Example of one of my Student's Project Report

12/22/2015

Cultural_transit By: Serageldin Sameh Faiez

THE AMERICAN UNIVERSITY IN CAIRO

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Content Introduction ............................................ 38 Preface ................................................ 38 In the Context of Luxor ....................... 38 Project Proposal ...................................... 40 Concept Statement ............................. 40 Relation to the Group Problem........... 40 Tensions to be Addressed ................... 42 Relation to the Other Projects ............ 42 Precedent Analysis .................................. 43 Otahuhu Bus Train Interchange .......... 43 Minneapolis Transit Hub ..................... 44 Site Analysis ............................................ 46 Site Selection....................................... 46 Visual Documentation of the site ....... 47 Contextual 3D Model .......................... 48 Nodes, Districts & Edges ..................... 49 Land Use.............................................. 50 Solid vs Void ........................................ 50 Accessibility ......................................... 51 Visual Corridor .................................... 52 Target Users ............................................ 53 Target Groups ..................................... 53

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Cultural Transit The Locals’ Social and Economic Analysis ................................................53

Appendix 1 .............................................. 83

Functional Aspects ..................................54

Appendix 2 .............................................. 84

Conceptual Diagram ............................54

Train Schedules ................................... 84

The Western Side Bubble Diagram......55

Appendix 3 .............................................. 85

The Eastern Side Bubble Diagram .......56

Appendix 4 .............................................. 86

Bubble Diagram Summary...................58

Microbus Design Summary ................. 86

Detailed Space Program ......................59

Works Cited ............................................ 87

Technical Aspect ......................................60 Train Platforms ....................................60 Bus/Microbus/Taxi Platforms..............65 Pedestrian Circulation .........................68 General Aspects (Materials) ................69 General Aspects (Lighting)...................70 Uniqueness Features ...............................71 The Station Story- Playing on the Duality .............................................................71 Contextualizing the Project .................74 Architecture Style ................................78 Roofs and Canopies .............................79 Sustainability Approach...........................81 The nature of the Project ....................81 Piezo-Electric material .........................81 Harnessing the energy of the sun .......82

Level of Service (LOS) Table ................ 83

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Cultural Transit Figure 14: Nodes/ Districts & Edges (Author Owned).......................................49

Figure 27: Train Step 1 Summary (Author Owned) ................................................... 60

Figure 15: Land Use (Author Owned) ......50 Figure 16: Solid Vs Void (Author Owned) 50

Figure 28: Train Step 2 Summary (Author Owned) ................................................... 61

Figure 17: Macro-Scale Accessibility (Author Owned).......................................51

Figure 29: Train Step 3 Summary (Author Owed) ..................................................... 62

Figure 18: Micro-Scale Accessibility (Author Owned).......................................51

Figure 30: Train Step 4 Summary (Author Owed) ..................................................... 62

Figure 18: Main Visual Corridor (Author Owned) ....................................................52

Figure 31: Stair/Escalator Section (Edward, 1997) ....................................................... 63

Figure 19: Family Status (Data from CAPMAS)..................................................53

Figure 32: Mezzanine Configuration (Edward, 1997)........................................ 64

Figure 20: Employment Rate (Data from CAPMAS)..................................................53

Figure 33: Train Step 9 Summary (Author Owned) ................................................... 64

Figure 7: Otahuho Bus Train Interchange (TransportBlog) ....................................... 43

Figure 21: Conceptual Zoning (Author Owned) ....................................................54

Figure 34: Capacity of each Bay Equation (Sebastian, 2015) .................................... 66

Figure 8: Minneapolis Transit Hub (Archdaily) ............................................... 44

Figure 22: West Wing General Zoning (Author Owned).......................................55

Figure 35: Bus Step 1 Summary (Author Owned) ................................................... 66

Figure 9: Minneapolis Transit Hub (Archdaily) ............................................... 45

Figure 23: East Wing General Zoning (Author Owned).......................................56

Figure 36: Bus Step 2 Summary (Author Owned) ................................................... 67

Figure 10: Site Location (Author Owned) 46

Figure 24: Train Component Zoning (Author ....................................................57

Figure 37: Saw-Tooth Configuration (Griffin, 2004).......................................... 67

Figure 25: The Interchange General Zoning (Author Owned).......................................58

Figure 38: Dissatisfaction (Sebastian, 2015) ................................................................ 68

Figure 26: Detailed Space Program (Author Owned) ....................................................59

Figure 39: Material Characteristics Summary (Blow, 2005) ........................... 69

List of Figures Figure 2: Karetas in Luxor (Author Owned) ................................................................ 39 Figure 3: Luxor Train Station (Author Owned).................................................... 39 Figure 1: Luxor Transportation Mode (Author Owned) ...................................... 39 Figure 4: Problem Identification Mind map Author Owned) ....................................... 40 Figure 5: The Interchange Transportation Modes Author Owned) ........................... 41 Figure 6: Urban Tension Segregation Edge (Original Photo by Wikimapia; Edited by Author) .................................................... 42

Figure 11: Visual Sequence of the main Visual Corridor (Author Owned) ............. 47 Figure 12: Building Heights (Author Owned).................................................... 48 Figure 13: Building Conditions (Author Owned).................................................... 48 36 | P a g e

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Figure 40: Illumination Summary (Blow, 2005) ....................................................... 70

Figure 53: Controlled Transparency Roofing (Archdaily) ..................................80

Figure 41: User Scenario 1 (Original by Sebastian, 2015; Edited by Author) ........ 71

Figure 54: Sustainable Tourism (GreenCity) .................................................................81

Figure 42: User Scenario 2 (Original by Sebastian, 2015; Edited by Author) ........ 72

Figure 55: Piezo-Electric Floor (Smart Planet) .....................................................81

Figure 43: User Scenario 3 (Original by Sebastian, 2015; Edited by Author) ........ 73

Figure 56: Piezo-Electric Floor Application (Smart Planet)..........................................82

Figure 44:Contextual Zoning 1 (Author Owned).................................................... 74

Figure 57: Level of Service Table (Blow, 2005)........................................................83

Figure 45:Contextual Zoning 2(AuthorOwned) ..................................... 75

Figure 58: Luxor Train Schedule Luxor Municipality)............................................84

Figure 46:Contextual Zoning 3 (Author Owned).................................................... 75

Figure 59: Taxi Calculation Summary (Author Owned).......................................85

Figure 47:Contextual Zoning 4(Author Owned).................................................... 76

Figure 60: Micro-Bus Calculation Summary (Author Owned).......................................86

Figure 48:Contextual Zoning 5 (Author Owned).................................................... 76 Figure 49:Contextual Zoning 6 (Author Owned).................................................... 77 Figure 50:Existing Architecture (Google Images) .................................................... 78 Figure 51: Proposed Structuralism Language (Google Images) ...................... 78 Figure 52: Modern Roofing (Google Images) .................................................... 79

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Introduction Preface Most cities have developed their different transportation modes as distinct entities.

