable, low-cost tool that
enhances safety of a project by providing unbiased early recommendations.
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Strategic Road Safety Plan.
Plan The objective of this policy is to develop and launch a comprehensive
and coordinated Strategic Road Safety Plan (SRSP) for the Emirate of Abu Dhabi that focuses on
engineering, enforcement, education, emergency services, and the corresponding regulatory
framework.
The SRSP will integrate and focus Abu Dhabis road safety programs by:
Assessing plans, goals, and priorities of all road safety stakeholders in the Emirate;
Determining regional emphasis areas through a cooperative process, strategies, and

priorities; and
Integrating goals and accompanying strategies from the Abu Dhabi 2030 Plan.
8.18.2 Transport Security
To make public transport and associated interchanges and walk links attractive to the general
public it is important to ensure that measures are in place to ensure that journeys are safe and
secure. This will include measures such as closed circuit TV cameras at strategic points
monitored through a central control system, communications systems in each interchange, and
possibly escorts on vehicles and at interchanges.
This will also ensure that the systems are designed in such as way as to ensure that waiting space
is not secluded and is appropriately lit to reduce the perception of poor security.
8.19 Strategy to Improve the Pedestrian Realm
8.19.1 Pedestrianisation
The strategy includes detailed investigations of the scope for pedestrianisation of key parts of the
city centre such as Hamdan Street, along with improvements to crossings for pedestrians,
creating shading and the pedestrianisation of the Saadiyat waterfront to cover the main visitor
attractions.
Areas where pedestrians have priority over cars are a feature of many world class cities, especially
in areas of cultural interest, for example the pedestrianisation of one side of Trafalgar Square,
London. This approach therefore forms an important element to support the high levels of
tourism required to support Plan Abu Dhabi 2030.
8.19.2 Pedestrian Routes
Walkways for pedestrians will be provided in locations where there are high volumes of
pedestrian movements or along links between transport interchanges and key facilities
(potentially cooled by air-conditioning units powered by renewable energy) and there will be
general improvements in design and planning of the public realm in the existing CBD to make it
more attractive to pedestrians.
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Goal 3: Environment Delivering World Leading Performance in Environmental
Sustainability,
Sustainability, through Responsible Use of Resources, Minimising Pollution, and
Preserving of Abu Dhabis Unique Environment.
8.20 Problems, Issues

Issues and Challenges
Minimising the environmental impacts that will inevitably arise from the planned growth of Abu
Dhabi presents a considerable challenge. The STMP aims to go beyond the simple mitigation of
these impacts to deliver world leading performance in environmental sustainability.
One of the main issues that needs to be addressed is the delivery of a low carbon future for the
Emirate. With little current public transport provision, the transport system is a major
contributor to the Emirates CO2 emissions.
There is currently a high proportion of petrol fuelled private vehicles, SUVs and old vehicles
without modern emissions abatement technology and driving styles that produce a high levels of
emissions. The need for air conditioning to ensure that transport services and facilities are
attractive to the user adds to this burden.
The challenge for the STMP is to deliver a strategy that maximises the use of alternative fuels and
minimises CO2 emissions through incentives, pricing and regulation as well of ensuring that
alternative lower carbon modes of transport are at the heart of the strategy and provide an
attractive alternative to the car for as many journeys as possible. However the STMP can only fit
within the broader energy policy for the Emirate that will govern the means for electricity
generation that can then be used by transport.
For example, although modest amounts of solar power can be locally generated by solar panels to
provide very localised electricity to power electronic signs for example, a significant impact can
only be made where a much larger level of solar power generation underpins the wider energy
policy.
The STMP calls for a significant increase in availability of low carbon electricity from outside of
the STMPs direct project boundary. This low carbon energy should be generated preferentially
from renewables, followed by nuclear power. Alongside sufficient availability there should also be
an energy tariff which supports the utilisation of this low carbon energy over conventionally
generated energy.
There are also a number of more local environmental impacts that will need to be addressed
through the strategy. These include air pollution and noise of which transport is a key
contributor. Road traffic is responsible for locally elevated concentrations of pollutants, mainly
NO2, although the impact is usually limited to a few hundred metres each side of main roads.
Other pollutants include SO2, ozone and particulates (PM10).
The proposed one-hour air quality guideline for NO2 (200 g/m3) is predicted to be exceeded by
traffic emissions alone. Outside the city, the proposed one-hour guideline may be exceeded when
emissions from sources such as power plants are added to traffic emissions. Similarly, predicted
short term NO2 concentrations are above the proposed limit in Al Ain city centre. SO2
concentrations are expected to comply with the relevant standards.
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Most noise being generated in the Emirate is anthropogenic (industrial or from transport). Most
urban areas have high noise levels throughout most of the day from traffic on major roads and
from use of car horns. This can be exacerbated by high speeds and large engine vehicles.
The major highways and fast traffic also produce considerable noise levels. Aircraft landing and
departing Abu Dhabi International Airport and Al Bateen City Airport provide significant noise
levels, which are especially obvious during pilot training missions conducted by the air force
around Abu Dhabi Island. Protecting the unique natural environment of Abu Dhabi and the
biodiversity is also of key importance. Abu Dhabi has important ecological areas such as the
eastern mangroves area and coastal mudflats, which need protection from the impacts of new
transport infrastructure.
Sensitive critical ecosystems are already under stress from development, land reclamation,
dredging, construction of breakwaters and industry. Finally the STMP needs to ensure that the
built environment and cultural heritage of Abu Dhabi is both protected and enhanced through
the STMP. The environmental strategy, sub strategies and components are summarised in Table
8.10.
Table 8.10:
10: Environmental Strategy
Strategy Sub-
Sub-strategy Components
Lifecycle low carbon Low carbon framework
Low carbon strategy commitment guidelines
Vehicle taxes & charges
Fuels & emissions Low emission zones
Low emission vehicles / fleet
Establish environmental
Environmental protection Environmental protection protection areas & marine
strategy - natural protection zones
environment
Marine code
Environmental protection Protection of the built

strategy - built environment Protection zones
environment Noise barriers, low noise
Reduce noise in sensitive surfacing and monitoring /
urban areas reporting
Improve air quality in urban
areas Monitoring and mitigation
8.21 Low Carbon Strategy
8.21.1 Life Cycle Low Carbon Commitment
This strategy sets out a low carbon framework to cover the whole life cycle of STMP components.
A suite of regulatory documents will need to be developed to set out low carbon guidelines in
areas such as:
STMP Low Carbon Infrastructure Design
STMP Low Carbon Procurement
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STMP Low Carbon Infrastructure Construction
STMP Low Carbon Operations
The guidelines will be aimed at the specific groups of organisations responsible for decisions at
different stages along the STMP implementation cycle. For example the contractors responsible
for building the STMP infrastructure will follow the STMP Low Carbon Infrastructure
Construction Guidelines.
The guidelines acts to maximise the opportunity for incorporating low carbon options and
decision making by laying out a road map of low carbon prompts, suggestions and targets that
the organisations would otherwise not necessarily adopt.
8.21.2 Fuels & Emissions
This strategy aims to encourage use of low emission vehicles. This could include a variety of
policy tools such as a scaled car and HGV vehicle tax which takes into consideration the level of
emissions from a vehicle, and the fuels used. Significant discounts of up to 100% could be given
for vehicles which have low emission levels and subsidies provided for the use of alternative fuels
which have low carbon emissions such as bio, hydrogen or electric (solar powered) fuels.
Parking fees could also be tailored within parking management zones to the vehicle emissions
and fuel of the vehicle.
The public transport vehicle fleet, including buses, trams, metro and rail will also use the latest
low emission technologies such as fuel cells and hydrogen power. Low emission buses and trams
will also helps to control the level of particulates and harmful emissions, especially within
densely developed and trafficked areas. As the public transport system is largely commencing
from scratch this represents a real opportunity to implement low carbon and low pollution
technologies from the outset.
Taxis would also be encouraged to run on alternative, low carbon, low emission fuel sources,
with up-front financial incentives for franchises to purchase and run alternative fuel taxis. This
could be supported by introducing a rebate or fund for converting taxis in the existing fleet to run
on low emission fuels as well as requiring taxis brought into the network after a certain date
being run on low emission fuels only
A marine code would be introduced with a fee structure for pleasure craft based at marinas in
Abu Dhabi based on the level of emissions from vessels, encouraging use of alternative fuels
rather than existing high polluting fuels such as marine diesel. Vessels using renewable energy
features such as PV cells will be supported.
This strategy would support the investigation of creating two low emission zones (LEZs):
Abu Dhabi, Reem, Suwa and Saadiyat Islands, and,
Capital City bordered by the E22, E20 and E11.
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The zone would deter high polluting vehicles by imposing a charge on them if they entered the
zone, generally heavy diesel vehicles, vans, trucks and some cars with high carbon emissions.
This policy has worked well in London and is likely to be introduced to smaller cities in the UK.
The low carbon strategy is also supported by measures described above under the congestion and
accessibility strategies to reduce reliance on the private car and to encourage less
environmentally damaging forms of transport. The low carbon strategy is also supported by the
road safety measures that encourage better driver behaviour to reduce the level of vehicle
emissions. Other transport facilities will also need to be designed to minimise carbon emissions
such as use of solar power where applicable.
8.22 Environmental Protection Strategy - Natural Environment
8.22.1 Environmental Protection
This strategy sets out to minimise the impact of transport infrastructure development on sensitive
aspects of the natural environment of Abu Dhabi.
Environmental protection zones will be established to prevent the encroachment or damage of

critical natural resource areas through acting in accordance with the following hierarchy when
designing transportation infrastructure:
1. Avoid critical natural resources
2. Minimise impact
3. Mitigate and offset/replace if there is unavoidable encroachment or damage
Alongside this, the policy will also support the restoration of any on-site natural resource areas.
Transport infrastructure should be designed and implemented in line with the following
principles from the emerging Estidama Community Guidelines. Section 8.1 Natural Resources,
Ecology, and Open Space:
Natural Area protection
Avoid any encroachment or damage to a critical natural resource area
- Protect imperilled species and critical habitats
- Restore on-site degraded natural resource areas
- Preserve existing healthy trees and native vegetation as practicable, replace trees
removed with native / low water species
Interim Estidama Community Guidelines (IECG) are emerging UPC regulations for the development of sustainable
communities specific for Abu Dhabi. As the IECG are currently in draft status, as the STMP is updated and implemented
it reference to the most current guidelines should be made.
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Restricted access areas and vessel speed restrictions will be adopted to prevent damage to
environmentally sensitive marine and coastal areas caused by effects such as vessel wake wash
and pollution. The electric docking of vessels in ports and marinas will also be supported.
8.23 Environmental Protection Strategy Built Environment
8.23.1 Protection of the Built Environment
This strategy sets out to minimise the impact of transport infrastructure development on sensitive
aspects of the built environment of Abu Dhabi. These aspects include existing cultural or heritage
landmarks, buildings, areas and public open space. This will be done through the prevention of
encroachment or damage to identified areas. Alongside this, the strategy will also maintain and
provide beyond the minimum requirements of public open space and include incorporation of
traditional Arab architectural features into designs.
Transport infrastructure should be designed and implemented in line with the following
principles from the emerging Estidama Community Guidelines. Section 8.1 Natural Resources,
Ecology, and Open Space:
Open Space Access
- Maintain and enhance public access to open space
- Provide additional open space beyond the minimum required
9.1 Building Design / Form
Traditional Arab Architectural Features
- Incorporate traditional Arab architectural features
10.1 Balanced, Liveable Communities
View Protection
Protect public views of significant landmarks, monuments etc.
8.23.2 Reduce Noise in Sensitive Urban Areas
The STMP noise strategy should be developed in collaboration with the EAD Emirate wide noise
strategy.
Low noise road surfacing and traffic noise barriers as appropriate will be provided in locations
where traffic flows are high and adjacent to residential areas and community facilities such as
hospitals, schools and mosques. Noise barriers are located wherever grade separated junctions
are provided in residential areas.
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Noise regulations provide the mechanism for assessing the acceptability of traffic noise in these
locations, and identify the marginal increases in noise arising from new infrastructure that is
acceptable before noise mitigation is required. Design guidance provides the technical
specification for the implementation of such measures.
Design of noise barrier should be in keeping with the local community townscape and
landscaping as much as feasibly possible. For example adopting natural planting and landscaping
such as trees in residential areas to act as noise barriers. There could additionally be some road
safety benefits associated with some types of low noise surfacing such as enhanced skid
resistance. A programme of noise monitoring and reporting will be required.
8.23.3 Improve Air Quality in Urban Areas
The STMP air quality strategy should be developed in collaboration with the EAD Emirate wide
air quality strategy. This strategy requires air quality monitoring within Abu Dhabi and air quality
standards to be rigorously adhered to.
8.24 Environmental Evaluation of Preferred Scenario
8.24.1 Introduction
As outlined by Plan Abu Dhabi 2030, Abu Dhabis islands, sand dunes, sea, coastlines and native
wildlife all blend to create Abu Dhabis incredibly intricate, sensitive and unique natural
environment.
This section presents the results of the final environmental evaluation on the Preferred scenario
using the STMP Strategic Environmental Framework. An air quality assessment has been carried
out on the preferred scenario to provide quantitative results and strengthen the environmental
evaluation.
Conclusions and recommendations are made to ensure key issues learnt from the Strategic
Environmental Evaluation, air quality assessment and all other sustainability and environmental
work done towards shaping the Preferred scenario are carried forward into the Implementation of
the STMP.
8.24.2 Preferred Scenario Final Evaluation

Evaluation Result
The strategic environmental evaluation methodology is outlined in detail in Working Papers 6

and 8. This section presents the results of the environmental evaluation of the Preferred scenario
in comparison to the reference case scenario based on the components of the overall
environmental strategy. The Preferred scenario adopts extensive public transport components as
part of a low carbon approach, alongside world leading sustainable transport components such
as PRT systems, low emissions zones, alternative fuel initiatives, passive cooling of public
transport facilities, cycling schemes, freight movements transferred to rail, multimodal
distribution centres and car free areas.
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A large number of highways components remain to provide the required transport capacity.
These components remain as a negative contribution towards achieving a low carbon economy
by 2030, as seen in Figure 8.6.
Figure 8.6: Preserve the Critical Natural

Natural Environment of Abu Dhabi
90 82
80
70
60
50 43
40
29
30
20 13
10 4 2 1
0
-3 -2 -1 0 +1 +2 +3
Score
Components remain in the Preferred scenario with potential significant negative impact on the
critical natural environment of Abu Dhabi. Section 8.26.1 below identifies these components.
This evaluation result, which highlights these components, should be used to ensure the
maximum reduction in potential negative environmental impact is achieved through avoidance,
minimisation and mitigation of potential environmental impacts at the earliest possible stage as
the Preferred scenario is carried forward. The Preferred scenario also contains components to
enhance the natural environment of Abu Dhabi identified in Section 8.26.3.
Overall, the Preferred scenario has a neutral impact on cultural heritage landmarks and symbols
of Abu Dhabi, as seen in Figure 8.7. Effort should therefore be made to ensure the design of all
infrastructure and associated buildings of the STMP act to provide a positive enhancement of the
cultural heritage of the Emirate.
Figure 8.7: Protect and Enhance Cultural Heritage, Landmarks, Symbols and Monuments
140
130
120
100
80
60
40
21
20 13
7
1 2 0
0
-3 -2 -1 0 +1 +2 +3
Score
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Overall, Figure 8.8 shows that the Preferred scenario has a positive impact on the local air quality
and noise of Abu Dhabi, in comparison to the reference case. With noise and local air quality
already being close to statutory limits in some parts of the emirate, where this evaluation has
highlighted a potential for negative impacts, every effort must be made to avoid, minimise and
mitigate any potential effects.
Figure 8.8: Other Environmental Evaluation Criteria (Noise and Local Air Quality)
Quality)
60
48 50
50
40
34
31
30
20
10 6
4
1
0
-3 -2 -1 0 +1 +2 +3
Score
8.25 Air Quality Assessment
8.25.1 Overview
Exhaust emissions from transport sources disperse in the air, affecting its quality. A deterioration
in local air quality can cause damage to human health and to the urban environment (e.g.
through the soiling of materials, buildings and other structures). The key pollutants that affect
local air quality in Abu Dhabi are PM10 (particulate matter measuring 10 m or less in diameter)
and NO2 (nitrogen dioxides).
CO2 (carbon dioxide) is considered the primary greenhouse gas, and is normally used as the key
indicator for the purposes of assessing the impacts of transport options on global warming and
climate change (this global pollutant does not affect air quality). Here, the total changes in
carbon emissions resulting from the implementation and/or operation of a project are
considered.
From the consultation exercise, it has been found that the key environmental issue for Abu Dhabi
is air quality and how it affects the citys image as a green city.
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Guidance on permissible levels of pollutant emissions to the atmosphere in Abu Dhabi is
provided by Executive Order No. 12 of 2006 Regulation Concerning Protection of Air from
Pollution. In addition, a technical guidance document produced by EAD20 requires that
parameters such as ozone (O3), carbon monoxide (CO), particulate matter (PM10), nitrogen
dioxide (NO2), sulphur dioxide (SO2) and lead (Pb) are considered in assessments of air pollution.
However, it should be noted that due to the high solar radiance levels and the desert
environment within the UAE, ozone and PM10 levels are typically elevated in most areas. As
ozone is a by-product of the reaction of NOx in sunlight, it will not be considered for this
evaluation. Similarly, lead and SO2 will not be considered due to their absence from most typical
exhaust fumes.
8.25.2 Methodology
The assessment focused on mass emissions of CO2, NOX and PM10, applying average emission
rates (in grams per kilometre) to the number of vehicle-km estimated from the traffic model and
the vehicle speed on each link in the network. This approach provides the overall changes in
network-wide emissions and is valid for all transport modes. For simplicity, the effects of
dispersion into the atmosphere have been disregarded. Impacts on ground level concentrations
will be assessed on a project basis as part of the Environmental Impact Assessment.
Emission factors depend on a number of parameters including vehicle type, size and age, in
addition to external factors such as temperature or humidity. There are no readily available Abu
Dhabi specific emission factors and data on the Abu Dhabi fleet are limited.
Emission factors from other countries have therefore been used for this assessment. Both US and
UK factors have been compared to provide a more robust approach in the absence of country
specific data. In the US, the Environment Protection Agency (USEPA) recommends the use of an
emission calculations model, Mobile 6.2.
Insufficient data is available to run the model. The US factors used were pre-established emission
factors from the south-west of the US, as they represented the closest match to the Abu Dhabi
fleet and conditions. For the UK factors, UK national emission factors are available for different
vehicle types and size. UK factors are also speed dependent These UK factors have been adapted
to Abu Dhabi, based on the following assumptions:
All passenger cars use petrol;
All LGVs and HGVs use diesel;
All vehicles are at least Euro II compliant;
HGVs are articulated; and,
No motorbikes have been taken into account.
20
Development of conditions for the permitting of road construction/maintenance operations in Abu Dhabi, EAD
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Although not an accurate inventory, this methodology enables direct comparison between the
scenarios, discussion of the most efficient policies, and identification of hot-spots. The results
obtained with both sets of emission factors are comparable and most conservative figures are
reported below.
Traffic flows for passenger cars, taxis, trucks, private transport and buses for all links within the
study area have been extracted from the traffic model for AM, PM and evening peaks. These
hourly figures have been extrapolated to provide annual flows, using the methodology detailed
below:
Annual flow = (AM Peak flow x 4 + PM Peak Flow x 4 + EV Peak Flow x 7) x 341
8.25.3 Results
The Emirate-wide annual mass pollutant emissions results for 2030 are provided in Table 8.11.
Plots for these emissions when applied to the key scenarios are detailed in Figure 8.18 to 8.27 in
Volume 2 of this report. These plots show a clear relationship in the impact the introduction of
demand management measures have on the Preferred Scenario
Scenario and the levels of NOX and PM10
emissions.
Table 8.11:
11: Pollutants Mass Emissions
2030 Annual Emissions (kt)

Scenario CO2 NOX PM10
Reference Scenario 20,940 46.0 3.8
Infrastructure Only 17,857 37.0 3.2
Low Demand Management 16,066 35.2 3.0
Moderate Demand Management 13,653 32.8 2.8
High Demand Management 11,503 30.5 2.6
CO2 Emissions Global
Reduction in CO2 emissions is key in the STMP objective to develop a low carbon economy by
2030. In comparison with the 2030 Reference Case, the Preferred Scenario infrastructure only
provides a 15% reduction in CO2 emissions, this reduction becomes 23%, 35% and 45% for the
low, moderate and high demand management scenarios respectively.
These large reductions in CO2 emissions significantly reduce Abu Dhabis contribution to global
greenhouse gases and thus impact on global warming and climate change. However it should be
emphasised that real reductions from todays emission levels are urgently required to stabilise
global emissions and to counteract climate change.
The magnitude of reduction required to fulfil international obligations of a reduction of 80% in

