Urban Transport Syria 11 02 2010 07h00-mod › syria-files › attach › 119 › 119089... ·...

Summary

BACKGROUND.................................................................................................................................... 5

EXPLORATORY MISSION ...................................................................................................................... 5 CERTU INTERVENTION......................................................................................................................... 5 STUDY TEAM........................................................................................................................................ 6 REPORT CONTENT ............................................................................................................................... 6

MAJOR SUSTAINABLE DEVELOPMENT ISSUES ...................................................................... 7

URBANIZATION AND MOTORIZATION .................................................................................................. 7 A MAJOR ECONOMIC, ENVIRONMENTAL AND SOCIAL STAKE.............................................................. 8 A SIGNIFICANT FINANCIAL EFFORT IS NEEDED.................................................................................. 10

REAL STRENGTHS .......................................................................................................................... 11

AN INSTITUTIONAL PARTNERSHIP ..................................................................................................... 11 A PUBLIC TRANSPORT SUPPLY BEING CONSOLIDATED...................................................................... 15 A PUBLIC SERVICE DIMENSION ASSUMED ......................................................................................... 20 SKILLS AND KNOW-HOW........................................................................................................................ 22

CHALLENGES ................................................................................................................................... 26

SOLVE THE PROBLEMS OF URBAN ROAD NETWORK .......................................................................... 26 SAVE ENERGY AND REDUCE POLLUTION, BY SHARING THE PUBLIC SPACE BETWEEN THE DIFFERENT

MODES ............................................................................................................................................... 28 SUPPORT AND STRUCTURE URBANIZATION ....................................................................................... 31 UPGRADE THE PUBLIC TRANSPORT SUPPLY....................................................................................... 32 ASSUME FINANCIAL CONSEQUENCES ................................................................................................ 35 DEVELOP COMPETENCE AND EXPERTISE ........................................................................................... 39 CLARIFY AND STRENGTHEN THE INSTITUTIONAL FRAMEWORK........................................................ 40

TOWARDS A NATIONAL STRATEGY FOR URBAN TRANSPORT....................................... 41

A NATIONAL APPROACH.................................................................................................................... 41 LOCAL ACTIONS................................................................................................................................. 41

ANNEX 1 : EUROPEAN PROGRAMS............................................................................................ 43

ANNEX 2 : BIBLIOGRAPHY........................................................................................................... 45

ANNEXE 3 : WEBSITES ................................................................................................................... 49

CERTU / Urban Transport Report / Updated February 2010 5

Background

Exploratory mission

From 17 to 23 October 2009, a French mission travelled to Syria to conduct an exploratory mission initiated by the French Ministry of Ecology, Energy, Sustainable Development and the Sea (MEEDDM / Secretary of State for Transport) and the French Development Agency (AFD) to develop the Syrian-French cooperation in the fields of urban transport and road safety. This mission included four phases:

1) exploratory mission for technical assistance to Syrian policy of urban transport (MEEDDM); 2) exploratory mission for technical assistance in the creation of a Syrian "INRETS" (MEEDDM /

INRETS); 3) identification of urban transport projects for a technical and financial support (AFD); 4) Preparation / organization of a regional seminar on urban transport in Damascus in early

2010 (AFD, under the Centre of Marseilles for Integration in the Mediterranean).

Certu intervention

Certu intervention has focused on: • before the mission: analysis of available data • during the mission: interviews, investigations, restitution • after the mission: participation in drafting the mission report

Before the mission: analysis of available data

Phase 1) of the mission was expected to provide a good understanding of the Syrian situation regarding urban transport, on the basis of information collected on site but also before the mission and covering:

• Legislative and regulatory framework, • Institutional organisation, • Public transport networks, • Traffic management, • Road safety policy, • Financial and human resources, • Evolutions and investments planned (Damascus Metro...), • Etc.

Certu has reviewed all publicly available data and background information gathered from the stakeholders identified as having been involved in the field of urban transport in Syria (AFD DAEI, Economic Mission, World Bank, EIB , GTZ, Plan Bleu, decentralized cooperation Grand Lyon - Aleppo, Systra ...). A report has summarize the information gathered. On the base of information collected from France before the mission, Certu has proposed an interview guide to complete the collection of information on the spot.

During the mission: interviews, investigations, restitution

Certu has participated in different stages of the mission: • Official opening of the mission with the Minister of Transport • Interviews with local stakeholders identified as relevant at national (Ministry of Transport ...)

and local level (Damascus, Aleppo, Homs, Lattakia ...) • Pre-report of mission


After the mission: participation in drafting the mission report

Certu has contributed to the drafting of the report in order to present the policy fields deserving technical assistance by France and the technical and administrative arrangements for this technical assistance.

Study team

The mission has be ensured on site by Thierry Gouin, Transport Specialist at “Sustainable Mobility” Department in Certu. The stages before and after the mission have been supervised by Patricia Varnaison-Revolle, head of “Sustainable Mobility” Department in Certu.

Report Content

This report brings together elements of diagnosis by Certu collected before and during the mission and the proposed areas of cooperation after the mission.


Major Sustainable Development Issues

Urbanization and motorization

A strong and fast urban population growth1

In 2030, the urban population in less developed regions of the world should grow by 1.7 billion people, while that of most developed countries should increase by only about 110 million inhabitants. The respective positions of Syria and France are good examples of this trend. The area (185,180 km2) and population (21 million people) of Syria is the third of those in France. The two countries have therefore the same average density (115,000 inhabitants per km2). The urbanization rate of France is much higher (82% in 20092) than that of Syria (55%) but growth is only 0.7% per year3, while the annual urban growth rate in Syria is exceeding 4%.

A growing dependence on private motorized modes4

Individual mobility in developing cities is generally lower than other regions. However, these cities are characterized by strong growth in motorization, sometimes associated with an increase of two-wheelers. If household income can be a hindrance to the equipment of households, owning a car is often seen as a model of social success and therefore tends to support the growth of motorization. The increasing use of cars and two wheelers, combined with the difficulties of public transport sector to follow the incessant development of the travel demand, leads these cities to a growing dependence on private

Vehicles’ fleet in 20078

Damascus + Province

Syria

Cars 230,417 446,132

Pick-up 101,750 319,677

Total cars 332,167 765,809

Motorcycles 34,360 186,945

Buses 2,103 5,174

Microbuses 14,087 45,655

Trucks 36,204 196,490

motorized modes. In 2007, the car fleet in Syria (cars + pick-up5) was of 765,809 vehicles (650,259 in 2006). In 2009, the fleet of Damascus would have reached 400,000 cars6 (vs 332,167 in 2007). If this trend is confirmed at the national level, the total Syrian fleet would be now around 1,000,000 cars for 21 million inhabitants, or a rate of motorization of around 50 cars per 1,000 inhabitants. The French rate of motorization was 497 cars per 1,000 inhabitants in 20077. The difference is significant but the rate of motorization in Syria is growing rapidly: +18% between 2006 and 2007. With a population of 3.332 million inhabitants in 2007, Damascus (City + province) would have achieved a rate of motorization of 120 cars per 1,000 inhabitants. Total 418,921 1,200,073

Since the Law on Investment No.10/1991 which marked the beginning of the accession of the Syrian people to private car, Syria seems to catch up soon (see 2001 figures below) and is now facing a major sustainable development issue regarding urban transport, particularly in its largest cities9:

1 Source: How to develop strategies for sustainable mobility in cities in developing countries? SG-DAEI, CERTU (2008) 2 Source: http://www.populationdata.net/index2.php?option=pays&pid=68 3 Source: La France des villes: le temps des métropoles ?, Maryse Fabriès-Verfaillie, Pierre Stragiotti, Annie Jouve 4 Source: How to develop strategies for sustainable mobility in cities in developing countries? SG-DAEI, CERTU (2008) 5 Until 2001, the purchase of cars was very controlled. In contrast, pick-up, regarded as working tools, were easily purchasable: “everyone had a pick up”. 6 Source: Damas Governorate – Interview 2009/10/22 7 Source: Committee of French Automobile Manufacturers 8 Source: Central Bureau of Statistics, Ministry of Transport (2007)


• Damascus City: 1.690 Mn inhab. • Rif Damascus: 1.642 Mn inhab. • Aleppo City: 2.777 Mn inhab. • Homs City: 0.904 Mn inhab. • Lattakia City: 0.489 Mn inhab.

European cities have undergone such changes in the past, but they had more than a century to adapt, while cities in developing countries must adapt in a few decades.

A major economic, environmental and social stake

The congestion of the roads reduces the economic productivity of territories and aggravates the difficulties of public transport10

Despite low car ownership in developing countries, inadequate infrastructure, low capacity and poor traffic regulations created serious congestion in major urban areas, costing more and more expensive to society in terms of hours lost in traffic and longer travel time between home and work. Informal sector, cars and motorcycles all contribute to these bottlenecks.

Air pollution increases and has impacts on public health11

Transport contributes significantly to pollutants such as CO, NOx, SO2, lead and particulate matter. The World Health Organization (WHO) estimates that approximately 700,000 deaths could be prevented each year in developing countries if three major pollutants - CO, particulate matter and lead - were reduced to safer levels. In Mexico City, WHO estimates that the concentration of suspended particulates averaged 179 mg/m3, almost twice the recommended level of 90 mg/m3. Poor air quality is mainly due to emissions of exhaust gases from the 3 million cars circulating in the city. In Tehran, one quarter of the car fleet is not equipped with emission control system and is over 20 years aged. In December 2001, the pollution level was so high that the authorities have closed schools and have prohibited cars in the city center, advising the public not to leave home.

9 Source: Central Bureau of Statistics, Ministry of Transport (2007) 10 Source: Towards an improved urban mobility in developing countries, UITP (2003) 11 Source: Towards an improved urban mobility in developing countries, UITP (2003)


The increasing share of individual motorized transport excludes those who did not have the resources to acquire a vehicle 12

Although the situation varies greatly between countries and one region to another, equal opportunity of access to transport is far from being a reality. In developed countries, the vast majority of people have access to public transport or private modes and often the choice between the two. However, low average incomes do not allow the majority of people in the developing world have access to means of private motorized transport, increasing dependence on other modes.