However, now in the environmental age, the segregation of transportation systems is being replaced by ‘Joined- up thinking’ to increase the efficiency and the attractiveness of the mass public transportation. As a result, many “transportation authorities are able to exploit interchange opportunities” (Blow, 2005). Although, there is some sort of integration already existing in the City of Luxor through the existence of some informal regional buses near the train stations, this integration is not organized and efficient to be considered as a true interchange. It is rather the residents of the city are trying to take an advantage of the opportunity that a transit interchange aims to capitalize and exploit.

Transit station design aims to improve the public realm while balancing engineering with more architectural considerations to produce a building that is significant, relevant and visually complex. A Transit station is a distinct typology with a particular architectural language of “large38 | P a g e

span roofs, grand entrance halls, interior concourses and wide public entrances” (Blow, 2005) Transits are “distinctive and complex as they help shape and define the cities they serve by their social, cultural and functional interactions” (Edwards, 1997). The essence of transit architecture is the weaving of the space architecture and the structure engineering. Transits are considered as one most significant building types in the modern age. This is because of the fact that they realize different functions like retail, social places and urban landmark, besides giving access to the different transportation modes.

“THE MODERN STATION IS A CONTRADICTORY AND DIVERSE CREATURE, A PLACE WHERE ARCHITECTURE & TECHNOLOGY COME TOGETHER IN CLOSE AND DRAMATIC ASSOCIATION WITH LARGE NUMBERS OF PEOPLE” (GRIFFIN, 2004) As mentioned above, Transit stations are much more than just a transit. In fact, they act as an economic catalyst that leads to enormous urban development by attracting retail, office, leisure and

conference developments. In recognition of this impact, transit station location have been changed from the edge of the city to the city center to revitalize the down town area, like in the example of EuroLille.

As a result of the public desire to use the transit as an economic catalyst and thereby the change of the station location from the edge of the city to the city center, Transit station started to make the station as “a great gathering places, urban gateways for floods of arriving and departing passengers” (Edward, 1997). Adding the function of being an urban landmark has added another layer of complexity to the station of design, an identity layer. While, the station typology has repetitive flow of functions from entering to boarding, the architect should design the station in a way that symbolizes the identity of the city that the station is in.

In the Context of Luxor In 1851, the Luxor train station has been constructed to improve the city transportation infrastructure and increase the accessibility of Luxor while connecting Lower and Upper Egypt. The station was designed to be on the Eastern periphery of the city because of the view of the urban planner at the time and the constraints enforced by the monuments locations.

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Luxor Transportation Modes However, now in 2015, the city has grown beyond the Eastern edge, the Rail line boundary, making the station in the center of the city center. Moreover, because of lack opportunities in the city of Luxor, there is a large number of people go to either Cairo (majority) or Aswan or the transportation mode chosen is the train, thus, adding an enormous pressure on the train station.

Besides the rail transportation, there is a lot of other forms of transportation in Luxor that make up the transportation infrastructure of Luxor. First, there is car transportation, including both private cars and Taxis. This compromises around 30% of the transportation in Luxor (CAPMAS, 2015). There are also buses, both regional and local, and the buses compromise around 43.5% (CAPMAS, 2015) and there are Microbuses which transport around 15% of the Luxorian people (CAPMAS, 2015). Finally, there is a very important transportation mode in Luxor, Horse carriages ‘Karetas’.

However, this transportation mode is used primarily for leisure for both the locals and tourists who want to enjoy the scenic route.

The problem with the transportation infrastructure is that it is not sufficient and that it is dis-integrated. For instance, the 39 | P a g e

train station designed in 1851 was not designed as a station in the town center therefore it was not designed an urban landmark, a gateway and a hub. Therefore, it is not achieving its potential for acting as an economic catalyst. Moreover, the station designed was not designed to accommodate the capacity of people in 2015, resulting a lot of people jumping in the trains without having tickets (therefore, no seats) increasing the train passenger load by 35%, causing problems in safety and service quality for the passengers and users of the station.

The main problem with the other transportation modes is that they add pressure on the road infrastructure and there is no formal parking and pickup/drop off existing. This leads drivers to park wherever they want usually around important nodes throughout the city to take advantage of the natural presence of the people at these locations. However, these nodes are not designed for this purpose and utilizing it in that manner increase the congestion of the place that is already congested. What make the matter worse is that many of these nodes actually besides ancient monuments and thus, adding pressure on the monuments.

Motorcycles 1%

Microbuses 14%

Cars 28%

Trucks 14%

Buses 43%

Figure 1: Luxor Transportation Mode (Author Owned)

Figure 2: Karetas in Luxor (Author Owned)

Figure 3: Luxor Train Station (Author Owned)

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Project Proposal Concept Statement “Tailoring the transit to Luxor & its People, through the Weaving of architecture with the Urban Fabric, Culture & History, creating a unique Character representing the

Identity of Luxor” Relation to the Group Problem The nature of the problem that there are a lot of decisions are being taken without considering the impacts of those decisions on the other stakeholders. Each stakeholder defines the problem from his perspective without considering the others and this causes tension and all of these over imposing change creates an identity crisis in the city of Luxor.

From the perspective of the Government, the city of Luxor is unique because of its monuments and heritage and therefore they want to gain as much profit as possible from the site for the sake of the national economy. As mentioned above in chapter 1, Luxor 2030 developmental plan aims to do just that. This chapter will focus on their perspective towards the transportation 40 | P a g e

Figure 4: Problem Identification Mind map Author Owned) infrastructure. The government sees all those microbuses/buses/karetas parking informally in front of these monuments visually impact the quality of the monument scene, adds pressure on these monuments and give the tourist a sense of discomfort and unsafety. Therefore, Luxor 2030 plan aims to drastically restrict all the

informal modes of transportation and replace them with touristic shuttle system designed to give the tourists the globalized efficiency of transportation that they desire while giving them well organized scenic routes.

From the perspective of the locals, the continual care of the government towards

Chapter 2 the tourism industry and restricting their transportation modes will further enforce the idea of “Monuments being more important than the people”. Restricting their transportation mode will further decrease their presence in their heritage area and will cause them to marginalized in the southern districts. Hence, Luxor is no longer for Luxorians. Furthermore, the locals knows that the tourism industry alone will not suffice to improve the already very poor quality of life and that they need to attract investors. Thus, they know that investors looks for a diverse, efficient and well organized transportation infrastructure.