CO2 emissions by 2050 will only be achieved by far greater effort. To this end, any policies to
encourage greater use of renewable energy for transport are strongly encouraged. This may be
better achieved with a largely electrically powered public transport system which could include
trolley buses in place of diesel buses.
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This emissions calculation does not assess the CO2 produced at the Power Station in electricity
generation for electrified regional rail, metro, trams and PRT. If this electricity was provided by a
low carbon source such as renewables, this would introduce another large CO2 emissions
reduction measure. Avoided CO2 emissions have a potential for earning carbon credits through
the UN Clean Development Mechanism (CDM).
NOX and PM10 Emissions Local Air Quality
In comparison with the 2030 Reference Case, the Preferred Scenario infrastructure only
provides a 20% reduction in NOx emissions, this reduction becomes 24%, 29% and 34% for the
low, moderate and high demand management scenarios respectively.
Similarly, the Preferred Scenario infrastructure only provides a 16% reduction in PM10
emissions, this reduction becomes 21%, 26% and 32% for the low, moderate and high demand
management scenarios respectively. The key hot spot areas identified by the emissions plots are:
Mid to south end of Abu Dhabi Island;
CBD, Suwa Island and Al Reem Island Area; and,
Capital City.
Individual projects with potential to contribute local pollutant emissions that are located in the
highlighted hot spot areas should make detailed air quality assessments in the project specific
environmental studies such as EIAs.
The location of the proposed low emissions zones demonstrates how they target the key hot spot
areas of potentially impacted local air quality in 2030. This assessment result supports the need
for these low emissions zones and strict emissions policy implementation to prevent degradation
of local air quality in these areas below acceptable limits.
8.25.4 Conclusions of Air Quality Assessment
Local air quality hot-spots have been identified and support the need for the STMP low emissions
zones. Strict emissions strategy and policy is required emirate wide to drive down the emissions
released from all vehicles, across the emirate. Indicative CO2 emissions reductions should be
carried forward and used in CDM feasibility assessment for implementation planning and funding
strategy. Collaboration with the EADs air quality partner organisation NILU should be pursued
for emissions policy development and planning of air quality monitoring.
8.25.5 Alternative Links to Al

Al Reem and the Eastern Mangroves Area
Following on from the evaluation presented earlier in this Chapter, it became evident that
although there was substantial justification for a further new highway link between Reem Island
and Abu Dhabi, there would be substantial environmental concerns with such a link.
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Additional work has therefore been carried out in relation to the highway alignment planned to
connect Abu Dhabi Island to Al Reem Island. This was initially proposed via component RH 23
Extension of Al Saada (19th) Street to Al Reem. Alternatives were considered for the following
reasons:
Potential impact on the Sea Palace; and,
Potential environmental impacts on the Eastern Mangroves area.
The eastern mangroves area, located on the north east side of Abu Dhabi Island, is a critical
coastal habitat area designated for key environmental protection by Abu Dhabi Plan 2030
Environmental Framework, EAD designated protected species and the emerging UPC Coastal
Development Framework with guidance documents to be released at interim status late March
2009 and at final status late 2009.
8.25.6 Alternatives Considered
Figure 8.9 shows the alternative alignments considered. These were initially considered a bridge
or tunnel link.
Figure 8.9: RH57 and RH64 Alternative

Alternative Alignments to RH23
RH57 31st Street Link
RH64 Umm Al Naar Link
RH23
8.25.7 Modelling Results
Without this link between Abu Dhabi Island and Al Reem substantial congestion results with
unacceptable traffic conditions for the link between Reem Island and 11th Street. Adding RH23 to
the highway network solves this traffic congestion.
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Adding RH57 instead of RH23 solves this traffic congestion and reduces predicted congestion in
comparison to RH23. Both RH23 and RH57 have significant potential environmental impacts.
RH64 does not appear to be very useful in traffic terms compared to RH23 and RH57, although it
has potentially much lower potential environmental impact.
8.25.8 Significant Potential Environmental Impacts of RH23 and RH57
These road alignments may have a direct impact on the eastern mangroves, as well as seagrass
and tidal flat habitats close to or within this ecosystem. These habitats are important to
commercially significant and internationally protected species such as migratory birds, marine
turtles, marine mammals, juvenile fish and other groups of flora and fauna. Potential
environmental impacts from these alignments include:
Potentially altering the hydrodynamics of the area, resulting in a reduction in the tidal
flux of nutrients, dissolved oxygen and cool waters to the mangrove system;
A reduction in water quality including an increase in water turbidity and changes to

water chemistry from any dredging/reclamation, construction activity and surface water
run-off (irrigation, rainwater etc);
Increased noise and light levels and a reduction in air quality;
Visual impact on the eastern mangroves viewshed; and,
Cumulative environmental impacts with existing and ongoing development in the area
such as pollution originating from Abu Dhabi city e.g. litter, dirty drain water etc. or the
TDIC Eastern Mangroves development
The UPC Coastal Development Framework guidance documents to be released at interim status
late March 2009 are likely to have significant planning implications for development of any road
alignment in this area.
It should be recognised that there are huge potential negative commercial and political
implications if the STMP proposes to put a highway link through one of the only remaining
relatively undisturbed coastal ecosystems specifically designated for environmental protection.
The decision would display negative environmental stewardship and would go directly conflict
with the sustainability goal of the STMP.
8.25.9 Bored Tunnel Technical Feasibility
If either RH23 or RH57 were constructed as bored tunnels, this could reduce considerably the
potential environmental impacts and may provide a solution acceptable to planning and
environmental permitting requirements.
The technical feasibility of such a bored tunnel for this link can be summarised by the following
points:
Bored tunnel of required 3-4km length is feasible on engineering grounds, even with no
intermediate shafts to the surface;
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Tunnel is likely to be for cars only, unless sufficient headroom for larger vehicles can be
made available, which would create substantially greater engineering issues; and,
Bored tunnel will be at least one tunnel diameter below the sea bed, initially indicating it
will have low impact on hydraulic connectivity to the mangroves. This will need to be
confirmed by further study.
The significant environmental impacts that would still remain with a bored tunnel link include:
Large amounts of spoil would be produced from boring requiring haulage and safe
disposal;
Location of the tunnel portals/entrances needs to be chosen where they would have zero
impact on the mangroves. Portals require significant land take and land availability is low
in this area without the need for destruction of mangroves; and,
Point source air pollution at the entrances and exits to the tunnel.
8.25.10 Recommendations on Alternative Links to Al Reem
The issues surrounding the selection of this alignment and highway design are complex and
require further detailed study to select an appropriate alignment and design for both planning
and environmental permitting requirements, alongside the long term considerations for the
future of one of Abu Dhabis most important remaining coastal habitats.
This could be completed as part of subsequent environmental studies such as a Strategic

Environmental Evaluation or other additional focus study. In particular hydrodynamic studies,
including flushing of the mangroves and water quality models may be required. These elements
should form part of the feasibility study for this proposed link, which should also include
consideration of its potential use for public transport. At this stage we have assumed that an
acceptable solution can be developed at the feasibility stage; for the purposes of the STMP budget
we have allowed for a bored tunnel solution as this is likely to be the most expensive.
A more focussed demand management strategy, such as a Reem Island toll could be considered
in addition to the planned level of demand management, to further reduce congestion and traffic
passing through Reem Island. The STMP should demonstrate a commitment to the
environmental objectives by making a Zero Impact on the Eastern Mangroves commitment.
Every effort should be made to develop a suitable alignment, design and construction method
that has zero direct or long term impact on the critical habitats in this area.
8.26 Environmental Conclusions and Recommendations
The key issues highlighted from the environmental evaluation and lessons learnt from the other
associated environmental work towards the preferred scenario are to be carried forward from
Phase 2 of the STMP. The following section outlines these key issues to be taken forward and sets
the focus to implement and deliver the preferred scenario with a commitment to meet the STMP
Environmental Goal.
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8.26.1 Components in Preferred Scenario with potential severe negative environmental
impacts
The following components remain in the Preferred scenario with potential severe negative
environmental impact. These components were identified as they scored -3 against at least one of
the environmental objectives. The likely level / difficulty / cost of environmental mitigation
measures for these components is likely to be medium to high.
RH62 - 4 tunnel links Abu Dhabi Island to Lulu Island also remains in the Preferred
Preferred scenario.
scenario This
link, although not scored -3 in any single category, provides large potential cumulative impacts
to this marine and coastal area already under considerable stress. Cut and cover tunnels for these
links would be unacceptable on environmental grounds. The impacts would primarily be in
relation to reduction of flushing and degradation of water quality in the area. This would impact
both marine and coastal ecosystems of the area and human health issues related to the bathing
water use on the Corniche public beach.
The findings of the evaluation should be used to ensure that these highlighted components are
fully addressed when moving forward with the master plan to ensure the maximum level of
avoidance and minimisation and mitigation of potential environmental negative impacts is
incorporated into the plan and in subsequent feasibility and design studies. Failure to do so
alongside the environment impacts could also cause delays in programme and very high costs for
required mitigation measures to satisfy environmental permitting requirements. This is
particularly true for the further study required to finalise the highway link to Reem Island as
discussed in section 8.25.10.
Preferred Scenario Components

Potential Severe -ve Environmental Impact
Heritage, Landmarks,
Environment in Abu
carbon economy in
Evaluation Criteria
Abu Dhabi by 2030
Enhance Cultural
1. Develop a low
+++ 3 Large Beneficial

Critical Natural
2. Preserve the
Level / Difficulty /
Environmental
3. Protect and
++ 2 Moderate Beneficial
Symbols and
+ 1 Slight Beneficial Cost of required

Monuments
0 0 Neutral Mitigation Measures

4. Other
-1 Slight Adverse
Dhabi
-2 Moderate Adverse
-3 Large Adverse
R ROAD NETWORK
RH ID New and improved Highways
RH 2 Saadiyat - Shahama Freeway -2 -3 -2 -2 High
RH 10 City to Al Suwa Island - bridges 1,2,3,& 4 -2 -2 -1 -3 Med
RH 11 City to Al Suwa Island - bridges 5,6, 7 -2 -2 -1 -3 Med
RH 12 Al Reem Island to Al Suwa - bridges 11 to 13 -2 -2 -1 -3 Med
RH 13 Al Reem Island to Al Suwa - bridges 8 to 10 -2 -2 -1 -3 Med
RH 14 Saadiyat to Al Reem Island Bridge -2 -2 -1 -3 High
RH 15 Mid Island Parkway -2 -3 -2 -3 High
RH 23 Extension of 19th Street Freeway to Al Reem -2 -3 -3 -3 High

RH 65 Tunnel from Reem to 31st Street (RH23 Alternative) -2 -3 -1 -3 High
P PUBLIC TRANSPORT
PW Water transport
Circular ferry-Suwa Island, Saadiyat Island, Reem
PW 3 1 -3 2 -1 Med
Island
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We recommend that subsequent environmental studies as part of the environmental permitting
requirements should be completed following international best practise and should demonstrate
a strong commitment to the sustainability goal of the STMP and indeed Abu Dhabi itself. These
studies should use the lessons learnt and outcomes of this strategic environmental evaluation as
a starting point.
8.26.2 Components
Components in Preferred Scenario with Opportunities
Opportunities for Environmental
Enhancement
Enhancement
The following principles should be adopted to maximise environmental enhancement on all

components of the preferred scenario:
For maximum commitment to drive towards a low carbon economy by 2030, the
implementation plan and low carbon strategy of the STMP should promote that all
transport organisations are bound to adopting the lowest carbon form of energy available
for each component of the Preferred scenario;
Transport infrastructure in close proximity to critical natural environment of Abu Dhabi

should be designed to maximise the enjoyment and showcasing of the area with minimal
negative impact on the environmental feature;
Transport infrastructure such as bridges / walkways / bus stops should be designed to

incorporate positive and innovative design features inspired by local culture and heritage;
and,
A collaborative partnership with EAD and NILU should be established to provide strong
direction and commitment to strategy and policy measures for the management of local
air quality and noise.
8.26.3 Meeting the STMP Environmental Goal Deliver World Leading Performance in
Sustainability
Sustainability
To ensure the Preferred scenario is implemented and delivered to achieve the STMP
environmental goal to Deliver world leading performance in sustainability through responsible
use of resources, minimised emissions and preservation of Abu Dhabis unique environment, the
following commitments should be made in the final Master Plan:
The truly world leading low carbon preferred scenario will be operated with all electrical
energy generated from low carbon sources of renewables. This requires the STMP to call
for changes in low carbon energy availability and policy alongside potential investment in
this area from outside of the boundaries of this project. Collaboration with
Masdar/ADFEC should be reinforced to deliver this. A commitment to strive to deliver the
STMP as a low carbon solution is needed. This will also reinforce Abu Dhabis
commitment to develop a sustainable future;
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A Sustainability and Low Carbon life cycle commitment strategy should be strongly
embedded into all future stages of the STMP delivery. To assist organisations not familiar
with world leading sustainability and low carbon practises a framework should be
developed to provide guidance through documents and tools that should be made
available and potentially made mandatory to. This would ensure all decision makers
contributing towards the design, procurement, construction and operation of the STMP
are bound to selecting the most sustainable solution and strongest commitment towards
achieving a low carbon economy by 2030. This will cover all areas of sustainability such
as low carbon commitment, responsible use of natural resources and waste; and,
To maximise the commitment of the Preferred scenario to sustainability and

environmental issues a Sustainable Transport Taskforce should be established. This
should provide high level collaboration between organisations such as DOT, EAD, RTI,
NILU, UPC and Masdar/ADFEC on overlapping sustainability and environmental issues
of:
Environmental Policies and Initiatives
Planning Applications and Environmental Permitting
Low Carbon and Sustainability in Transport
Education, Awareness Raising and behavioural change
This should be established at the earliest opportunity as the Preferred scenario

implementation plan and associated policies are developed.
The success of delivering the preferred scenario with the maximum positive
environmental enhancement and minimal negative impacts largely relies on successfully
setting out a robust environmental strategy and policy framework alongside mechanisms
to ensure adherence to the greatest level of commitment by all organisations involved in
the STMP implementation.
8.27 Social Evaluation of Preferred Scenario
This section outlines the expected contribution of the Preferred scenario to the society and
culture goal of:
Protecting and enriching peoples lives by maximising safety and access to opportunities.
This goal has five second level objectives as follows:
Improve international connectivity
Improve regional connectivity
Improve the connectivity of Abu Dhabi within the Metropolitan area
Improve safety
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Enhance the pedestrian realm
Additionally here are five other evaluation criteria:-
Transport integration
Physical fitness
Cultural issues (Cultural and Economic User Acceptability)
Acceptability to Other Stakeholders; and
Impact Distribution (Equity of Access);
The evaluation of these ten objectives and criteria is outlined in this section.
8.27.1 Improve the International Connectivity
International connectivity is vital to the economic development of Abu Dhabi and is reflected in
the objectives of Plan Abu Dhabi 2030. Changes in international accessibility in the context of the
STMP have been evaluated on the basis of reductions for the morning peak hour in the public
transport journey times to the airport and to Dubai (as produced by the transport model). The
changes in the public transport journey times are shown in Table 8.12 which shows that the
Preferred scenario offers a large benefit over the Reference Case.
Table 8.12:
12: Indicators for Improvement of International Connectivity
Journey Time (mins) Reference Case Preferred Scenario

To International Airport (AUH) from
82 36
CBD
To International Airport (AUH) from
40 14
Capital District
To Dubai
Dubai from CBD 135 84
To Dubai from Capital District 106 63
Total 363 197
197
% Improvement
Improvement on Reference Case - 46%
46%
Regional connectivity is essential for a more cohesive and inclusive Abu Dhabi, particularly
because of the differences (in terms of infrastructure and opportunities) between the capital and
the other regions.
Changes in regional accessibility in the context of the STMP have been evaluated on the basis of a
reduction in public transport journey times to Al Ain and Al Gharbia. The changes in the public
transport journey times from Abu Dhabi to Al Ain and Al Gharbia are shown in Table 8.13. which
shows that the Preferred scenario offers a large benefit over the Reference Case.
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Table 8.13:
13: Indicators for Improvement of Regional Connectivity
Journey Time (mins) Reference Case Preferred Scenario

To Al Ain from CBD 136 97
To Al Ain from Capital District 108 76
To Al Gharbia
Gharbia from CBD 221 113
To Al Gharbia
Gharbia from Capital District 192 97
Total 657 383
% Improvement
42%
8.27.3 Improve the Connectivity of Abu Dhabi within the Metropolitan Area
Local connectivity is essential for daily mobility requirements, such as access to jobs, education,
shopping and leisure activities within the Abu Dhabi metropolitan area. Changes in local
accessibility in the context of the STMP have been evaluated on the basis of a reduction in the
public transport journey times within the metropolitan area. The changes in the public transport
journey times within the metropolitan area of Abu Dhabi are shown Table 8.14 which shows that
the Preferred scenario offers a large benefit over the Reference Case.
Table 8.14:
14: Indicators for Improvement of Local Connectivity
Journey Times (mins) Reference Case Preferred Scenario

CBD to Saadiyat Island 34 11
CBD to Central Market Station 8 3
CBD to Masdar 76 41
CBD to Grand Mosque 83 33
Total 201 88
% Improvement
56%
8.27.4 Physical Fitness
Potential changes in physical fitness in the context of the STMP have been evaluated based on
the change in the number of hours walking (as produced by the transport model).The changes in
number of hours walking are shown in Table 8.15. The model shows that the Preferred scenario
offers a moderate benefit over the Reference Case.
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Table 8.15:
15: Indicators for Improvement
Improvement of Physical Fitness
Preferred Scenario Preferred Preferred Preferred