These economic, environmental or social costs come in addition to an already high energy bill13

According to the International Energy Agency (IEA), the transport sector should be the largest energy consumer in 2020. That same year, the world's energy consumption will have increased by 66%, largely because of developing countries.

The world energy consumption is based mainly on fossil fuels. In the case of transport, oil represents over 95% of its energy needs. Consequence of motorization: the demand for oil can not be satisfied and the energy cost may become a burden for developing countries where oil is purchased in foreign currency.

12 Source: Towards an improved urban mobility in developing countries, UITP (2003) 13 Source: Towards an improved urban mobility in developing countries, UITP (2003)


A significant financial effort is needed

In Casablanca, the World Bank has calculated, for the period 2004-2019 and assuming a scenario of extending the current trend (without measures to halt the increase in car traffic), not only what the consumption of energy, but also the congestion and pollution would cost(see graph below). Note in particular the exponential increase in the cost of congestion. Note also that the cost of traffic accidents is not considered here. The financial effort needed to meet travel demand in a sustainable manner is therefore considerable. It is generally assumed that 1% of GDP in cities must be devoted to urban transport. Thus, the city of Bogota (Colombia) has dedicated 1.3% of its richness to urban transport between 2001 and 2003. This amount was shared roughly equally between road signs, road safety, traffic management, construction of roads on the one hand, the transit system (Transmilenio BRT) on the other hand.

Sector 2001 2002 2003 2004 2005 2006*

Road signs, road safety, traffic management

5.8 2.8 10.6 10.5 13.6 16.5

Construction of roads 131.1 138.1 121.6 102.6 181.8 157.0 Transmilenio (BRT) 77.7 134.0 150.9 168.6 211.1 223.0 Total (Mn USD) 214.6 274.9 283.1 281.7 406.5 396.5 Bogotá GDP (Mn USD)

19,747 20,300.8 20,970.7

Share of GDP devoted to urban transport

1.1% 1.35% 1.35%

Source : World Bank Faced with these major sustainable development challenges and the considerable financial efforts they call, we measure the importance of a strategy to meet the growth of urban mobility in Syria.


Real strengths

To define and implement a strategy of sustainable urban mobility, Syria already has a number of strengths.

An institutional partnership

A deconcentrated administration

The organization of transport in Syria is based on a deconcentrated administrative system established by Law No.15 of 1971 on Local Government. The following institutional levels are to be considered:

• The Central Government • The governorates • The Municipalities

The Central Government14

Syria is a popular democracy governed by the Constitution of 1973. President Bashar Al-Assad, elected in June 2000, renewed in May 2007 for 7 years, is chief of the armed forces and secretary general of the Baath Party. Legislative power is vested in the People's Council (250 members), dominated by a coalition of parties, the National Front. The Ministry of Transport (MOT) was established by Legislative Decree No.13 in 1974. He became the 3rd ministry of the country in terms of budget. The Minister of Transport is Mr Yarob Badr. He is surrounded by 3 Deputy Ministers:

• for Land Transport (Dr. Rajeh Saree) • for Maritime Transport, • for Air Transport,

The Ministry of Transport contains 18 main directions: • Minister's Office • Legal and Administrative Affairs • Financing • Research and Environment • Information Technology • Training • Maintenance & vehicles • Road • Rail • Aviation • Shipping • Public and International Relations • Planning and Statistics • Investment • Internal Control • Urban Transport

14 Sources:

• EuroMed Transport Project – Main Contract – Diagnostic Study (2003) • ISMF / Studies in Transport Sector / Preparatory Phase (2005)


• Roads and Bridges • Driving licences

The Directorates of the Ministry of Transport have been transformed into institutions that have their own budget and are responsible, among other things, for the appointment of the managers of the public companies and the signing of agreements and conventions, in direct relationship with the Prime Minister. There are, in the fourteen Governorates (see below), Directorates that assume local responsibilities of the Central Government, especially for road transport.

The Governorates15

Syria is divided into fourteen governorates, or muhafazat, bearing the name of their capital. Governors are proposed to the Government by the Ministry of Interior, who announces their appointment through an executive decree. In his duties, the Governor is assisted by an elected Provincial Council.

1. Damascus 2. Rif Dimashq 3. Quneitra 4. Dar`a 5. As-Suwayda 6. Homs 7. Tartous 8. Lattakia 9. Hama 10. Idlib 11. Aleppo 12. Rakka 13. Deir ez-Zor 14. Al-Hasaka

The Municipalities

The Syrian Republic is divided into Local Administrative Units, created by Legislative Decree No.15 of 1971 and including:

• Major Cities • Cities • Municipalities

Each Local Administrative Unit has an elected decision-making body, the Council, which elects himself an Executive Committee and a Mayor. The Mayor is the legal representative of the Local Administrative Unit.

Industrial Cities and Free Zones16

Three Industrial Cities were created in 2004: Adra (near Damascus), Sheikh Najjar (near Aleppo), Hassia (near Homs). Four types of industries are developed: food, textile, technical industries, chemistry. Seven Free Zones were also created: Damascus city, Damascus Airport, Adra, Tartous, Aleppo, Lattakia (2). 7 billion USD were invested in 2002, 15 in 2006.

15 Source: Wikipedia 16 Source: Syria in a nutshell, Economic Mission, Embassy of France in Syria (2008)


An organization of urban transport depending on city size

Some important laws

The main text for the organization of transport is the Legislative Decree No.112 of 1953. It creates special committees for the Transport of Passengers (CTP), which are still at the heart of the organization of urban public transport. The Ministry of Transport itself was established by Legislative Decree No.93 of 1974. Other laws have clarified the role of public transport companies in four major cities (Damascus, Aleppo, Homs, Lattakia). More recent laws came stimulate private sector involvement, such as the Investment Act No.10/1991 and its implementing regulations.

The organization of urban transport in major cities

The Central Government intervenes heavily in public transport organization in the four major cities of the country:

• Through the Public Transport Companies (see page 2); • By investing; • By bridging the operating deficits.

The Ministry of Transport is responsible for transportation planning in these cities. The public transport routes are designed by the Public Transport Companies, in consultation with municipalities, which are responsible for transport regulation.

The organization of urban transport in other cities

Outside the cities of Damascus, Aleppo, Homs and Lattakia, local authorities for the organization of public transport are the governorates. It is they who design the public transport routes. There are no public operators in these cities.

The role of the Central Government

The Ministry of Transport

The Ministry of Transport is responsible for national transport policy. The Deputy Minister for Land Transport is also responsible for Railway Companies, for the General Establishment for Road Communications and for the four Public Transport Companies in Damascus, Aleppo, Homs, Lattakia.

The other Ministries

The Ministry of Interior is responsible for traffic police in cities (there is no municipal police). The Ministry of Finance is involved in bridging the operating deficits of Public Transport Companies (Damascus, Aleppo, Homs, Lattakia). The Ministry of Environment is involved in controlling pollution.

The role of the Governorates17

Responsibilities

The Governorate is responsible for overall planning and development of road and transportation projects. The related costs are covered by Governorate revenues. However the major infrastructure projects are conducted under the supervision of Central Government, which ensures consistency with its own objectives. These projects can therefore receive subsidies from the State budget.

17 Source: Feasibility Study of a Public Transport System for Damascus, BCEOM (2002)


Organization

Besides the technical services of Governorates, local committees were established to intervene in the field of traffic management and transport:

• Local Committees for Traffic Management and Transportation (LCTMT) are chaired by the Governor and act at the level of the Governorates;

• Local Committees for Passenger Transportation (LCPT) were created by the Decree of 1953 in the main city of each governorate. They are chaired by the governor or mayor. The LCPT are responsible for designing the public transport network, by defining the transport supply and the tariff structure.

The role of the Municipalities18

Responsibilities

The tasks and responsibilities of the Local Administrative Units include at least: • Overall strategic planning • Urban planning • Maintenance and development of infrastructure and its belongings • Issuing building permits and controlling building activities • Transport, including local public transport • Economic, agricultural, industrial, commercial, and tourism development, and local labour

markets • Environment, including general environmental hygiene, pollution control, solid waste

collection, solid waste management including recycling and disposal in landfills, operation of sewage treatment plants, preservation of natural assets

• Cultural activities, including establishing and management of cultural centres, preservation of cultural assets, historical places and local museums

• Health care, including medical inspection, and prevention of contagious diseases • Social affairs, including offering kinder-gardens • Civil defence, disaster management and prevention, organization of supplies in case of

emergencies In reality, Municipalities are not involved in the definition of public transport local policies. The decisions in this area are made by the Governorate or even by the Ministry of Transport in the case of the four major cities, across the Public Transport Companies.

Organization

Large cities have a technical department in charge of traffic. The director of this service sits in the Local Committee for Passenger Transportation

18 Source: Municipal Administration Modernization (MAM) Program (European Union).

In summary The Syrian institutional context is a context of deconcentration, not decentralization. The responsibilities concerning urban transport are shared between the Ministry of Transport,the Governorates and the Municipalities. The Ministry of Transport is involved heavily in the four major Syrian cities. Governorates play an important role locally. Municipalities have little power. There are instances of coordination, consultation, dialog: Local Committees for PassengerTransportation.