These two different and contradictory perspectives creates a tension. Since, as explained in chapter 1, the group theme is weaving those tensions. In order to do that, the project needs to focus on the merits of the two perspectives. It is true that the proposed new centralized shuttle system would dramatically reduce the pressure on the monuments and could potentially provide a better service for the tourists. On the other hand, there is a beauty in the informality of the other transportation modes, including their availability, accessibility, affordability and adaptability to new situations. The proposed shuttle 41 | P a g e

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Figure 5: The Interchange Transportation Modes Author Owned) system will never be able to compete against the other transportation modes from these aspects. Furthermore, restricting the transportation to the shuttle system will reduce the local presence in the heritage sites and impacting the identity of Luxor as the identity constitutes of both the monuments and the people.

In an attempt to weave that tension, this chapter proposes an “Interchange Transit” that combines all the form of transportation along with the train station while adding the shuttle system. The problem with the informal transportation

modes is in fact, their disorganization and lack of guidance. So incorporating them in a centralized interchange system will give the locals the affordability, accessibility and flexibility they desire. Moreover, the organization of these modes and the presence of guidelines to design an efficient interchange system will lower the impact to the monuments and will give tourist an efficient transportation system, thus, satisfying the government need.

Finally, as mention above, Interchange transit stations act as an economic catalyst attracting investors to the town center.

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Tensions to be Addressed As Mentioned before, the objective of the project is to weave the tension. There are several tensions that this project would focus on, this includes: Urban Tension: This is the main tension that this project would address. The current rail line creates a tear in the urban fabric that separates Luxor to Eastern and Western side. Although there are crossings over the rail line, their number is too low and their quality is very poor that they are unsafe especially at night. Thus, the Rail line creates a segregation edge in the middle of the city.

Functional Tension: This is the tension that is caused by the New Luxor developmental plan and explained in the above section.

This tension is caused between the old informal transportation modes and the proposed centralized shuttle system.

Cultural Tension: Being in the city center and the gateway entrance for more than a hundred thousand passenger each day, the station becomes the first impression about the local and the cultural identity of the city. Therefore, the station needs to rise above what is imported and what is commodified to symbolize what is original and what is local and cultural.

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Figure 6: Urban Tension Segregation Edge (Original Photo by Wikimapia; Edited by Author)

Relation to the Other Projects Unlike the other projects, the users of the station would experience the project as they are passing through. The project relies on dynamic movement and mobility.

However, the project is essential for the other projects that it acts as connector between the different projects.

Moreover, the station would provide support to the other projects by allowing the other projects to have an access to

thousands and widely diverse potential customers for their project. For instance, the station could provide a space for the entrepreneurs coming out of the “ ‫دار‬ ‫ ”الحرف‬project to experiment and test the validity of their ideas. Moreover, the station can provide an announcement space for special events in the Al-Saha and Al-Dawar projects. The station also provides a direct link to the Al-Souq project for goods and passenger transportation

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Precedent Analysis Otahuhu Bus Train Interchange In an alignment with Auckland new vision to have a smoother and interconnected public transport network, The Otahuhu Interchange project was proposed to be the center of this change. The new project would allow passengers to commute more efficiently and easily.

The new facility, like in the case of the project proposed in this chapter, will incorporate the existing Otahuhu train station. Thus, connecting the train platforms with 2 new bus platforms via a pedestrian bridge. Like in the proposed project, the bus component would be built on adjacent land to the Otahuhu train station.

The Project design include a pedestrian bridge connecting the bus and train termini, bicycles lockers and racks and passenger drop-off zone and staff parking.

The project is very important conceptually as it shares many of the attributes that would be addressed in Luxor, mainly the way the Otahuhu interchange project has linked the existing train station with new bus platforms via elevated concourse.

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Figure 7: Otahuho Bus Train Interchange (TransportBlog)

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Minneapolis Transit Hub The concept of this interchange hub is “A unique blend of architecture, open space, transit, infrastructure, history, culture and art. The interchange represents an exciting vision of this character manifest in an urban environment. The goal of the interchange is to create a place that is uniquely tailored to Minneapolis and its citizens – a place that is iconic, modern and timeless” (EE&K, 2012) The new interchange is designed in close proximity to the Target Field Stadium and therefore, it was designed to the new ‘central station square’. The concept is to develop a new urban identity that emphasizes community pride. Hence, Minneapolis interchange has become an example for a transit that combines transit and culture.

Knowing that the people of the city appreciate the outdoor, the design included a lot of public spaces that can hold multiple activities while still having spaces for smaller social interactions.

Another important feature of the Minneapolis interchange station is the ‘Great Lawn’ which is the center of this new 44 | P a g e

Figure 8: Minneapolis Transit Hub (Archdaily)

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development. This new feature gives a bold statement about the city’s attitude towards sustainable environment while providing an opportunity for major social events as well as individual activities. Thus, creating a major new park in the heart of the downtown area.

The interchange combines different modes of transportation, including taxis, shuttle buses, train platforms, Metro platforms, bicycle racks and car parking. Moreover, the project also consists of dining areas and cultural & Art shows.

In conclusion, this project is very important as it gives an idea about the complexity of such cultural transit as well as how to integrate different modes of transportations. Hence, this precedent gives a guidelines at both the conceptual and functional levels.

Figure 9: Minneapolis Transit Hub (Archdaily)

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Site Analysis Site Selection One of the most important decision in any project is the site location. In order to decide on the optimum location for the new interchange transit, several selection criteria were determined. These criteria include: 

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Proximity to the Existing train Station: the site needs to be adjacent to the Luxor train station to be able to integrate the train station to develop efficient interchange Located on the Eastern Side of Luxor: this criteria is related to the concept of the project and that is to weave the Urban tension by linking the eastern and western side with well-designed multipurpose pedestrian bridge Congestion Level of the Area: the congestion levels determines the impact of the station on the context as well as how efficient is the interchange Accessibility: the whole purpose of transit station is to improve

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Figure 10: Site Location (Author Owned)



connectivity and therefore, it needs to highly accessible Proximity to people Settlements: the project is designed as a public service. Hence, it is best to be near the people, the station is trying to serve.

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Visual Corridors: the station should become a urban landmark and gateway having visual corridor with an important monument like Luxor Temple would be advantageous.

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Visual Documentation of the site

Figure 11: Visual Sequence of the main Visual Corridor (Author Owned) 47 | P a g e

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Contextual 3D Model The pictures on the right shows the digital reconstruction of the site. However, the two picture display different information; the one on the top shows the building height while the picture at the bottom shows the building conditions.