Walking Time Reference
- Infrastructure Scenario - Scenario - Scenario -
(hours) Case
Only Low DM Med DM High DM
Abu Dhabi
Metropolitan Area 14,177 8,215 5,950 5,854 5,854
% Decrease from
Reference Case - 42% 58% 59% 59%
8.27.5 Improve Safety
Predicted Accident Rate under Preferred Scenario
The transfer of trips within the Preferred scenario is likely to result in a reduction in the number
of personal injury accidents as accident rates for public transport are generally substantially
lower than accident rates for private cars (Figure 8.10and Table 8.1621).
Figure 8.10:
10: Accident Rate per Billion Passenger Kilometres by Different Modes of Transport
From Figure 8.10 and Table 8.16 it can be seen that thet accident rate for vulnerable road users,
(motorcyclists, pedestrians, and cyclists) is the highest, whilst air travel has the lowest accident
rate per billion vehicle kilometres travelled. The highest accident rate per billion vehicle
kilometres travelled is for the vulnerable transport groups which are pedestrians, cyclists and
motorcyclists.
Unfortunately information on travel by vulnerable road users is not available from existing data
and there is no predictions available on the proportion of these trips that will be occur following
the introduction of the Preferred scenario.
scenario However the aim of the Preferred scenario is to
accomplish a reduction in car travel and a transfer to public transport. On this basis, it is
expected that the Preferred scenario should lead to a substantial reduction in the personal injury
accident rate by 2030.
21
Source: Road Casualties Great Britain' Annual Report 2007. Graph and figures quoted to illustrate far lower rates of
accidents to public transport, and the way accident t rates can fall with improved driver behaviour
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Table 8.16:
16: Accident Rate per Billion Vehicle Kilometres Travelled by Mode
Mode
1997-
1997-2006
1997 1998 1999 2000 2001 2002 2003 2004 2005 2006
Average
Air
Killed 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
KSI 0.00 0.00 0.02 0.00 0.00 0.00 0.00 0.01 0.00 0.00 0.00
All severities 0.03 0.07 0.18 0.04 0.00 0.00 0.00 0.01 0.00 0.00 0.03
Rail
Killed 0.5 0.4 0.9 0.3 0.3 0.4 0.2 0.2 0.1 0.1 0.3
Injured 19 16 19 14 13 13 13 13 12 10 14
Water
Killed 0.0 0.7 0.4 0.4 0.4 0.0 0.0 0.0 0.3 0.3 0.2
KSI 33 41 28 52 54 49 60 43 34 39 43
Bus or Coach
Killed 0.3 0.4 0.2 0.3 0.2 0.4 0.2 0.4 0.2 0.3 0.3
KSI 12 13 12 11 11 11 10 9 7 8 10
All severities 196 199 202 195 191 173 175 167 146 130 177
Car
Killed 2.9 2.8 2.7 2.7 2.8 2.7 2.7 2.6 2.6 2.5 2.7
KSI 38 35 33 32 31 29 27 25 23 22 29
All severities 347 342 333 335 323 304 291 282 275 260 308
Van
Killed 1.0 1.0 0.9 0.9 0.9 1.0 1.0 0.8 0.6 0.6 0.9
KSI 14 14 13 12 11 11 10 8 7 6 10
All severities 115 113 104 100 102 96 92 76 72 68 92
Motorcycle
Killed 119 112 113 122 112 111 120 104 98 107 111
KSI 1,507 1,452 1,423 1,493 1,405 1,367 1,328 1,184 1,116 1,155 1,332
All severities 5,724 5,546 5,395 5,712 5,539 5,168 4,931 4,566 4,257 4,156 5,053
Pedal cycle
Killed 45 40 42 31 33 29 26 32 34 31 34
KSI 880 838 779 666 632 555 543 550 536 527 646
All severities 6,036 5,798 5,599 4,953 4,512 3,874 3,838 3,964 3,764 3,494 4,546
Pedestrian
Killed 57 50 50 49 47 42 41 35 36 36 44
KSI 651 580 564 543 521 471 424 394 384 371 487
All severities 2,693 2,484 2,464 2,404 2,332 2,117 1,944 1,836 1,794 1,631 2,158
8.27.6 Enhance the Pedestrian Realm
The enhancement of the pedestrian realm is one of the key transport objectives of the STMP.
Pedestrian improvements, which are often synonymous with the enhancement of the public
realm, are a constant theme throughout Plan Abu Dhabi 2030.
The detailed methodology and comparative assessment of each of the four initial scenarios was
outlined in Working Paper 8.
In the Working Paper 8 comparative assessment, the Demand Management scenario was ranked
first with the highest frequency of positive impacts and equal lowest number of negative impacts.
The Preferred scenario is expected to perform similarly with an assessed impact as shown in
Figure 8.11.
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Figure 8.11:
11: Pedestrian Realm Assessment for Preferred Scenario
Pr ef er r ed Sc ena r i o
Ped estr i a n Rea l m
50
45 43
33
35
30 26
25
20
15
10 7
3
5 1 0
0
-3 -2 -1 0 1 2 3
SC O RE
8.27.7 Integration
Introduction
Integration relates to the extent to which transport developments and individual projects
integrate with land use proposals and policies and with other proposals and policies concerning
transport22. Transport operational integration (e.g. the ease of modal transfers) is covered in
section 6.17 addressing connectivity and accessibility. The extent to which the transport system
supports Government social policies (e.g. equality and diversity policies) is considered below.
Land Use Policy
The land use policies set out in Plan Abu Dhabi 2030 require a shift in current land use
allocations to a pattern that will tame urban sprawl and traffic congestion23.
These policies are developed in more detail in the body of the Plan but in relation to transport the
policy as quoted above is admirably clear and concise.
The Preferred scenario involves a considerable investment in public transport to serve existing
employment and residential areas and proposed new development areas. The scenario involves a
major shift from private car to public transport use with effective demand management measures
to encourage increased use of public transport. This scenario has been tailored to meet the
demands of and support Abu Dhabi land use policy whilst simultaneously addressing traffic
congestion.
Other Transport Policies
22
Guidance on the new approach to appraisal, July 1998, UK DETR
23
Plan Abu Dhabi 2030 Urban Structure Framework Plan Executive Summary page 10
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Section 8.4 of Plan Abu Dhabi 2030 sets out 11 transport policies24 to support the vision of the
Plan and its land use and other aims and objectives. In summary these policies call for multi
modal transportation networks linked to the larger urban structures (T-1), a variety of inter-
connected transportation choices as alternatives to the automobile (T-3), the avoidance of
highway and freeway expansion (T-5), the provision of a layered interconnected public
transportation network (T-6) and the application of transportation demand management
measures to reduce traffic pressure (T-8) and manage parking demand (T-9 & T-10).
The Preferred scenario will support all of the transport policies set out in the Plan 2030 document
and summarised above including policies T-8, T-9 and T-10 calling for transportation demand
management to reduce traffic pressure and manage parking demand.
8.27.8 Cultural Issues (Cultural/Economic User Acceptability)
Abu Dhabi contains a diverse mix of peoples a mixture of cultures, beliefs, and practices, often
correlated with economic circumstances. In this context the implementation of a new public
transport system could raise particular challenges.
Plan 2030 has the following goals in the respect of appealing to a wide cross-section of society:
New development should be designed at a human scale to ensure the city is pleasant
to live inThere should be a range of housing and services targeting all income levels

including high and middle-income earners, business people and women, as well as
lower
lower income earners and not just as the mode of last resort
Identity and opportunity an authentic and safe but also progressive and open Arab
city
The acceptability of new transport system will be strongly influenced by individuals varying
cultural backgrounds. Thus it is important that due consideration is given to achieving
acceptability of a broad cross-section of society.
The method of assessment and the results of the comparative evaluation of the initial scenarios
in relation to cultural issues are outlined and discussed in section 5.6.
In that assessment the Demand Management scenario was ranked 2, very closely below the Low
Carbon scenario. The Preferred scenario is expected to have a very similar impact to the Demand
Management scenario with a high number of positive scores of user acceptability. The expected
impact of the Preferred scenario in terms of user acceptability is shown in Figure 8.12.
24
Plan Abu Dhabi 2030 Transportation Framework Policies T-1 T-11 pages 144 & 145
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Figure 8.12:
12: User Acceptability of Preferred scenario
P re fe rre d Sce n ario

Cu ltu ral/E con omic U se r A cce ptibility
60
52
40
29
30
23
20
9
10
0
0
-2 -1 0 1 2
SCOR E
Segregation
Many women experience discomfort travelling unaccompanied or with their children. This is not
limited to any particular ethnic group but is felt much more strongly in those groups where it is
less culturally acceptable for public inter-gender mingling.
Significantly the issue not only relates to public transport but, perhaps to a larger degree, to taxi
use as well. This issue came through strongly in the consultation and is discussed at length in
Working Paper 2.
Notwithstanding the reality and significance of this issue, it is important to note that the
consultation revealed a pan-societal enthusiasm for a public transport system (Figure 8.13), with
respondents generally of the opinion that solutions can be found.
It is noteworthy that women report a slightly higher likelihood of using an improved public
transport system than did men. This qualitative assessment has taken this issue into account, but
has assumed that a solution will be applied that is satisfactory to the vast majority of the
population, and specifically, acceptable to a large degree to Emirati nationals.
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Figure 8.13:
13: Reported Likelihood of Using
Using a Modern PT System
Gen der
Gender
3.9 Female
3.8 Male
Nationality
Non-
Non-UAE
Na tionality
3.9 UAE national
3.3 Income
High
High/med
3.5
3.6 Low/med
4.2 Low
Income 4.1
1 2 3 4 5
Very unlikely Unlikely Possibly Likely Very likely
Car Ownership
Whilst car ownership is growing in Abu Dhabi there are a large number of households without
access to a private vehicle. These households are often also those that are least able to afford
regular taxi use. For this reason the acceptability of a highway based system is very limited for
those on lower incomes.
It should also be noted that whilst many households do have access to a vehicle, if that vehicle is
used by another household member, the remaining members, often women, children and
students have very limited ability to travel. These members of society would particularly benefit
from a public transport based system with a focus on pedestrian amenity. This issue is discussed
in more detail in the section on Equity of Access (Section 6.20).
Local Impacts and Demand Management
Given the current dominance of the private vehicle as a means of transport it is not a simple task
to assess the varying value people place on improvements to their personal situation compared
with improvements experienced on a grander scale.
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There is no doubt that those who make their home in Abu Dhabi support the reduction of traffic,
faster transport times, improved public spaces and generally improved quality of life that is
associated with implementing a public transport based system, however it will be important that
people take ownership of the transport system and Abu Dhabi as a whole not just as motorists,
but as pedestrians and public transport users. Examples of components affected by this include:
Pedestrianisation of streets
Pedestrian friendly improvements at intersections
Local parking restrictions and local traffic calming these can improve residents local
environments as well as the city as a whole, but also make it more difficult to drive and
park as visitors
Enforcement measures such as parking fines
Demand management measures such as reducing fuel subsidies
Banning U-turns
It will be important to achieve landmark successes (such as achieved by the Corniche) and to
thus generate public appreciation of the benefits of some of the local measures prior to
embarking on more general application. Likewise it will be important to ensure that the public
transport alternatives are in place to reduce the personal association people have with a good
transport system meaning better access by car.
Conclusions
This assessment supports the recommendation that:
priority be assigned to components focusing on a public transport based scenario;
further consultation be conducted to test measures to ensure the community wide

acceptability of women and children travelling unaccompanied on public transport
(including taxis); and,
landmark projects are implemented early on to ensure that the community embraces
the transport system not only as car drivers but as pedestrians and public transport
users.
8.27.9 Acceptability to Other Stakeholders
Section 7.9 covers the acceptability to different users, however it is important that the
acceptability of the STMP to wider stakeholders, such as business and institutions is also
considered.
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As documented in Working Paper 2, consultation was conducted with representatives of both
large and small enterprises, and Opinion Leaders comprising representatives of institutions,
media organisations, government departments and State enterprise organisations to gain an
impression, beyond that of the general public, of the attitudes of these key stakeholders. The
consultation was a combination of in-depth personal interviews, semi-structured telephone
interviews and structured quantitative interviews.
Opinion Leaders, despite comprising a high proportion of UAE nationals who might be expected
to have more conservative views, generally show high levels of enthusiasm for the public
transport based proposals and express their intention to use and promote a public transport
system.
A highly- efficient, clean and modern integrated transport system which reduces traffic
congestion and makes the city a more pleasant environment in which to work and live is
regarded by Opinion Leaders as something to be proud of, as enhancing Abu Dhabis status in the
region and the world as a modern and prosperous city.
However, there is no evidence that the wider environmental benefits that a sustainable transport
investment policy may contribute to have any resonance amongst the Opinion Leaders.
A common theme amongst all the stakeholder groups is the unacceptability of the current
problems associated with parking and a generally negative view of the future of the road system.
Staff transport is not generally of concern to the larger organisations which also seem to have
found individual solutions to difficulties associated with deliveries.
However smaller businesses highlight problems associated with delivery delays, missing
meetings and, to a lesser extent, staff being delayed.
There is support for workers being able to travel quickly and cheaply and, as individuals, a
pragmatic support for a public transport system if it means faster travel times. There is some
concern about disruptions during construction but it is generally accepted that this can be
minimised and will result in better transport system in the long term.
The larger businesses and institutions are very supportive of high speed rail to Dubai. However
there is some concern that buses may increase congestion and that they will only appeal to
labourers.
The small business groups are very supportive of all public transport options and are particularly
supportive of improved bicycle infrastructure. The same group is least supportive of increased
parking charges and tolls.
Also amongst small businesses, UAE nationals agree more than most that the current system is
reducing the Citys potential to grow perhaps reflecting that their social networks give them a
more complete overview of the issues affecting the City.
Conclusion
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As with the general public, the representatives of the other key stakeholders recognise that Abu
Dhabi has to deal with the growing transport problem. Whist the first solutions to mind often
consist of road building and bridge solutions, when the concept of world class public transport is
raised it is almost universally greeted with enthusiasm.
8.27.10 Impact Distribution (Equity of Access)
As detailed in the section on Cultural and Economic User Acceptability (Section 6.18) Plan Abu
Dhabi 2030 makes clear reference to the need to provide improvements for all:
there should be a range of housing and services targeting all

all income levels;
levels; and,

including high and middle income earners, business people and women, as well as lower
income earners and not just as the mode of last resort.
It is recognised that in order for a transport system to provide the wide ranging benefits required
and anticipated, it is vital that the system be accessible to all people of society.
The method and results of the assessment used to compare the equity aspects of the initial
scenarios are outlined in section 6.20. The discussion below summarises the expected equity
impact of the Preferred scenario.
scenario
Equity under the Preferred Scenario
The provision of a transport system based around world class public transport is not necessarily
sufficient to achieve the levels of mobility equity aspired to by this progressive society. It is vital
that the system is economically, culturally and physically accessible to all socio economic groups.
Cultural accessibility of a public transport system has been discussed in detail in Section 6.18. It
is important that economic accessibility be assured by providing a pricing structure that is
affordable for all.
Perhaps surprisingly the qualitative social research reveals that not only is a class based pricing
structure supported by the lower paid members of society, but additionally the more affluent
sectors of society indicate support for a flat fare structure. This is clearly an area that requires
much more detailed research.
Physical accessibility can be optimised by:
designing the system and implementing policies to enable uninhibited access to

people with impaired physical mobility;
designing the system to provide a geographical distribution such that all socio-
economic groups can feasibly access the network.
As designs progress, several analyses can be prepared to assess the distributional equity of the
proposed system, as follows:
Geographic distribution generally the system is currently proposed to provide 100%

of the metropolitan population access to a public transport facility within a 5 minute
Page 282
walk (300 metres). It practice this will mean access to a bus or tram service connecting
to other rail based systems. It is advisable to confirm an equitable distribution of those
areas serviced by frequent direct services not requiring transfers.
Geographical distribution linked to population density it is considered that this can

give some appreciation of the potential of the system to serve a broad socio-economic
cross-section. The proposed network configuration presently serves areas predicted to
house the population at both high density and low density. In future this analysis
should be supplemented by analyses against geographical distributions by income
levels and ethnicity once the necessary information becomes available.
Geographical distribution in relation labour camps locations it is acknowledged that

present data on the future locations of labour camps is extremely limited. Nonetheless
it is important that analysis is conducted to ensure that as the planning of labour
camps is developed the public transport system continues to serve these groups which
are so important to the development of the local economy. The bus network would be
required to provide adequate public transport links to adjacent areas providing the full
range of facilities required by residents.
Considerations of equity must also cover the outlying areas of the Emirate, including
Al Ain and Al Gharbia where the problems are more related to rural isolation and
urban migration. The scale and nature of development in these areas must address
these issues and the transport networks will offer support policies to reduce isolation
and ease accessibility to adequate social facilities, including schools, hospitals,
government offices, shops and offices and the other needs of a modern society.
Conclusions
To maximise the equity of access of the transport system, and consequently to meet the
expectations of the government (expressed through Plan Abu Dhabi 2030) and the public (as
revealed by our social research), this assessment supports the adoption of the Preferred scenario
with its focus on developing a comprehensive public transport system for Abu Dhabi. As the
system grows and develops:
the public transport components of the ultimate system, and subsequent extensions,
should be geographically distributed to offer feasible and equitable access to all socio-
economic groups;
the above geographical distribution should meet the trip needs of groups particularly
reliant on public transport, including but not limited to students and labour camp
workers;
fare structures should be such that the poorest members of society can feasibly utilise and
benefit from the system;
the detailed design of infrastructure and implementation of policy should ensure

uninhibited access to the transport system by people with reduced mobility as discussed
in the section on Cultural and Economic User Acceptability (section 6.18); and,
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the detailed design of infrastructure and implementation of policy should ensure
comfortable and uninhibited access to the transport system by women and children of all
ethnic backgrounds.
8.28 Economic Evaluation

Evaluation of Preferred Scenario
8.28.1 Introduction
The economic evaluation is designed to measure the contribution of the STMP scenarios to the
economy goal of:
Promoting economic competitiveness and vitality through efficient,

high-quality transport services for passengers and freight.
This goal has three second level objectives as follows:
Minimise congestion on Abu Dhabis road network
Further economic evaluation criteria includes:-
Financial impacts
Economic efficiency
Economic activity
The evaluation of these six objectives and criteria is outlined in the following sections.
8.29 Minimise Congestion on Abu Dhabis Road Network
Changes in congestion have been measured using average travel time per car trip to reflect
congestion, and the travel time per passenger on public transport using direct output from the
STMP Enhanced Model in a similar manner as presented in Working Paper 8 for the alternative
scenarios. The number of hours per vehicle (car) per trip and the hours per passenger on public
transport (in vehicle time) are shown in Table 8.17. The indicators are presented for the AM peak
only for each of the demand management scenarios. The results clearly demonstrate that the
Preferred scenario shows a substantial improvement as compared to the Reference case.
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Table 8.17:
17: Evaluation of the Impact on Minimising Congestion in Abu Dhabi
Dhabi
Journey times in 2030 for Reference Preferred Preferred Preferred Preferred
Average Peak Hour Case Scenario - Scenario - Scenario - Scenario -
Infrastructure Low DM Med DM High DM
Only
Hours per Vehicle (car) per
Trip
1.41 0.69 0.66 0.55 0.46
% Improvement
mprovement - 51% 53% 61% 68%
Hours per Public Transport
Passenger (Travel Time) 0.43 0.33 0.35 0.36 0.37
% Improvement - 23% 18% 15% 14%
8.30 Reduce Reliance on Cars and Encourage Alternative Modes
Changes in the level of reliance on cars and the use of alternative modes have been evaluated on
the basis of the changes in mode share of car, taxi, private transport and public transport using
direct output from the STMP Enhanced Model. The mode share of car, taxi, private transport and
public transport is shown for each scenario in Table 8.18 and Figure 8.14. All indicators are
presented for the AM peak only for each of the demand management scenarios. An objective of
the STMP is to produce a decrease in car and taxi mode share and an increase in public transport
mode share.
Table 8.18:
18: Evaluation of the Impacts on Mode Shares
Reference Preferred Scenario Preferred Preferred Preferred
Case - Infrastructure Scenario - Scenario - Scenario -
Only Low DM Med DM High DM
Car Mode Share 59% 49% 43% 40% 38%
% Change - -11% -16% -19% -21%
Taxi Mode Share 11% 8% 8% 9% 8%
% Change - -3% -3% -2% -3%
Private Transport Mode
10% 6% 7% 7% 8%
Share
% Change - -4% -3% -3% -2%
Public Transport Mode
20% 37% 41% 43% 46%
Share
% Change - 18% 22% 24% 26%
Page 285
Figure 8.14:
14: Mode Share for Each Scenario
Reference Case
Car T axi Public T ransport Priv ate T ransport
Reference Case
10%
20%
59%
11%
Preferred Scenario with Instructure Only Preferred Scenario with Low Demand Management
6% 7%
44%
37% 49%
41%
8% 8%
Preferred Scenario with Moderate Demand Management Preferred Scenario with High Demand Management
7% 8%
38%
40%
44%
46%
8%
9%
Page 286
8.31 Encourage Sustainable
Sustainable and Efficient Freight Distribution
An important objective of the STMP is to define a transport system for 2030 that encourages
sustainable and efficient freight transport distribution. Achieving the latter may be further
defined in economic terms related to minimising costs, and maximising the quality and
competitiveness of freight operations.
Outside the specifics of enhancements to freight transport operations, recognition needs to be

given to the fact that freight and passengers share a significant proportion of common
infrastructure. Consequently, many of the transportation objectives measured in this assessment
will have implications for the freight distribution system. This includes: minimisation of highway
congestion, reduction on the reliance on automotive vehicles, pressure on the natural
environment, improvement to safety, low carbon emission, and national, regional or local
connectivity.
In order to develop efficient freight distribution, the Preferred scenario proposes a number of
strategic distribution centres within Abu Dhabi. These all seek to establish a more structured
approach to freight distribution with trunk haulage movement being concentrated along key
freight corridors to distribution hubs. The beneficial impacts of this include:
Increased consolidation supports higher vehicle utilisation, thereby raising the efficiency
of the freight transport system through reducing vehicle movements and lowers unit
costs;
Promotion of multi-modal distribution centres (road/rail or option water) provides scope

for shifting of distribution away from road based haulage;
Multi-modal distribution centres outside the urban centres offer the scope for re-
consolidating inbound and return retail deliveries for single drop, rather than multiple
delivery; and,
Central consolidation centres provide greater scope for the establishment and regulation
of enhancements to safety and environment standards.
Broader initiatives related to freight traffic management within the urban areas, notably delivery
parking considerations, freight signage, vehicle weight, and driving safety issues are also relevant
to achieving sustainable freight distribution.
8.32 Other Economic Evaluation Criteria
This section presents the impacts of the preferred scheme on the economic efficiency of the
transport system. The analysis is based upon the outputs of the transport model and the capital
and operating & maintenance costs of the Preferred scenario. The benefits of the Preferred
scenario as compared to the Reference Case are assessed as follows:
Travel time savings for all travellers; and,
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Private car vehicle operating cost savings.
8.33 Base Model Parameters
The approach employed for the economic assessment is reported in Working Paper 7 now that
full model results are available for the Preferred scenario.
scenario The main parameters adopted for the
economic evaluation are as follows:
All the results are in millions of Dirhams (AED) at 2008 prices;
All the cost and benefits are discounted to 2008 prices; therefore all the results are
presented in present value (PV) at 2008 prices;
The appraisal period used in the base model is 45 years (2010 to 2054), 20 years of
construction to 2030 followed by 25 years of full operation. It should be noted that the
proposed phased construction and operation of schemes reflects that presented in section
8.11;
The same values of time have been used as in the STMP Enhanced Model: 40 AED for
Home Base Work trips and 30 AED for other trips; and,
For the calculation of the vehicle operating cost savings: a fuel vehicle operating value of
0.25 AED per kilometre has been adopted, as used in the STMP Enhanced model.
Additionally a non-fuel vehicle operating cost of 0.1 AED per kilometre has been used.
Two alternative economic scenarios have been adopted in the appraisal, based on projections of
economic growth from Abu Dhabi Economic Vision 2030, with the economic parameters set out
in Table 8.19:
Table 8.19:
19: Appraisal Economic Scenarios
Economic Parameter Overall Non Oil

