Sector: Transportation
			Sub-Sector / Technically Autonomous Unit: Land Transport - Roads
			Component	Present Situation	Target Situation	Projects		Characteristics												Priority
								Technical Constraints			Cost							Impact	Uncertainty
Sector	Sub-sector	Geographic area		Sp	St	∆S		Description	Min. delay to start	Min. constr. period	Investment Million US$	Land value / expro (a')	Yearly maintenance cost (b)	Major rehab/replac. cost (c )	Span for rehab/replc (d)	Yearly operation cost (e)	Uncertainty		(High, Medium, Low)
									(Year)	(Year)			%	%		%
			Physical Stock	Strategic Road Network
				▪ Extensive network of roads (around 22,000km), under the responsibility of MPWT (6,380km) and Municipalities (~15,325km). Classified network comprises International (529km), Primary (1673km), Secondary (1367km), and Local (2811km) ▪ Function of roads is not necessarily compatible with classification	▪ Completed classification of the road network, so that the national and local responsibilities are well defined	Re-classification of the road network (Study)		Lack of data on the currently unclassified network. Also, classification is related to function which is in turn related to uncertain future traffic.	0	1	1	0	0	0	10	0	±20%	Identification of technical, operational and financial responsibilities	L	2
				▪ Classified network condition: 17% good, 70% fair, and 13% poor to critical ▪ Unclassified network condition: no record available but known to be mostly in reasonably good condition	▪ Classified and rehabilitated road network with regular and periodic maintenance programs, supported by a continuously updated traffic model, Highway Management System (HMS) and Geographical Information System (GIS)	Rehabilitation and extension of the strategic Lebanese road network (Design/Construction) For a detailed list refer to attachment		Dealing with several contractors requires a high level of competence in the administration, which may take some time to achieve.	1	3	300	30	5	15	10	0.1	±30%	Upgraded network. Positive impact on externalities.	M	3
				▪ The overall network has some missing strategic links due to the following:	▪ High priority missing links constructed as follows:
				o Beirut northern entrance is witnessing constantly heavy congestions and huge amounts of delay o Several penetrators have been constructed in the last 10 years. These penetrators are supposed to be linked to the peripheral road from Khaldeh to Antelias. In the absence of this road, these penetrators will not perform the function of collecting and distributing traffic in a proper way and investment made on them is bound to be lost. o The coastal highway through Jounieh has become a bottleneck for traffic along the coast, whereby between Beirut and Jounieh there are at least 3 lanes in each direction, in Jounieh there are 2 lanes and after Jounieh the section up to Jbeil has been upgraded recently to 3 lanes per direction. o The eastern entrance to Beirut and eventually the link to the mountainous villages and towns then to the Bekaa and the regional network to the east is weak limited to the existing single 4-lane carriage-way. o The access to Tripoli Port is inadequate, especially to/from the northern borders.	o Castal Expressway north of Beirut o Beirut Périphérique o A2 Motorway o the Pan Arab Motorway o Tripoli-Northern Border Motorway	Coastal Expressway North of Beirut (Construction)		Requires treatment of the solid waste dump at Borj Hammoud, in addition to reclamation works, which may face difficulties in procuring the fill material.	1	3	130	80	3	15	10	0.1	±15%	Increases road capacity at the congested northern entrance to Beirut.	M	3
						Beirut Périphérique (Design/Construction)		Expropriation of encroachments in heavily populated areas, and inter-related with A2.	2	5	225	350	3	10	10	0.1	±10%	Completion of the Beirut entrances and saving on already made investments. Additional capacity to Beirut road network.	M	3
						A2 Motorway (Design/Construction)		Long tunnels through Harissa Hill and inter-related with Périphérique.	1	5	300	105	3	10	10	1	±10%	Relieving the congestion through Jounieh.	M	3
						the Pan Arab Motorway (remaining sections from Beirut to Sofar - Design/Construction)		Alignment and Expropriation in populated areas. Also, its viability depends on regional schemes.	0	4	150	150	3	15	10	0.1	±20%	Provides enhanced access to Beirut Port. Strong regional role.	M	3
						Tripoli-Northern Border Motorway (Re-design/Construction)		Related to the future role of Tripoli Port and regional schemes. Existing design needs to be revisisted to avoid cutting through the agricultural plane of Akkar (SDATL recommendation)	0	4	100	20	3	15	10	0.1	±15%	Links Tripoli Port to regional network.	H	3
				▪ The urban road network inside Beirut consists of generally narrow streets witnessing traffic gridlocks on a daily basis	▪ All UTDP proposals in place, namely:   o Grade separation for junctions in Beirut   o Parking regulations   o Traffic Management physical measures (Traffic signals, cameras, radars, signs, marking)	Grade separation for junctions in Beirut (UTDP)		Traffic interruption during construction.	0	3	50	10	3	5	10	0.1	±10%	Relieves congestion in Beirut. High impact on externalities.	L	1
						Organization of on-street parking (UTDP)		Requires enforcement, which cannot be achieved with the current setting.	0	2	10	0	0	0	10	0	±15%	Improves streets capacities and encourages shift to public transport	L	1
						Establishment of traffic control center, installation of Traffic control devices in major urban centers, and police training (UTDP)		This should be coupled with public and police awareness campaigns and depends on their cooperation.	0	5	25	0	0	0	0	0.1	±10%	Relieves congestion in urban areas. High impact on externalities.	L	1
			Physical Stock	Road Passenger Transport Modes:
				▪ High numbers of vehicles leading to poor level of transport service:   o Congestion on Beirut entrances   o Congestion within the urban areas	▪ Revitalized public transport industry inducing a shift from private small cars to public mass transport modes (ongoing study) ▪ Busway from Beirut to Jounieh in operation in a dedicated right-of-way ▪ Dedicated lanes for public transport	Bus Rapid Transit between Beirut and Jounieh (Design/Construction of stations and roadway)		Shift towards public transport is uncertain.	0	2	40	10	3	15	10	0.1	±10%	Promotes better mobility and has positive impacts on externalities in terms of encouraging shift to public transport and relieving congestion on roads.	L	1
						Bus routing in dedicated lanes/ROW (Study)		Existing roads in Lebanon are generally narrow and do not allow spare space for dedicated lanes. Also, shift towards public transport is uncertain.	0	0.5	1	0	0	0	0	0	±20%	Promotes shift to public transport and hence relieves congestion…	L	1
						Establish a dedicated bus lane network in Beirut (Design/Construction)			1	2	20	5	0	0	0	1	±50%		L	1
				▪ OCFTC buses operating in a poor manner covering only few lines	▪ National transport company to operate a bus network	(ongoing study by DGLMT)
				▪ Privately operated buses on high demand lines	▪ Clear definition of privately operated buses in terms of routes and mode of operation	(ongoing study by DGLMT)
				▪ Minibuses and vans operating in a disorganized manner	▪ Proper termini for public transport modes constructed in all regions, including an additional terminus in Beirut next to Charles Helou terminal	Bus stations and terminals for operating company(ies) (Design/Construction)		Pending on completing the institutional arrangements and the studies on public transport.	2	2	20	10	1	10	10	5	±50%	Enhances bus operations and promotes public transport.	M	1
				▪ Taxi-services in high numbers	▪ The number of public license plates restricted to need	(ongoing study by DGLMT)		Requires input from multiple authorities. Also, requires dealing with the social problem of service drivers who are benefiting from the social security policies.										Optimization of the vehicle fleet which reflects on the traffic operations with great impacts on externalities. Also promotes shift towards public transport.
				Road Freight Transport
				Poor logistics, with 1400 trucks operating between the ports and local regions, in addition to neighboring countries	Viability of inland ports and logistic centers at Tripoli, Zahle and Zahrani established	Inland port near Beirut and logistics centers in Tripoli, Zahle and Zahrani (feasibility study)		Availability of land associated with high costs. These facilities are related to rail policies and regional schemes. Also, they should be coupled with proper management.	2	0.5	2	0	0	0	0	0	±15%		L	2
						Inland port near Beirut (Design/Construction)			3	2.5	50	100	3	0	0	0	±50%	Faster time for handling cargo at the port hence increase in the port's capacity.	H	2
						Logistic centers in Tripoli, Zahle and Zahrani (Design/Construction)			3	2.5	75	80	3	0	0	0	±50%	Facilitates and organizes the trucking industry.	H	2
			Institutional Setup	▪ Complex institutional structure leading to conflict of responsibilities. Currently, the authorities responsible for regulating/funding/maintaining/ operating the transport services are: MPWT, MOIM, Municipalities, MOF, and CDR. ▪ Lack of proper enforcement.	▪ Function and road standards used to determine road classification which in turn identifies the strategic and/or tactical responsibility. ▪ Proposed transport authorities should be established and operational, in a manner that separates regulatory and operational responsibilities. These authorities are: Land Transport Authority (LTA), Traffic and Vehicle Management Authority (TAVMA). ▪ Operating company for public transport. ▪ Metropolitan traffic agency established for Beirut as per UTDP recommendation. ▪ Traffic engineering and management measures in regular use.	Establish LTA and TAVMA with proper staffing and equipment		Reallocation of responsibilities could be faced with resistance. Also, establishing laws should be carefully studied.	0	2	5	0	0	0	0	25	±20%	Better control of the regulations in the sector.	L	1
						Establish operating company for public transport		Reallocation of responsibilities could be faced with resistance.	2	0.5	2	0	0	0	0	50	±20%	Better control of the operations of the public transport.	L	1
						Establish metropolitan traffic agency for Beirut		Reallocation of responsibilities could be faced with resistance.	2	1	2	0	0	0	0	50	±20%	Better management of traffic operations in Beirut.	L	1
			Economic values:									950
			Investment (a) million US$	1,000	2,200
			Land value / expropriation (a') million US$	12,800	13,750
			Yearly maintenance cost % (b)	4%	5%
			Major rehab/replac. cost % (c )	35%	15%
			Span for rehab/replc in years (d)	5	10
			Yearly operation cost % (e)	0.10%	0.10%
			Performance Indicators:
			Results	▪ Roads in good condition (%): Currently 17%, target to have 0% in critical condition and increase the percentage in good condition to 100%
				▪ Travel time delays (minutes per vehicle): Delay is the time spent over and above the normal time of travel. Currently very high on the entrances to Beirut and inside urban areas. The result should be to minimize this time.
				▪ Congestion levels at northern Beirut entrance (Volume to capacity ratio): Currently close to and exceeding unity on the entrances to Beirut and inside urban areas. Target to decrease below 1.
				▪ Number of accidents (No.): Target to decrease to the lowest possible.
				▪ Urban public transport ridership (%): Currently around 40%. Target to increase in relation with decrease of congestion levels.
				▪ Goods transported over distance (ton-km): Target to establish a growth rate related to market demand.
			Means	▪ Maintenance and rehabilitation programs following reclassification of the road network
				▪ Traffic management measures
				▪ New authorities: LTA, TAVMA, public transport company, Beirut metropolitan traffic agency
				▪ Studies on the public transport in Lebanon
				▪ Establishment of freight demand patterns
				▪ Feasibility studies for inland port and logistic centers