As for the building heights, the majority of the buildings on the eastern side are one or two stories high while the building on the western side are mostly four stories and some of them is actually six stories which is the building height limit in the city of Luxor.

This suggests there is more potential for development in the Eastern Area.

Moving on to the building conditions, the higher percentage of buildings in the eastern side is actually in poor conditions and this because of the segregation occurring in the city of Luxor that is creating slightly difference in the quality of life between the two sides of the rail line. The western side has building of much better quality due to their functionality and proximity to the monuments causing the government to care more about their development. As mentioned above, the two diagrams show that there is more potential for development in the East

Figure 12: Building Heights (Author Owned)

Figure 13: Building Conditions (Author Owned) 48 | P a g e

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Nodes, Districts & Edges The map below shows some of the important elements in the context, including the edges, landmarks, nodes and districts.

The edges in the surround context are the rail road edge, which is the most influential edge that the project is aiming to wave, the kibash road edge and the Nile River edge.

Cultural Transit There are also several important nodes in close proximity to the site and they include: 



Figure 14: Nodes/ Districts & Edges (Author Owned) 49 | P a g e

The Station Square: One of the most important squares in Luxor that will be developed in the New Luxor Developmental Plan The nearby market: the right side of the site exist a very important



market. However, it is becoming more and more touristic Al-Saha in front Mosque Abu- Al Hagag: The only public plaza in Luxor that is used for activities and social interaction

The existing Landmark that is creating an important Visual emphasis is Luxor Temple.

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Figure 15: Land Use (Author Owned)

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Figure 16: Solid Vs Void (Author Owned)

Solid vs Void

As the map above suggests, the context is mostly residential with the building bounding primary and sometimes secondary streets to be Mixed-Use buildings. Furthermore, there is a major market area in close proximity to the site.

Looking at the map above, there are two distinct types of the urban fabric. On the eastern side, the fabric is mostly iron grid.

This grid has manifested due to the urban sprawl onto the agricultural land which has been divided in that manner

Although the eastern side of the rail will continue its role a residential area, the western side of the rail line would change drastically. The primary land use would become commercial and admin buildings while the district North-West would become mostly Mixed-Use development.

While on the western side, the urban fabric is more of a mixed typology show the developmental progress of the city center.

It can be seen that there is a subtle iron grid fabric from the old urban design. However, this pattern has been overlaid with more of an organic pattern due to the growth of the population

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Accessibility The accessibility to the site were analyzed and studied at two levels of scale; the Macro-Scale & Micro-Scale Looking at the Macro-scale, it becomes appear that there are some major roads that makes the site accessible. First, there is the Kornish street which is the natural extension to Cairo-Aswan Rd, linking Upper and Lower Egypt. Followed the kornish street in importance is the Salah Salmen Road which runs parallel to the rail line.

Then, there is the television street which is another important street linking Luxor to Aswan and the in-between villages. Finally there is al-Matar Street which lead from the city center to the Airport.

Figure 17: Macro-Scale Accessibility (Author Owned)

Looking at the Micr-Scale level, the map on the bottom right, several aspects become clear; besides the major roads like Salah Salem Street and Al-Mahta Street Leading to Luxor Temple, the Roads become too narrow and more often than not, the quality becomes very poor as well. Hence, the main streets are the only ones that can handle the pressure of the interchange station.

Figure 18: Micro-Scale Accessibility (Author Owned) 51 | P a g e

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Visual Corridor The main visual corridor existing in relation with the proposed site is actually between the existing train station and Luxor temple through Al-Mahta Street. Even though, that this corridor does not lead directly to the site and the existing train station as visual barrier. The new interchange transit would include the train station. Hence, the visual corridor exist towards the entire project. In design, this could create opportunities for creating visual nodes/anchors and points of interests.

Figure 18: Main Visual Corridor (Author Owned)

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Target Users Target Groups The station is meant to serve every citizen and visitor in the city of Luxor. It is meant as public service to improve the connectivity of the city. However, there are three distinct categories of users:

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

Commuters: these are the people of Luxor who use public transportation as their main method for reaching their destination. They extensively use horse-carriages as an entertainment and social activity. They are very friendly and well tied community and they utilize the train as their main regional mode of transportation.

Visitors: these are the people who are attracted to the hub as a destination rather than a place to commute. They share strong family and community ties and they build on the idea of ‘Ibn AlBalad’. They share a strong connection with the land and their origin.

Moreover, they are highly sociable people who like outdoor activities.

Tourists: these are the final target and whether they use the shuttle system or attracted to the hub cultural vibe, they share values like looking for high-end

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facilities with efficient transport system and they also look for some authentic feel and experience.

constitutes 17%, making it one the most economic sectors in Luxor

The Locals’ Social and Economic Analysis The community is mostly constitutes of families rather than individuals which suggests the notion of family bond and community ties.

Although the above percentages could lead to a conclusion of healthy economy, the unemployment rate is higher than 40% making Luxor one of the most cities where the unemployment rate is at this level.

Figure 19: Family Status (Data from CAPMAS)

Studying the existing economic activity from the CAPMAS Office, it is determined that the transportation industry

Figure 20: Employment Rate (Data from CAPMAS)

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Functional Aspects Conceptual Diagram The idea is to have two core areas, one on the eastern side and one at the existing train station at the west, and each core is lead to a different component in the interchange plan. The two cores are linked via a pedestrian concourse, effectively linking the eastern to the western side

Figure 21: Conceptual Zoning (Author Owned) 54 | P a g e

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The Western Side Bubble Diagram The idea is to have a general concourse area that is leading to a core area specific to a transportation mode, like the train.

Secondary transportation mode like taxis, karetas and bicycles are collected on a secondary concourse area serving them.

The periphery area actually here means restaurants and retail area,

Figure 22: West Wing General Zoning (Author Owned) 55 | P a g e

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The Eastern Side Bubble Diagram Like the western side, there is a general concourse area that leads to the pedestrian bridge, the specific core area of the transportation mode. Furthermore, the typical spaces and functions are written in relation to their general preferred area

Figure 23: East Wing General Zoning (Author Owned)

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Detailed Bubble Diagram for the Train Component Here the different functions typically found in train stations are placed according to their relation to core or platform area. The bubble diagram shows the relation to ensure a natural flow of passenger from the concourse area to the train. The typical passenger flow that should be emphasized has been illustrated in the diagram below.