Oil
GDP/Capita GDP/Capita
Value of Time Growth per Year 1.6 % 3.5 %
Discount Rate 3.1 % 5.0 %
Abu Dhabi Economic Vision 2030 projects two levels of GDP/capita growth for the period 2006
2030: 1.6% / year for the Abu Dhabi economy as a whole and 3.5%/year for the non-oil sectors of
the economy.25
GDP/capita projections are used in two applications in this economic appraisal:
An economic growth rate to apply to the expected increase in the value of time, and,
As a component in the discount rate used to discount future costs and benefits.
25
see Section Four: Measures of Success (page 131) of:
http://business.abudhabi.ae/egovPoolPortal_WAR/appmanager/ADeGP/Business?_nfpb=true&_portlet.async=false&_p
ageLabel=P6000178081229595408497&lang=en for the overall and non-oil economy Compound Annual Growth
Rates of Real GDP/capita 2005 2030 projected in the Abu Dhabi Economic Vision 2030
Page 288
Given the Economic Visions focus on developing the non-oil sectors of the economy to achieve
the long term development goals of the Emirate the economic appraisal has been undertaken of
the STMP at both levels of projected economic growth/capita.
The estimated discount rate includes the GDP/capita projection as one of its components (the
others being pure time preference, catastrophe risk and the marginal utility of consumption) and
for the two levels of projected growth in GDP/capita the two levels of discount rates are estimated
to be 3.1% and 5.0% respectively.
8.34 Capital and Operating & Maintenance (O&M) Costs

Costs
A detailed profile of the annual capital and operating & maintenance costs up to 2031 have been
developed as part of the STMP and were specified as input for the economic appraisal. From
2032 to 2054 operating and maintenance costs were assumed to remain the same as in 2031.
8.35 Results
The economic appraisal results for the two economic scenarios are presented in Table 8.20 and
Table 8.21 respectively. These show results for the Preferred scenario infrastructure only and
the three demand management options.
Table 8.20:
20: Results of Economic Appraisal (D
(Discount Rate
Rate 3.1%/Y
3.1%/Year)
ear)
Demand Management Options
Costs/Benefits
(PV 2008 AED Millions)
Infrastructure Medium
Low DM High DM
Only DM
PV Capital Costs 177,771 177,771 177,771 177,771
PV O&M Cost 155,197 155,197 155,197 155,197
PV Total Costs 332,968 332,968 332,968 332,968
PV Time Savings Benefits 1,830,852 1,680,208 1,527,240 1,393,655
PV Vehicle Operating Cost Savings 64,370 99,904 142,868 177,872
PV Total Benefits 1,895,222 1,780,113 1,670,108 1,571,527
Net Present Value (NPV) 1,562,254 1,447,145 1,337,140 1,238,559
Benefit Cost Ratio 5.69:1 5.34:1 5.01:1 4.71:1
Table 8.21:
21: Results of Economic Appraisal (D
(Discount Rate 5.0%/Y
5.0%/Year)
ear)
Costs/Benefits
Low DM High DM
Only DM
PV Capital Costs 147,916 147,916 147,916 147,916
PV O&M Cost 101,097 101,097 101,097 101,097
PV Total Costs 249,014 249,014 249,014 249,014
PV Total Benefits 1,886,326 1,757,819 1,631,825
1,631,825 1,520,152
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The results demonstrate that the Preferred scenario,
scenario under each of the demand management
options performs strongly with a positive net present value (NPV) and a high benefit to cost ratio.
The introduction of increasing levels of demand management reduces the overall economic
performance. While vehicle operating cost savings and private car and taxi travel time savings
increase with increased demand management, as road users leave the network and free up
capacity for those that remain, these increases do not offset the reductions in the PT travel time
savings that reflect the increased journey times of those travellers who switch to public transport
Adopting a higher GDP/capita growth rate (e.g. that projected for the non-oil sectors of the
economy) implies a higher discount rate but this is more than compensated for by the increasing
value of time hence increasing net present values and benefit to cost ratios, as shown by
comparison in Table 8.20 and Table 8.21.
8.36 Sensitivity Tests
In order to demonstrate the robustness of the economic appraisal to changes in the input
assumptions, a series of sensitivity tests has been carried out. The appraisal model results have
been tested for variation of three key input parameters:
no growth in the value of time;
reducing the appraisal period to 35 years; and,
increasing operation and maintenance costs by 30%.
With no growth in the value of time the economic appraisal results, presented in Table 8.22 and
Table 8.23, are reduced, as would be expected. However the Preferred scenario retains its strong
economic performance across all scenarios.
The effect of shortening the appraisal period, presented in Table 8.24 and Table 8.25, is to reduce
the level of benefits and O&M costs. Due to the effect of discounting, the impact is limited and
the overall strong performance of each scenario remains.
An increase in the forecast O&M costs, as presented in Table 8.26 and Table 8.27, results in a
slight reduction in the increasing net present values and benefit to cost ratios for each of the
scenarios. However, they are still robust. It may be concluded therefore that the economic
appraisal results are robust over a reasonable range of likely input assumptions.
Table 8.22:
22: No Value
Value of Time Growth (D
3.1%/Year)
Costs/Benefits
Low DM High DM
Only DM
PV Capital Costs 177,771 177,771 177,771 177,771
PV O&M Cost 155,197 155,197 155,197 155,197
PV Total Costs 332,968 332,968 332,968 332,968
PV Time Savings Benefits 1,204,764 1,105,102 1,003,931 915,552
PV Total
Total Benefits 1,269,135 1,205,006 1,146,799 1,093,424
Net Present Value (NPV) 177,771 177,771 177,771 177,771
Benefit Cost Ratio 155,197 155,197 155,197 155,197
Page 290
Table 8.23:
23: No Value of Time Growth (D
%/Year)
Costs/Benefits
Low DM High DM
Only DM
PV Capital Costs 147,916 147,916 147,916 147,916
PV O&M Cost 101,097 101,097 101,097 101,097
PV Total Costs 249,014 249,014
249,014 249,014 249,014
PV Time Savings Benefits 771,675 707,366 642,109 585,079
PV Total Benefits 813,749 772,666 735,491 701,341
Net Present Value (NPV) 564,735 523,653 486,477 452,327
Benefit
Table 8.24:
24: 35 Year Appraisal (D
3.1%/Year)
Costs/Benefits
Low DM High DM
Only DM
PV Capital Costs 177,771 177,771 177,771 177,771
PV O&M Cost 127,608 127,608 127,608 127,608
PV Total Costs 305,379 305,379 305,379 305,379
Net Present Value (NPV) 1,136,935 1,051,198 969,829 896,670
Table 8.25:
25: 35 Year
Year Appraisal (D
5.0%/Year)
Costs/Benefits
Low DM High DM
Only DM
PV Capital Costs 147,916 147,916 147,916 147,916
PV O&M Cost 88,090 88,090 88,090 88,090
PV Total Costs 236,006 236,006 236,006 236,006
Net Present Value (NPV) 1,198,573 1,103,183 1,010,277 927,678
Page 291
Table 8.26:
26: O&M Cost 30% Higher (D
3.1%/Year)
Costs/Benefits
Low DM High DM
Only DM
PV Capital Costs 177,771 177,771 177,771 177,771
PV O&M Cost 201,756 201,756 201,756 201,756
PV Total Costs 379,527 379,527 379,527 379,527
Table 8.27:
27: O&M Cost 30% Higher (D
5.0%/Year)
Costs/Benefits
Low DM High DM
Only DM
PV Capital Costs 147,916 147,916 147,916 147,916
PV O&M Cost 131,426 131,426 131,426 131,426
PV Total Costs 279,343 279,343 279,343 279,343
8.37 Comparison of Results
A comparison between the demand management options for the two economic scenarios is
presented in Figure 8.15 and Figure 8.16. The figures illustrate how the relative performance of
each scenario remains the same under the different GDP scenarios and sensitivity tests. They also
show that each of the Preferred scenarios cases are robust to variation in key input parameters.
Page 293
Figure 8.15:
15: Overall GDP / Capita Results Comparison (Discount Rate 3.1%/Y
3.1%/Year)
Overall GDP / Capita results comparison
6.00
Base model
5.69 Value of time growth 0%
5.34 Appraisal period 35 years

5.00 O&M costs 30% Higher
4.99 5.01
4.72 4.69 4.71
4.44 4.40
4.00 4.17 4.14
3.93
Benefit Cost Ratio
3.81
3.61
3.44
3.28
3.00
2.00
1.00
0.00
Infrastructure only Low Medium High
Demand Management option
Figure 8.16:
16: Non-
on-oil GDP / Capita Results Comparison (D
5.0%/Year)
8.00
Base model
7.57 Value of time growth 0%
7.00 Appraisal period 35 years
7.05
6.75 O&M costs 30% Higher
6.55
6.00 6.29
6.07 6.10
5.84
5.67
5.44
5.00 5.28
Benefit Cost Ratio
4.93
4.00
3.00 3.26
3.10
2.95
2.81
2.00
1.00
0.00
Infrastructure only Low Medium High
Demand Management option
Page 294
8.38 Economic Activity
The wider economic impacts of the different scenarios are wide ranging in terms of their nature
and geographical coverage. Wider economic benefits arise as businesses and employees take
advantage of increased accessibility from improved transport links accessibility to jobs,
markets, suppliers and other organisations resulting in productivity gains outside of conventional
transport appraisal. At the same point, there are direct socio-economic impacts, predominately
arising from effects on the labour market and the construction industry during the time of
construction. This sections sets out our analysis of these wider economic impacts.
Transport projects have the potential to impact upon accessibility opportunities to employment.
Quality roads and public transport systems can contribute to the provision of job vacancies,
attraction of investments (national and international) and activation of the overall social and
cultural development and economic movement.
Tourism is also seen as a key objective in Abu Dhabi, and this is featured in policies for the
Emirate and the UAE as a whole. It follows that by improving public transport and the road
infrastructure, Abu Dhabi will become more attractive to tourists. Tourism can create revenues
and promote wider economic activity. Increased or improved freight activity will also tend to
facilitate economic growth in Abu Dhabi.
Improved transport infrastructure will also lead to a number of wider economic benefits (WEBs)
that result from efficiency savings generated by transport interventions. The scale of such benefits
tends to be greater with public transport systems in densely populated urban areas. Certainly,
highway improvements along transport corridors tend to generate lesser - though usually
positive - improvements in the efficient working of the labour market, the promotion of
agglomeration impacts, and tackling imperfect competition.
In addition, the strategic evaluation framework addresses how the transport scenarios will impact
upon the wider Abu Dhabi economy and productivity. These are represented by WEBs and the
distinction with the traditional analysis is shown in Figure 8.17.
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Figure 8.17:
17: Wider Economic Benefits
Non-work Related User Benefits