A public transport supply being consolidated

Background19

The urban public transport Establishments have been created in 1962 in most major Syrian cities: Damascus, Aleppo, Homs and Lattakia, in order to manage and operate public transport services. In 1975, these companies have been renamed “General Companies for Public Transport”, then placed in 1979 under the supervision of the Deputy Minister in charge of Road Transport. The Government had then insisted on the social role of these companies, by asking them to provide transportation services on a very low rate base and by bridging the corresponding losses. These companies have mainly used large buses. This dependence vis-à-vis public subsidies, added to the lack of State investment to renew and maintain the vehicles, resulted in more and more important losses and a less and less important role of public transport in urban mobility in Damascus and other cities. In the early 90s, with the Law on Investment No.10, the Syrian Government has allowed import of cars and private vans. From 1992 to 1996, the number of vehicles increased by 12.4% on average (microbuses: 28.2% / cars: 5.6%). The number of buses fell by 1.3%. The microbuses, operated on a private individual base, have provided a temporary solution to urban transport problems, by reducing the waiting time of passengers and by providing connections between cities and between villages and rural areas. In the late 90's, microbuses and taxis dominate the urban transport sector and have removed the bus. 32% of trips are made then by microbus20. But this mode generates large negative externalities: consumption of public space, congestion, pollution21... In the early 2000s, the Syrian Government has decided deter microbuses to operate in large cities by reinvesting in public transport companies and by providing buses (100 seats) to increase system capacity. So today, in major cities, there is usually cohabitation between:

• Bus services performed in-house or contracted out to private companies • Microbus services • School Services • Services for employees • Taxi services

19 Source: Institutional and Sector Modernisation Strategy / ISMF Studies in Transport Sector (2005) 20 Source: Damascus Metropolitan Masterplan, JICA (2008) 21 Source: Feasibility Study of a Public Transport System for Damascus, BCEOM (2002)

Damascus : taxi, bus, microbus


Public Transport Compagnies in Damascus, Aleppo, Homs, Lattakia22

The public transport companies were created in 1962 in Damascus, Homs and Lattakia and Aleppo in 1966. Their General Managers are under the direct authority of the Minister of Transport. They sit in Local Committees for Traffic Management and Transportation and in Local Committees for Passenger Transportation. Through these public companies, the central government intervenes heavily in public transport policies of the four major cities, by designing the network and by deciding on its development; by investing in renewing the bus fleet (Ministry of Transport); by covering operation deficits (Ministry of Finance).

22 Sources: Interviews with General Managers of Public Transport Companies in Aleppo, Lattakia, Damas (Oct. 2009).

Consistency of service

Aleppo The bus network consists of 25 lines.

• 12 are operated by the PTCA*. • 13 are operated by 11 private operators under contract

The strongest public lines work 24 hours on 24. The others operate from 6 am to midnight. The private lines operate 24 hours on 24. The strongest public line of the network has a frequency of 2 minutes at peak time. It mobilizes 75 buses, with rotations of 75 minutes. The weakest public line mobilizes 30 buses. The 25 lines carry an average of 400,000 passengers per day. 1,800 private microbuses provide additional service to the population of Aleppo (area around theCitadel). A pedestrianization process has been undertaken in the Old City. A special effort has been made recently on the bus network of Aleppo in order to improvepassenger information. The following documents have been created:

• General map of the network with the 25 lines (to be displayed at bus stops); • Network maps with details for every line (route, schedule ...); • Line “Thermometers” (to be displayed in buses)

Documentation for users themselves (maps, timetables ...) could be made then. Aleppo is the first of the four public networks to have launched this process. The Minister of Transport has welcomed this effort and hopes to extend it to other networks.

* PTCA : Public Transport Company of Aleppo


Private companies under contract23

Concession contracts

The Government encourages the use of private companies through concession-type contracts, awarded pursuant to Decree No.8 (2007) or Law No.10 (1991) on Investment and its amendments. 9 private companies operate 350 buses in Aleppo. The contracts are signed for a period of ten years. The private operator pays a fee to the Governorate. Rates are set by the Committee for Passenger Transportation. There is a will to develop this type of contracts in Damascus as well. The Ministry of Transport proposes a contract-type to the Governorates, not mandatory.

Rental contracts

In Damascus as well as in Aleppo, there are rental contracts signed between the Public Transport Company and private companies. In Damascus, for example, 115 old public buses are rented by private operators (including Al Masri company) to operate lines around the city. In such contracts, the private operator pays a fee to the Minsistry of Finance and little fee to the Local Committee for Passenger Transportation. It also pays a rent to the public company for the use of its vehicles. The Ministry of Transport, which wants to see disappear the old buses from major city networks, does not encourage these contracts. Homs, for example, has stopped them.

23 Sources: Interviews with General Managers of Public Transport Companies in Aleppo, Lattakia, Damas (Oct. 2009).

Consistency of service

Damascus The network consists of 25 lines with 6 main lines. 5 lines are assigned to private operators. Only 3 lines are reserved exclusively for buses. The others are operated by buses and microbuses. On the mixed lines, buses and microbuses are all full. The capacity is still insufficient. The main network runs from 6:00 to 22:00. Some services serving especially intercity coach stations operate 24 hours on 24. The maximum supply (465 public buses + 100 for schools) is available from 6:00 to 16:00. From 16:00 to 22:00, the network runs at 60% (of 450 public buses). After 22:00, the network runs at 5% (few lines).


Transport services for school pupils and employees24

Before 2005, some of the public buses were dedicated to the transportation of government employees. After 2005, public buses have been reserved exclusively to urban public transport. Since 2007, governments, including schools for transportation of pupils, may ask public companies to devote them up to 10% of their means. The Ministry of Transport has no information about companies providing transportation for their employees. In Damascus, 100 of 744 old buses in the fleet are rented by schools or government. The rental rate depends on the services rendered. Payment is made monthly. The Public Transport Company in Damascus gets a small profit from this rental.

Microbuses

In the late 90s, 32% of trips in Damascus were made by microbus25. In 2006, Syria still had 45,923 microbus in operation, of which 14,040 in Damascus26. The latter figure is to be compared to the 1,059 buses operated by the Public Transport Company in Damascus in 2009. Knowing that a third of this park is in operation, it quickly becomes clear that the overall capacity of the private microbus supply far exceeds the public bus supply in the Syrian capital city:

• 465 buses 80 passengers each in average = 37,200 passengers • 15,000 microbuses 10 passengers each = 150 000 passengers

The microbuses in Damascus are an essential complement to the bus supply. Only 3 of 25 lines that make up the network are reserved exclusively for buses. The others are operated by buses and

24 Source: Interview with Urban Department General Manager (Ministry of Transport). 25 Source: Damascus Metropolitan Masterplan, JICA (2008) 26 Source: Central Bureau of Statistics, Ministry of Transport (2007)

Private companies under contract in Aleppo

13 contracts were awarded to private operators.

• 4 rental contracts awarded in 2005 for a period of 5 years The bus operators rent old PTCA* buses, pay a fee of SYP300 to SYP350 per bus and perday and operate the line which has been attributed to them at their own risk. The single ticket on these lines costs SYP4.5 (in reality, the change is never made and theactual cost of the ticket is SYP5).

• 9 concession contracts awarded in 2008 for a period of 10 years The operators provide buses, pay a fee and operate the line which has been attributed tothem at their own risk. In 2008, while the Ministry of Transport was providing 170 new Chinese buses to thepublic company, private operators on their side have imported 353 buses. The single ticket on these lines costs SYP7.5 (actually SYP8, see above). A study is underway to propose a downward adjustment of the tariff.

All these contracts were concluded between private operators and PTCA in a contractualframework defined by the Ministry of Transport.

* PTCA : Public Transport Company of Aleppo


microbuses. Of the 17 mixed lines, buses and microbuses are all full. The capacity is still insufficient. Microbuses therefore appear necessary as long as the bus supply is not sufficient27. On the side of the Governorate of Aleppo by cons, there is a clear commitment not to let develop informal transport out of control. When a public bus line is implemented on the network of Aleppo, microbuses can not operate any longer and they are sent outside the center. It is estimated that 3,000 microbuses have been leaving the city according to the creation of bus lines. 1,800 microbuses, however, still operate in the city, 4,800 around the city28. Some governorates have also decided to stop issuing licenses for the operation of microbuses. Even if microbuses pose a number of problems and do not provide a satisfactory level of service to the people (they occupy the public space, they contribute to congestion, they stop wherever they want, they go when they are full, they are perceived by users as less accessible, unsafe, expensive, pollutant...), it remains that they now compensate the deficiency of conventional bus supply in major Syrian cities. In smaller towns, they are the main public transport supply. We may therefore wonder if, rather than targeting the eradication of this mode of transportation, we would not have interest to consider its possible role in urban transport networks, in addition to regular bus services (see "Diversifying transport supply "on page 34).

Taxis

In the late 90s, 13% of trips were made in Damascus by taxi29. Like minibuses, taxis are operated on a private basis. Their number has increased sharply with the Law on Investment No. 10, which eased restrictions on the importation of vehicles. In major cities in Syria, taxis propose a transport supply complementary to buses (public or private) and microbuses (private), probably to upper layers of population. The trips made by taxi in Damascus during the mission have cost between SYP50 and 100, while a trip by bus costs between SYP5 and 20 depending on travel distance.

27 Source: Interview with General Manager of Public Transport Company in Damascus. 28 Source: Interview with General Manager of Public Transport Company in Aleppo. 29 Source: Damascus Metropolitan Masterplan, JICA (2008)

Taxis in Damascus

Microbuses in Damascus


An urban road network with potential

Outside the old city centres, the urban road network in Syrian cities offers some potential for inserting effective transportation systems. By the way, the decision has been made to install on the route of the subway line currently under study, a bus system with high level of service.

A public service dimension assumed

Fare Policy

Fares on buses in major cities are defined by the Local Committee for Passenger Transportation, chaired by the Governor, in agreement with the Ministry of Transport. They vary depending on distance, as the line is operated by the public or the private buses with new buses, old buses or microbuses. The Government's commitment is to maintain these rates at a low level so that public transport services can play their full social vocation. The cost of the single ticket (SYP5) is thus in a ratio of 1 to 3,000 with the average monthly wage in the Syrian public sector (SYP15,000 in 200830).