Figure 24: Train Component Zoning (Author Owned) 57 | P a g e

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Bubble Diagram Summary

Figure 25: The Interchange General Zoning (Author Owned) 58 | P a g e

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Detailed Space Program

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Figure 26: Detailed Space Program (Author Owned)

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Technical Aspect Train Platforms After determining the location of the station, the task becomes defining the approximate location of the platforms in relation to the access from and to the context the station is in. This process could prove quite challenging to ensure the natural transition of passengers from the entrance to the trains. The process typically consists of 12 steps designed to obtain critical information needed to be able to design this component of the interchange (Griffin, 2004): Step one. Calculate the Passenger Peak 15min Ridership: In order to be able to calculate the value, several information is required to be able to determine the peakhour ridership, this includes the number of trains arriving at each hour and the capacity of each train. In order to determine the capacity of each train, the first step is to determine the number of trains arriving and departing from Luxor train station; information that is easily available from the Luxor Daily Train schedule. Then determine the number of passengers that the station serves daily (number of Passengers served each day at 60 | P a g e

the Luxor train station is equal to 27,000 from the CAPMAS office). Since the capacities of each train changes according to its type, the trains should be categorized according to its type. Here, there is mainly two types the Ordinary/express train and the sleeper train. Knowing the capacity of the sleeper train which is equal to 270 passenger per train (Luxor Municipality, 2015), the capacity of each train arriving and departing can be calculated. The next step is to know which hour is the peak. In order to do that divide the train schedule into hours and look for how many trains arrive and depart each hour. After figuring out the peak hour, it is time to figure out the capacity for the peak hour.

peak 15-min ridership needs to be multiplied by 2 to accommodate for future loads as it is needed for the train station to double its efficiency in the next 20 years.

“The Peak 15-Min Ridership is equal to 1,818” Finally, the peak 15-min ridership can be figured out by dividing the capacity of the peak hour by four and then multiply by surge factor of 1.5 (Griffin, 2004). The surge factor accommodate for the variability caused by people preferring a certain route over the others. At the end, the current

Figure 27: Train Step 1 Summary (Author Owned)

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Step Two. Determine the peak ridership, both entraining and detraining at each train headway: In order to determine this step, the factors for the northbound route (from and to Cairo) and the southbound route (from and to Aswan) needs to assumed. Since there is more people coming from Cairo than from Aswan, assuming a factor for 0.75 for the northbound and 0.25 from the southbound would accommodate for the worst case scenarios. Since there is equal number of departure and arrival trains, then it is safe to assume the factor to be 0.5. Then get the northbound and southbound capacities by multiplying the peak 15-min ridership with the two factors. Then, from the train schedule, determine the headway value which is the average waiting time between trains and in this case is equal to 15min.

Finally, the headway value for both routes can be calculated by dividing the capacity of each routes (dep. Or arrival) by 15 and then multiply by 15.

“The North-Bound, largest, Headway is equal to 682 Waiting Passenger” The headway value is essential in determining the rest of the steps. To the right is the summary of this step.

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Figure 28: Train Step 2 Summary (Author Owned)

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Step Three. Size the Platform Length: the platform length is actually a straightforward process especially when basing the design on an existing station. It involves figuring out the length of the longest train which in this case is the sleeper train (Luxor Municipality, 2015) and it is equal to 350m. However, a 10% of the length needs to be added to accommodate for the mistakes made by the train drivers.

“The Platform Length is equal to 385m”

Step Four, Sizing the platform width: When speaking about the platform width, it is meant the width of the platform that is clear from any obstacles and between the vertical circulation element and the train.

The sizing of the platform width should be a straight forward process by multiplying the headway, which has been calculated in the Step 2 with the Level of Service Factor (in the case of the Platform width it is LOS C= 0.92903 square meters per person).

However, the value from these steps

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minute and produce the least density and therefore results the highest level of satisfaction and this is the value that should be used.

“The Platform Width is equal to 4.0 m”

Figure 29: Train Step 3 Summary (Author Owned)

actually produces the minimum value for the platform width and this value should not be used according several studies about the mobility and circulation.

According to the study a platform width of 4.0 m achieve the optimum Passes per

Figure 30: Train Step 4 Summary (Author Owned)

Chapter 2 Step Five, Determine passenger ridership, both directions, based on catchment area input. The next step is to determine the destination and the starting point of all the passengers. Since the station aims to create direct and natural flow from the entrance to the platforms and therefore, these information would help in prioritizing the entrance as well as other components on the design. In the case of the new transit location in Luxor this would help in determining the entrance locations as well as the vertical circulation elements leads to and from the pedestrian bridge.

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







area should be less than six minutes Assume the tradition 48-in. escalator carries 70 passenger per minute (Griffin, 2004) Assume staircases carries 10 passenger per minute for every foot of width (Edward, 2000) Assume passenger's walking speed to 200 ft per minute (Griffin, 2004) Always design the slope of staircases to be 30 degrees so

The size of the vertical circulation elements should allow egress from the furthest point to the safe

Figure 31: Stair/Escalator Section (Edward, 1997) 63 | P a g e

Even though, theoretically the stair width could be quiet large. Several studies on mobility actually concluded the most efficient stair width, in terms of passengers per minute and passenger level of satisfaction is actually equal to 3.5 m with a central handrail.

“The Optimum Stair Width is equal to 3.5 m with central hand rail”

Step six, Size all vertical Circulation elements: since the scenarios and number of staircases would be elaborated in more details during the design stages depending on the forces dictated by the nature of the design, the exact sizing of the vertical circulation elements will be very challenging to determine at this stage.

However, there are several criteria that should be considered while designing the vertical circulation elements: 



that it allows it to be replaced by an escalator at a later stage Always put a stair case besides an escalator to allow for more flexibility

Step seven & Eight, Determine Mezzanine type, location and size. These couple of steps is actually very critical when designing an underground station.

However, in this case, the new transit station is actually At-Grade station.

Therefore, the mezzanine sizing is not that critical. However, in the design stage, it could be determined that a mezzanine floor would be beneficial for the design purposes to house a certain service or an ancillary space. In this case, the sizing of the mezzanine floor would be determined by the Level of Service required in this situation. Moreover, there is generally three configurations for the mezzanine

Chapter 2 floor depending on the entrance configuration and the natural flow throughout the station.  



Center-Loaded: this style works best with a single entrance End Loaded: this configuration works best when there is two entrances that are widely spaced Quarter Point Loaded: This works with one or two entrances.

Figure 32: Mezzanine Configuration (Edward, 1997) Step Nine, Size Fare Collection System: the first step is to decide on the type of fare control system. There is generally two types of systems:

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Closed fare control: this involves use a turnstiles to separate between the free and paid zones. It involves making the ticket check before boarding the train Open Fare Control: this involves no turnstiles and there are no clear free and paid zones in the station.