(Commuting, Leisure, etc.)
Benefits
Captured in
Other Benefits (Safety, Emissions, etc)
Conventional
Appraisal
Reduced Business Costs
(Captured in
Net Element Commuting User
Labour Market Tax Element Benefits)
Productivity Impacts
Gains
Wider
Agglomeration
Economic
Benefits
(WEBs)
Imperfect competition
In order to fully address local and regional impacts of transport scenarios in Abu Dhabi, such
additional analyses beyond the conventional appraisal are therefore required and WEBs provide
this additional assessment.
WEBs represent the result of efficiency savings from transport interventions and the appraisal of
WEBs provides an estimate of these additional impacts of transport scenarios upon the national
economy. In the context of improving the World City Status of Abu Dhabi, an additional
breakdown of the individual factors classified within WEBs is given by:
Business efficiency;
Business investment and innovation;
Agglomeration;
Labour market;
Competition;
Domestic and international trade; and,
Globally mobile activity.
Agglomeration tends to be the largest benefit amongst these wider impacts. Such benefits can
arise from groups of workers, firms and industries benefiting from productivity gains over and
above what would be expected as a result of:
Firms moving into a city or cluster having an impact on all other firms in the area
through their interaction; and
Transport improvements, by enabling interactions, provide workers, firms and
industries the ability to agglomerate more intensely and over a wider area.
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This agglomeration can occur between firms in the same industry or between firms in different
industries.
The assessments of WEBs are often of a qualitative nature, but can provide a clear distinction of
the different scale of WEBs between the different transport scenarios. Employment estimations
depend on how projects can help creating new job opportunities (directly by the implementation
and operation of each scheme and indirectly by the economic activity generated). Tourism
forecasts help informs estimates of tourism for any particular project (measured by the additional
number of potential visitors attracted).
Analysis based upon schemes in other countries suggests that schemes with the characteristics of
the Preferred scenario will typically deliver agglomeration benefits that may add 25-35% to
conventionally measured user benefits. Agglomeration benefits are more associated with public
transport schemes than highway schemes, particularly where there are dramatic improvements
in accessibility as with mass rapid rail schemes.
Other benefits arising from labour market impacts and other mechanisms noted above can add a
further 10-15% to conventionally measured benefits. Again such benefits tend to be higher with
public transport schemes with exceptions in cases where the highway scheme is a missing link
in terms of road infrastructure.
Employment Impacts from Construction and Operation & Maintenance
The construction workforce required to implement the Preferred scenario will be substantial.
Based upon the estimated capital costs we estimate that the Preferred scenario will require a
workforce of some 30,000-40,000 over the 20 years to 2030. Operating and maintaining the
Preferred
Preferred scenario we estimate will involve a continuing requirement of 20,000-30,000
employees based on a similar O&M spend/job as initial construction.
Conclusions on WEBs
The inclusion of the impacts on the wider economy has the potential to add 35-50% to the
transport benefits of the Preferred scenario,
scenario given its inclusion of significant elements of major
public transport improvement (e.g. the main metro line). This could contribute a boost to the
local economy of the order of AED 20 billion/year at 2008 prices when the schemes are fully
implemented.
During the construction phase there will be a requirement for 30,000-40,000 construction
employees, with a growing requirement for O&M staff as projects and systems become
operational (20,000-30,000 jobs at full operation).
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8.39 Preferred Scenario Phasing and Delivery
8.39.1 Introduction
Phasing and delivery of the Preferred scenario for the STMP is critical in determining the benefits
and impacts of introducing new infrastructure and policy measures in the intermediate years.
Assessment of phasing is particularly relevant in determining the introduction of demand
management measures, as detailed in section 8.9.
The development of the Preferred scenario for the STMP also requires consideration of the
phasing and delivery of the components of the plan taking into consideration the construction
impacts on the existing network. This requirement has been reflected throughout the course of
the STMP process, with details of delivery years (within the 5 year time periods) reviewed at key
stages during the evaluation.
8.39.2 Infrastructure Components
As set out in section 8.11, there are roughly 200 separate components which comprise the
Preferred scenario
scenario.
cenario Of these, 91 can be classified as infrastructure schemes. The majority of these
schemes are associated with new rail infrastructure and new or upgraded road infrastructure.
Throughout the course of the STMP process, including all major consultation events and
workshops, the opening year of the components have been identified. These were shown in Table
8.5.
In order to detail the phasing of the various infrastructure schemes up to 2030, separate figures
for modes and areas have been completed and set out in Volume 2 of this report. These are:
Rail and Metro Abu Dhabi Metropolitan (Figure 8.28);
Rail Abu Dhabi Emirate (Figure 8.29);
Tram Abu Dhabi Metropolitan area (Figure 8.30);
Highways Abu Dhabi Metropolitan area and (Figure 8.31),
Highways Abu Dhabi Emirate (Figure 8.32).
Unfortunately, it is not possible to have the main metro loop, especially the link along Airport
Road and Hamdan Street in operation prior to 2015 and the forecasts indicate that the metro
loop is essential by 2015. Even so, because there is substantial development on Abu Dhabi
island, and on Suwa, Reem and Saadiyat Islands, that is expected to be occupied by 2015, the
traffic situation will be worse than in 2009.
This indicates that there is the need for an element of demand management even in 2015, despite
the lack of a comprehensive and achievable public transport alternative.
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In these circumstances it is recommended that serious consideration be given to the introduction
of a BRT system to operate as a precursor of the metro system. A bus-based system along Airport
Road from park & ride sites at the Grand Mosque, or preferably off the island, could be provided
relatively quickly but would necessitate substantial bus priority along the full route so that the
park & ride buses could avoid any traffic congestion along the route.
A suitable BRT system could be introduced separately from the current planned bus services to
provide a higher quality service, possibly with increased fares, to meet the more onerous
requirements of car drivers and to encourage the switch from car to public transport.
It is proposed that action is taken now with the aim of introducing a BRT system with park & ride
in 2011 or earlier if possible.
In addition to these measures to address the short term, it is recommended that the DoT take
prompt action to carry out feasibility studies for all schemes recommended for completion by
2015.
8.39.3 Action Plan
To complement the introduction of infrastructure schemes, an indicative action plan for strategy
and policy implementation has been developed for the Preferred scenario.
scenario The action plan details
the indicative introduction of measures over 5 year periods and is a forerunner to the more
detailed examination of phasing and institutional delivery of strategies in Phase 3 of the STMP.
The action plan is set out in Table 8.28.
The action plan outlines eight strategy areas for implementation which cover the policy elements
set out in Table 8.5, these strategies are:
Congestion management strategy;
Freight management strategy;
Accessibility strategy;
Safety and security strategy;
Pedestrian realm strategy;
Low carbon strategy;
Environmental protection strategy built environment; and,
Environmental protection strategy natural environment.
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8.39.4 The Nex
Next Steps
This report sets out the basis for the development of the Preferred Scenario and describes the
main components and policies required for its implementation. A separate Phase 3 Report will
then set out the institutional structure required to accomplish this major programme. It will also
set out a series of Action Plans for each activity that needs to be carried out over the period to
2030, and indicate which Government entities will need to be involved in each task.
It should be emphasized that the delivery of the full Preferred Scenario by 2030 is a project of
unrivalled ambition and scale. There are few if any cities anywhere in the world who have even
attempted a project of this magnitude in a similar timescale and most world cities have spend
decades or even centuries developing a comprehensive multi-modal transport system of this
scale. Given the political will, the Preferred Scenario can be delivered by 2030, but the task is
immense and appropriate structures will need to be put in place very quickly if this ambitious
plan is to be delivered on time and within budget.
It should also be recognised that any plan must be capable of review as circumstances change. It
is inevitable that some of the assumptions made for the analyses presented in this report will
require to be changed. It is vital therefore that the Master Plan is kept up-to-date by ongoing
review and regular revision as required. The Master Plan must become a living document
subject to change and cannot be limited to what happens to have been presented in a published
document some few years in the past. This is especially true in the UAE where the pace of
development is unprecedented and where the economic situation has changed dramatically in
just the last 12 months. It is important therefore to conclude by emphasizing that the details of
the Preferred Scenario presented here are subject to change, and the scale of change may be
substantial as the years pass by. It is strongly recommended that the DoT initiate a process of
ongoing review but also introduce a process for regular updates, perhaps every 3 years, to keep
the plan responsive to changes as they emerge. Nevertheless the overall structure of the
Preferred Scenario, and the forces driving its recommendations, are considered to be robust and
consistent with international experience and this gives confidence that prompts action to
implement the Master Plan can, and should, start now.
Page 300
Table 8.28:
28: Action Plan
Priority
Opened by Delivery
Ref. Strategy Key Linkages
Linkages L M H
CMS Congestion Management
Management Strategy
CMS-1 Integrated smartcard * 2015 Agencies
CMS-2 Travel information system CMS -6, 7 * 2015 Agencies
Develop detailed interchange
CM -3 planning strategy & best practice SSS-7 * 2010 Agencies
guidance
Develop detailed cycle strategy &
CM -4 * 2015 Agencies
design guidance
Develop road hierarchy planning
CMS-5 policies & implement speed limit * 2010 Agencies
changes
Develop detailed ITS strategy,
CMS-6 CMS-2, 7 * 2015 Agencies
procure & roll-out
Enhanced & expanded UTMC
CMS-7 System - specify, procure & roll- CMS-2, 6 * 2015 Agencies
out
Develop network management &
CMS-8 construction works on the CMS - 5 * 2015 Agencies
highway policies & penalties
Develop plans for events &
CMS-9 CMS- 2,6,7 * 2015 DOT, Agencies
emergencies
Encourage UPC to develop transit-
CMS-10 oriented development policy & CMS - 11,12 * 2010 UPC
policy for financial contributions
Develop parking standards
CMS-11 CMS - 10,12 * 2010 UPC
guidance for new developments
Develop detailed strategy for travel
CMS-12 plans for new developments & CMS - 10,11 * 2015 UPC
agree roll-out with UPC
Develop parking strategy / policy
CMS-13 * 2015 Agencies, MCs
and implement
Personalised travel planning -
CMS-14 specify target areas and CMS - 15 * 2020 DOT, Agencies
implement
Develop public travel behaviour
CMS-15 CMS - 14, LCS-8 * 2015 DOT, Agencies
change campaign and implement
CMS-16 Develop & implement fares policy * 2010 Agencies
Undertake feasibility of road
CMS-17 * 2025 Agencies
pricing options procure & roll-out
FMS Freight Management Strategy
Strategy
FMS-1 Promote the development of RDCs FMS - 2,3 * * 2010
Promote freight transport mode DOT, Agencies,
FMS-2 FMS - 1,3 * 2015
shift Municipalities
FMS-3 Active freight traffic management FMS - 1,2 * * 2015 Agencies, MCs
AS Accessibility Strategy
identify required taxi numbers
required to complement PT
AS-1 * 2015 Agencies
improvements & meet
requirements
Develop policy for women &
AS-2 * 2015 DOT
children using PT
Develop design guidance to ensure
AS-3 that disabled access is catered for * 2015 DOT
in infrastructure & services
SSS Safety & Security Strategy
Develop & implement vehicle
regulations - safety, emissions,
SSS-1 FMS * 2015 Agencies
HGV loads / hours, & annual
safety checks
SSS-2 Develop & implement Highway SSS-6,3 * 2015 Agencies
Page 301
Priority
Opened by Delivery
Ref. Strategy Key Linkages
Linkages L M H
Code and staged driver
qualifications
Road safety promotion / education
SSS-3 SSS-6,2 * 2010 Agencies
campaign
Identify pedestrian safety priorities
Agencies,
SSS-4 - desire lines & accident blackspot * 2010
Municipalities
locations & implement
Develop programme of accident
SSS-5 investigation & priorities & * 2010 Agencies
implement
Develop & implement speed
SSS-6 SSS-2,3 * 2010 Agencies
management policy
Develop security standards for
Agencies,
SSS-7 interchanges and PT vehicles and CMS-3 * 2010
Municipalities
implement
PRS Pedestrian Realm Strategy
Develop guidelines for pedestrian
PRS-1 EPS-B * 2015
realm design
Undertake pedestrian & traffic
PRS-2 management studies to identify * 2015 Agencies
priority areas to implement
LCS Low Carbon Strategy
Develop STMP low carbon
LCS-1 * 2010
regulatory framework documents
Initiate change in energy policy for
LCS-2 low carbon renewable energy with * 2015
complementary energy tariff
LCS-3 Establish scaled vehicle tax * 2020
Establish subsidised / priority
LCS-4 * 2015 Agencies
parking for low emissions vehicles
Incentives for low carbon vehicle
LCS-5 fleet purchase by public transport * 2010 Agencies
and taxi operators
Develop & implement Marine
LCS-6 EPS-N2 * 2015 Agencies
Code
Identify & assign low emission
LCS-7 * 2020 Agencies
zones
Awareness raising campaigns to
LCS-8 generate support for Low Carbon CMS-15 * 2010 Agencies
strategy
Environmental Protection
EPS - N
Strategy - Natural Environment
Environmental Protection regs
/principles for infrastructure &
EPS - N1 * 2015
environmental enhancement
programmes
Develop & implement Marine
EPS - N2 LCS-6 * 2015 Agencies
Code
Environmental Protection
EPS-
EPS-B
Strategy - Built Environment
Draft legislation to make
infrastructure compliance with the
EPS-B1 * 2010
Estidama community guidelines
compulsory
Produce guidance on
environmental mitigation /
EPS-B2 * 2010
enhancement of built
environment
Collaboration with EAD Emirate
EPS-B3 * 2015
wide Air and Noise Strategies
Page 302
Appendix A Description of Components of Preferred Scenario
Road Network
New and Improved Highways
RH1 Sheikh Zayed Bridge Committed. A bridge to the north of Maqta Bridge currently
under construction which links the primary road network (E10)
into the Eastern Ring Road. This highway is a dual 4-lane
carriageway.
RH2 Saadiyat Shahama Freeway Committed. This scheme is currently under construction and will
link the E10, close to Shahama, through Yas Island to Saadiyat
Island with a bridge over the existing channel to Abu Dhabi
Island. This highway is a dual 5-lane carriageway.
RH3 Shahama Freeway Extension Committed. This scheme extends the Saadiyat - Shahama
Freeway to the north of the airport to connect to the E11. This
highway is a dual 4-lane carriageway. A further extension to
serve Al Falah and to connect the second Abu Dhabi-Dubai
Freeway is also required.
RH4 Mafraq Ghwaifat Committed. This scheme is the upgrading of the E11 from
Mafraq to the border with Saudi Arabia to freeway standard,
shared by all traffic including trucks. From Mafraq to Ruwais this
is dual 4-lanes while the Ruwais bypass and from there to
Ghwaifat is dual 3-lanes.
RH5 Gayathi Madinat Zayed Committed. This scheme is currently under construction and will
Road be single carriageway. The scheme will be opened in 2009.
RH6 Salam Street Tunnel Committed. This scheme, presently under construction,
comprises a tunnel running along the alignment of Salam Street
(8th Street) which would extend from the Corniche in the north
to the junction of Al Falah Street (9th Street) in the south plus
four separate grade separated junctions further down Abu Dhabi
Island. Of critical note is intersection 44 which will become a
three level grade separated junction. The tunnel will comprise 4
lanes of traffic in each direction.
RH7 Second Abu Dhabi Dubai This scheme is a new link between Abu Dhabi and Dubai to
Freeway provide additional capacity to the existing E11 highway. Two
separate alignments remain under investigation. It is proposed
that this highway should be a dual 4-lane carriageway.
RH8 Saadiyat Bridge to Al Meena Committed. This scheme would provide a link between the
Street Tunnel Saadiyat Shahama Freeway and the Salam Street tunnel via a
tunnel link through Mina South. The scheme is proposed to
provide a direct link into the centre of Abu Dhabi. The tunnel
comprises 4 lanes of traffic in each direction and provides
connections to the Corniche and Salam Street.
RH9 Connecting Reem Island to This connection links Reem Island and the link between Saadiyat
the Saadiyat - Abu Dhabi link and Abu Dhabi Island and the Mid-Island Parkway. This link is
proposed as a dual 4 lane carriageway.
RH10 Connecting the City to Suwa Committed. These bridges form part of the plans to connect the
Island Bridges 1,2,3 and 4 development on Suwa Island with Abu Dhabi.
RH11 Connecting the City to Suwa Committed. These bridges form part of the plans to connect the
Island Bridges 5,6,7 development on Suwa Island with Abu Dhabi.
RH12 Connecting the City to Suwa Committed. These bridges form part of the plans to connect
Island Bridges 11 to 13 Reem Island with development on Suwa Island and hence to Abu
Dhabi.
RH13 Connecting the City to Suwa Committed. These bridges form part of the plans to connect
Page A-1
Island Bridges 8 to 10 Reem Island with development on Suwa Island and hence to Abu
Dhabi.
RH14 Saadiyat to Reem Island This scheme would see an extension of the proposed scheme to
Bridge extend Al Saada Street (19th Street) to link Abu Dhabi Island
with Reem Island from the Saadiyat Shahama Freeway to the
grade separated junction with the Mid Island Parkway. This
scheme is proposed as a dual 5 lane carriageway.
RH15 Mid Island Parkway Development of a new Freeway linking from Capital City and the
E22 from a new interchange to the west of Raha Beach, through
to Reem Island to intersect with the proposed link from Saadiyat
Island to Reem Island. This link is proposed as a dual 4 lane
carriageway; with the proposed regional rail link following a
similar alignment.
RH16 Al Ain to KPIZ Highway This proposed link would provide a more direct connection
between Al Ain and the major development at Khalifa Port
(KPIZ). Work has recently started on the Al Ain to Saih As Sidira
Road Feasibility Study which will develop this scheme further.
RH17 Mussafah to Abu Dhabi Island This link, from north to south, would be a tunnel or bridge
new link structure from Abu Dhabi Island, adjacent to the Officers Club,
across the existing channel to Mussafah. The link would be
designed to a dual 3 lane configuration.
RH18 Al Ain to Dubai Highway Committed. This scheme would upgrade the route between Al
(E66) upgrading Ain and Dubai (E66). The upgrade would commence at the
junction with the proposed Al Ain Northern Link Road at the
present junction of E66 and 1st Street link road. The scheme
would be constructed to a dual 4 lane carriageway standard.
RH19 Desert Highway Extension Development of a new link from the eastern end of the preferred
(E20 to E11/E65) alignment of the second Abu Dhabi to Dubai Freeway at the E20
heading west around Abu Dhabi to meet up with the junction of
the E11 and the E65. This scheme is proposed as a dual 2 lane
carriageway.
RH20 Marina Mall/Corniche Grade This junction is proposed to be grade separated to allow for
Separated Junction increased movements at the junction to cater for the higher
levels of development proposed in the vicinity of the Marina Mall
and Ras Al Akhdar. The grade separation would allow for direct
movements from Marina Mall to the Corniche.
RH25 Lulu Island Highway (Marina Committed. This scheme would provide a dual carriageway road
Mall to Mina Zayed) along the length of Lulu Island with connecting bridges at each
end.
RH27 Upgraded E10 Freeway This scheme proposes the upgrading of the E10 to dual 5-lane
carriageways from the Sheikh Zayed Bridge and the connection
with the E22 Freeway as far as the junction with the E11.
carriageways from Mussafah Bridge to the intersection with the
E11, primarily to serve Capital City and act as an alternative to
the E10 for traffic to/from Dubai.
From the west, the upgraded Freeway would extend from the
junction with the E22 Freeway and run on the existing alignment
of the E22 between Khalifa City and the Capital City
development. A new junction would be formed where the new
Airport Western Link meets the E22. The upgraded Freeway
would then extend east to meet with the proposed Second Abu
Dhabi Dubai Freeway. All intersections along the alignment
would be grade separated.
carriageways from Maqta Bridge to the intersection with the E11,
Page A-2
primarily to serve development at Capital City and Mohammed
Bin Zayed City.
RH31 Airport Western Link The scheme forms the western link of a ring around Abu Dhabi
International Airport and also provides access to Masdar. The
proposed upgraded link would be constructed with dual 4-lane
carriageways.
RH34
RH35 South Hodariyat link from This scheme comprises a link from Mussafah to South Hodariyat
Mussafah Island to serve the proposed residential development on the
Island. The scheme would be constructed with dual 3-lane
carriageways.
RH36 South Hodariyat link to Abu This scheme provides a direct link from Abu Island to South
Dhabi Island Hodariyat Island to serve the proposed residential development
on the Island. The scheme would be constructed with dual 4-
lane carriageways.
RH37 Upgrade E15 to Dual 2 This scheme proposes the upgrading of the existing E15 to dual
2-lane carriageways with grade-segregated intersections and U-
turns as required. This upgrade is proposed primarily on road
safety grounds to provide more passing opportunities and to
reduce the risk of serious crashes.
RH40 Al Ain Northern Bypass Committed. This scheme is proposed to reduce pressure on the
existing E22/Khalifa Bin Zayed / E66 route through Al Ain and
also act as a northern distributor road for the town.
From west to east, the scheme would leave the E22 and skirt
along the southern boundary of Al Ain International Airport. The
scheme would then follow the alignments of 146th and 11th
Streets before heading north east and meeting up with 1st Street.
The scheme would then follow the alignment of 1st Street to
meet up with the E66. The scheme would be constructed as a
high standard dual carriageway with 4 traffic lanes in each
direction.
RH41 Define and impose road Definition of a road hierarchy for Abu Dhabi with relevant levels
hierarchies with associated of control on the network. The road hierarchy would broadly
management policies have 5 different road categories:
Freeway high speed, controlled access, grade separated