30 Source: Syria in a nutshell, Economic Mission, Embassy of France in Syria (2008)

In summary

With the development of private motorized modes, the Syrian cities dispose of a real publictransport supply. This transport supply is certainly fragmented (buses, microbuses, taxis) anddoes not always meet the demand in the most efficient way, but there is a clear political will torationalize the service offered to the population, by limiting the development of taxis andmicrobuses ; by developing bus services, through support to public transport companies of thefour major cities and renewal of bus fleet; by soliciting the private sector for operation andinvestment. The streets of Syrian cities, outside the old city centres, also provide capacity toinsert efficient mass transit systems.

Aleppo Damascus


Support for operation

The policy of low tariffs imposed by the Syrian government does not of course allow the public transport companies to balance their operating expenses with traffic revenue.

Results 200831 Damascus Aleppo Homs Lattakia

Population served32 2,456,000 3,000,000 800,000 300,000

Incomes (SYP) 257,735,845 178,330,070 58,864,770 49,870,269

Expenses (SYP) 697,318,503 395,873,091 198,553,922 178,019,465

Subsidies (SYP) 358,941,000 211,674,000 13,5676,000 105,088,000

Inc./Exp. 37% 45% 30% 28%

The operation deficit of the four public transport companies is supported by the Syrian Ministry of Finance. Note however that, with ratios of "Incomes / Expenses" ranging between 28 and 45% depending on cities (Table above), the financial ratios on Syrian networks are comparable to those of the French networks:

• Inc./Exp. Dijon = 32.3% • Inc./Exp. Lyon = 48.1%

This is interesting insofar as there is a lack of mass transit systems on the networks involved. It is known that if a network as a whole rarely balance its accounts, a mass transit system may instead reach the “small balance” (ie the first tramway line in Montpellier). The introduction of mass transit systems in Damascus or Aleppo should in principle improve the global "I/E" of the network.

31 Source: Central Bureau of Statistics, Ministry of Transport (2007) 32 Source : Interview with Urban Department Manager, Ministry of Transport (2009/11/07)

Fares on buses and microbuses in Damascus

Single ticket for buses : • Trips of less than10 km : SYP4.5 (actually SYP5 – see p.1) • Trips from 10 to 20 km : SYP9 • Trips of more than 20 km : fare submitted to the Ministry of Trade and Economy according to the length of the line

Single ticket for microbuses From SYP5 to 9 The trips are free for military and police. There are several subscription packages:

• 1 year (année courante) SYP2,200 • 6 months SYP1,100

3 h SYP600


Support for investment

Today, support for investment from the Syrian Government in public transport focuses on retrofitting buses in public transport companies (Damascus, Aleppo, Homs, Lattakia), pending funding the development of mass transit systems in the largest networks. In 2008, the Chinese company Zinjian commissioned by the Syrian Government, has delivered 600 diesel buses (“green buses”) to public transport companies in the cities of Damascus, Aleppo, Homs and Lattakia (signed December 31, 2005 for an amount 39 Mn USD). According to the Syrian Minister of Transport, the contract would have covered one third of the needs33. New specifications for the provision of other vehicles are being prepared. Thus, in Damascus, a tender will be launched before late 2009 for the purchase of 1,000 gas buses34. The specifications are ready. The lines were designed. The fueling station will be located North of the city (Adraa). The last buses should be delivered in late 2011. The private sector will also be invited to buy new buses, about 700 to 800. Not sure this will be gas buses.

Skills and know-how

Tranining

Transport Training in Syria35

The only two institutions issuing an engineering degree in transportation are located in Lattakia: • The Transport Department of the Faculty of Civil Engineering of Lattakia • The Arab Maritime Academy, which depends on the Arab League and was created for the

Arab Conference of Ministers of Transport. Its headquarters are in Alexandria, with a Transport branch in Lattakia. It is a private institution that offers training on international transport.

Other Faculties of Civil Engineering of the country (Universities of Aleppo, Homs, Damascus) propose a Transport section within their curriculum, but such training is mainly road oriented and does not lead to the issuance of a “transport engineer” diploma.

33 Source: Transport in Syria, Economic Mission, Embassy of France in Syria (2008) 34 Source: Interview with General Manager of Public Transport Company in Damascus. 35 Source: Interview with Vice-President of the University of Lattakia.

Green Bus in Aleppo

In summary

At central level, the public service dimension of public transport is assumed through thecompensation for deficits caused by the introduction of low fares, socially oriented, and throughrenewal of bus fleets of the four public companies.


The Faculties of Architecture also propose an “Urban development – Urban Transport” approach but “Transport” dimension is not very developed.

The Transport Department of the Faculty of Civil Engineering of Lattakia36

Transport specialization is two years after a common trunk of three years. One third of lessons on the two-year transport curriculum is devoted to urban transport. Training in transport economics is very slight, rather sensitization. There are currently 30 students in fourth grade and 17 in fifth grade. The engineering graduates are finding opportunities in the public sector or the private sector. In the public sector, the jobs are in Municipalities (technical cadres for traffic, urban issues), in the Ministry of Transport or in the Governorates (urban departments in Damascus, Aleppo, Homs, Lattakia). Graduates are not networked. There is no continuing training or it is poorly organized. From one quarter to one third of graduates pursue a master or a doctorate.

TISHRINE UNIVERSITY / Faculty of Civil Engineering / B.sc-Eng. Transport

Fourth Year Fifth year - Transportation Systems Analysis - Highway Surveying - Highway materials - Highway Engineering (1): Geometric Design - Special Transportation Facilities (Tunnels…) - Maritime Transport & Ports - Railway Engineering (1): Geom. Design - Highway Engineering (2) - Pavement Design - Urban Transportation Planning - Traffic Engineering (1)- Traffic Flow Theory - Airports Engineering

- Traffic Engineering (2) – Highways & Intersection Capacity

- Highway Eng.(3)- Construction & Maintenance - Railway Eng.(2) - Construction& maintenance - Engineering Management and Economics - Final Project - Advanced technology in Transportation (GIS-

ITS) - Transportation Safety - Railway Eng.(3): Stations Design & Operation - Final Project

Skills

The skills on urban transport exist in Syria today, especially in Public Transport Companies. The General Managers met know their network. They get rather good results in difficult conditions: overstaff, under-capacity and age of the bus fleet, competing with minibuses and taxis, lack of priorities in the city... They are seeking to exchange experiences with the abroad. This experience does not seem to be pooled and valued. The other pole of skills is of course established by the technical departments of the Ministry of Transport, of the Governorates and of the Municipalities. Finally, Syria has resources in terms of consultants specialized in the field of urban engineering. GCEC (General Company for Engineering Studies & Consulting), for example, with 2 500 employees, is involved in the study of the masterplan of the Governorate of Rif Damascus.

European Programs37

Current relations between the EU and Syria are governed by a cooperation agreement signed in 1997.

36 Source: Interview with Vice-President of the University of Lattakia. 37 For further information, see Annex1.


In this context, EuropeAid, the Cooperation Office of the European Commission in charge of community programs for foreign aid and assistance to development, uses a range of programs and financial instruments of the European Union to collaborate particularly with the eastern and southern neighbors of the EU, including Syria. A number of programs have been undertaken to promote institutional reforms in Syria:

• ISMF Institutional and Sector Modernisation Facility Programme

• MAM Municipal Administration Modernisation

• CIUDAD / SUMPA-MED Sustainable Urban Mobility Planning Adapted to Mediterranean

• EUROMED Transport …

Some of these programs could eventually have an impact on the organization of transport. Their interest in the immediate future is to have gathered a large collection of documents on the institutional organization of Syria, on its working, and on the urban transport sector for some of them. These programs have also enabled the Syrian actors to become familiar with new approaches of national and local policies and lay in particular the foundations for a culture on sustainable urban mobility. Other development agencies or international donors are also present in Syria and contribute to the addressing of urban issues:

• World Bank • Japanese Internatinal Cooperation Agency (JICA) • Agence Française de Développement (AFD) • Deutsche Gesellschaft für Tecnhische Zusammenarbeit (GTZ) • ...

Local Studies

Since the 1990s, numerous studies on transport in Syria have been led by consultants from diverse backgrounds and covering more or less directly the issue of urban mobility:

• Damascus Transport Plan, JICA mi 1990 • Preliminary Study on Damascus Metro Line, BCEOM, 2003 • Study on Transport in Damascus, MAM, 2008 • Damascus Metropolitan Masterplan, JICA, 2008 • Study on Traffic in anda round the Old City of Damascus, MAM, 2009 • Feasibility of the Green Line of Damascus metro, SYSTRA, 2009 • Study on Traffic and Urban Roads, Halcrow 2009 • Study on the tunnel of “Hijaz-Sheraton” Link (towards Lebanon) : work on progress • Transport section of the Masterplan of Damascus Governorate (on progress, diagnosis),

Khattib & Alami (Beyrouth) • Transport section of the Masterplan of Rif Damascus Governorate (on progress, diagnosis),

GCEC (Damas) • Study on “Hijaz-Kaddam” Link, ITALFER, Italy • Turkish Study on “Kaddam-International Airport” • Egyptian Study on the Link towards Qabboun Station (Eastern end of Metro Green Line) • Architectural Project for Hijaz Railway Station (Downtown Damascus) • …

As European programs described above, these studies have contributed to the gradual collection of a large range of documents on urban transport in Syria and enabled local actors to develop their expertise in this area.


Among the consulting firms involved in the international context of these studies, we noted: Khatib & Alami (Lebanon), BCEOM and Systra (France), Halcrow (UK), Italfer (Italy)...

Data

The Syrian Ministry of Transport has a Bureau of Statistics that has knowledge of the transport supply, even if that knowledge is concentrated on fields where the Ministry has responsibilities (Public Transport Companies).