The ticket check occurs on the train itself after boarding.

The system employed now in the station is an open fair control.

However, this system has proved to be inefficient as a lot of passengers jump into the train without paying and choose to pay the fine instead of bothering to schedule the train in advance. This causes the capacity go well beyond the capacity of the train affecting the safety and quality of service for the passenger. Therefore, closed control fair system would be employed instead. When sizing the fare control system, the first thing is to know the rate of the turnstile which is equals to 30 passengers per minute (Griffin, 2004). Then the egress should be acceptable according to the NFPA 130 which states the egress time from the platform should be no more than 4 minutes. Divide the peak 15min.

headway by the multiply of the rate of one turnstile with the four minute requirement to get the number of turnstiles required. In order to accommodate for future expansion and down time, multiply the number by 2. Leave appropriate queuing area depending on LOS.

Figure 33: Train Step 9 Summary (Author Owned)

Chapter 2 Step Ten, Locate Entrances: the entrance location is very important in design of any transit station as it helps it to be seen and recognized as an urban landmark. The location of the entrance should consider the following criteria:  

   



Nearby Land-use Historic building and landmarks  Step 5: Ridership Existing Public Areas Accessibility in terms of vehicular and pedestrian network Input from the community NFPA 130 requirement of egress from the platform to the safe zone should be less than six minutes Station Identity and visibility

In the case of the new Transit station the first entrance is determined as it would be the same as the existing station entrance as this is most logical entrance due to visual corridor and the other criteria. Additional entrances and the entrance at the eastern wing would be determined precisely in the design stage.

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Cultural Transit Step Eleven, Locate Vertical circulation elements to street: the vertical circulation element should be determined according to the orientation and the natural flow of passengers in the train station to ensure a smooth and logical flow between the different transportation modes to produce an efficient interchange Step Twelve, Perform an NFPA 130 Analysis: the final step is to ensure that the station design complies with all the NFPA requirements from egress time, to material, to fire detection and suppression systems and to the materials and type of construction.

Bus/Microbus/Taxi Platforms Due to the similarities of the logic to design and obtain the critical information required to design the platforms, the Bus, Microbus and taxi components of the interchange has been combined here. In this section, the steps would take the Bus component as the go to example. However, the same steps are applied to the other components as well. The summary of the steps done specifically for the taxi and microbuses can be found at the appendix section. Like when designing the train components, the design of these components also includes 12 step of design. However, step 6 through 12 has been explained in details in the train

component, hence, this section would focus on the first five steps that are significantly different: Step One, Determine the Capacity of the Transit per bus bay: The first factor to be obtained is the 'Dwell Time" which states how long will the bus stays at the bay at the busiest time to load/unload (it is assumed to be 120s, the recommended value for downtown bus transit according to the TCRP). The second variable to obtain the clearance time which is the time required for the bus to start and accelerate out of the bay area (use the standard value of 10 seconds according to the TCRP). Third is to obtain the average re-entry time which is the time required for the bus to leave the off-road bay and re-enter the main road circulation. It largely depends on the road congestion level (since the street is not congested a value of 1s would suffice according to the TCRP). Since there are some routes that are more preferable and therefore would have larger capacity, a coefficient of variation of dwell time should be used (a value of 0.6 is recommended for city center bus station according to the TCRP).

Then the design should accommodate for failure rate where a bus would arrive and there is a bus at the bay area (a value of 10% is recommended

Chapter 2 according to the TCRP) then use the value to get the value for 'z' from the table added in the appendix. The last variable is to determine the g/c ratio which accommodate for traffic lights present in the street since there is no traffic light in proximity of the interchange, the g/c ratio is 1. Finally, the capacity of the bay can be determined by plugging all the variables in the equation below, the capacity of the bay has been calculated to be 20 bus/hr.

“The Capacity of Each bay is equal to 20 buses per Hour”

Figure 34: Capacity of each Bay Equation (Sebastian, 2015)

Cultural Transit transportation and their contribution in the transit industry. This methodology relies on the idea of weighted ratio. The process involves figuring out how much do the bus mode carries from total transit industry per day. The process starts by getting the data about the number of registered vehicles along with their registration type (the CAPMAS table is included in the appendix).

From that table, the number of vehicles for each transportation mode has been determined and multiplying these numbers by the average passenger per vehicle to get the number of passengers carried out in the hour (assuming all the vehicles are operational at the peak hour and all vehicles carry a single full load in this hour) dividing each category by the total passenger transported in the peak hour to get the level of contribution of each transportation mode. Multiply these values with the train peak 1-hour load of the train as it is safe to assume that the same Figure 35: Bus Step 1 Summary (Author Owned) percentage of the people leaving the train Step Two, Determine the Passenger Load; would chose that particular mode. Finally, unfortunately, there is no bus schedule to multiply this load with a factor of 2 to determine the current passenger load to accommodate for the people not coming rely on as it has been done for the train from the train and other errors. component. In this case, this step relies on “The Passenger Load is equal to 2020 determining the transportation Passengers per Hour” infrastructure of the City of Luxor to give a guideline for the preferred modes of

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Figure 36: Bus Step 2 Summary (Author Owned) minimum number of buses to accommodate the peak hour ridership.

“The number of buses required to accommodate for the peak hour is equal to 89 Buses”

configuration is the Saw-Tooth Configuration (Griffin, 2004). It allows the bus to move out of the bay without the need to go backward and it allows for the lowest clearance time, thus, increasing the efficiency of the transit.

Step Four, Determine the number of bays required: divide the number of buses required, obtained from step 3 by the capacity of each bus bay, obtained in step 1 to get the number of bays required. Then multiple the number of bays by a factor of 2 to accommodate for future expansion and then multiply the number of bays by 1.5 to accommodate for highly specialized touristic shuttle bay “The number of bays required is equal to 12” Step Three, Determine the Number of Buses Required: Multiply the passenger load, acquired in step two, by a surge factor of 1.5. In an assumption that all the passengers shall be seated, the maximum number of passengers per bus is 45 passenger. Use the equation below, the 67 | P a g e

Step Five, Determine the Optimum configuration Based on Mobility: besides accommodating for the turning radius of buses, the configuration of the transit should increase the efficiency of the interchange.

The most efficient

Figure 37: Saw-Tooth Configuration (Griffin, 2004)

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Pedestrian Circulation Pedestrian circulation is may be the single most important element in the design of any interchange as the pedestrian circulation determines the efficiency of the passengers changing from one mode of transportation to another. Thus, it determines the efficiency of the entire interchange.