junctions with no frontage.
Primary Road high speed, some controlled access and
some grade separated junctions, frontages on controlled
access points.
Distributor Road speed varies, at grade with no
controlled access. Frontages along length but restricted
along higher speed stretches.
Local Distributor 2 lanes width maximum, low speed,
no controlled access, frontages along length.
Local Access low traffic speed, local streets to access
residences, local facilities, includes culs-de-sac.
Page A-3
RH42 Low Noise Surfacing and Low noise surfacing and noise barriers should be provided at key
Noise Barriers junctions and where road improvements or junctions are
adjacent to key community facilities such as hospitals, mosques,
schools and residential areas. Noise barriers should also be
provided where grade separated junctions are in residential
areas.
RH45 Second link from Reem Island This scheme provides better connectivity between Reem Island
to Al Reem Bridge and Abu Dhabi Island. The proposed link would be constructed
with dual 4-lane carriageways.
RH47 Muroor Street Extension to This scheme provides additional capacity between Capital City
Capital City and Abu Dhabi Island to provide a balance of lanes between the
E10, E20, E22 & E30 with corresponding routes along Abu Dhabi
Island. The proposed new link would be constructed with dual 3-
lane carriageways.
RH52 Four tunnels linking Abu These four proposed tunnels connect to the Lulu Highway
Dhabi Island to Lulu Island (RH25) to provide a bypass for the Corniche. Although
apparently committed, these links are not considered necessary
to meet the STMP travel demands.
RH63 Bainuna Street widening This scheme is associated with RH52 and RH9. The STMP travel
demands suggest this widening may not be required although
th
the grade separated junction with 11 Street is confirmed to be
necessary.
RH66 Electra Street Tunnels at These schemes are associated with RH52 and are unlikely to be
Junctions 6 and 4 needed if RH52 is not implemented.
RH54 Tunnel from Reem Island to This scheme provides a new link from Reem Island to Salaam
st
31st Street Street, close to 31 Street, and is the preferred alternative to
provide improved access to and from Reem Island, although
there are considerable environmental issues to overcome
requiring further detailed studies.
Traffic Management
RM3 Shared road/ walk/ cycle Introduce areas where there is a shared use of road space
space between users through improved design rather than segregating
motorists from other road users.
RM4 Intelligent real-time driver Real time information system covering the highway network to
information systems provide drivers with a remote indication of road conditions at
any place or time. Forms a component of Urban Traffic
Management and Control (UTMC).
RM5 Urban Traffic Management An enhanced coordinated traffic signal and management control
and Control (UTMC) system to improve the performance of the highway network. This
would be particularly relevant in the CBD, Capital City and
elsewhere as required.
RM6 Traffic Calming in residential Introduction of traffic calming measures to reduce traffic speed in
areas within superblocks residential areas such as road narrowing, speed restrictions and
speed humps and cushions. In addition to the hard measures,
information should be made available to residents and clear
signage should be provided to notify motorists of calming
measures.
RM7 Intelligent speed adaptation ISA is a system of in-vehicle speed limitation. The system is
(ISA)/ to increase highway linked to a GPS network and also requires a link with some or all
capacity through closer of the mechanics of the vehicle such as accelerator, ignition,
vehicle spacing fuelling system, gearbox and brakes. The system can be advisory
or set a strict limit on overall speed. It can also be variable to
control traffic speed at specific locations, for example near
schools or road construction sites.
Safety
Page A-4
RS1 30 kph zone in residential Introduction of across the board measures to reduce traffic
areas / near schools speeds in higher density residential areas and near schools
during hours when students are moving into and out of the
school grounds.
RS2 Driver Training Introduction of improved driver training measures to focus on
safety aspects of driver training. Introduction of defensive driver
training techniques into the training schedule. Introduction of a
staged drivers qualification (such as a 2 year probationary
period) which reflect what speed young drivers can drive at and
what times of the day and/or conditions younger drivers are
permitted to drive.
RS3 Education/ Information Education campaigns on driving in Abu Dhabi focussing on areas
of safety and road-based danger which are particularly relevant
to reducing the death rate from highway accidents. Campaigns to
target specific groups (such as truck drivers, younger drivers,
pedestrians, repeat speeding offenders etc) to improve driving
conditions throughout the Emirate.
RS4 Introduce and enforce Development of a comprehensive Highway Code which would
highway code form the basis for management and enforcement of traffic
violations. The Highway Code would cover rules for using
Highways for all users and its enforcement would tie in with all
other road safety measures.
RS5 Programme of Safety The first stage in the programme would be compilation of a geo-
improvements at accident referenced accident sites register or database to ensure a
locations picture is being developed over time. From existing available
accident statistics, address existing locations where multiple or
serious accidents have occurred, as already happens for Al Ain
RS6 Enforcement of traffic Stringent enforcement of traffic violations to reinforce safety
violations issues around breaking traffic rules. Increased fines for repeat
offenders, near locations such as schools or at times of the
day/year where there is a greater likelihood of traffic accidents.
RS7 Speed activated signs Strategic location of radar activated signs which inform drivers of
their current speed. Can be effective in residential areas and
around locations such as schools and commercial areas where
there is likely to be greater numbers of pedestrians.
RS8 Average Speed Cameras Measurement of average speed over a set distance to determine if
(point to point) a driver has been speeding. This measure is reliant on the use of
technology such as automatic number plate recognition. This
safety measure can be used along road structures such as bridges
or tunnels where there is a simple measure of distance and no
intersecting traffic. Also commonly used at sites where road
construction is taking place as a safety measure to protect
workers.
RS9 Enhanced annual vehicle This safety measure can be used to improve the condition of all
safety checks vehicles by enforcing an annual test on key vehicle maintenance
issues such as brakes, lights and mirrors. In addition to safety
issues, emission tests can also be undertaken to assist in
addressing carbon emissions.
RS10 Commercial driver hours Regulating the number of hours any one driver can be on the
limitation road through the use of technology such as a digital tachograph
or electronic log books which record data digitally on a smart
card. This form of safety measure can also be used to address
speeding in commercial vehicles.
RS11 Introduce regulations for This safety measure would be used to enforce the loads that
vehicle weights/ overloading commercial vehicles are allowed to carry depending on the type
of vehicle. A network of weighbridges would be required at key
locations on the truck network such as at the KPIZ, ICAD, along
Page A-5
existing truck routes and Al Ain.
RS12 Narrow traffic lanes in CBD to A general policy to narrow traffic lanes on streets with significant
slow down traffic and to pedestrian activity to reduce traffic speeds and to reduce the
increase road safety severity of potential accidents; specific locations to be correlated
with detailed assessment of accident blackspots for pedestrians
and with plans for improving the urban streetscape.
RS13 Road Safety Audits Introducing the mandatory conduct of road safety audits as part
of road design procedures and as a retrospective measure on
existing roads to improve the safety of the road network for all
classes of users.
RS14 Strategic Road Safety Plan Develop and launch a comprehensive and coordinated Strategic
Road Safety Plan (SRSP) for the Emirate of Abu Dhabi that
focuses on engineering, enforcement, education, emergency
services, and the corresponding regulatory framework.
Public Transport
Regional Rail
PR1 Regional Rail CBD Station to Rail line linking Abu Dhabi CBD, where a signature station and
Dubai via Capital City and interchange with metro/tram will be provided, via Capital City,
Airport where another signature station and interchange with
metro/tram will be provided, and via Abu Dhabi International
Airport, and hence to Dubai and the northern Emirates.
PR2 Regional Rail CBD to Provision for stopping services on the inter-regional rail line to
Ghantoot, Shahama Town Dubai with potential intermediate stations at Shahama, KPIZ and
Centre via Capital City and Ghantoot. There is likely to be the need for passing loops at
Airport some of these stations.
PR3 Abu Dhabi to KSA/Qatar, via Rail line linking Abu Dhabi CBD via Capital City to the Saudi
Mirfa and Ruwais border at Ghwaifat and potentially also to Qatar. Includes
provision for stopping services with possible stations at Mirfa and
Ruwais.
PR5 Abu Dhabi to Al Ain Rail line linking Abu Dhabi CBD to Al Ain to provide a commuter
passenger service. There is the potential for intermediate
stations. Further work is required to define a suitable alignment
that minimises duplication of the passenger lines with the
planned Union Railway freight rail line to Al Ain and beyond into
Oman.
Metro
PM1 CBD Airport Capital City Construction of a loop metro line connecting the CBD station
Loop with the airport, Capital City and Central Market. The loop would
include 23 stations and have a length of over 75 km. High quality
interchanges would be provided along the length of the loop with
trains running in both directions.
PM2 Saadiyat Island to Marina Construction of a metro line to link major attractors on Saadiyat
Mall Island to Marina Mall with an interchange at CBD station to
other lines. The link would start from Saadiyat Station following
PM1 route to Central Market station and then heading southwest
th
along the alignment of 7 Street on Abu Dhabi Island before
terminating at Marina Mall.
The link would be approximately 15 km in length and have
approximately 8 stations with interchange to tram and bus
networks. Alternatively there is the possibility of the link to
Marina Mall being operated as a spur from Airport Road; which
appears to have benefits in terms of future patronage. Further
assessment of these alternatives should be conducted as part of
the forthcoming Metro Study.
Page A-6
PM3 Capital City Mohammad bin Construction of a metro line connecting Capital City with
Zayed City loop stations to the south and providing interchange to the CBD
Airport Capital City metro line. The loop would include 10
stations and have a length of over 26 km. High quality
interchanges would be provided at some key locations along the
length of the loop, such as park and ride sites with trains running
in both directions.
PM6 Shamkhah to Capital City Construction of a metro spur line to link Shamkhah to Capital
Spur City. The line would provide for development of Park and Ride
sites where the line meets the E11 and serve proposed residential
developments to the east of the E11 (e.g. at New Wathba). It
would be preferable if services along this spur could continue
beyond Capital City and several alternative service patterns have
been analysed. Further assessment of these alternatives should
be conducted as part of the forthcoming Metro Study.
PM7 Dedicated Airport Express Rail Provision has been made for a dedicated Airport Express Rail
Service Service to operate between the CBD station and the Airport, with
in-town check-in provided. This requires dedicated platforms
and special luggage handling facilities at each terminal.
Tram
PT1 Al Raha Beach Light Rail Proposed tram line linking Abu Dhabi International Airport with
(Airport to Emerald Gateway) Emerald Gateway via Raha Beach.
PT2 Yas Island connection to Raha Proposed tram line linking Raha Beach to Yas Island with two
Beach spurs serving the south side of the island.
PT3 Yas Island northern loop Extension of the proposed Yas Island tram along the north side of
the island on an alignment to be determined.
PT4 Suwa Island loop A tram line which runs from Suwa Island, west onto Abu Dhabi
th
Island along 9 Street, north along Airport Road and then east
th
along 5 Street to provide an interchange at the CBD Station and
back to Suwa island.
PT5 Reem Island Loop A loop tram line which would follow the proposed alignment
through Reem Island.
PT6 Saadiyat Island Loop A loop tram line which connects residential areas on Saadiyat
Island with the proposed Metro line and key attractors on
Saadiyat Island.
PT7 Reem Island Khalifa Street A loop tram line which connects Reem Island with Abu Dhabi
11th Street loop Island. The line would start at CBD station then head south onto
Suwa Island and Reem Island. The line would then head south-
west along Reem Island crossing back onto Abu Dhabi Island on
th th
11 Street. The line would extend along 11 Street to the
th
junction with 26 Street where it would head north to meet with
Central Market station. The line would then head east along
Khalifa Street and follow an alignment back to CBD Station.
PT8 Lulu Island Mina Zayed A loop tram line which connects Lulu, Mina Zayed and Suwa
Suwa Marina Mall loop Islands with Abu Dhabi and the proposed Metro Lines. The line
would start at Marina Mall and head east along the length of
Lulu Island. The line would cross onto Mina Zayed before
heading south and crossing onto Suwa Island. From Suwa Island,
th
the line would then cross onto Abu Dhabi and run along 9
nd
Street to the junction with 32 Street where the line would head
north. The line would then turn west before heading north over
the Corniche to Marina Mall.
PT9 Outer Reem Island Khalifa A loop tram line which connects Reem Island with Abu Dhabi
6th Street loop Island. The alignment would run on Reem Island along existing
planned alignment and then cross onto Abu Dhabi Island on a
th th
bridge linking into 11 Street. The line then runs along 11
Page A-7
th
before heading north on 6 Street to the intersection of Khalifa
Street. The line would run along Khalifa Street before heading
south-east to provide an interchange with CBD station after
which the line would cross over Suwa Island and on to Reem
Island.
PT10 Emerald Gateway ADNEC A linear tram line which would extend from Emerald Gateway
th
4th Street CBD Station north over the 30 Street Bridge, past Zayed Sports City and
th
ADNEC and along Abu Dhabi Island on New Airport Road (4
th th
Street) to the junction of 7 Street. The line would then follow 7
Street to the CBD Station.
PT11 ADNEC Khaliyah Mall This line would follow north to Zayed Sports City where it would
Central Market proceed along the western side of Abu Dhabi Island along a new
th
alignment parallel with 30 Street. The line would then follow
th th th
30 Street, 11 Street and 26 Street north to Central Market
Station.
PT12 Yas Island Interchange A loop tram line which joins developments around Abu Dhabi
Hydra Al Falah International Airport. The line would run from Yas Island
Motorworld Airport through Hydra and Al Falah before turning south to access Motor
Terminal 1 Yas Island World. The line would then run generally north-west to the
International Airport, through Masdar and then returning to Yas
Island.
PT13 Airport Capital City A loop tram line which would join Capital City with the Abu
Dhabi International Airport through Masdar. The line would loop
around the Central District Tram Circle.
PT14 Capital City high density A loop tram line which would loop around the Central District
spines Tram Circle and then head along two major spines from Capital
City both to the east and south.
PT15 Al Falah Motorworld A linear tram line which runs from Al Falah, through Motor
Capital City Loop World and then to Capital City. The line would loop around the
Central District Tram Circle to return to Al Falah.
PT16 Raha Beach centre to Capital A linear tram line which runs from Raha Beach. South to Capital
City loop via Khalifa A City through Khalifa City A. The line would loop around the
Central District Tram Circle to return to Raha Beach.
PT17 South Hodariyat Mussafah A linear line linking South Hodariyat Island with Capital City.
Capital City The line would commence South Hodariyat Island and head east
th th
onto Mussafah along 8 Street and then 79 Street across the
E22 and into Capital City. The line would loop around the
Central District Tram Circle to return to South Hodariyat Island.
PT18 Mohammed Bin Zayed City A linear line linking Mohammed Bin Zayed City with the Metro
Emerald Gateway station at Emerald Gateway.
PT19 Federal Area Capital City Loop A loop tram line linking Capital City station with the Federal
Area. The line would also loop around the Central District Tram
Circle.
PT20 Capital City outer circle A loop tram line connecting areas around the periphery of the
serving Universities, Sports Central District with metro stops and key attractors. The line is
hub designed to connect educational, sporting, commercial and office
developments with the Metro lines. The line would use the
Central District Tram Circle only close to the key Metro station.
PT22 Bus Station Abu Dhabi Mall A loop line which would connect key attractors in the CBD and
Mina Zayed Mina Zayed. The line would start on Mina Zayed and head to
nd
CBD station then south along 2 Street to serve the Abu Dhabi
th
Mall and Bus Station. The line would then head west along 9
th
Street to the junction of 26 Street where it would turn northerly
th
to the junction of 7 Street. The line would pass Central Market
Station, past CBD station and then return to Mina Zayed.
Page A-8
PT23 Extension to ICAD A linear tram line which would extend from a Metro Station at
Mohammed Bin Zayed City through to the ICAD development to
provide access for workers and visitors to this area.
PT24 Capital City - Mohammed Bin A linear tram line which would connect the metro stations at
Zayed City Capital City and Mohammed Bin Zayed City and provide access
to residential developments in the area. The line would loop
around the Central District Tram Circle to return to Mohammed
Bin Zayed City Metro station.
PT25 Southern Extension of PT18 A linear tram line acts as extension of PT18 which serves the
to Mafraq Labour Camp southern part of Mohammed Bin Zayed City and extending to the
Mafraq labour camp, near the junction of E11 and E30.
th
PT26 Emerald Gateway Mussafah A loop tram line linking Emerald Gateway and ICAD through 13
- ICAD street in Mussafah to provide better connectivity for Mussafah
South.
PT27 Mohammed Bin Zayed City A loop tram line which would connect Mohammed Bin Zayed
Mussafah - Grand Mosque City through Mussafah to the Grand Mosque, via Emerald
Gateway and Energy City.
PT28 Northern Yas Shahama A linear tram line which would connect Northern Yas to
Town Shahama-Bahia and provide access to planned residential and
commercial developments in the area.
PT29 Al Ain tram A tram system which has been set out in Al Ain Plan 2030 as
part of transport network to provide access to commercial and
residential development within Al Ain.
PT30 Cultural District Zayed First A linear tram line which would connect Cultural District on
Street Inter Continental Abu Saadiyat Island to Inter Continental Hotel through Zayed First
Dhabi Hotel Street.
PT31 Al Falah Street Airport Road A loop tram line which starts at the junction of Al Falah Street
th th
19 Street 28 Street Loop and Airport road heading southwest along Al Falah Street and
th
then follow PT11 before joining PT10 through 19 Street. The
line then runs along PT10 to the starting junction to form a
complete loop.
Personal Rapid Transit
PP1 PRT Masdar City As planned within the Masdar City development.
PP2 PRT Lulu Island This scheme proposes the use of a Personal Rapid Transit (PRT)
on Lulu Island. The scheme is on-demand non-stop
transportation, using small, independent vehicles on a network
of specially-built guideways. This would provide for necessary
transit around Lulu and reduce the need for trips by car. The
network would be determined through the master planning
process.
Bus
PB3 Fine grained network of local Development of a network of buses providing an extensive
buses with bus priority coverage throughout the Abu Dhabi metropolitan area that
provides a stop within 300 metres of most developments and
would link up with other elements of the network. The integrated
network would allow for ease of transfer for passengers. A
network of bus-only lanes would need to be developed to support
these services, supporting by other measures to increase the
effectiveness of bus based public transport.
PB4 Enhanced inter-regional long Improvements to the existing services to Al Ain, Madinat Zayed,
distance coach network Liwa, Tarif, Mirfa, Ruwais and Gayathi. Introduction of services
linking main towns in Eastern to Sharjah, Fujairah and Northern Emirates. Regulated
and Western regions timetabled services to all of these locations and improved inter-
regional service to Dubai.
Page A-9
PB5 Alternative fuels for buses Use of alternative fuel buses in the public transport network in
Abu Dhabi. CNG or LPG buses are operated in many cities
worldwide. Trials of fuel-cell buses or hydrogen buses have been
conducted in various cities around the world. Alternatively
modern electrically-powered trolleybuses could be introduced.
Alternative fuel buses should be introduced into the Abu Dhabi
fleet to reduce carbon emissions.
PB6 Low emission vehicles Use of low emission buses in the Abu Dhabi bus fleet to control
the level of particulates and harmful emissions in the Emirate,
especially within densely developed and trafficked areas. This is
closely related to PB5 and
PB7 Demand responsive transport Provision of flexible bus services to respond to user demand in
areas of Abu Dhabi where appropriate, rather than relying on
fixed route services in areas of low demand. This would
complement PB3 in those areas where conventional bus services
cannot be justified at a reasonable frequency.
PB8 Ensuring all public transport In developing the public transport network, infrastructure would
infrastructure is easy to use by provide for access by all in society and be physically designed so
mobility impaired that all modes can be used by those whose mobility is impaired.
Best practice design would be implemented at bus stops and
interchanges to link with buses.
PB9 Introduce Bus Network Introduction of a comprehensive bus network around Abu Dhabi
prior to the introduction of rail based public transport. This
network would make use of the bus fleet already on order to
serve key routes around Abu Dhabi.
PB10 Introduce Bus lanes Bus lanes would reduce the impacts of congestion for bus users
and should be introduced wherever justified.
PB11 Restriction on parking at bus The introduction of the bus network in Abu Dhabi will require
stops parking controls adjacent to bus stops to enable passengers to
safely board the buses and to allow buses to pull out from stops
and re-enter the traffic stream.
Privately Operated Public Transport
PO1 Increase number of taxis As detailed in Working Paper 1, in 2007 there were
approximately 8000 taxis in Abu Dhabi. Given the projected
increase in residents, tourists and business activity, the number
of licenses available needs to increase substantially by 2030 in
order to serve the expected increase in trips. As a public transport
network is developed, and number of trips on that network
increase, the demand for new taxi licenses should level off.
Until the full public transport network is in place however, the
overall number of taxi licenses available should be increased.
PO3 More taxi ranks at key Currently, apart from some taxi stands at key locations, there is
locations only a system for flagging down taxis in Abu Dhabi. Provision
of taxi ranks in key locations throughout the island, in addition
to those already provided at Malls and Hotels, would assist in
improving taxi operations and addressing the safety issues of
taxis stopping in busy carriageways. It is recommended that at
least one taxi stand, with organised taxi queuing system, be
provided in each development block.
PO4 Single booking phone number Provision of a single booking line would make it far easier for the
for taxis public to book a taxi. This would be particularly attractive for
visitors to Abu Dhabi.
PO5 GPRS taxi booking An automated system which allocates taxi bookings to the
nearest taxis whenever a booking is received by the central call
centre. The booking operates on a GPS network which does not
distinguish between franchises and simply allocates bookings to
Page A-10
whichever available taxi driver is closest at the time. This system
will substantially improve the efficiency of taxi operations and
reduce the number of empty taxis cruising the streets looking for
passengers.
PO6 Alternative fuel taxis This measure would encourage taxis which run on alternative,
low carbon fuel sources. This measure could be supported by up-
front financial incentives for franchises to purchase and run
alternative fuel taxis.
PO7 Low emission taxi vehicles This measure would encourage moves to have taxis run on low
emission fuels. This measure could be supported by introducing
a rebate or fund for converting taxis in the existing fleet to run on
low emission fuels as well as requiring taxis bought into the
network after a certain date being run on low emission fuels only.
PO8 Encourage development of Providing incentives to schools in Abu Dhabi for greater use of
school buses school buses to remove the need for parents to drive children to
school. Increasing use of school buses would remove a
significant number of trips from the network. Buses used for
school trips should also run on low emission fuels.
PO9 Encourage development of This measure provides for incentives for large employers to
employee buses provide bus transport to their sites. This would be particularly
relevant when the public transport network does not entirely
serve large employment locations such as Port Khalifa or ICAD.
Employee buses could link with nearby Metro stations to allow
for ease of access for workers.
Travel Information
Information and Ticketing
PI1 Travel information direct to System to provide public transport users with information direct
mobile phones to their mobile phones via sms technology or links to a website.
PI2 Integrated smart card Development of an integrated smartcard which allows for
ticketing system covering rail, electronic ticketing throughout the public transport network in
metro, tram, bus, ferry, taxi, Abu Dhabi. This system would be fully integrated throughout all
parking modes and could be used in conjunction with a zonal system for
fares. The card could also be used for parking at Park & Ride sites
and even for small purchases instead of the need for coins.
PI3 Timetable integration and This measure would support a turn up and go approach to
optimisation public transport and would be designed to ensure there is a swift
transfer between modes. An example being that where a tram
line intersects with the Metro line, the tram would arrive to
provide passengers with a quick transfer to/or from Metro to
reduce overall door to door travel time.
PI4 Develop key multi-modal Development of major interchanges within the public transport
interchanges network to focus on the transfer of significant volumes of
passengers between modes. Development and location of key
interchanges should plan for ease of transfer between modes and
access to the surrounding realm. Nominal locations for key
interchanges would be:
CBD Station
Suwa Island Station
Emerald Gateway
Capital City Station
Abu Dhabi International Airport
PI5 Real-time information at bus This measure provides real time information for passengers
stops waiting at bus stops through use of satellite tracking of bus
services.
Page A-11
Pedestrian Access to PT System
PA1 Introduction of improved Provision of public walkways through new development sites
walkways in development which link into local stations or bus stops. Pedestrian walkways
sites should follow desire lines to the public transport network from
residential areas. The walkways should be as direct as possible
and also avoid sudden grade changes. Priority for walkways
should be made at road junctions where practical.
PA2 Air-conditioned walkways At major transport interchanges, air conditioned walkways
around interchanges linking should be provided linking public transport modes and key
with key developments developments around the interchanges. This measure would
increase the comfort of the trip and make overall travel by public
transport more comfortable.
PA3 Travelators around This measure would improve circulation around key
interchanges linking with key interchanges and also ease and speed up transfer between public
developments transport modes. Travelators could be provided where the
interchange between modes is a reasonable distance and also
where there are significant developments around interchanges
e.g. office towers and retail malls.
PA4 Quality signage and A consistent and easy to recognise signage system should be
wayfinding implemented to assist passengers in moving around the public
transport network. This is particularly important around
interchanges as well as throughout the street network.
PA5 Air conditioned tram / ferry / Air-conditioned shelters for passengers should be provided at all
bus shelters bus, tram and ferry stops to ensure a comfortable trip and make
using public transport as attractive as possible. This would
complement the metro system where all stations would also be
air-conditioned.
PA6 Passive cooling for bus This is a way of minimising the environmental impact of
shelters providing air conditioned bus shelters, and is fully consistent
with the aim of a more pedestrian friendly streetscape.
Water Transport
PW1 Scheduled ferry service Development of a passenger ferry system with terminals in
Emerald Gateway to Al Bateen Emerald City, Zayed Sports City/ADNEC and the existing Marina
via Zayed Sports City/ADNEC at Six Towers. From south to north, ferries would run from
Emerald Gateway linking onto the Mussafah side of the harbour
before going north to Zayed Sports City/ADNEC where a terminal
would be provided with the capacity to handle crowds for major
events. The ferry would then run north to Six Towers.
PW2 Scheduled ferry service Yas Development of a passenger ferry system with terminals in Yas
Island Marina to CBD Station Island, Raha Beach and the new Central Business District
via Raha Beach Station. This passenger ferry would provide an express
commuting service to the centre of Abu Dhabi from Yas Island
and Raha Beach.
PW3 Circular ferry service Suwa This service would provide a ferry service to run between
Island, Saadiyat Island, Reem attractions on the islands to the east of Abu Dhabi Island,
Island primarily for tourists and visitors. The service would link key
attractors such as the Guggenheim in the Saadiyat Cultural
District to the CBD station and hotels on the east side of Abu
Dhabi Island.
PW5 Network of jetties and piers Provision of water taxis to take passengers from Abu Dhabi
for water taxi services Island to islands of the east coast such as Al Reem and Suwa
Island. A series of piers would have to be constructed. Service
would be primarily aimed at visitors.
PW6 Ferry service to Dubai High speed ferry service to leave from the CBD station to take
passengers to Dubai. Passenger service could provide alternative
form of public transport for inter-Emirate trips and also be
Page A-12
attractive to visitors with intermediate stops at relevant
locations, including the off-shore islands and palms in Dubai.
PW7 More control of the marine Development of a marine code with introduction of a fees
environment fees based on structure for pleasure craft based at marinas in Abu Dhabi.
boat emissions e.g. Payment of fees would be based on the level of emissions from
vessels.
PW8 Implement marine navigation Development of a system of navigation buoys around the islands
system, buoys to assist mariners and also improve safety, in particular in
relation to ferry services.
PW9 Low emission ferries Use of ferries that use alternative fuels rather than existing high
polluting fuels such as marine diesel.
Tourism/Visitors
PE2 Dhows to islands Provision of Dhow styled boats to operate as taxi services. These
boats would be aimed at the tourist market.
Freight
Freight Measures
F2 Multi-modal waterfront Development of distribution centres at ICAD and Mina Zayed.
distribution centre at ICAD
and secondary bimodal The ICAD facility will allow for direct transfer of freight to and
waterfront distribution centre from container ships to trucks and the regional rail freight
at Mina Zayed network which will reduce the amount of handling and trips on
the network. The facility at Mina Zayed will allow for direct
transfer of goods from ships to road freight distribution. The
facility should be located within the Mina Zayed area to allow for
rapid distribution of goods in the CBD area.
F3 Multi-modal distribution Development of a multi-modal distribution facility will allow for
centre at Khalifa Port direct transfer of freight to and from container ships to trucks and
the regional rail freight network. Movement of goods to and from
the port facility will also reduce the impact on the overall
network and reduce dependency on ICAD as being the only major
distribution centre.
F4 New Multi-modal distribution Development of a multi-modal distribution facility will allow for
centre at Airport free trade direct transfer of freight to and from inbound cargo flights to
zone trucks and possibly the regional rail freight network although the
scale of freight movements by air would limit this.
F5 New freight rail line as per Provision of a freight rail line to follow the GCC Railway
GCC Railway Study Feasibility Study alignment between Kuwait and Muscat with
spurs linking to Mussafah and Khalifa Port. This freight rail line
is currently being progressed by Union Railways.
F6 Transhipment from This measure covers the movement of goods around and to and
distribution centres using from the distribution centres to key locations by vehicles which
electric or low pollution have low carbon emissions. Freight trams would see the use of
vehicles or freight trams parts of the proposed tram network during specific hours to
distribute goods around Abu Dhabi.
F7 Rail freight line to Al Ain to Development of a freight rail alignment from Al Ain to the KPIZ
Abu Dhabi / KPIZ to terminate at the multi-modal facility as detailed in F14. The
Union Railways freight railway includes a line to Al Ain, and
beyond to Oman.
F9 Freight signage strategy Comprehensive network of signage throughout the Emirates on
the truck route network providing clear routes to distribution
centres and other major locations.
F10 Freight area agreement and Management of the movement of freight around the Emirate. The
management agreement would include a series of policies which would cover
issues such as limiting hours of freight movement between
locations, types of vehicles, speeds and driving practices. The
Page A-13
management of the freight network would also require
agreement on location of facilities such as truck parks and
alternative routes.
F11 Waste management and Development of comprehensive waste management strategy for
disposal strategy the Emirate. The strategy would cover transporting all forms of
waste to refuse sites on the network and determine best use of
the network including routes, times, ability to transport waste by
rail (either regional rail or freight trams), location of transfer
stations, bulk disposal sites and urban refuse issues.
F12 Removal of Truck Routes to Abolition of specific truck routes with a view to allowing all
allow Trucks to utilise Primary vehicles right of way on the primary road network. The existing
Road Network truck routes would revert to normal regional roads for general
traffic use.
F13 Water freight service from Transfer of freight and goods between the two locations by water
Mussafah to KPIZ rather than using the road network between the two locations.
F14 New Multi-modal distribution Development of a multi-modal distribution facility will allow for
centre at Al Ain direct transfer of freight to and from inbound cargo flights to
trucks and possibility of the regional rail freight network
although the scale of freight movements by air would limit this.
F15 Allow trucks to use E22 Abu This was suggested at the consultation event that to allow E22 to
Dhabi to Al Ain Highway be shared use by trucks and general traffic.
Demand Management
Road Based Strategies
DR1 High occupancy vehicle Development of comprehensive network of HOV lanes on
(H.O.V) lanes on freeways Freeways in and around Abu Dhabi that provide road space for
vehicles which have 2 or more people. The HOV lanes could
operate at peak times only to encourage car sharing and use of
public transport (which could also use these lanes). The lanes
would occupy the lanes directly adjacent to median strips and
extend along key points of the network, including over the
bridges into Abu Dhabi Island.
DR2 Low emission zone Abu Dhabi Introduction of a low emission zone (LEZ) including Abu Dhabi,
Island, Reem, Suwa, Saadiyat Reem, Suwa and Saadiyat Islands. The zone would deter high
Island polluting vehicles by imposing a charge on them if they entered
the zone, generally heavy diesel vehicles, vans, trucks and some
cars with high carbon emissions.
DR3 Low emission zone Capital Introduction of a low emission zone (LEZ) including the area
City around Capital City bordered by the E22, E20 and E11. The zone
would deter high polluting vehicles by imposing a charge on
them if they entered the zone, generally heavy diesel vehicles,
vans, trucks and some cars with high carbon emissions.
DR4 Park and ride sites with valet Development of a series of Park and Ride sites which would be
service located at various locations along the public transport network.
These sites could be located at, e.g.:
Yas Island near the proposed racetrack