In summary

Skills on the organization of urban transport exist in Syria. In addition to academic coursesproposed by Universities, skills have developed, in the daily management of transportationnetworks; in the framework of European programs of assistance to institutional reforms; from thestudies led since fifteen years in the major Syrian cities.


Challenges

Despite the strengths available in Syria and the efforts already made, challenges remain considerable.

Solve the problems of urban road network 38

The Japanese International Cooperation Agency (JICA) has intervened twice in Syria: • in 1997 for the Damascus Transport Plan • in 2006, the Damascus Metropolitan Masterplan

Investigations on the occasion of these interventions have identified the main problems of the urban road network and how they have evolved over time.

Traffic

In 1997 and again in 2006, JICA has measured the flow of traffic at six major crossroads in Damascus during 12 hours on a weekday. According to these measures, it appears that traffic volumes have increased from 1.11 to 1.53 times during the period 1997-2006, at all major crossroads except one. This increase in traffic is due to the combined effect of population growth and growing number of car registrations. The number of taxis has been multiplied by 1.5 in ten years.

Congestion

According to JICA, the congestion of the urban road network is caused by the concentration of car traffic and by parking on-street. The increase in the number of taxis mentioned above has caused more traffic jams, because of low occupancy of these vehicles. Observations conducted during the mission, especially around Qabboun bus station, showed that the coexistence of different modes of transport (individual private cars, taxis, microbuses, city buses, intercity coaches ...) on the road was not organized and that the use conflicts that resulted were causing major traffic jams at peak hour in the morning.

38 Source: Damascus Metropolitan Masterplan, JICA (2008)

Qabboun (2009/10/20)


Traffic management and road signs

The operation of traffic lights has not evolved between 1997 and 2006. The congestion is controlled by areas and phases of lights are adjusted accordingly. The traffic police controls traffic flow during the morning rush hour at major crossroads, but traffic conditions are difficult throughout the road network. In addition, Damascus has many large roundabouts, where the police have great difficulty in controlling the entrances and exits. In summary, the traffic flow is controlled mainly by hand - and inefficiently - at major intersections in the city.

Accidentology

The places with most accident are the urban areas where the average traffic speed is reduced due to congestion. For this reason, the number of fatalities has leveled in Syria since 2001. But non-fatal accidents are up 15 to 22% per year since 2003, simply because of the increasing number of vehicles in circulation. Speeding is the cause of over 50% of the total number of accidents in the country (Syrian National Statistics, 2005). Taxis are involved in 23.4% of traffic accidents, the cars in 16.1% and the microbuses in 15.5%. Violations of traffic laws most often punished are speeding and failure to wear seat belts.

On-road parking

According to an estimate by JICA in 2006, non organized on-road parking causes a loss of capacity of the Damascus road network of almost 30%. In summary At short term, it is necessary to solve the problems of the urban road network (congestion duringpeak hours, loss of capacity, traffic accident ...), by structuring and prioritizing the road network;by managing traffic at crossroads; by organizing cohabitation between modes of transport andbetween uses of the street; by rationalizing on-street parking and operation of taxis andmicrobuses.

Source : JICA, 2008

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Save energy and reduce pollution, by sharing the public space between the different modes

Local issues, global issues39

Like other Mediterranean countries, Syria must integrate new contextual parameters related to global economic change and to objectives of sustainable development:

• absorb a sustained rise in oil price Syria is of course an oil producing country, but it became in 2007 a net importer of oil and refined products and the scarcity of oil must impose energy efficient policies;

• preserve the local environment of cities by reducing pollutants harmful to health and traffic noise;

• reduce emissions of GHGs (greenhouse gases), cause of the change Despite a lower level of emissions of greenhouse gases (GHG) per capita, the developing world contributes more and more to climate change. Increased motorization resulting from population growth and increasing demand for private transport will exacerbate the greenhouse effect and undermine efforts to limit climate change.

Syrian cities must evaluate the priorities they wish to give to the economy vs the environment, then choose the best option accordingly and implement the various regulatory tools available.

Make evolve taxation on fuels and vehicles 40

The discussion could be opened on taxes on fuel and on vehicle purchase, differentiated according to environmental considerations. The tax increase could be partially affected to the environmental bubget of the authorities responsible for public transport, to a modernization fund of public transport, to a renewal fund of individual car fleets... A few years ago, Syria has reduced the tax on vehicle purchase against the scrapping of a vehicle over 30 years. In Turkey, in 2003-2004, a bonus has been granted against scrapping of vehicles over 20 years. In Tunisia, around 1994, the tax on 4 or 5 horsepower small cars has been reduced at the same time the price of gasoline was increased... Measures of this type are likely to transform the market and to orientate it towards less consumption and less pollution.

39 Source: Towards an improved urban mobility in developing countries, UITP (2003) 40 Source: Interview with Bernard CORNUT, ADEME (October 2009)

Air pollution in Damascus (2009/10/20)


Price of fuel around the Mediterranean41

Country Regular Gasoline

(EUR)

Premium Gasoline (EUR)

Extra Premium Gasoline (EUR)

Diesel (EUR)

Algeria 0,21 0,22 0,22 0,13 Egypt 0,14 0,24 - 0,19 France 1,31 1,21 * 1,28 1,04 Iraq - 0,60 - - Iran - 0,40 - - Jordan 0,51 0,99 - 0,70 Lebanon 0,63 - - - Libya - 0,13 - 0,08 Morocco 0,95 - - 0,73 Syria 0,60 0,49 0,40 0,23 Tunisia - 0,70 - 0,48 Turkey 1,70 1,61 1,71 1,38 It should be noted that Turkey, which has the highest fuel prices in the world does not subsidize urban transport, except for longer distances, hence the dynamism of the organizing authorities (municipalities in Turkey) to develop collective transport modes.

Favour less polluting modes42

Cars and motorcycles, responsible for the majority of emissions, can be partially replaced by more sustainable modes (walking, cycling, public transport). The introduction of bus systems with high level of service in major Syrian cities must be accompanied by a reflection on the propulsion modes most likely to respond to environmental concerns mentioned above. The modern trolleybus, for example, appear as a collective mode cleaner, faster, easier to install than tramway, providing intermediary capacities and likely to feed mass transit lines.

41 Source: www.benzinpreis.de (Oct. 2009) 42 Source: Towards an improved urban mobility in developing countries, UITP (2003)


Share public space to rebalance the modal split

Car traffic

The roads of Syrian cities, outside the old city centers, are generally dedicated to the automobile. The collective transport vehicles circulating in the middle of automobiles are directly affected by congestion.

Soft modes

The soft modes have their place in the old centers, where cars have limited access. Cycling, because of lack of secure infrastructure, do not develop in the rest of the city. Sidewalks seem appropriate size but the strong urban cuts caused by the large urban roads and the grade-separated intersections make it more difficult to practice walking.

Parking

The on-street parking is the dominant mode, not only in residential areas but also in inner cities, which significantly reduces the capacity of roads. In general, parking is no fee and its duration is unlimited. Parking is however prohibited in certain areas of central cities. A recent law requires owners of new buildings to provide parking spaces, but we know that having a parking space at the destination is the main determinant of the choice to travel by car. The limitation of parking (duration, pricing) can stimulate a modal shift towards transport modes that consume less space and pollute less. For now, the Syrian cities seem more concerned to increase parking capacity in their centers, to respond to the development of the individual motorization, this in the absence of credible alternatives for transportation. The masterplans could use parking as a tool for regulation of urban mobility, by increasing capacity where necessary and by reducing it where the presence of the automobile is not desired.

Public transport

Public transportation does not have dedicated lanes or priorities at crossroads in the Syrian cities. They are directly affected by the congestion of roads and can not offer people a credible alternative for urban travel. The bus systems with high level of service propose a road sharing in favour of public transport.

Bus with a high level of service in Instanbul

Voirie urbaine dénivelée à Damas


Intermodality

Intermodality must be organized to promote an easy transition from one mode to another, whether in terms of matched timetables, fare integration, multimodal information. But the physical dimension of intermodality must also be taken into account: secure paths to move from one mode to another, vehicle parking, places allowing users to wait in satisfactory comfort conditions, optimized entrances and exits for involved public transport vehicles.

Support and structure urbanization 43

Given the current and coming demographic pressure in cities in developing countries, coordinated approaches to urban planning and transport planning is essential By limiting urban sprawl and by densifying the city around public transport, it is possible not only to promote a coherent development of the city but also to help maintain a good attendance rate of public transport. The population density is indeed a major indicator of the potential of public transportation in a city. The higher the density, the higher the share of non-motorized and public transport modes. This is true regardless of GDP. We can also note, from the chart above, that the higher the urban density, the lower the energy consumption.44

43 Source: Towards an improved urban mobility in developing countries, UITP (2003) 44 Source: How to develop strategies for sustainable mobility in cities in developing countries? SG-DAEI, CERTU (2008)

In summary

It is necessary to reduce energy consumption and pollution related to urban transportation, byfavouring cleaner modes of transport; by using the leverage of taxation on fuels and vehicles inorder to orientate the car market towards less polluting vehicles; by sharing public space for anew balance between modes of transport; by providing space and priority to public transport; bygiving way to soft modes including pedestrians; by using parking as a tool for regulating themobility; by organizing intermodality.

Passenger dropping at Qabboun Station


The intermodal locations mentioned above offer interesting potential for densification and urban development, allowing the establishment of facilities likely to benefit from the concentration of flows of users (shops, offices, housing, sports or cultural facilities...) for better use of the city. The added value produced by the installation of such equipment may also be a source of additional funding for the development of more sustainable modes of transport.

Upgrade the public transport supply

Renew and strengthen the supply bus

The material means of public transport companies operating in major Syrian cities have deteriorated over time. From 2001 to 2007, the percentage of the total rolling stock of public companies mobilized for operation decreased 70% to 35%. Faced with this situation, the Ministry of Transport has launched an ambitious program of renewing the rolling stock of public companies (see " Support for investment" on page 22). The injection of 600 new Chinese buses in 2008 and the equivalent effort asked to the private companies under contract has helped raise the average quality of the bus fleet in major Syrian cities.