There is an interesting study on mobility and pedestrian circulation, by Seriani & Fernandez, that aims at quantifying the level of satisfaction, or rather the dissatisfaction, of the users using the interchange transit.

“Dissatisfaction are the variables that degrade the quality of the journey” They have dissatisfaction variables: 



concluded that the is impacted by three

Inconvenience: relates to the physical effort the passenger has to exert to reach the other transportation mode.

The inconvenience value is equal to zero up to separation distance of 25m Frustration: this is the most significant variable that impact the



dissatisfaction. Frustration relates directly to speed. The optimum walking speed is 1.4 m/s and this is the only value where the frustration variables equal to zero.

They have concluded that the users feels extremely frustrated when they are forced to walk at lower speed due to congestion or due to queuing. The passenger also feels frustrated when forced to walk at a higher speed as it gives a feeling of anxiety and unsafety.

Discomfort: this relates to the availability of personal space and this relates closely Level of Service (LOS) required for each component of the interchange

It is important to note the inconvenience factor impact the idea of dissatisfaction the least. Therefore, it is actually better to increase the distance between bus and train platforms up to 100 m to avoid congestion and reduce the frustration values than to put the bus platforms within the range of 25 m and risk high level of congestion and queuing resulting a higher ‘Frustration’ value.

Figure 38: Dissatisfaction (Sebastian, 2015) 68 | P a g e

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General Aspects (Materials) The interchange station have strict requirements when it comes to the indoor and outdoor materials. All materials use should be of Type ‘A’. The table on the right, summarizes the material evaluation matrix showing the material requirements and suitability for each component of the station. It is also important to note that materials to be used are prioritized according to their regional availability and impact on the regional identity. Hence, Granite, Concrete and Sand Stones are among the preferred material selection as they help emphasizing the regional identity.

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Figure 39: Material Characteristics Summary (Blow, 2005)

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General Aspects (Lighting) Lighting in the transit is a very important feature that can dramatically impact the quality of the space, sense of identity and security purposes. Natural lighting has always been a significant feature of the Luxor culture whether the use of clearstory to light temples or allowing light to enter at a particular angle to emphasizes a certain feature. Generally, lighting in transit station serve several functions, including:  

 

Lighting the space Way finding by accentuating certain paths to allow the passengers to find their way easily in complex interchange system Dramatic Lighting to emphasizes certain feature of the station Safety and crime prevention technique; having a well-lit space making crime harder to perform.

The table on the right summarizes the lighting required for each component of the transit.

Figure 40: Illumination Summary (Blow, 2005) 70 | P a g e

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Uniqueness Features The Station Story- Playing on the Duality User Scenario 1: Sanaa is a working mother.

She works in a daycare center in the new administration area on the western side of the station while she lives on the eastern

Cultural Transit side. Her son, Hussein also goes to a school in the admin area. Before, the new transit she used to take a long walk to reach the pedestrian crossing in order to reach the other side. While many of Co-workers actually go enjoy their time at the ‘Saha’ with their families, she could not do the same as the crossings are extremely dark and poor quality that she is terrified to go

Figure 41: User Scenario 1 (Original by Sebastian, 2015; Edited by Author) 71 | P a g e

through at the evening. Now, she use the pedestrian crossing of the new transit each day to go to work and go to the western side with her family at the evening.

“The new Transit Interchange links her two world Together”

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User Scenario #2: Om Mohamed is stay at home mother. Her priority is to get Mohamed to his school on time so that he would have the best future opportunities.

The problem is that the school is quiet far and there is no direct transportation from her home to the school. Moreover, Mohamed always wake up late causing them to be late and the mother keeps on stressing as race from one transportation to the next.

Now with the new interchange system, Om Mohamed have greater flexibility choosing 72 | P a g e

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Figure 42: User Scenario 2 (Original by Sebastian, 2015; Edited by Author) the transportation medium depending on the time constraints. The transportation is more organized and always available to go directly to Mohamed’s School.

“The new Transit Interchange interplay with the directness and scenery of the pathways” However, Mohamed stills wake up late causing his poor mother to stress out trying to reach the school on time so she always use the direct link towards the bus station in the morning. In the afternoon, both Om

Mohamed and Mohamed want to decompress after a long day. They like to take the scenic route through the station as Mohamed loves those underground performers playing different unpredictable songs while the mother like to walk through different social culture than enriches all of her senses

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User Scenario #3: Hassan is among the large percentage of Luxorians who suffer from a disability. He realizes the lack of job opportunities in Luxor and that it is a highly competitive market, making his job prospectus quiet slim. However, he really does not care as he never wanted to be desk employee any way he always wanted to start his own business ever since he was a kid. However, opening a business is risky and requires of study and he never had an access to try out his ideas to see if it actually works.

As he was walking through the new transit station, he heard about the opportunities offered by “Dar Al-Haref” and how the station offers areas for young entrepreneurs to test out their ideas and introduce it to very wide and diverse range of audiences.

“The new Transit Interchange Weave modern technology with the heritage” He quickly went to the ‘Dar-al Haref’ Project to develop his idea and manufacture the prototype. He then rented out a space in the new transit station to test the validity of his ideas.

Now, Hassan has become one of the first entrepreneurs leading the development and definition of new Luxor 73 | P a g e

Figure 43: User Scenario 3 (Original by Sebastian, 2015; Edited by Author)

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Contextualizing the Project The above Functional and technical sections, explain in details how to design a transit interchange. However, these information are no way unique (of course, beyond the load requirements and the study of the preferred transportation modes that is speaking to the city of Luxor) to the situation in Luxor. One of the most important tools to Luxornize the project is actually putting the project in context to see how the context impact the design.

The first step is to put the zoning as it has been envisioned in the sections of functional and technical Aspects

Figure 44:Contextual Zoning 1 (Author Owned)

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The Second step is to analyze the zoning, through the analysis a congestion problem appeared as it would be unreasonable to make the entrance to the interchange in the turning curve

The Third step is to Change the design to allow the entrance of the interchange further down the road. This changes the ridership to change drastically and therefore, the entrance, stair and circulation flow would as well

Figure 45:Contextual Zoning 2 (Author Owned)

Figure 46:Contextual Zoning 3 (Author Owned) 75 | P a g e

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The Fourth step is Further development for the zoning would lead to changing the orientation of the pedestrian bridge to respect the visual corridor and the axiality towards the Luxor Temple

The Fifth step is to further analyze the zoning. During this step appeared a problem due to the length of the pedestrian bridge is actually 105m and the maximum distance between egress stairs should be less than 60m.