Between Capital City and Masdar
Mohammed Bin Zayed City near the junction of the E11
and E22
Sites to capture traffic heading to Abu Dhabi Island
DR5 Car sharing / car clubs A car club would be a development of the popular concept in
Europe of car clubs where members share vehicles through an
on-line booking system. Dedicated bays would be provided
around urban areas specifically for the car club vehicles. Car
Page A-14
sharing would see commuters sharing their cars for journeys to
and from work. This concept would complement the proposed
HOV lanes.
DR6 Internet or mobile phone A website which would provide drivers with information on the
based real-time traffic travel situation at any point in time and also provide estimates
information system for journey times by different modes, average speeds on roads
throughout Abu Dhabi and also details of incidents that could
impact on their journey. Also applicable to workplaces which
would inform drivers prior to leaving their workplace of the travel
conditions.
DR7 Internet or mobile phone A website which would provide people with information on the
based real-time multi-modal travel situation at any point in time and also provide estimates
travel information system for journey times by different modes, average speeds on roads
throughout Abu Dhabi and also details of incidents on the public
transport network or roads that could impact on their journey.
Also applicable to workplaces which would inform commuters
prior to leaving their workplace of the travel conditions.
DR8 Real time VMS to influence This scheme would see the introduction of Variable Message
mode of travel Signs (VMS) along the highway network of Abu Dhabi which
would provide drivers with real time information on conditions
or incidents which would impact on their journey. An example
being that drivers could be advised to use park and ride and
public transport if conditions on Abu Dhabi Island roads were
bad.
Improved Pedestrian / Cycle Facilities
Facilities
DW1 Provide network of safe cycle Develop a network of cycle routes from new and existing
routes with cycle parking at developments to foster increased cycling in Abu Dhabi.
key destinations and at
transport interchanges
DW2 Cycle hire schemes Scheme designed to offer short term hire of cycles. Could be
encouraged in workplaces, through clubs or at major
interchanges.
DW3 Car free areas / Pedestrianisation of Hamdan Street from the intersection of
pedestrianisation Hamdan Airport Road to the proposed CBD station near the east coast of
Street Abu Dhabi Island. Cross roads would include traffic light phases
for pedestrians. Pedestrianised area to be heavily shaded and re-
designed to encourage walking.
DW4 Car free areas / Pedestrianisation of the waterfront along Saadiyat Island to cover
pedestrianisation Saadiyat the main visitor attractions, extending as far as the National
Island Museum.
DW5 Promenade frontage Suwa Pedestrianisation of the coastline of Suwa Island fronting onto
Island Abu Dhabi Island.
DW6 Pedestrianisation of middle Provision of significant pedestrian priority along the middle ring
ring in Capital City and cross of Capital City to reinforce the priority of public transport and
streets pedestrian activity in this area.
DW7 Traffic light controlled Installation of pedestrian controlled traffic light signals mid-block
pedestrian crossings on key in the superblocks and other key locations to help promote safe
desire lines in CBD pedestrian crossings. Other key locations could include in front of
schools, at hospitals and at key transport interchanges.
DW8 Provide priority for Inclusion of a pedestrian only phase at all traffic signals, in
pedestrians at traffic light busy areas and elsewhere, where appropriate, to improve
controlled junctions pedestrian access and increase safety. This measure could be
installed at most intersections with minimal impact on traffic.
DW11 Improved pedestrian routes Development of improved pedestrian routes through existing
within existing developments development areas in Abu Dhabi Island.
Page A-15
Information / Communications
DI3 Encourage increased use of Increased use of internet shopping and deliveries to reduce the
Internet shopping and home overall number of trips made by people.
delivery
DI4 Develop PT awareness Development of a comprehensive Emirate wide strategy to inform
campaign and people of the public transport network and ways in which they
communication and can reduce their impact as well as the alternatives available for
marketing strategy for public travel.
transport network
DI5 Event management strategy Plans to address the impacts of major events in Abu Dhabi and
concerts / sports events / their impact on the transport network. Ensure plans are in place
religious events for all major stadia/cultural and religious facilities that have
large volumes of visitors in short periods of time.
DI6 Active traffic and incident Maintaining a team responsible for the handling of major
management incidents on the transport network and develop contingency
plans to deal with worst case accidents on the network (both
public transport and the highways)
DI7 Personalised travel planning Provide a service to inform individuals of travel choices and how
they could use the transport network to travel to and from
specific points as well as information such as fares, timetables,
interchanges and service information.
DI8 Workplace travel planning Provide a service to inform companies of travel choices for their
employees and how they could best use the transport network to
encourage them to use the most sustainable method of transport
to and from the work place.
DI9 Residential travel planning Provide a service to inform individuals of travel choices and how
they could use the transport network to travel to and from
specific points from their place of residence.
DI10 School travel planning Provide a service to inform schools of travel choices and how
their students could use the transport network to travel to and
from the educational facilities as well as information such as
fares, timetables, interchanges and service information.
DI11 Flexible working hours This would encourage employers to open their businesses at
times that would minimise peak demands on the transport
network, spreading the demand for travel, and making best use of
the available capacity.
Pricing Strategies
DF1 Removing fuel subsidies Remove the fuel subsidies currently in force to reflect the cost of
fuel to the motorist and bring in subsidies for alternative fuels.
DF2 Introduce fuel tax on petrol Introduce a fuel tax regime at the point of purchase for all grades
and diesel of petroleum. Have a banded tax to have lowest taxes on low
carbon emission fuels.
DF3 Introduce vehicle tax Develop and enforce a scaled vehicle tax which takes into
depending on emission levels consideration the level of emissions from a vehicle. Provide
significant discounts, up to 100%, for vehicles which have low
emission levels.
DF4 Introduce subsidies for Subsidise the purchase of alternative fuels which have low
alternative fuels carbon emissions; this could offset the fuel tax on petrol and
diesel (DF2).
DF6 Parking charge according to Reduced annual controlled parking zone fees for vehicles with
fuel efficiency of vehicles reduced carbon emissions.
DF7 Subsidies for alternative Develop a set of subsidies which would encourage alternative
modes modes of travel around the network. Subsidies could be provided
Page A-16
for two-wheelers, bicycles, low emission vehicles etc.
DF9 Congestion Charging Road user charging scheme to capture key congestion points by
introducing a per-mile charge dependant on the level of
congestion. This would generally be restrained to critical parts of
the metropolitan area, and possibly just Abu Dhabi and its
adjacent Islands.
DF14 Employers to provide travel This would encourage use of the public transport system and
card for employees would be similar to the Carte Orange used in Paris.
Parking Strategies
DP1 Parking management and Introduction of controlled parking zones (CPZ) within urban
charges in parking areas of Abu Dhabi as already planned. A CPZ controls which
management zone vehicles can park in marked bays over certain periods of the day
by a permit or ticket system. The introduction of zones should be
considered around key transport interchanges, where there are
high levels of non-residential or commuter parking and at key
facilities such as schools, major commercial districts and
hospitals.
DP2 Extend parking management Extension of parking area controls, as described above, to other
as required areas where significant daily parking problems arise. The main
areas proposed would be Suwa and Reem Islands and Capital
City, but this needs further review once the impact of the parking
management system (DP1) becomes apparent.
DP3 Increasing on-street parking This measure proposes the extension of the existing measures by
charges balance between introduction of increased charges at on-street parking bays.
long and short stay. Where necessary, some on-street parking spaces should then be
removed to improve access, pedestrian safety, urban landscape
or provision of access to public transport interchanges.
DP4 Off street parking In managing off-street parking provision, the balance between
management balance short and long term parking requirements at key locations needs
between long and short stay to be addressed. This is particularly relevant around key
interchanges and commercial districts, education facilities and
other key institutions. In general, higher charges should be
introduced for longer term parking, with charge rates per hour
increasing as the parking duration increases so as to discourage
all-day parking.
DP5 Parking Variable Message Development of a real time parking information system, by
Signs (VMS) to minimise provision of VMS, to inform drivers of the available bays at key
traffic circulation parking locations. This measure should provide drivers with
information to avoid them having to search for a parking space
and thereby increase local traffic circulation. This could be
extended further into a parking space booking system.
DP6 Parking for visitors in new Provision for visitor parking bays in new development to allow
developments for short term parking and to reduce on-street parking and
unnecessary circulating traffic.
DP7 Introduce parking standards Introduce a standard set of parking requirements within all new
for new developments buildings based on factors such as type of development, location
and public transport accessibility.
DP8 Provide underground car Underground parking in key central locations could be provided
parking as needed in redevelopments to offset removal of some on-street parking
spaces. The provision of underground parking should be
managed in line with overall management of parking.
DP9 Parking barns (edge of centre Parking barns should be provided at park and ride sites on the
parking for free areas) outskirts of the highway network in association with increasing
public transport provision.
DP11 Mobile phone payment Payment of parking could be made through mobile phones for
ease of use. A system of pre-booking of selected spaces could
Page A-17
systems also be introduced.
DP13 Enforcement of parking Increased enforcement of parking violations including possibly
violations establishing an arm of DOT responsible for enforcing penalty
notices on drivers, in tandem with the Police.
Landuse
L1 Car free developments with Extension of the philosophy behind the Masdar City
electric car clubs development. Promotion of urban development which focuses on
movement within the development using alternatives to car.
Promotion of use of car clubs for external trips in electric cars.
L3 Public realm / urban design Generalised improvements in design and planning of the public
realm in the existing CBD which focuses on the improvement of
pedestrian routes and making the CBD more attractive to walk
around.
Page A-18
Appendix B Detailed Final Environmental Evaluation Results
AD STMP WP9 Environmental Evaluation
Preferred Scenario
Environment in Abu
carbon economy in
Evaluation Criteria
Abu Dhabi by 2030
Enhance Cultural
1. Develop a low
3 Large Beneficial
Committed/Planned
+++
Critical Natural
2. Preserve the
Environmental
3. Protect and
2 Moderate Beneficial
Reference Case
++
Symbols and
+ 1 Slight Beneficial
Monuments
0 0 Neutral
4. Other
-1 Slight Adverse
Dhabi
-2 Moderate Adverse
-3 Large Adverse
R ROAD NETWORK
RH 1 Sheikh Zayed Bridge C -2 -1 0 -2
RH 2 Saadiyat - Shahama Freeway C -2 -3 -2 -2
RH 3 Shahama Freeway Extension C -2 -1 0 -1
RH 4 Mafraq - Ghweifat C -2 -1 -1 -1
RH 5 Gayathi - Madinat Zayed Road C -2 -1 -1 -1
RH 6 Salam Street Tunnel C -2 -2 -1 -1
RH 7 Second Abu Dhabi - Dubai Freeway P -2 -2 -1 -1
RH 8 Saadiyat Bridge to Mina Road Tunnel C -2 -2 -1 -1
RH 9 Connecting Al Reem Island to Abu Dhabi C -2 -2 -1 -2
RH 10 City to Al Suwa Island - bridges 1,2,3,& 4 C -2 -2 -1 -3
RH 11 City to Al Suwa Island - bridges 5,6, 7 C -2 -2 -1 -3
RH 12 Al Reem Island to Al Suwa - bridges 11 to 13 C -2 -2 -1 -3
RH 13 Al Reem Island to Al Suwa - bridges 8 to 10 C -2 -2 -1 -3
RH 14 Saadiyat to Al Reem Island Bridge -2 -2 -1 -3
RH 15 Mid Island Parkway -2 -3 -2 -3
RH 16 Al Ain to KPIZ Highway -2 -1 -1 -1
RH 17 Mussafah to AD Island new link -2 -1 0 -1
RH 18 Al Ain to Dubai highway upgrading -2 -1 0 -1
RH 19 Desert Highway Extension (E20 to E11/E65) -2 -2 0 -1
RH 20 Marina Mall / Corniche grade-separated junction -2 -1 -1 -1
RH 23 Extension of 19th Street Freeway to Al Reem -2 -3 -3 -3
RH 25 Lulu Highway (Marina Mall to Mina Zayed) -2 -1 -1 -2
RH 27 Upgraded E10 Freeway -2 -1 0 -1
RH 31 Airport Western Link -2 -1 0 -1
RH 35 South Hodariyat - link from Mussafah -2 -2 -1 -2
RH 36 South Hodariyat - link to Abu Dhabi Island -2 -2 -1 -2
RH 37 Upgrade E15 to D2 -2 -1 0 -1
RH 38 Upgrade E65 to D2 -2 -1 0 -1
RH 39 Upgrade E90 to D2 -2 -1 0 -1
RH 40 Al Ain Northern Bypass -2 -1 -1 -1
RH 41 Define and impose road hierarchy with associated 0 0 1 2
RH 42 Low noise surfacing and noise barriers 0 0 0 1
RH 45 Second link from Reem Island to Al Reem Bridge -2 -2 -1 -2
RH 47 New airport road Extension to New Island Bridge -2 -1 -1 -2
RH 60 Bridge link Marina Mall Breakwater to Lulu Island C -2 -1 -1 -1
RH 61 Bridge link Mina Zayed to Lulu Island C -2 -1 -1 -1
RH 62 4 tunnel links Abu Dhabi Island to Lulu Island C -2 -2 0 0
RH 63 Baynounah Street widening C -2 -1 0 -1
RH 64 Electra Street Tunnels at Junctions 6 and 4 C -2 -2 -1 -1
RH 65 Tunnel from Reem to 31st Street (RH23 Alternative) C -2 -3 -3 -3
RM 3 Shared road / walk / cycle space 2 0 0 2
RM 4 Intelligent real-time driver information systems 1 0 0 0
RM 5 Urban Traffic Management and Control (UTMC) 1 0 0 1
RM 6 Traffic calming in residential areas -1 0 0 0
RM 7 Intelligent speed adaptation (ISA) to increase 1 0 0 0
RS Safety
RS 1 30 kph zones in residential areas / near schools 0 0 0 1
RS 2 Driver training 0 0 0 0
RS 3 Education / information 0 0 0 0
RS 4 Introduce and enforce highway code 0 0 0 0
RS 5 Programme of safety improvements at accident 0 0 0 0
RS 6 Enforcement of traffic violations 0 0 0 0
RS 7 Real time signs informing drivers of speed in key 0 0 0 0
RS 8 Average speed cameras (point to point) 0 0 0 0
RS 9 Enhanced annual vehicle safety checks 1 0 0 1
RS 10 Commercial driver hours limitation scheme 0 0 0 0
RS 11 Introduce weights / overloading regulations for 0 0 0 1
RS 12 Narrow traffic lanes in CBD to slow down traffic 0 0 0 -1
Page B-1
P PUBLIC TRANSPORT
PR Regional Rail
PR 1 Regional rail CBD station to Dubai via Capital City 3 -2 -1 2
PR 2 Regional railway CBD to Ghantoot, Shahama Town 2 -1 -1 2
PR 3 Abu Dhabi to Ruwais Station to KSA/Qatar 2 -1 -1 1
PR 5 Abu Dhabi to Al Ain 2 -1 -1 1
PM Metro
PM 1 CBD - Airport - Capital City loop 3 -2 -2 2
PM 2 Saadiyat Island to Marina Mall 3 0 0 2
PM 3 Capital City - Mohammed Bin Zayed loop 3 1 0 2
PM 6 Shamkhah to Capital City spur 3 1 0 1
PM 7 Dedicated Airport Express Rail 3 0 0 2
PT Tram
PT 1 Al Raha Beach Light Rail (Airport to Emerald P 3 1 0 2
PT 2 Yas Island connection to Raha Beach P 3 1 0 2
PT 3 Yas Island northern loop P 3 1 0 2
PT 4 Suwa Island loop P 3 1 0 2
PT 5 Reem Island loop P 3 0 0 2
PT 6 Saadiyat Island Loop P 3 0 0 2
PT 7 Reem Island - Khalifa Street - 11th Street loop P 3 0 0 2
PT 8 Lulu Island - Mina Zayed - Suwa - Marina Mall loop P 3 1 0 2
PT 9 Outer Reem Island - Khalifa Street - 6th Street 3 0 0 2
PT 10 Emerald Gateway - ADNEC - 4th Street - CBD 3 1 0 2
PT 11 ADNEC - Khaliyah Mall - Central Market 3 1 0 2
PT 12 Yas Island interchange - Hydra - Al Falah - 3 1 0 2
PT 13 Airport - Capital City 3 1 0 2
PT 14 Capital City high density spines 3 1 0 2
PT 15 Al Falah - Motorworld - Capital City loop 3 1 0 1
PT 16 Raha Beach centre to Capital City via Khalifa A 3 1 0 2
PT 17 South Hodariyat - Mussafah - Capital City 3 1 0 2
PT 18 Mohammad Bin Zayed City - Emerald Gateway 3 1 0 1
PT 19 Federal Area Capital City loop 3 1 0 2
PT 20 Capital City outer circle serving Universities, 3 1 0 2
PT 22 Bus Station - Abu Dhabi Mall - Mina Zayed 3 1 0 2
PT 23 Extension to ICAD 3 1 0 1
PT 24 Capital City - Mohammad Bin Zayed City 3 1 0 2
PT 25 Southern extension of PT 18 to Mafraq Labour 3 1 0 1
PT 26 Emerald Gateway - Mussafah - ICAD 3 1 0 1
PT 27 Mohammad Bin Zayed City - Mussafah - Grand 3 1 0 1
PT 28 Northern Yas - Shahama Town 3 -1 0 1
PT 29 Al Ain tram 3 0 -1 2
PT 30 Cultural District -Zayed First Street - Inter 3 1 0 2
PT 31 Al Falah Street - Airport Road - 19th St - 28th St 3 1 0 1
PP 1 PRT Masdar City C 2 0 0 2
PP 2 PRT Lulu Island 2 1 0 2
PB Bus
PB 1 Bus Rapid Transit on strategic routes (following 1 -1 0 0
PB 3 Fine grained network of local buses with bus 1 -1 0 0
PB 4 Enhanced inter-regional long-distance coach 1 -1 0 1
PB 5 Alternative fuels for buses 2 1 0 1
PB 6 Low emission vehicles 2 1 0 2
PB 7 Demand responsive transport 1 0 0 1
PB 8 Easy access to public transport infrastructure is 0 0 0 0
PB 9 Introduce Bus Network C 1 -1 0 1
PB 10 Introduce Bus lanes 0 0 0 1
PB 11 Restriction on parking at bus stops 0 0 0 0
PO 1 Increase number of taxis -2 -1 0 -2
PO 3 More taxi ranks at key locations 0 0 0 -1
PO 4 Taxi booking with a single phone number 0 0 0 -1
PO 5 GPRS taxis booking 0 0 0 -1
PO 6 Alternative fuel taxis 1 1 0 1
PO 7 Low emission taxi vehicles 1 1 0 2
PO 8 Encourage development of school buses 1 0 0 1
PO 9 Encourage development of employee buses 1 0 0 1
PI 1 Travel information direct to mobile phones 0 0 0 0
PI 2 Integrated smart card ticketing system covering 1 0 0 0
PI 3 Timetable integration & optimisation 1 0 0 0
PI 4 Develop key multi-modal interchanges 1 0 -1 0
PI 5 Real-time information at bus stops / interchanges 0 0 0 0
Page B-2
PA 1 Introduction of improved pedestrian routes 3 1 1 1
PA 2 Air-conditioned (solar) walkways linking 2 0 -1 1
PA 3 Travelators linking development to interchanges 1 0 -1 0
PA 4 Quality signage and wayfinding 0 0 0 0
PA 5 Air-conditioned (solar) tram / ferry / bus shelters 2 0 0 1
PA 6 Passive cooling for bus shelters 2 0 0 0
PW Water transport
PW 1 Ferry Emerald Gateway to Al Bateen 1 -2 1 -1
PW 2 Ferry service Yas Island Marina to CBD Station via 1 -2 2 -1
PW 3 Circular ferry-Suwa Island, Saadiyat Island, Reem 1 -3 2 -1
PW 5 Network of jetties for water taxi services 1 -2 1 -1
PW 6 Ferry service to Dubai 1 -2 2 -1
PW 7 More control of the marine environment - fees 2 3 1 3
PW 8 Implement marine navigation system, buoys 0 0 0 0
PW 9 Low emission ferries 2 2 0 2
F FREIGHT
F 2 Multimodal waterfront distribution centre at ICAD 1 -1 0 -1
F 3 Multimodal distribution centre at Khalifa Port 1 -1 0 -1
F 4 New Multimodal distribution centre at Airport free 1 -1 0 -1
F 5 New freight rail line as per GCC Study 2 -1 -1 1
F 6 Transhipment from distribution centres using 1 2 1 2
F 7 Rail freight line Al Ain to Abu Dhabi / KPIZ 2 -1 -1 1
F 9 Freight signage strategy 0 0 0 0
F 10 Freight area agreement and management 0 0 0 1
F 11 Waste management and disposal strategy 1 1 0 1
F 12 Remove Truck Routes, utilise Road network 1 1 0 -2
F 13 Water freight service from Mussafah to KPIZ 1 -2 0 1
F 14 New Multimodal distribution centre at Al Ain 0 0 0 -1
F 15 Allow trucks to use E22 Abu Dhabi to Al Ain -2 -1 0 -1
D DEMAND MANAGEMENT
DR 1 High occupancy vehicle lanes on freeways 0 0 0 1
DR 2 Low emission zone AD Island, Suwa, Al Reem, 0 0 0 0
DR 3 Low emission zone Capital City 1 1 1 1
DR 4 Park & ride sites with valet service 1 0 1 2
DR 5 Car sharing scheme / car clubs 1 0 0 1
DR 6 Internet or mobile phone based real-time traffic 0 0 0 0
DR 7 Internet/mobile phone real-time travel info 1 1 1 1
DR 8 Real-time VMS to influence mode of travel 0 0 0 0
DW 1 Provide network of safe cycle routes with cycle 3 1 1 2
DW 2 Cycle hire schemes 3 1 1 2
DW 3 Car free areas / pedestrianisation - Hamdan Street 2 1 2 2
DW 4 Car free areas / pedestrianisation- Saadiyat Island 2 1 2 2
DW 5 Promenade frontage Suwa Island 2 1 2 2
DW 6 Pedestrianisation of middle ring in Capital City 2 1 2 2
DW 7 Traffic light controlled pedestrian crossings on key 1 0 0 0
DW 8 Provide priority for pedestrians at traffic lights 1 0 0 0
DW 11 Improved pedestrian routes within existing 1 0 0 1
DI 3 Encourage increased use of Internet shopping and 1 0 0 1
DI 4 Communication and marketing strategy for public 1 0 0 2
DI 5 Event management strategy - concerts / sports 0 0 0 1
DI 6 Active traffic & incident management 1 0 0 2
DI 7 Personalised travel planning 1 0 0 1
DI 8 Workplace travel planning 1 0 0 1
DI 9 Residential travel planning 1 0 0 1
DI 10 School travel planning 1 0 0 1
DI 11 Flexible working hours 0 0 0 1
Page B-3
DF 1 Remove fuel subsidies 2 0 0 2
DF 2 Introduce fuel tax on petrol and diesel 2 0 0 2
DF 3 Introduce vehicle tax depending on emission levels 1 0 0 2
DF 4 Introduce subsidies for alternative fuels 3 0 0 2
DF 6 Parking charge according to fuel efficiency of 2 0 0 1
DF 7 Subsidies for alternative modes 2 0 0 2
DF 9 Congestion charging 2 0 0 2
DF 14 Employers to provide travel card for employees 1 0 0 1
DP 1 Parking charges in parking management zone C 0 0 0 1
DP 2 Extend parking management as required 0 0 0 1
DP 3 Increasing on-street parking charges - balance 0 0 0 1
DP 4 Off-street parking management - balance between 0 0 0 0
DP 5 Parking VMS to minimise traffic circulation 1 0 0 0
DP 6 Parking for visitors provided in new developments 0 0 0 0
DP 7 Introduce parking standards for new developments 0 0 0 0
DP 8 Provide additional underground car parking as -2 0 1 0
DP 9 Parking barns (edge of centre parking for car free 1 0 0 1
DP 11 Mobile phone parking payment systems 0 0 0 -1
DP 13 Enforcement of parking violations 0 0 0 0
L PLANNING
L 1 Car free developments with electric car clubs 2 1 1 1
L 3 Public realm / urban design 1 1 1 1
Page B-4
Appendix C Environmental Mitigation Assessment of Components
Components
Identified with Significant Adverse Environmental Impacts
AD STMP WP9 Environmental Evaluation
Key Environmentally Sensitive Components
Environment in Abu
carbon economy in
Evaluation Criteria
Abu Dhabi by 2030
Level /
Enhance Cultural
1. Develop a low
+++ 3 Large Beneficial
Critical Natural
Difficulty / Cost
2. Preserve the
Environmental
3. Protect and
++ 2 Moderate Beneficial
Symbols and
+ 1 Slight Beneficial Key Environmental Issues of required
Monuments
0 0 Neutral Mitigation
4. Other
-1 Slight Adverse
Measures
Dhabi
-2 Moderate Adverse
-3 Large Adverse
R ROAD NETWORK
Construction and operational impacts on biodiversity of marine
-2 -3 -2 -2 and coastal species in the interchannel area. Close proximity High
RH 2 Saadiyat - Shahama Freeway to Al Samalliah Marine Protection zone.
Loss of valuable soil and existing plantation areas. Local air
-2 -2 -1 -1 quality around future developments along freeway area. Med
RH 7 Second Abu Dhabi - Dubai Freeway Fragmentation of desert habitats.
-2 -2 -1 -1 and coastal species in the interchannel area and marine water Med
RH 8 Saadiyat Bridge to Mina Road Tunnel quality.
Construction impacts on biodiversity of marine and coastal
-2 -2 -1 -2 species in the interchannel area and marine water quality. Med
RH 9 Connecting Al Reem Island to Abu Dhabi Reduction on local air quality and increase in noise.
RH 10 City to Al Suwa Island - bridges 1,2,3,& 4 Reduction on local air quality and increase in noise.
RH 11 City to Al Suwa Island - bridges 5,6, 7 Reduction on local air quality and increase in noise.
RH 12 Al Reem Island to Al Suwa - bridges 11 to 13 Reduction on local air quality and increase in noise.
RH 13 Al Reem Island to Al Suwa - bridges 8 to 10 Reduction on local air quality and increase in noise.
species in the interchannel area and marine water quality.
Close proximity to the eastern mangroves area. Reduction on
-2 -2 -1 -3 High
local air quality and increase in noise. Impact on turtles using
turtle nesting beach, dolphins waterway to Al Raha beach and
RH 14 Saadiyat to Al Reem Island Bridge intertidal birds on tidal flats of island.
and coastal species in the interchannel area. Close proximity
to Eastern Mangroves area and Al Samalliah Marine Protection
-2 -3 -2 -3 High
zone. Impact on turtles using turtle nesting beach, dolphins
waterway to Al Raha beach and intertidal birds on tidal flats of
RH 15 Mid Island Parkway island. Sensitive heritage location.
and coastal species in the interchannel area. Very close
-2 -3 -3 -3 proximity to Eastern Mangroves area. Alignment will have to be High
curved around this protected area along with high level
RH 23 Extension of 19th Street Freeway to Al Reem mitigation measures during construction.
-2 -2 -1 -1 Through areas designated as desert finger by Plan 2030. Low