Old bus in Aleppo

In summary

It is necessary to coordinate urban planning and transport planning approaches in order topromote the sustainable development of the city and to optimize the operation of the lesspolluting modes of transport.

The example of Curitiba

In 1943, the Agache Plan, the first plan setting out priorities for Curitiba in terms of transport, hasproposed to meet the future explosion of the car market by building high traffic arteries. In 1965, the "Plano Diretor de Curitiba" (Masterplan) was developed in order to understand andsolve the traffic problems. However, it adopted a radically different solution, proposing to: build the city along thetransportation system while strictly controlling urban development along specifically designatedcorridors. The city would then develop linearly and not according to the usual radial model. The plan's objectives were clear:

• Control urban development • Integrate urban functions • Give priority to public transport • Reduce traffic and pollution

Today, Curitiba has one of the most efficient public transport networks in the world.


That said, if their quality has improved, the bus fleets of the public transport companies are significantly under-dimensioned compared to the potential travel demand, which is now partially met by microbuses and taxis. It is generally believed that a ratio of 1,000 buses per million inhabitants is the aim to have a credible bus supply. The table below shows that this ratio is actually observed on the French networks of Lyon and Dijon, although these are two very dissimilar networks (network bus in Dijon, multimodal network bus-tram-metro in Lyon ). Nombre of buses

for 1 million inhabitants Cairo 193 Aleppo 915 buses for 3.000 Mn inhab. 305 Damascus 1,059 buses for 2.456 Mn inhab. 431 Casablanca 433 Tehran 744 Lyon 955 Dijon 964 Latin America > 1,000 The Latin American networks, which are well known for their voluntary policy of developing the bus supply (BRT systems in Bogota and Curitiba) generally exceed the proportion of one bus per thousand inhabitants. However, networks of Damascus and Aleppo are far below these values and the policy of renewing public and private bus fleets should be continued. Another consideration is that the bus fleets are

Bus fleets in Damascus and Aleppo

Damascus

The Public Transport Company of Damascus owns 1,059 buses, including 315 new ones (1 yearold), the remainder between 19 and 35 years of average age. Among the 744 oldest buses:

• 150 are operated by PTCD in the suburbs of Damascus • 115 are rented to schools or public companies • The rental rate depends on the services rendered. Payment is made monthly. PTCD gets a

small benefit from this rental • 100 are rented to private companies to serve areas around Damascus.

The 379 old buses are the remaining reserves. They are more or less "good for scrap”.

Aleppo

The Public Transport Company of Aleppo owns 490 buses: • 320 old buses:

o 180 bus Yugoslav manufactured In 1991 o 140 MAN buses manufactured in 1973 and 1976

• 170 Chinese recent buses, purchased in 2008 Private operators have also imported 216 buses in 2008 (425 at the end of 2009). The total stock used in Aleppo is 915 buses (end of 2009). The PTCA operates the 170 Chinese recent buses and 65 of the 320 old buses. The 255 remaining older buses are rented to private companies.


very old and only a small part of them is operating. Finally it should be noted that only part of the urban population concerned is served by public buses.

Diversify the public transport supply

Given the inadequate bus supply mentioned above, the supply of public transport in major Syrian cities is diversified by force of circumstance. In the framework of the bus fleet renewal policy conducted by the Ministry of Transport, the public transport companies are reinvesting the lines they had deserted for lack of means and where the microbuses had settled. The attitude of the authorities vis-à-vis the additional public transport supply varies according to cities. In Damascus, it is considered that the microbuses are essential as long as the bus supply has not reached a sufficient level. It is also believed that only the microbuses can reach areas where conventional buses can not go. They serve for example two hilly areas in the city. In Aleppo, however, it is estimated that, when the bus takes possession of a line, it should enjoy a monopoly of operation in order to function effectively. The microbuses are dismissed out of town. Even if the bus supply must be developed in the majour Syrian cities, it might be worth giving a role to microbuses in the public transport system within these cities, by using their own qualities (flexibility, small size...) and by helping them to evolve (organization, professionalization, consolidation, evolution towards the notion of public service, with routes, timetables ...), in order for example to make them serve historic centers, to connect users on the mass transit lines, to complement the bus supply during periods of low demand. Informal transport is present in many countries of southern and eastern Mediterranean. Interesting experiences of integration have been conducted in some of these countries and could benefit to the Syrian authorities responsible for public transport operation45.

Implement mass transit systems

In the major Syrian cities, travel demand is such that a public transport supply consisting only of buses and minibuses will quickly shows its limits. Studies are underway in Damascus to assess the feasibility of a first subway line. Without waiting to see whether such an infrastructure is justified and fundable, shorter-term solutions can be implemented in order to increase capacity and efficiency of existing systems. The bus supply may indeed be well improved if given the means to work out of the congestion and to have priority over private motorized modes. The BHLS (Bus with a High Level of Service) approach, inspired by the South American BRT approach (Bus Rapid Transit), works in this direction. It consists of considering the bus as one of the three components of a system comprising, besides the vehicle itself: the infrastructure (usually dedicated) and the operating system (providing priority at crossroads). Such systems are less expensive than trams and metros but levels of service offered are well above those of standard bus operations. They also have the advantage of occupying and preserving lanes within the road network of the town, on which it is possible later to implement heavier modes if demand justifies it and if funding is possible. 45 See: Informal Transport in Mediterranean Cities, Inrets (2008)

Microbus à Damas


Solicit private sector

In a context where they can not meet the travel demand only by their own means, the authorities in charge of public transport in Syria are already soliciting today private sector so that it provides a complementary transport supply to the supply of public transport companies. Microbuses operate routes not yet invested by public buses in Aleppo, for example. In Damascus, it also happens that they operate on mixed lines, shared with public buses. In all cases, the license granted to them by the Governorates does not require them to public service obligations. They operate at their own risk and their main objective is to ensure their incomes. The private bus companies involved in Aleppo, for example, are related to the Public Transport Company of the city by a model-contract proposed by the Ministry of Transport. They also operate at their own risk and are required to meet targets for service quality according to the contracts. Beyond these minimum contractual relations, the private sector, provided it is becoming more professional in order to achieve the quality standards demanded by the public authority, could be solicited as part of a true partnership relations, based on a contract in charge of allocating roles and risks, in order to reach an optimal implementation of public authority's requirements.

Assume financial consequences

As we have seen, the Syrian Government already consents a major investment effort to upgrade the bus fleets of public companies operating under its control in Damascus, Aleppo, Homs and Lattakia. It is necessary to upgrade the public transport supply, by complementing the bus supply, insufficient today; by diversifying the supply and taking advantage of the qualities of each mode (flexibility of informal transport); by implementing progressively mass transit routes; by preserving lanes and providing evolutionary systems (bus corridors> Bus Rapid Transit > tramway); soliciting private sector as part of a true contractual relationship based on strong public requirements.

Busway in Nantes Metrobus in Mexico (Source : Embarq)

In summary

It is necessary to upgrade the public transport supply, by complementing the bus supply,insufficient today; by diversifying the supply and by taking advantage of the qualities of eachmode (flexibility of informal transport); by implementing progressively mass transit routes; bypreserving lanes and providing evolutionary systems (bus corridors> Bus Rapid Transit >tramway); by soliciting private sector as part of a true contractual relationship based on strongpublic requirements.


Continue the effort of investment

It would be interesting to estimate more precisely and more completely the costs and revenues related to urban transport in Syria, all types of transport, whether public or private, whether they deal with investment or operation (“National Transport Account” approach / France). This would help to know exactly the current level of investment overall and estimate its insufficiency.

Current level of investment

3 billion USD were registered in the National Plan for Transportation Infrastructures over the period 2006-2010 (600 million USD a year). Over 50% of this expenditure will be spent on rail infrastructure. Nothing has been engaged for the moment.

Desirable level of investment

It is generally believed that ideally the municipalities should spend each year about 1% of GDP on investment in urban transport. These needs, which obviously vary depending on the size of municipality and on the general travel demand, may be slightly higher than this ratio during periods of massive investment. For example, the municipality of Bogotá has spent between 2001 and 2003 in average 1.3% of its richness for investment in urban transport sector (see table below), due to construction of TransMilenio, high capacity bus system on dedicated lanes46. By applying this ratio of 1% to the GDP of Syria, which amounted in 2008 to 41.9 billion USD, the total annual expenditure devoted to urban transport in Syria should be of 419 million USD, or, for 21 million inhabitants, an expenditure of USD20 per year per capita. This ratio allows in particular to estimate the funding which could be reasonably mobilized to implement heavy infrastructure of public transport. We can consider indeed that, on USD20 per year per capita mentioned above, 10 could be spent on roads and 10 on public transport. For " Damascus City + Rif Damascus " and its 3.4 million inhabitants, funding to be mobilized for investment in public transport would be 34 million USD, or approximately 25 million EUR per year. For comparison, the cost of the first metro line under study by the consultancy firm Systra is estimated at 1 billion EUR. By combining these two figures, it is possible to estimate the need of funding coming from the private sector to finance such a project.