Figure 47:Contextual Zoning 4 (Author Owned)

Figure 48:Contextual Zoning 5 (Author Owned) 76 | P a g e

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The sixth step is to further develop the conceptual zoning by adding another partition on the opposite side of the road to allow for the egress condition to be allocable. Then adding important visual Points of interest, public areas and significant nearby land use, as in this this case the old Souq. It is important to note that this zoning in nowhere near the final zoning and requires several levels of iterations to reach there.

Figure 49:Contextual Zoning 6 (Author Owned)

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Cultural Transit “Structuralism Architecture blend the rawness and roughness of the existing architectural styles with a modern architectural Language”

Architecture Style Another important aspect for Luxornizing the station is through choosing an architectural expression that is expressive to the local character and identity. In order to do that, a through look has been given to the architecture of Luxor and through this analysis several key words were determined to describe the architectural whether ancient or contemporary:     

Looking at the various architectural styles, it was concluded that the most relevant architecture style is actually “Structuralism” as it shares many of the same attributes and key words mentioned earlier, from the roughness and edges of the style to the honesty of structure as the main architectural expression.

Raw and Rough texture The structure of the building is an important part of the expression Intimate Rough and has edges Small solid to void ratio

Even though, it can be argued that the expression below is rather an expression of poverty, the value of the expression still exist and since it compromises of more than 70% of the architectural language that it cannot be ignored. Furthermore, the idea is to find an architectural style that express modernity and high-end facility with the same level of rawness and roughness

Figure 50:Existing Architecture (Google Images) 78 | P a g e

Figure 51: Proposed Structuralism Language (Google Images)

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Roofs and Canopies Because of their large spans that push the structural engineering capabilities to the limit, these structures cost a lot of money.

As a result, designers give considerable thought to their design as they are the main element of expression of the station enforcing its status as urban landmark and promoting the new civic identity. In the globalized modern world, they are designed to allow for maximum transparency with a very open design.

However, these design could prove quite foreign to the city of Luxor that relies of rougher type of architecture. Moreover, these design are actually impractical in the hot atmosphere of the city of Luxor.

Figure 52: Modern Roofing (Google Images) 79 | P a g e

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Therefore, Luxornizing this feature is an important aspect that should be considered while designing the new transit.

There are design criteria that could help in creating a roofing language that is unique to Luxor The first criteria is Guided transparency.

Since the transparent roofing system designed has a lot of merits like creating a dynamic social and healthy space that is very pleasant. So the new language needs to take advantage of these opportunities while minimizing the impact of the transparency. Hence, concepts like light wells and sky lights can be used to create the same feeling while reducing the openings ratio.

The second main criteria is abstract a certain idea that is unique to Luxor.

Perhaps abstracting the journey towards the sun and directing the sunlight towards key features like in the picture at the bottom left.

Whatever it is, it cannot be determined at this stage. However, it can be known for certain the new language should have a strong idea behind it that is more than simple symbolization and that it is going to be one of the main challenges in the design stage 80 | P a g e

Figure 53: Controlled Transparency Roofing (Archdaily)

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Sustainability Approach The nature of the Project The project aims to increase the attractiveness of Public mass transit, which is a leading strategy in many of the cities that are trying to promote sustainability.

This is because public transportation produces much less greenhouse gas per passenger and since each ride actually transport much more passengers than each personal car, this leads to reduce the pressure of the road infrastructure and congestion Second, the project is a actually a centralized transportation system, designed so that there will be no parking near important monuments. Thus, significantly reducing the pressure on these world heritage and promoting sustainable tourism Lastly, the project aims to promote a new type of transportation that is bicycles sharing. The user could go to the station rent a bicycles and return it bicycle rack near the destination. Thus, promoting and emphasizing the concept of shared public transport system, while creating an efficient system for bicycle transportation.

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Figure 54: Sustainable Tourism (GreenCity)

Piezo-Electric material There are thousands of passengers that arrive and depart to and from the station in every hour. Hence, the pedestrian movement is a major force that should be utilized. Peizo-electric material is a material that is capable of generating electricity by the converting the pressure exerted on it to voltage. It was first introduced at a marathon by lining the path with it and as

Figure 55: Piezo-Electric Floor (Smart Planet)

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Figure 56: Piezo-Electric Floor Application (Smart Planet) the runner press on the special tiles, they generate electricity. The experiment produced electricity that was capable for lighting the entire street. Furthermore, the train station in Tokyo started to employ this technology to light the station and operate the turnstiles. Hence, the use of these material would utilize the force of pedestrian movement in station to light it and light the retail shops.

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Harnessing the energy of the sun As mentioned in the above sections, natural lighting could drastically enhance the quality of the station, provide a tool for wayfinding and help for forge the identity of the space. The natural light actually reduces the electricity demands for lighting. Therefore, the use of light wells and sky-lights adds to the sustainability of the station. There is also a real opportunity for utilizing the intense solar power of Luxor to generate energy to further

decrease the energy demands for the station.

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Appendix 1 Level of Service (LOS) Table

Figure 57: Level of Service Table (Blow, 2005) 83 | P a g e

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Appendix 2 Train Schedules

Figure 58: Luxor Train Schedule Luxor Municipality) 84 | P a g e

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Appendix 3 Taxi Design Summary

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Figure 59: Taxi Calculation Summary (Author Owned)

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Appendix 4 Microbus Design Summary

Figure 60: Micro-Bus Calculation Summary (Author Owned) 86 | P a g e

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Works Cited  Blow, Christopher J. Transport Terminals and Modal Interchanges: Planning and Design.

Oxford: Elsevier, 2005. Print.  Edwards, Brian. The Modern Station: New Approaches to Railway Architecture. London: E & FN Spon, 1997. Print.  Griffin, Kenneth W. Building Type Basics for Transit Facilities. Hoboken: Wiley, 2004. Print.  Ross, Julian. Railway Stations: Planning, Design, and Management. Oxford: Architectural, 2000. Print.  Seriani, Sebastián, and Rodrigo Fernández. "Planning Guidelines for Metro–bus Interchanges

by Means of a Pedestrian Microsimulation Model." Transportation Planning and Technology (2015): 569-83. Print.  Toy, Maggie. Architecture of Transportation. London: Academy Editions ;, 1994. Print.  "Transit Capacity and Quality of Service Manual, 2nd Edition." Transit Capacity and Quality of Service Manual, 2nd Edition.

Web. 29 Nov. 2015. <http://www.trb.org/Main/Blurbs/153590.aspx>.  "‫الجهاز المركزي للتعبئة العامة واإلحصاء‬." Report about the Count of the Licensed Vehichles. 1 May 2015. Web. 29 Nov. 2015.

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