RH 34 E11 (ICAD) to E40 Truck Route
and coastal species in the interchannel area. Provides new
-2 -2 -1 -2 Low
traffic access in close proximity to Bul Syayeef Marine
RH 35 South Hodariyat - link from Mussafah Protection Area.

and coastal species in the interchannel area. Provides new
-2 -2 -1 -2 Low
traffic access in close proximity to Bul Syayeef Marine
RH 36 South Hodariyat - link to Abu Dhabi Island Protection Area.
Loss of valuable soil and existing plantation areas. Reduced

-2 -1 -1 -1 local air quality around future developments on outer parts of Low
RH 40 Al Ain Northern Bypass Al Ain.

-2 -2 -1 -2 and coastal species in the interchannel area and marine water Med
RH 44 Proposed Hamdan Street to Saadiyat Link quality.

-2 -2 -1 -2 and coastal species in the interchannel area.Close proximity to Med
RH 45 Second link from Reem Island to Al Reem Bridge Eastern Mangroves area.
-2 -2 -2 -2 High
to Eastern Mangroves area and Al Samalliah Marine Protection
RH 46 E10 Bypass via Yas and Samaliyyah Island zone.
Construction impacts on marine and coastal species in the
-2 -1 -1 -1 interchannel area. Visual impact of prominent structure needs Low
RH 60 Bridge link Marina Mall Breakwater to Lulu Island to be made for maximum positive effect.
Construction impacts on marine and coastal species in the
-2 -1 -1 -1 interchannel area. Visual impact of prominent structure needs Low
RH 61 Bridge link Mina Zayed to Lulu Island to be made for maximum positive effect.
Page C-1
Construction impacts of tunnelling on marine water quality and
marine and coastal species. Cut and cover construction method
-2 -2 0 0 worse than bored tunnels. Visual impact and noise of High
construction from key city view point of the corniche and Lulu
RH 62 4 tunnel links Abu Dhabi Island to Lulu Island island.
Potential impact on eastern mangroves already under
significant stress from Mid Island Parkway and TDIC Angsana
Resort and Spa Eastern Mangroves development. Potential
Link from Mid Island Pkwy (MIP) from Umm Al Nar impact on archaeological and cultural heritage sites around
RH 64 -2 -2 -2 -1 Med
across the top of AD island to Mussafah. Umm Al Naar. Potential issues relating water quality as
alignment close to water intake for Umm Al Naar desalination
plant. Area already developed/industrial due to Umm Al Naar
Power and Desalination plant.
and coastal species in the interchannel area. Very close
RH 65 Tunnel from Reem to 31st Street (RH23 Alternative) -2 -3 -3 -3 proximity to Eastern Mangroves area. Alignment will have to be High
curved around this protected area along with high level
mitigation measures during construction.
P PUBLIC TRANSPORT
PR Regional Rail
Alignment through areas designated as desert fingers by plan
Regional rail CBD station to Dubai via Capital City 3 -2 -1 2 2030. Reduction in biodiversity of desert species, habitat Low
PR 1 and Airport loss/fragmentation, impact on endangered species.
Reduction in biodiversity of desert species, habitat

Regional railway CBD to Ghantoot, Shahama Town 2 -1 -1 2 Low
loss/fragmentation, impact on endangered species.
PR 2 Centre via Capital City and Airport

2 -1 -1 1 Low
PR 3 Abu Dhabi to Ruwais Station to KSA/Qatar

2 -1 -1 1 Low
PR 4 New rail link to Madinat Zayed
Current alignment through undisturbed dunes. Reduction in
2 -1 -1 1 biodiversity of desert species, habitat loss/fragmentation, Med
PR 5 Abu Dhabi to Al Ain impact on endangered species.
PM Metro
3 -2 -2 2 to Al Samalliah Marine Protection zone. Lower impact than Med
road, as less noise, less heavy metal pollution to road surface
PM 1 CBD - Airport - Capital City loop and more control over user access.
PW Water transport
Construction impacts of marine works. Poor quality diesel fuel.
1 -2 1 -1 Emissions to air. Emissions and pollution to marine waters. Med
PW 1 Ferry Emerald Gateway to Al Bateen Potential spills. Required dredging.
Emissions to air. Emissions and pollution to marine waters.
1 -2 2 -1 Potential spills. Required dredging. Very close proximity to Med
Ferry service Yas Island Marina to CBD Station via Eastern Mangroves area and Al Samalliah Marine Protection
PW 2 Raha Beach Area.

1 -3 2 -1 Med
Circular ferry-Suwa Island, Saadiyat Island, Reem Potential spills. Required dredging. Very close proximity to
PW 3 Island Eastern Mangroves area.

Emissions to air. Emissions and pollution to marine waters. Low
1 -2 1 -1 Med
flushing of water channel. Water used for recreational bathing.
Noise and safety issues. Potential spills. Required dredging.
PW 4 Water taxi Corniche to Lulu Island

Emissions to air. Emissions and pollution to marine waters. Low
1 -2 1 -1 flushing of water channel. Water used for recreational bathing. Med
Noise and safety issues. Potential spills. Required dredging.
Jetties in close proximity to eastern mangroves area.
PW 5 Network of jetties for water taxi services
1 -2 2 -1 Med
Potential spills. Required dredging. High fuel use for high speed
PW 6 Ferry service to Dubai service to Dubai.
PE Tourism
Construction impacts of marine works for additional pier in the

0 -1 -3 1 channel between corniche and lulu island. Visual impacts on High
city and lulu skyline of cables, cable cars and piers.
PE 1 Cable car to Lulu Island
F FREIGHT
Loss of valuable soil and existing plantation areas. Local air
New truck route Mussafah via E11 to Khalifa Port -2 -1 -1 -2 quality and noise around future developments close to truck Low
F 1 and Dubai replacing existing truck route route. Fragmentation of desert habitats.
-2 -2 -1 -2 Through areas designated as desert finger by Plan 2030. Low

F 8 E40 Truck Route extension to E11
Reduced air quality and increased noise for sensitive receptors
-2 -1 0 -1 Low
F 15 Allow trucks to use E22 Abu Dhabi to Al Ain highway such as new developments along freeway area.
Page C-2

ST Master Plan Phase 2 Report Volume 1

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Issue and revision record

Rev Date Originator Checker Approver Description

A 15/03/09 CS CPKS ABC First Draft

B 26/03/09 CS CPKS ABC First Issue

Executive Summary S-1

Chapters and Appendices

2 Surveys for Enhanced Model 7

3 Development of the Enhanced Model 11

4 Alternative Planning and Policy Scenarios 15

5 Revised Alternative Planning and Policy Scenarios 79

6 Evaluation of Planning and Policy Scenarios 101

Page iii of xii

7 Consultation Responses on Scenario Evaluation 199

8 Preferred Scenario 213

Appendix A Description of Components of Preferred Scenario A-1

Appendix C Environmental Mitigation Assessment of Components Identified with Significant

Page vii of xii

Page xii of xii

1.1 The Abu Dhabi Transport Master Plan

Phase 1: Assessment (3 months)

Phase 2: Evaluation (6 months)

Phase 3: Implementation Plan (3 months)

Figure 1.1: STMP Primary and Secondary Areas

Figure 1.2: STMP Reports and Working Papers

Figure 1.3: Overall Approach for Developing STMP

This report summarises the contents of the following Working Papers:

Working Paper 5a Results of Surveys for Enhanced Model

1.5 Structure of the Report

The Phase 2 report is structured as follows:

Chapter 2: Surveys for Enhanced Model

Chapter 3: Alternative Planning and Policy Scenarios

Chapter 4: Revised Alternative Planning and Policy Scenarios

Chapter 5: Development of the Enhanced Model

Chapter 6: Evaluation of Planning and Policy Scenarios

Chapter 7: Consultation Responses on Scenario Evaluation

Chapter 8: Preferred Scenario

Manual Classified Turning Counts at 16 locations;

Vehicle Occupancy Surveys at 16 locations;

Junction layouts and signal timings at 16 locations;

Automatic Traffic Counts (ATC) at 4 locations; and,

Floating Car Journey Time surveys on 3 routes

Figure 2.2: Location of Traffic Count Sites Abu Dhabi Emirate

Figure 2.2: Journey Time Route 2

Route-3-Southbound - AM peak period

Figure 3.2: Comparison of Modelled and Observed Flows

Four alternative scenarios were developed to represent alternative combinations of transport

Scenario 1: a highways based scenario designed to facilitate road based transport;

Scenario 3: a demand management scenario designed to influence the mode of travel

Scenario 4: a low carbon scenario designed to reduce carbon emissions globally.

4.3 World Class Cities

Table 4.1: Transport Networks in World Class Cities

City Regional/ Metro Trams and Buses Modal split to Comments

A multi layered hierarchy of public transport services;

Complementary measures to encourage use of public transport and discourage use of

London Heathrow Terminal 5, UK Changi Airport, Singapore

Paris Metro, France Mass Rapid Transit, Singapore

Tram on a suburban route in Paris Tram on street in San Francisco

Octopus, Hong Kong Oyster, London, England

meeting the mobility needs of all;

promoting urban amenity, liveability and desirable patterns of land use;

enhancing the accessibility of centres of activity;

minimising undesirable social, economic and environmental impacts; and,