46 Source: World Bank.

Funding of mass transit infrastructures in Morocco

Tramway of Casablanca • Total cost : EUR 450 million • 120 million provided by the State

Tramway of Rabbat

• Total cost : EUR 350 to 400 million • 100 million provided by investors (added value on land) • 45 millions provided by Agence Française de Développement


Streamline network operation47

Damascus Aleppo Homs Lattakia Dijon Lyon

Population served48 2,500,000 3,000,000 800,000 300,000 249,483 1,243,209

Rolling stock (total) 240 1,187Rolling stock in operation (morning) 2009 465 221 101 139 Rolling stock in operation (evening) 2009 265 221 78 90

Staff 2009 1819 1162 439 403 677 4,523

Administrative staff 2009 272 254 91 64 Inspectors, controllers, sales staff 2009 152 100 41 28

Drivers 2009 1049 589 225 296 486 2,548

Technicians 2009 346 219 82 65

Trips* 86,297,342 42,360,000 14,618,124 16,570,788 34,822,000 366,976,000

Km* 20,250,000 11,070,000 3,807,600 4,419,600 10,269,000 48,756,000

Incomes (EUR) 2008 3,681,941 2,547,572 840,925 712,432 11,239,000 140,978,000

Expenses (EUR) 2008 9,961,693 5,655,330 2,836,485 2,543,135 49,290,000 303,033,000

Subsidies (EUR) 2008 5,127,729 3,023,914 1,938,229 1,501,257 38,051,000 162,055,000

Inc./Exp. 37% 45% 30% 28% 23% 47%

Expenses (EUR) / km 0.5 0.5 0.7 0.6 4.8 6.2

Drivers / Total Staff 58% 51% 51% 73% 72% 56%

Drivers / Véhic. in operation 2.3 2.7 2.2 2.1 2.0 2.1

Km / Véhic. in operation 43,548.4 50,090.5 37,699.0 31,795.7 42,787 41,075

Km / Driver 19,304 18,795 16,923 14,931 21,130 19,135

Km / Inhabitant 5.8 3.2 1.9 3.7 41.2 39.2

Trips / Inhabitant 24.7 12.1 7.3 13.8 139.6 295.2Expenses (EUR) / inhabitant 2.8 1.6 1.4 2.1 197.6 243.8

* Number of trips and kilometres estimated on the base of the 10 first months of 2009.

Data provided by the Ministry of Transport for the year 2008 concerning the operating results of the four public transport companies allow us to compare the key technical and financial ratios of the networks of Damascus, Aleppo, Homs and Lattakia with those of two French networks: Dijon (only bus) and Lyon (metro + tram + bus). It is however important to note that public buses in Syria are only a small part of the supply of urban public transport while, in Dijon as Lyons, the figures correspond to the total supply of urban public transport. That said, this table requires a number of initial comments:

• As noted above, the “Incomes / Expenses” ratio of Syrian networks is quite comparable to the same ratio in the two French networks, with an average of between 30 and 40%.

• Operating costs per kilometer are obviously much smaller on networks in Syria. According to the directors of public companies, these expenses break down as follows:

o 65%> salaries o 17.5%> diesel and lubricants (Note: unlike the army, the company pays the fuel

price) o 17.5%> tires, spare parts (the mechanicians of the company repare as much as

possible the old park, in order not to buy spare parts)

47 Source: Central Bureau of Statistics, Ministry of Transport (2007) 48 Source : Interview with Urban Department Manager, Ministry of Transport (2009/11/07)


The difference between Syrian and French operating costs are probably largely explained by the difference between the cost of labor in both countries.

• The proportion of drivers in the total staff of Syrian networks is rather comparable to that of the French networks.

• The number of drivers per vehicle in operation is a bit high, compared to the French ones. As far as the distances covered per year by the buses are concerned, the situation is different between Damascus and Aleppo on one hand, Homs and Lattakia on the other hand. This gap must be put in relation with the fact that a Syrian driver in Damascus or Aleppo produces a mileage comparable to that of a French driver (about 20,000 km per year), while a driver in Homs or Lattakia produces a mileage significantly inferior.

• The ratios of supply (between 2 and 6 km per year per capita) and patronage (between 7 and 25 trips per year per capita) are very weak on the Syrian networks but this is due to the insufficient bus supply, already reported several times. Public transport in the Syrian cities today is carried out mainly by private microbuses.

• The financial effort per capita devoted to the operation of bus networks, is very low, but it is representative of the low level of the bus supply and must be put in perspective with the average income of Syrian citizens.

• The differences in technical ratios between Syrian networks themselves show that they are not all now at their optimal functioning.

This brief analysis could be extended in the framework of a cooperation network to network between France and Syria.

Diversify fares

The fare range on Syrian networks is simple and low-positioned, in order to respond to the social vocation assigned to public transport by the Government. The ratio between the average cost of a trip by public buses and that of a taxi trip is 1 to 10, according to our experience. Even if the coverage of operating expenses by incomes from traffic is comparable to that observed for example on the French networks, there may be scope to improve this rate without calling into question the social vocation of the transport service . The use of the private sector for the operation of certain routes may be also an opportunity to think about the commercial vocation of the transport service.

Implement new financial resources if necessary

If the coverage of operating expenses by incomes from traffic remains at its current level and if the investment needs are revised upwards, the introduction of new resources may be necessary for the development of Urban public transport in Syria, whatever the mobilization of the private sector. The Public Transport Company in Damascus is studying the possibility to display advertising on its buses to increase its revenue. Other financial resources are mobilized around the world, using as appropriate the "polluter pays", the "beneficiary pays" or the “taxpayer pays” principles:

• Congestion Charging (London, Stockholm) • Transport Tax (France) • Added value on land (Hong Kong, Istanbul) • Various taxes (gasoline, vehicule registration, electricity, additional VAT ...)

In summary

It is necessary to assume the financial effort to upgrade the public transport supply, continuingthe effort of investment (clean buses, mass transit lines); streamlining network operations(productivity); diversifying fares; studying if necessary the establishment of new financialresources.


Develop competence and expertise

Complement the training supply

It would probably be useful to start work on the jobs in urban transport sector in Syria, by identifying the needs of the services involved (Municipalities, Governorates, Ministry...) in order to implement the corresponding trainings. In France, the National Center for the Training of Public Servants launched this work in order to produce a repository of jobs in urban transport sector and to provide training tailored to the managers responsible for these local public policies.

Capitalize and disseminate knowledge

The competence and expertise on urban mobility exist in Syria, but they need to be identified and valued. It would be usefull to build networks for the dissemination of know-how, best practices, whether related to transport policies themselves or for their implementation. In France, authorities for public transport and private operators to whom they rely to operate their networks are grouped into associations, respectively:

• The Association of Transport Organizing Authorities (Groupement des Autorités Responsables de Transport / GART)

• The Union of Public Transport (Union des Transports Publics / UTP) The French government, for its part, contributes to the gathering and dissemination of knowledge on urban transport through a central technical service of the Ministry responsible for transport: the Center for Studies on Networks, Urban Planning and Public Facilities (CERTU). CERTU brings together French and international expertise and good practice, develops tools and methods and disseminates them to all actors of urban transport, whether national or local, public or private.

Implement an Observatory of urban mobility

The Syrian Ministry of Transport collects data on public transport companies which he has responsibility but it has little information about other public transport supplies: private companies, microbuses, taxis ... Beyond the offer, the Syrian Ministry of Transport also seems to have little data on travel demand, perhaps because of a lack of means, tools, methods. In France, CERTU disposes of databases for monitoring the evolution of urban transport networks. CERTU is also developing tools to measure urban mobility and its evolutions (household travel surveys). These tools are used in Morocco, Algeria, Tunisia ... It would be useful to implement, in Syria, an observatory for urban mobility, with relevant tools, able to make regular collections of data on travel demand, on supply and use of transport networks, and in charge of data analysis and of dissemination of results to local and national stakeholders concerned.

In summary

It is necessary to develop the competence, by valuing the existing expertise; by capitalizing andby disseminating knowledge; by animating the political and technical networks involved; bysetting up an observatory for urban mobility; by developing tools; by organizing collections; byanalyzing data and by capitalizing.


Clarify and strengthen the institutional framework

Implement urban transport planning

In a context of administrative deconcentration, the institutional system of Syria has shared the organizing responsibilities for urban transport between the Central Government, the Governorates and the Municipalities. In this system, the Governorates play an important role, especially for the organization of public transport. The Governor chairs the Local Committee for Passenger Transportation, which comprises the directors of public transport companies in major cities. By cons, these public companies are under the Ministry of Transport, which controls through them the development of public transport in Damascus, Aleppo, Homs and Lattakia. Under these conditions, the Governorates of large cities are deprived of an important lever in the planning of transport on their territory, while in small towns, they have the responsibility for developing the public transport supply, mainly through the private minibuses today. It is therefore important to organize the governance of urban transport so that an institutional player – the Governorate for example - can assume full and effective transport planning. The workshops organized by the World Bank in Syria on this issue can contribute usefully this thinking.

Link urban planning and transport planning

Urban development is a priori under the responsibility of municipalities (see Aleppo Masterplan), while the development of public transport is under the responsibility of the Governorates. But the Governorates also dispose of "Urban Development" departments (see Lattakia). At the same time, Municipalities manage traffic, parking, organization of public space... as many technical fields that interact strongly with the public transport sector. The Syrian institutional system therefore shows crossing skills that complicate or even undermine the overall management of urban planning and transportation planning. It is therefore important to clarify the division of powers between the institutions so that the transport and the town could profit from a consistent approach. In France, for example, in Montpellier, the Masterplan allowed the public transport to function optimally by controlling urban sprawl, by densifying along the corridors of the tramway, by implementing a land policy allowing to partially fund the development of transport infrastructure.

Involve all local stakeholders

In general, users seem not be taken into account, while their behaviors are probably changing rapidly (increasing motorization, evolution of the city, changing lifestyles...). They are not represented in the bodies in charge of urban mobility.

In summary

Finally, it is necessary to clarify and strengthen the institutional framework, by implementing alocal planning of urban transport; by linking it with the urban planning; by involving all localstakeholders in order to organize and plan; by empowering the Governorates.


Towards a national strategy for urban transport

A national approach

To make evolve the laws, regulations, organizations, a national approach will focus on the following major topics:

• Social, environmental, economic and financial challenges • Institutions, governance, planning, links with other policies (urbanization, environment,

energy ...) • financing, pricing, public requirement and PPP • Organization and urban public transport networks (buses, microbuses, taxis ..) • Management and operation of car traffic, public spaces • Skills

Goals

The national approach will seek changes in legislation (laws and regulations) and the strengthening of the commitment.

Steering

The national approach will be driven by an interministerial committee with the assistance of a technical support team (with French Ministry in charge of Transport and French Agency for Development if necessary).

Work plan

The approach will be organized according to a two years plan: • Studies and expertise (local and international experts): urgent study on economic and

financial issues; • Workshop leading to thematic orientation notes and decisions; • Technical visits, international exchanges (France, Mediterranean); • Companionship (Scientific and technical network of the French Ministry in charge of

Transport) and twinning (universities); • Joint reviews every 6 months

Local actions

Local actions will be implemented in two test cities according to a work plan on two years mobilizing decentralized cooperation.

Goals

Local actions will aim to draw lessons from concrete achievements, to capitalize and disseminate them.

Steering

Local actions will be driven by a local steering committee, with the assistance of a local technical team (with French partner).


Aleppo

• improved management and operation of car traffic • urban mobility plan Larger Aleppo. • partner: Greater Lyon;

Lattakia

• improved management and operation of car traffic • assistance for the management of the bus network. • Partners: City of Marseille and Marseille Provence Metropole


Annex 1 : European Programs

Institutional and Sector Modernisation Facility Programme (ISMF)

The ISMF program (2003-2008: EUR 21 million) had the ambition to help the Syrian Government to formulate and implement a program of economic and institutional modernization. The report "Formulation of an Urban Transport Strategy", issued in December 2006, proposes a strategy for urban transport.

Municipal Administration Modernisation (MAM)

The MAM program (2005-2009: EUR 18 million) aimed at improving the quality and effectiveness of local governance in seven cities of Syria: Aleppo, Damascus, Deir-ez-Zor, Homs, Lattakia, Tartous and Palmyra. The program was designed to improve the quality of life for residents of urban centres, supporting the management of urban growth and ensuring the implementation of sustainable infrastructure. 17 action plans were to allow municipal governments to create more jobs, improve their financial management and to attract new investment to improve the quality of life. MAM planned also to encourage, by subsidies, the best environmental practices and the development of arts and cultural activities. The Action Plan No. 13, "Traffic and Transport in Syrian Cities", was given the following objectives:

• Ensure sustainable mobility for all; • Improve the accessibility of cities; • Improve road safety; • Cleaner air in towns; • Improve the quality of life.

The report of the Action Plan No. 13 is not available on the website of MMA today. NB: A consultation is underway to launch the second phase of the MAM program.

CIUDAD / SUMPA-MED

Under the European Instrument for Neighborhood and Partnership (EINP), Europe has launched a new support program for urban and spatial development for 17 member countries of the neighboring area and the Russian Federation: CIUDAD program. This program aims to support direct cooperation projects between local authorities and civil society in countries of the European Union and 17 member countries of the neighboring area and the Russian Federation: Algeria, Armenia, Azerbaijan, Belarus, Egypt, Russian Federation, Georgia, Israel, Jordan, Lebanon, Libya, Moldova, Morocco, Syria, Palestinian Territories, Tunisia and Ukraine. CIUDAD aims to promote the establishment of a long-term dialogue and cooperation between local actors in the EINP region and their EU partners. SUMPA-MED is the proposal submitted by the city of Gaziantep (Turkey) under the program CIUDAD. Its ambition is to help the cities of Amman and Irbid in Jordan and Aleppo in Syria to adopt sustainable development approaches in the context of the implemenation of of Urban Mobility Plans. Stuttgart in Germany, Paris and Lyon in France are partners or associated partners of the project.

EUROMED

The EuroMed Transport Project (2003-2007, extended until mid-2009 / EUR 20 million), launched by the European Commission in November 2001, aimed to improve the functioning and efficiency of the Mediterranean transportation system by focusing its efforts on policy reforms and training / dialogue with policymakers in the field of transport. The project planned in particular to implement:


A diagnostic study of the regional transport system highlighting the main challenges and bottlenecks; A Regional Action Plan on Transport dealing with policy and institutional measures and infrastructure issues. The diagnostic study on Syria gives background information on the institutional organization of transport in the country. In the framework of Euromed, a "micro-study on Public Private Partnership in the transport sector" was published (December 2008), in order to promote private sector involvement in the development of transport infrastructure in Mediterranean countries. This study provides an analysis of the development of PPP for transport in each country.


Annex 2 : Bibliography

Micro-study on Public Private Partnerships in Transport Sector

Promotion of private sector involvement in the implementation of transport infrastructures in the Mediterranean Euromed Transport Project In French - 155 pages December 2008

Diagnostic study

Part II : Country Issues Module 10: Syria Euromed Transport Project In English - 54 pages December 2004

Socio economic country profiles – Technical note 2

Euromed Transport Project In English – 328 pages June 2004

European Neighbourhood Policy / Guidance document

European Communities Commission In French – 38 pages May 2004

Municipal Decentralization In Syria - A Toolkit

Lessons and Tools from the Aleppo Experience Municipal Administration Modernisation Project In English – 62 pages June 2008

Draft Law / Regional Planning

Municipal Administration Modernisation Project In English – 10 pages 2008

Draft Law / Local Administration

Text of the Law Municipal Administration Modernisation Project In English – 73 pages June 2008

Report on Financial Resources Management - Local Taxes / Duties

Evaluation of Current Position - Proposals for interventions Municipal Administration Modernisation Project Pat Doherty In English – 42 pages


August 2005

PPP – Public Private Partnerships in Public Services & Economic Development

Municipal Administration Modernisation Project Mariana Abrantes de Sousa In English – 42 pages August 2005

Positive Planning: A New Approach to Urban Planning Law in Syria

Municipal Administration Modernisation Project In English – 57 pages 200?

Syria in a nutshell

Economic Mission – French Embassy in Syria MINEIE – DGTPE In French – 4 pages November 2008

Economic and financial situation of Syria


Transport in Syria


Legislative Decree about investment

Ministère des Transports (Syrie) In English – 4 pages May 2008

Internal & External Announcement

For Submission of Documents of Qualification for the Construction of Tolled International Road Network Based on BOT System In English – 3 pages June 2009

CIUDAD (Programme d’Action Annuel)

Synthesis by Cités Unies France In French – 3 pages July 2008

CIUDAD (Action Fiche)

European Commission / EuropeAid In English – 9 pages 2007


CIUDAD / SUMPA-MED

Sustainable Urban Mobility Planning Adapted to Mediterranean (SUMPA-MED) Cooperation in Urban Development and Dialogue Grant Application Form The European Commission In English – 62 pages 2009

Review of Institutional Alternatives for Urban Public Transport in Syria

Indicative Report World Bank Technical Assistance to the Transport Sector In English – 16 pages Avril 2009

METRO DE DAMAS – LIGNE VERTE

SYSTRA In French – 1 page 200?

Damascus Metro - Green Line

On Damascus Metro Website In English – 11 pages 200?

Ongoing cooperation between Syria and Inrets

In French – 3 pages August 2009

Preliminary studies for the first metro line in Damascus (« Green Line »)

Liste of reports SYSTRA In French – 1 page 2009

Domestic Transport Policy Act

LOTI Ministry in charge of Transport (France) In English – 37 pages 1982

ADEME Mission report

Report In French – 16 pages July 2009

ADEME Mission report

Abstract In French – 5 pages July 2009


Formulation of an Urban Transport Strategy

Institutional and Sector Modernisation Strategy (ISMF) Ministry of Transport (MOT) Government of Syria Final Completion Report In English – 145 pages December 2006

Syrian Transport Database Project

ISMF Klaus Broersma & Malek Haddad In English – 274 pages September 2006

ISMF Studies in Transport Sector

Preparatory Phase ISMF In English – 279 pages March 2005

TAIEX (Technical Assistance and Information Exchange Instrument)

Descriptive leaflet (from Website) In French – 2 pages 2009

European Commission / Twinning process

Twinning process handbook 2009 In English – 120 pages 2009

Energy Efficiency and Renewable Energy in Syria

ADEME In French – 10 pages 200?


Annexe 3 : Websites

EUROMED TRANSPORT PROJECT

http://www.euromedtransport.org/263.0.html?&L=1

EuropeAid

http://ec.europa.eu/europeaid/index_fr.htm

The European Commission's Delegation to Syria

http://www.delsyr.ec.europa.eu/en/index.asp

European Commission / External relationships / Syria

http://ec.europa.eu/external_relations/syria/index_fr.htm

Municipal Administration Modernization (MAM)

http://www.mam-sy.org/?p_id=11&lang=en

Institutional and Sector Modernisation Facility (ISMF)

http://www.ismf-eusy.org/ismf/en/index.php

L’Orient – Le Jour

http://www.lorientlejour.com/category/Europa+jaratouna/article/630410/Modernisation_de_l%27administration_municipale_syrienne,_ou_la_volonte_affichee_de_decentraliser.html

Middle East / Syria Transportation

http://www.middleeastdirectory.com/cs_syria.htm#Trans

Economic Mission / French Embassy in Syria

http://www.dgtpe.fr/se/syrie/

Syrian Minsitry of Transport

http://www.mot.gov.sy/index.php

Syrian Railways General Company

www.cfssyria.org

Hijjaz Railways General Company

www.hijazerail.com

Roads and Communications General Company

www.perc.gov.sy

Syrian Arab Airlines Etablishment

www.syrian-airlines.com

Syria Today

http://www.syria-today.com/


Syria on Wikipedia

http://fr.wikipedia.org/wiki/Syrie

A metro in Damascus

http://www.damascus-metro.com/

TAIEX (Technical Assistance and Information Exchange Instrument)

http://taiex.ec.europa.eu/ http://ec.europa.eu/europeaid/where/neighbourhood/overview/taiex_fr.htm

Twinning Instruments / European Commission

http://ec.europa.eu/europeaid/where/neighbourhood/overview/twinning_fr.htm

La Syrie.net

http://www.lasyrie.net/

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